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 '"^1 
 
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 Cost, CMracler and Utility 
 
 OF 
 
 ExistingGreatLakes,Champlain 
 
 AND 
 
 St. Lawrence Improvements. 
 
 THOMAS C KEEPER, C. E., 
 
 OTTAWA, CANADA. 
 
 First Annual Convention 
 
 OF THE 
 
 Iflternational Deep Waterways Association, 
 
 CLEVELAND, SEPT. 24, 25, 26, 1895. 
 
 1835: 
 
 \V. M. IJayne PriiUinjf Company, 
 
 Cleveland, O. 
 
 / 
 
 *■■.■> « 
 
fi 
 
 >\ 
 
 h 
 
 s y- 
 
 Cost, Character and Utility of Existing Great Lal<es. Chaml 
 plain and St. Lawrence Improvements.^' 
 
 THOMAS C. KKEFKR, C. E., 
 Ottawa, Canada. 
 
 I have delayed acknowledgment of the invitation, with which I liait 
 been honored, to attend the first annual convention of the International I 
 Waterway Association, to be held at Cleveland next week, until I c;; 
 know whether I would be able to accept or not. I have also been lionwji 
 by an invitation from your president to present a paper on the subject^ 
 the approaching convention, which would contain some basis of estimat 
 for a deeper water v\-ay between Lake Erie and tidewater. 
 
 I have not been able to prepare a paper because I do not think Icorl 
 add anything to the one read by me before the World's Commerce Cougra 
 in 1893, at Chicago, on the same subject; but desire to contribute tlielitlli 
 I am able to do to a project of such continental interest. 
 
 The international feature of your association assumes an interiiatiou 
 route for the deep waterways at whatever point they may reach tidewate 
 and this seems to me now to be the most important question coune 
 with the subject, though doubtless because the association is not yet iii| 
 position to express an opinion upon it. 
 
 In view of the fact that New York is the most important lerniinusl 
 a deep waterway from the lakes to the ocean, because it is the most imp 
 ant market on this continent, and that Montreal is the nearest pointy 
 tidewater and upon the shortest route to Europe from the great lakes- 
 international route, via the St. Lawrence and Lake Champlain, isinl 
 judgment the only suitable one for the class of vessels which deep vntfl 
 ways on the lakes will develop, the only one which will make lake[ 
 (including Buffalo) sea ports, and the only one which can coinpetei 
 railways, because it has the maximum of wide, deep water and tlie iiiinin 
 of artificial channel, as also the minimum of lockage to tidewater atS 
 treal, and is capable of the same to New York. 
 
 It is to be assumed that the steel fleet, the cost and annual capacilj 
 which is already enumerated by millions of dollars and millions of t( 
 will not long remaia ice-bound above Niagara, and therefore the que! 
 of route, on which the cost both of construction and transportationj 
 pends, is not a premature one. The natural channel depth of I 
 Lawrence between its rapids is at least 30 feet, with ample widthi 
 where deepening is required in approaching its cauals. 
 
 These are conditions of traction on which economy, safety aiuleffia 
 depend, and can be obtained on no other route. 
 
 *[NOTE.— I,etter, Sept. 20, 1895, to Executive Secretary Frank A. Flower. 
 
-3 — 
 
 >at Lakes, Cham*] 
 sments.='' 
 
 on, with which I \m\ 
 
 the International Dttjj 
 
 xt week, until 1 coal 
 
 lave also heen honon 
 
 paper on the subjectd 
 
 some basis of estimil 
 
 ater. 
 
 : I do not thinklcojlj 
 
 d's Commerce Coug 
 
 ( to contribute the liitk 
 
 ;rest. 
 
 ssumes an intenialiosi 
 
 ey may reach tiilewate 
 
 Lant question coiuiectt 
 
 ociation is not yet itj 
 
 important terniinusli 
 Lse it is the most iinp^ 
 lis the nearest pointy 
 from the great lakes- ' 
 ike Champlain, is in I 
 •ssels which deep«tj 
 
 ;h will "lake lakef 
 
 rhichcau competei 
 water ami tbeminini 
 
 ige to tidewater at SI 
 
 ^t and annual capacity 
 irs and millions of W 
 fd therefore the que 
 
 and transportation 
 fhannel depth of thj 
 
 with ample width «^ 
 
 iuals. ^ 
 
 |omy, safety and effic«| 
 trank A. Flower.) 
 
