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Churchill on Hudson Bay (Continued from Page 17) reductions have been made in the excess insurance rates. At first a substantial increase above the basic Atlantic rate for insurance was levied on shipping going to Chur- chill, amounting to 50 shillings per cent plus 2 shillings per gross ton registered, with higher rates after Oct. 1 and still higher after Oct. 7. Three reductions have now been made, that announced in the spring of the present year being 25 per cent with a further reduction of 25 per cent for ships equipped with gyro compasses. Further reductions are being sought and_ expected and eventual equalization with Montreal in this regard is looked for. Each year the port is extending not only the volume but the variety of its exports and impcrts. To the original shipments of wheat have been added cattle and lumber, the lumber being sawn and dressed at The Pas after being floated down the river. Western Canadian honey is also being shipped to Europe by this route. Incoming vessels bring mixed cargoes, these consisting mainly of the necessities of the immediate settlements about the port on Hud- son’s Bay——machine parts, paper, barbed wire, window glass, cart- ridges, school supplies and coal. Its Future Possibilities From the progress Churchill has made in the period of depression, with most of the country’s primary industries at extremely low ebb, it can scarcely be doubted that port business will show a sharp rise with an upturn in the nation’s economic affairs. One firm it its understood is arranging to bring in Welsh coal in quantity and another is consider- ing the erection of stockyards. An oil company contemplates importing erude oil and establishing storage tanks at the port. Other possibilities of Churchill which the not distant future may see realized are a fishing industry and a reindeer industry both of which will ultimately involve the erection of packing plants. Certain it is that with the return of more normal con- ditions and more adequate prices for minerals the section of northern Manitoba about Hudson’s Bay will experience a brisk development and Churchill become an increasingly im- portant point of traffic of this nature. The territory is still only a wilder- ness and Churchill will grow with its development. How far it will develop in its com- merce as a distribution point for western Canada is problematical. The briefness of the season is, of course, against it but Churchill is capable of handling economically a volume of traffic many times greater than at present and it is safe to say that 40 every vessel which can be induced to come to the port for the products of northwestern Canada will bring ca- pacity cargoes of the necessities of that territory. Churchill is a pet project of the western provinces and they are inclined by sentiment no less than economic consideration to give support. Steady progress may be looked for, especially as the north- ward trend of settlement and com- merce continues and accelerates. The proper way to regard Chur- chill today, in fact, is not as an in- dividual, isolated development but as a harmonious part of that elaborate northern exploitation which has been taking place uninterruptedly and un- ostentatiously during a period when Canadian affairs in general would seem to have been almost at a stand- still, When more normal conditions prevail and the Dominion resumes the rate of progress one has come to look for there will dawn a general consciousness of the phenomenal things which have been happening in the north, revolutionizing every phase of the territory’s activities, and into this new scheme of things the creation and development of a north- ern port will appear to fit naturally and logically. This is the prevailing view in Canada today. Though many are still to be found to view cynically the building of the Hudson’s Bay railway and the development of the port of Churchill on Arctic waters, to char- acterize as waste the money still be- ing expended from which there is no adequate return, the violent partisan feeling for and against the projects has largely vanished with the com- pletion and operation of the railway and the port. There is a general feeling now not alone that having them they should be made use of but that they are beginning to justify the enormous expenditures which have been made and will continue to be made for some time. Canada is just beginning to realize that the era of the commercial development of the north has been brought decades nearer and that one indispensable feature of such development is the provision of an ocean port. Duntroon Diesel Liner (Continued from Page 29) the sports deck for recreation, games and sunbathing. On the bridge deck there is a large space for dancing protected from the weather. Ample promenade space is available en- closed with large opening windows. The public rooms include a din- ing saloon, lounge and smoking room, entrances and staircases at B and C decks. Various kinds of wood paneling has been used throughout for the walls. A large veranda cafe is located at the after end of the smoking room. A swimming pool is arranged on the shelter deck forward. MARINE REVIEW—September, 1935 Port of San Diego (Continued from Page 15) land and expands at its western end into two peninsulas, about 1% miles wide, separated by an indentation known as Spanish bight. The city of Coronado is located direatly across the bay from San Diego on the more easterly penin- sula. Between the two cities the bay contracts to a width about % mile and it is on this narrower sec- tion that the principal terminal con- struction has taken place. The to- tal area of the bay at half-tide is about 21 square miles. Harbor Improvements Underway Extensive shoals exist outside the bay entrance east of Point Loma as well as within the bay. Through these shoals extends the navigable channel with a width of approxi- mately 1500 feet and a controlling depth at mean lower low water vary- ing from 32 to 35 feet. The mean range of tides at the harbor entrance and within the bay at San Diego is 3.9 feet. The rivers and harbors committee of the house of representatives has. recommended an expenditure of $1,- 800,000 for dredging improvements in San Diego bay. This money has been made available and work on the new dredging projects was com- menced this summer. Earlier in the summer a hearing was held in San Diego by the Unit- ed States engineers to consider fur- ther harbor projects. At this hear- ing the harbor department of the port presented conclusive evidence of the need of prosecuting a construc- tive harbor program. As a result, it is expected that additinal govern- ment appropriations will be made to carry on further improvements of the bay which are necessary for San Di- ego’s future as a world port. A major part of the contemplated expenditures is made necessary by the rapidly increasing naval tonnage which bases on San Diego. The steady increase in naval ships togeth- er with a gradual increase in com- mercial water commerce will greatly increase maritime activities. EADS JOHNSON, M. E., Inc. NAVAL MARINE ARCHITECTS ENGINEERS SHIPBUILDERS 117 Liberty St., New York, N.Y. [ Telephone Barclay 7-9390 Coal Handling and Marine Machinery] Incorporated 92 Liberty Street Tel. BArclay 7-7964 NEW YORK CITY