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JULY 17, 1902. THE DEVELOPMENT OF CANADA. The development of the Dominion of Canada is pro- eressing at a rapid pace. Few people in other countries comprehend that Canada represents 30 per cent. of the entire British Empire and one- fifteenth of ‘the land area of the world. At no period since the settlement of the country has it received so large an inflow of immigration as within the last two years. The production of the country is immense, when it is considered that the popu- lation is not over 5,500,000. Manufacturing industries are increasing and are generally prosperous. "The men man- aging them are enterprising, and with great energy are seeking trade over all the world. The agricultural wealth of the country is enormous. Immense cultivated areas furnish grain for the miller, fruit and vegetables for the canner; beef, pork, and mutton for the meat trade; and cream for the butter and cheese factories. Canada’s forests are now regarded as one of the chief sources for the supply of pulp wood for the paper industry of the world; and on her famous fisher- ies rest many important industries. Great deposits of the finest ore have recently been found; while good lead, as- bestos, nickel, copper, silver and mica mines are being opened up in all directions. The facilities for transpor- tation - are excellent. The Canadian Pacific railway stretches from ocean to ocean, while the Grand Trunk covers the eastern Provinces. Both systems are continu- ally growing. Within two or three years, another great line of railway will be completed, extending from Hali- fax to Vancouver and Victoria. Feeders to all these lines are being constantly constructed. No country, ex- cept the United States has gone forward so rapidly in its transportation facilities as.Canada. In 1867, the total rail- way track laid was 2,087 miles and in 1900 it was 17,824 miles. Several hundred miles were added last year. The work of canal construction’ has been vigorously conducted. ‘The total amount spent in construction and enlargement up to 1900 was $95,316,000, of which $74,- 600,000 was expended since confederation. Canada can justly boast of having one of the most complete systems - of canals in the world. ‘The governments since confed- eration have contributed for the construction of railways and canals $292,921,000. The total capital invested in railways and canals in Canada is $r,100,000,000. There is no question that there is an enormous amount of smuggling from Canada into the United States and from the United States into Canada. One large firm in Montreal is said to have succeeded in smuggling into the United States tens of thousands of dollars’. worth of gocds- every year. It sells largely to American visitors, and agrees to deliver the goods, to their homes free of duty. ‘The matter has been fully exposed, but the practice still continues. _ There is smuggling all along the border line from the Atlantic to the Pacific coast. Joun LL. Brrrrncer, Montreal Consul-General. ee EASTERN FREIGHTS. Messrs. Funch, Edye & Co., New York, report the condi- tion of the eastern freight market as follows: Since cur last issue weather conditions in the agricul- tural districts have only been partially of a favorable nature, but reports of serious damage to the wheat crop have considerably decreased, and it now appears that as a whole the benefits sustained from the rains very largely exceed the damage that has been done. The opinion in re- gard to the maize crop is without excepticn~of a most favorable nature, and if the present outlook is maintained the crop of this cereal will unquestionably prove an ex- ceedingly large one. The reports from the cotton growing sections have not been altogether as favorable as hitherto, but we hardly: think that any serious damage has been done. Whilst, in consequence the prospects for freights in the future are very promising, we are at present passing through a depression such as has seldom, if ever, been ex- perienced; the regular liners can hardly secure sufficient weight cargo for ballast purposes, quite irrespective of the rate of freight, and all vessels leave with part cargoes only. The present situation is likely to continue for the next month or two. The demand for timber and deals has subsided consid- erably, and the only feature of any special interest at present is the inquiry for full: cargoes of the new wheat to be loaded from the Gulf ports, for both prompt and distant shipment. 