 With the exception of the canal at Sault Ste. Marie, the Canadian 
 
 ilarged system, designed twenty-five years ago and still incomplete, has 
 
 Jing since been outgrown by the development of the upper lake commerce* 
 
 |tit will be useful among other things as a raison d'etre for your conven- 
 
 Bn; and, if completed during the century, may show enough improvement 
 
 ithe present conditions of transportation to give impetus to your greater 
 
 ndertaking. There is no hope of anything further being considered here 
 
 lu Canada] until the present enlargement is completed. If the addition of 
 
 Ivefeet to the draught between Ontario and the sea is considered of suffi- 
 
 ^ent importance by your convention, as bearing on the question of a still 
 
 realer depth, a resolution from such an iuflv ential body favoring the 
 
 ^rliest possible completion of the St. Lawrence canals, should have the 
 
 ^eatest possible weight (from its international character) with theauthori- 
 
 fcs in Ottawa. 
 
 As to cost: The total cost of the Canadian'canal system between Lake 
 tie and Montreal, when completed for 14 feet draught of water, will 
 (about $60,000,000, of which $15,000,000 represents the expenditure prior 
 the present enlargement, leaving $45,000,000 for the cost of new and 
 ilarged work, including one entirely new canal to replace the Beauharnois, 
 ^d an entirely new route for almost the whole of the lockage on 
 le Welland canal. All the work of excavations made previous to the pres- 
 et enlargement and utilized in the latter, would not represent $10,000,000, 
 obably aot more than half that sum, thus giving the cost of these canals 
 Bth locks 270x45 feet in the chamber and 14 feet draught of water, 
 uewhere about $50,000,000. 
 
 In any new canal the locks would be reduceddn number, possibly one- 
 \\l The new Soulanges canal, nearly fourteen miles long, overcomes the 
 me lockage as the Beauharnois canal, on the opposite side of the St. Law" 
 nee, with less than half the number of locks. 
 P'or the Welland and Lachine the last enlargement is the third con- 
 uction, and for all the others, the second. The spoil-banks of one 
 aeration were again removed by the next and the work of enlargement 
 |is carried on subject to the maintenance of navigation, and hampered by 
 sted interests created by the first canijl. The number of locks is exces- 
 |e. Engineering, inspection, etc., have been extended over a quarter of a 
 atury for an amount of work which could have been carried out as a 
 kiness enterprise in one-fifth of the time — the whole constructed as a 
 fblic work, and all which that implies. 
 
 These are all the conditions and considerations we are in possession 
 , in the absence of location and survey, in order to arrive at a probable 
 bt of carrying 20 feet draught from Lake Erie to tidewater at Mon- 
 |al by an independent system of canals where practicable, and in connec- 
 fn with the existing cartals where that would be preferable. 
 
 With the modern appliances for handling large amounts of excavation 
 
 ove and below water, a 20-foot canal between Lake Erie and Montreal 
 
 ^h the larger locks required ought not to very much exceed the amounts 
 
 fich Canada has already expended upoti her canals between these points. 
 
 any such work no doubt a much wider margin, between the keel and 
 
— 4 — 
 
 
 sides of the vessel and the bottom and sides of the canal, would be adoptri I 
 for traction purposes, on these short canals, in that respect increasing cosl 
 in comparison with present canals. 
 
 For the connection of the St. Lawrence with Lake Champlain in CaiiJ 
 dian territory, surveys and estimates have been made by the late Jdlm i| 
 Jervis and others. The intervening country is most favorable, and tlu t lij 
 cost of reaching Lake Champlain from the point of departure on tiie $i| 
 Lawrence should not exceed that of reaching Montreal. 
 
 The section on which information is needed for an international roml 
 to New York, is that between deep water in Lake Champlain an deepuair 
 in the Hudson, on the plan of making Lake Champlain the feeder oft 
 canal. 
 
 
wouU\ be adov'itJl 
 ecV mcrea9inj;coslj 
 
 [y the late johnlj 
 orable.andthetotiT 
 ieparture on t\ie S 
 
 ti international roU 
 iplaina. leepv 
 in the feevleroft