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April, 1914 variety of conditions. What would be moderate speed in one instance might be reckless speed in another instance. Owners expect their masters to exercise the utmost caution and alertness in fog and to reduce speed to bare steerageway or stop altogether, upon hearing the fog whistle of another vessel apparently not more than four points from right ahead. Panama Canal on Trade The influence which the Panama canal is expected to have on Pacific "ports has incited much optimism in the west, and has not failed to draw comment from the more conservative element. There is no doubt that it will be some time before the maximum benefits of the canal will accrue, and care should be taken not to create too great hopes for first results lest depression follow as a natural reaction. On the other hand, it is pleasing to note that capital has not been lacking for new harbor and dock work, which be- tokens widespread confidence as to the ultimate effect of the canal on Pacific coast traffic. Each port from Prince Rupert to San Diego has undertaken improve-_. ments, and the extension of railway lines' to the coast, together with the terminal facilities involved, has brought the total development cost encouraged by the canal up to a figure considerably larger than the total amount expended on the canal itself. In fact, an impartial observer visiting the coast in the interests of the London Times places the cost of Pacific coast port work undertaken in preparation for the opening of the canal at about $500,000,000. It is worth while to consider the extent of the im- provements at the various ports. Aside from the harbor problems, the effect which these developments have on tributary resources is a matter of much in- terest. From the Pacific northwest, particularly, there come favorable reports of the extent to which the country is being opened up by the developments under way. : of Canada has increased during the past decade at the rate of 100 per cent in five years, and the rail- way companies admit that it has been impossible to extend their lines fast enough to keep abreast of the development. There is no doubt that the Panama canal has been a factor in spurring construction work on the western ends of the new transcontinental lines (even though the trade of the Orient has played a_ large part in the development), nor is the haste to be wondered at under the circumstances.. The distance from Edmonton to Fort William, on Lake. Superior, is 1,260 miles, while Edmonton grain can reach tide- 'water 735 miles away at Vancouver, or 825 miles over the Grand Trunk Pacific, which will have a maximum westbound grade of 0.5 of 1 per cent. Besides being an all-winter port, Vancouver's location should make it possible for one box car to take out twice as much grain a season by cutting the length of haul in half. But aside from considerations of THE MARINE REVIEW Grain production in three of the western provinces Pon this nature, any new grain outlet would be eagerly sought, because conditions have reached a_ point where the time element enters and the crop has to be rushed to tidewater. In recent seasons millions of bushels of Canadian wheat had to be shipped an- nually by rail from Buffalo to New York--a signi- ficant factor in the rush construction of the extensions through British Columbia. There will soon be opportunity for most interesting comparative studies of the trade increase at the vari- ous Pacific coast ports and the extent: to which preparatory development work has paved the way for it. Perhaps the most interesting situation, and the one, no doubt, which will take shape first, centers at Vancouver. The two new Canadian railroads to be completed next year should not only affect freight rates on territory already served, but should open up vast areas which hitherto have had no influence on commerce. Panama Toll Repeal President Wilson has forced through the house an act repealing the Panama toll exemption privilege to American domestic shipping, in defiance of his party's platform and against the wishes undoubtedly of a great majority of the whole people. The art, the conjuration, and the mighty magic whereby. this was accomplished are all summed up in the one word patronage. But there is a day-of reckoning coming. The United States has an undoubted right to pass its -- domestic shipping through the canal free, because it is non-competitive shipping and one in which no other nation may engage. In what manner it in- fringed upon the rights of any other nation cannot readily be conceived and it was clear from. the early notices from Great Britain that they did not compre- hend the limitations of the privilege. Earl Grey in his protest did not distinguish between domestic and foreign trade and was apparently confused on. the. subject. In repealing this exemption from tolls, the United States legislates only against itself, because other nations can extend to their shipping a subsidy equival- ent to the tolls, and Spain, in fact, has already done so. It would not be surprising if it worked out that American ships were the only ones that actually _ paid tolls for passing through the canal. It is very strange indeed that the United States should bear the whole burden of this great work and receive noth- ing in exchange for it. It will be many years before the tolls collected from shipping will pay the expense of maintaining the canal, and as for returning interest on investment, that is altogether out of the question. The latest information from Panama is. to the effecr that the dredges are gradually overcoming the slides. There was doubt in many minds as to whether the substitution of dredges for steam shovels was wise, but apparently the wisdom of the move is borne out by the results.