2s. 3d. to picked ports is offered for September loading, whilst a regular line vessel has aban- doned her voyage from New York and accepted 2s. 114d from Galveston to Antwerp or Rotterdam for prompt loading. There is nothing whatever doing in case oil, whilst the inquiry for boats on time charter is extremely limited; Owners are not showing any anxiety to fix ahead at any- thing like recent rates. - Business in sailing vessels continues of a very limited order and with tonnage offerings still largely in excess of requirements, the situation does not present any en- _couraging features. Far East case oil ships have accepted a further deciine in rates as the annexed figures show. _ Grain to Glasgow 2 cents, London, Liverpool or Bristol 3 cents. _ steamship ‘it seems, and a fair supply of life-preservers, THE MARINE RECORD. AN ADEQUATE FOG SIGNAL. In order to mitigate the dangers attendant’ upon fogs, and to allow vessels to proceed at a speed sufficiently fast to maintain their relative positions, Capt. Ridley, of Laneastrian, suggests an explosive signal for use on board sailing vessels, which signal should rise a_ sufficient height into the air to prevent the sound being obstructed or intercepted by. the sail, rigging, and other obstructions peculiar to’ sailing vessels, and haying risen to this height, to explode with one, two, or three reports, according to the conditions under which the vessel is sailing. Failing in this, the use of a siren is suggested, which instrument should be confined’ exclu- sively to sailing vessels, and should be prohibited on board steamers. |The siren should be of such a nature and size as to emit a volume cf sound equal to that of an ordinary steamer’s whistle, and capable of maintaining that sound for a period of not less than four seconds’ duration. Mariners are cordially invited to express their opinion in regard to these suggestions, cr to give other ideas on the subject, as until something is done to provide an efficient fog signal on board sailing vessels, lives, not to speak of valuable property, will be subjected to a con- tinued and unnecessary risk.’ . a OOo ASTRONOMICAL EXPEDITION. The reflecting telescope mirrors for use with the D. C. Mills expedition from the Lick Observatory, to Chile, re- cently completed by an Allegheny, Pa., firm, have reached Mount Hamilton in perfect condition. cast in Paris and sent to Allegheny to be polished. The telescope mounting to hold the mirrors have been set up in the rear of the observatory.. When the ad- justments and tests of the assembled apparatus have been completed all will be packed for shipment about August 2, to the vicinity of Valparaiso, Chile. A modern steel dome to cover the telescope has been constructed in Cleveland, O., and will soon reach San Francisco for shipment,: The purpose of the exposition is to observe spectroscopically the brighter stars in the southern hem- isphere, which cannot be observed from Mount Hamilton. ‘4ne observations in both hemispheres are to be used by Director Campbell and Assistant Astronomer Wright in determining the motion of the Solar System through space. The expedition plans to remain in Chile about three years. $< ____ PERSONAL DAMAGE CLAIM. Andrew Boehringer, a seaman who was employed on the steamer ‘Troy, and who had his left leg torn off by a tow rope, was granted $575 as damages in a decision handed down by Judge Hazel, at Buffalo, last week, Boehringer sued to recover $10,000. The accident occurred at Duluth last season. Boeh- ringer was employed coiling out rope ready to moor the boat. ‘The vessel was approaching the dock at ordinary speed. ‘The rope fouled something and pulled the sailor to the hawser-pipe, and before anybody could assist him the rope tore his leg off at the knee. Boehringer was attended by a doctor and carried back to Buffalo. The action for damages resulted and in his decision, Judge Hazel says that ‘the attorneys for the sailor did not offer evidence to show how long the man’s injury was, in healing or how much medical attendance he required. But he decreed that Boehringer was en- titled to $600 for living expenses during which time he might recover, and that $75 for medical expenses be given him, together with the cost of the trial. OD SS THE STEAMBOAT INSPECTION SERVICE. Under the caption of “What Kind cf. Inspection is This?” the Detroit Evening News had the following to say in a recent issue: “The disclosures made by Capt. J. W. Little, of the steam barge Dunbar, which foundered in Lake Erie last Sunday, show either lax inspection laws or the improper and inadequate enforcement of such as exist. It is also apparent that little attention is paid by vessel masters to the identity of their crews. ‘he crew of the vessel consisted of seven men besides the captain, whose wife and daughter made the total number of persons on board ten. Of the seven men the captain knew the full name of only one and he guessed at the spelling of that. Of the others he knew the last names of some the first names of others, the nickname of one, and of one he knew only that he was a fireman and had red hair. The conditions show the great importance of having the names of the crew of every vessel registered on shore before the vessel sails. “The other fact of importance is the life-saving equip- ment of the foundered vessel. She had plenty cf pumps, but only one small yawl and a life-raft. ‘The yawl, the captain said, would hold five men. ‘The capacity of the life-raft was the same, and the condition of both is exemplified by the statement attributed to one of the crew that he would rather take his chances on a plank, and he did it. “In these circumstances the loss of life*is not remarka- ble. ‘The facts speak for themselves and render comment