File:Canadian forest industries January-June 1919 (1919) (20342390819).jpg

Title: Canadian forest industries January-June 1919
Identifier: canadianforjanjun1919donm (find matches)
Year: 1919 (1910s)
Authors:
Subjects: Lumbering; Forests and forestry; Forest products; Wood-pulp industry; Wood-using industries
Publisher: Don Mills, Ont. : Southam Business Publications
Contributing Library: Fisher - University of Toronto
Digitizing Sponsor: University of Toronto

View Book Page: Book Viewer
About This Book: Catalog Entry
View All Images: All Images From Book
Click here to view book online to see this illustration in context in a browseable online version of this book.

Text Appearing Before Image:
May 1, 1919 CANADA LUMBERMAN AND WOODWORKER 189 million square miles which looks to the port as its natural Pacific outlet. Wonderfully rich in natural resources, (the full measure of which has not yet been even approximated), rapidly advancing in population, already established as one of the great grain growing dis- tricts of the world, making rapid strides along every line of industrial development; this territory covers a wonderful field. The port is connected with every portion of the settled districts of this great area by the Canadian Pacific, Canadian National, Grand Trunk Pacific and Pacific Great Eastern Railways, all of which have terminals in Van- couver. To this must be joined the business coming from the United States over the Great Northern, Northern Pacific, and the Chicago, Milwaukee & St. Paul Railways, all of which have either established terminals or connections with the port. Such is the truly wonderful field which stands behind Vancouver as a port. Before the city lies the Orientâa fruitful field, as yet only par- tially developedâthe islands of the Pacific and Australia, with all of which the port carries on business. Nor is the story yet all told, for Vancouver claims as a port a far wider field than the Pacific. Previous to the war, water-tborne shipments were carried, on regular callings at the port, to the Old Country, via the Mediterranean and the Suez Canal; and the possibilities opened up by the Panama Canal will un- doubtedly still further strengthen its hold, and widen its field of service to points upon both shores of the Atlantic. One of the principal factors in port development is the provision of both rail and water cargoes in either direction, as the running of "empties" or voyages "in ballast" are not economic operations. Van- couver offers advantages in this line which are just now being fully brought out, mention concerning which I may well make at this point. For years, the problem of transporting the immense grain crop of Northwest Canada to its natural destination (the Old Country) has been hedged with difficulties owing to transportation on the Great Lakes being closed during the winter. As a port which is open all the year round and affording direct connection with England via the Panama Canal, the advantages of Vancouver for such shipments were pointed out. Objection was made as to the danger of the grain deter- iorating when shipped in bulk on account of the long voyages, and the passage through the tropics. During 1917, however, a trial shipment of 100,000 bushels was sent by this route. The experiment was closely watched by the Government authorities whose report on the trip shows that the cargo contained 15 per cent abnormal moisture when it left Vancouver in November 1917, but that it reached London in February, 1918, in first class condition, and was accepted as such by the consignees. This shipment proves beyond all question the possibil- ities of Vancouver as a port for the shipment of grain in bulk from the Canadian Northwest to the Old Country. Other illustrations as to the possible development of Vancouver as a port because of the Panama Canal short-cut are afforded when it is stated that water borne shipments of shingles may be made by this route from Vancouver to Boston at 40 cents per thousand and that a 40 lb. box of British Columbia apples may be shipped in cold storage by the route for 25 centsâless in each case than the delivery cost of the single unit within the Boston city limits. As showing the present standing of Vancouver as a port, I give the following figures as to tonnage for the fiscal years ending March 31st: 1917 No. of vessels 1520 l-'oreign Coastwise Foreign Coastwise Inwards Outwards Inwards Outwards Grand total Inwards Outwards Inwards Outwards Grand total 1.392 9493 9793 1918 1449 1369 9993 10206 Tonnage (gross) 2,014,859 1,734,629 3,356,050 3,629,551 10,735,089 1,890,873 1,392,141 3,549,997 3,806,496 10,639,507 In May, 1913, the Dominion Parliament placed the harbor of Van- couver under the control of a Harbor Commission consisting of a
Text Appearing After Image:
KEY TO BIRD'S-EYE MAP 1. Mount Garibaldi. 12. Tlic I.ions. 2:5 Colony Farm. 2. "To Fort George. Britannia Mines. 24 Port Moody. .â 5. Sqiiamish. 14. Mount Grouse. 25 Fraser Mills. 4. Pulp Mills. West Vancouver. 2(i New Westminster. 5. Mount EUsmcre. 16. Capilano Canyon. 27. City of \'ancouver. 6. Mount Wrottesley. 17. North Vancouver. 2.S Stanley Park. 7. Bowen Island. 18. I.ynn Valley and Seymour Canyon. 2!) Marine Drive. S. Point Atkinson. 19. Wigwam Inn. .30. Point Grey. 0. Whytecliffe (Horseshoe Bay). 20. North Arm, Biurard Inlet. 31 Marpole (Eburne). 10. North Shore Marine Drive. 21. Coquitlam Lake and River. 32. .Stevcslon. n. P.lack Mountain. 22. City of Coquitlam. iO I.uUi Island. o4. Ferry to Ladner. .â 'o. Pacific Highway to Seattle and South. .'Ui. Crescent Beach. Ocean Park. â¢.iS. White Rock. 39. To Chilliwack and Fraser Valley. 40. To .Maska and Prince Rupert. 41. To Nanaimo. 42. To Victoria. 43. To Honolulu, Australia and Orient. 44. To Seattle, Tacoma, S'an Francisco. 45. Imperial Oil Plant, loco.

Note About Images