unnecessary.” : The glass was ~ SHIPPING AND MARINE JUDICIAL DECISIONS. (COLLATED SPECIALLY FOR ‘THE MARINE RECORD.) Necessary, Supplies—Bar Fixtures and’ Supplies—Bar supplies and fixtures furnished to a vessel are not neces- saries, for the price of which a suit in rem against the vessel may be maintained, under the twelfth admiralty rule. The Robert Dollar, 115 Fed. Rep. (U. S.) 218. Maritime Liens—Supplies—Defense by Charterer—A charterer who has obtained necessary supplies on the credit of the ship, in violation of his agreement with the owner in the charter party, cannot plead such agreement to defeat a lien by the creditor. Fed. Rep. (U. S.) 218. Shipping—-Workmen Engaged in Repairing-—Open Hatch—Ljiability of Vessel—The act of a master and a crew of a vessel in failing to provide artificial light, and in permitting a hatch to remain open, will not subject the vessel to libel by the adminstrater of. a person who was employed in repairing the vessel by one having charge of the work, and who fell through the hatch and was in- jured. The Thyra, 114 Fed. Rep. (U. S.) 0978. Collision—Steamers Crossing—Excessive Speed in Fog. —In a suit for a collision in the night between the Atlan- tic steamship Biela and Eagle Point, 150 miles east of Sandy Hook, while on crossing courses, the evidence and surrounding circumstances considered, and held to sus- tain the contention of the Eagle Point that there was a fog at the time and place of collision so dense that the two vessels could not see each other until within 250 yards, and that the Biela was therefore in fault for maintaining full speed and failing to give fog signals. The Eagle Point, 114 Fed. Rep. (U. S.) 971. Carriers—Injury to Freight—A carrier, having received in good condition a large block of deeply veined marble, which, after notice to the officer of the ship in charge of that’ it was stowed so that it the stowage “that it was a weak looking block; wouldn't take much to break it,” “ The Robert Dollar, 115 — i supported overlying cargo, with no support for itself, ex- . cept pieces of dunnage near each end, with one end resting” unevenly on the dunnage, is liable for the break at the end, extending partly through a vein. The Victoria, 114 Fed. Rep. (U. S.) 962. Forfeiture of Waees—Desertion at Sea.—Libelant, a seaman, who has signed for a voyage to an Alaskan port and return to a port. of. the United States, before reach- ing the port of destination, and while at sea, went on board another vessel without leave, where he became in- toxicated and refused to return when ordered, and did not thereafter return or offer to return to his service. Held, that his intoxication was no.excuse, and that by his desertion he forfeited his wages earned. The Mermaid, rig Fed. Rep. (U. S.) 13. Shipping—Carriers of Passengers—Vessel Leaving Be- fore Time—-Rights of Ticket Holder.—The holder of a steamship ticket cannot recover in tert from the steamship company by reason of the vessel leaving before the agreed time, by which the ticket holder is prevented from taking passage thereon, when such act is the result of the act of the government inspector, under Rev. St. U. S., Sec. 4405, which declares that it should not be lawful for any steamer to receive more passengers than stated in its certi- ficate cf inspection, in refusing to allow the vessel to re- ceive any more passengers. Hughson vs. Winthrop Steam- boat Co., 64 N. E. Rep. (Mass. ) 74. Injury to Stevedore—Defective Chain—Inspection—A chain used for unloading a ship, and which broke, injuring a stevedore, while a load: weighing a ten was raised, its capacity in good condition being from three to four tons, and which had been used for several years without needing repair, except that shortly before a link broke and was replaced with a new one, was inspected, so as to relieve the ship from negligence; two of the ship’s officers having, just before it was used, examined it link by link, and the break being at the side of a link, and due to imperfect welding, and the defect ‘not being discoverable without the application of strain by a testing machine or the use of acid or a microscope, which was not required by the facts known about the chain. The Drummond, 114 Fed. Rep. (U. S$.) 976. Discrimination in Rates of Pilotage—Rey. St. 1895, art. 3801, exempting from extra pilotage all vessels owned in Texas, when arriving from or departing from any port in the state, and the statute subjecting certain coastwise steam vessels to pilotage, are in conflict with Rev. St. U. S. § 4237, providing that no regulations shall be adopted by any state which shall make any discrimination in the rate of pilotage or half pilotage between vessels sailing between ports of one state and those sailing between dif- ferent states, etc.; and section 4444, declaring that no state shall impose on pilots of steam vessels any obligation to procure a state or other license in addition to that issued by the United States; provided, such act shall not affect any state regulation requiring vessels other than coastwise steam vessels to take a duly licensed pilot. Olsen. vs. Smith et al., 68 S. W. Rep. (Tex.) 320.