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"- ■ ' -t " - 1 1 0) » i i , - * t . • (• t 1 i i " i 1 1 f H .1. S. T .0. R. Y . fH E attention of the people of the Slate was firit publicly called to the importance of securing a ship canal around the rapids at Sault Ste. Marie, by Governor Mason in his message to the Legislature in .3j7. This was the first session of the Legislature of Michigan fm a State, it having been admitted into the Union in 1836. It was a year or two previous to this that the territory now known as the Upper Peninsula was ceded to Michigan by the Gen- eral Government, in the settlement of a boundary difficulty between Michigan and Ohio, It is probable, however, that the importance of the canal had been somewhat agitated previous to 1837. Gov- ernor Mason had been Secretary and Acting Governor of the Ter- ritory several years before its admission as a State, and it seems likely Ihat his attention had been called to the matter during the time of territorial government. Although there is no official record of the fact, it is probable that the agitation of the project was first commenced as soon as the Upper Peninsula was annexed. Gov- ernor Mason seemed fully conversant with the subject, for hi showed in his message its great importance, and strongly urged the immediate construction of the canal. The Legislatu^-e acted fav- orably upon this recommendation, and on March ai, 1837, an act was approved by the Governor authorizing a survey to be made, providing for maps, profile, etc., to be made, together with an estimate of the cost of construction. Twenty-five thousand dollars was appropriated by the act to cover the expense to be incurred. Ujider the provisions of this law Governor Mason appointed John Almy engineer to make the survey, plans and estimates. In the legislative proceedings, by which this was acomplished, Henry A. Lavake, of Chippewa County, took a leading part. During the summer of 18-17 Judge Almy completed his surveys. T and reported to the Governor the plans for a canal and two locks of the following dimensions : width of canal, 75 feet ; depth, 10 feet ; width of locks, 3a feet ; length, 100 feet. Estimated cost, III 2,544. In 1838 Governor Mason again called the attention of the Legislature to the subject, placing before that body the plans and estimated cost. He urge'^ upon the Legislbture the importance of taking such action as would insure the completion of the canal that year. That body subsequently made an additional appropria- tion of |as,ooo to be applied to its construction, "provided Con- gress did not at its present session make an appropriation for that purpose." This act became a law by the approval of the Governor April 5, 1838. Congress made no appropriation ; therefore, on the 7th day of St-ptember, 1838, a contract was entered into in the city of Detroit, with Messrs. Smith & Driggs of Buffalo, N. Y., to construct the canal. The season being too far advanced to admit of doing much before the close of navigation, the commencement of the work was deferred until the following spring. Again, in 1839, the Governor urged upon the Legislature, in his message, the necessity of a speedy construction of the work. This resulted in the passage of an act vhich became a law April 19, 1839, authorizing an advance to be made to the contractors by the Com- missioners of Internal Improvement. This board consisted of Edwin H. Lathrop, president; Hiram Alden, auditor; Levi S. Humphrey, Lansing B. Miner, James B. Hunt, Wm. A. Burt and Rix Robinson, acting commissioners for the Sault Ste. Marie canal. Early in May, 1839, the contractors proceeded to the Sault and commenced work by filling up a government mill race, located -I .illlM-i* upon the military reservation. The post commander, having been previouBly instructed upon thin point, ordered the contractorK to desist ; but tliey refused to comply, and continued work until the ijth of May, when Lieut. Rood, at the head of his command, forcibly ejected them from the ground. Tliis act, of course, neces- sitated the abandonment of the work. There was actually expended upon the work, as reported by Commissioner Robinson : By John Almy, engineer f 1,153 27 Wages and traveling expenses 734 39 Total $1,876 56 By a joint resolution, approved March 27, 1840, the Legislature of Micliigan protested against tliis high-handed act of tlie United States, and demanded reparation for expenses and loss to the State, in thus preventing an attempt to improve the navigation of waters leading to a territory so recently forced upon her and brought within her jurisdiction. States' right? not prevailing at that tinu-, this act of the Legislature provt-J of no avail. But the attempt to secure the construction of the canal was not allowed to rest here. The same Legisliiture adopted a memorial to Congress, which was approved March 30th, 1840, in which the importance of the speedy construction of the canal was fully set forth, on account of the great wealth of the country in copper, iron, fisheries, furs, pine, timber, and the value of the land for agricul- tural purposes. The memorial closed by asking money or lards to aid in its construction. Hon. Samilel Ashman, member of ihe Legi. 'iture from Ciippewa county, took a deep and active interest in the matter, and acted as chairman of the select committee which prepared the memorial above referred to. Hon. John Nor- vell. Senator from Michigan, responded to the request of the Legis- lature, and immediately on receipt of the memorial, presented it to Jl Congress, and Introduced a bill providing (or a grant of 100,000 acres of land to aid in the construction of the canal. The bill was defeated. Among those who opjKMed it was Henry Clay, who, in a speech against It, referred to it aa "a work beyond the remotest settlement in the United States, if not in the moon." What would Henry Clay aay today if he could see the millions of dollars in mining products, in wheat, lumber and fish, which annually pass over Lake Superior, and through the canal at the Sault^ Thus the matter rested until the meeting of the Legislature in 1843. Onjanuar. 34 a joint resolution passed that body, asking Congress for an appropriation for the construction of the canal. Copies of this action were str.; to the Legislatures of New York, Pennsylvania, Ohio, Illinois and Wisconsin, and asking their cooperatijii in the enterprise. Similar resolutions were passed January 37, 1844, and March 9, 1848, which shows that although their efforts had not met with success, the friends of the enterprise, even alter ten years of continuous labor, were not yet discouraged. In 1849, Hon. Jolui Ingersull, Representative In the Legislature from Chippewa County, and Hon. Jonathan P. Kin^, from Mack, inaw, took hold of the matter again, and secured tiie passage of a joint resolution by the Legislature asking Congress to appropriate )55oo,ooo in money for the construction of the canal. Still Congress took no favorable action. Hon. John Bacon, of Chippewa County, and Hon. E.J. Roberts, of Houghton County, were members of the Legislature of 185,, and'working together secured the passage o'f a similar joint resolution, which was approved March 30, calling upon the General Government for $500,000 for the canal. This was sent to the Legis'a'ure of all ihe States interested, and their coopera- tion solicited. During these years of controversy the immense wealth of the northern peninsula was becoming known. The copper interest had developed into a magnitude before unheard of. The iron ore 4 c JiM depotitB had become known m almoRt inexhaustible. Instead of havhiK a "anal to hasten and assist in the development of the country, as its friends in the beKinning had hoped, the rapid growth of the resources of the country was beginning to attract the attention of the people to the absolute necessity of a ship ranal to facilitate and cheapen transportation. The plank and tram road truiiHfers at the Sault could no longer fill the demands of trade. The few faithftil ones who had worked so long, though unavailingly, in behalf of tin enterprise, were alone no longer. Large numbers were now interested, and everywhere took hold of the matter with an earnestness that had never before been manifested, and urged upon Congress the great importance of a canal in a national as well as a commercial point of view. All this looked encouraging for the success of tne enterprise in the near future. Hon. John Hurt, who had from the first taken a deep interest in the enterprise, about this time put his shoulder to the wheel. Through his efforts others were interested, and induced to contribute their time and money to aid the great work. Capt. Eber B. Ward, then most prominently known as a steamboat king, and Sheldon McKiiight, another steamboat man, about this time became especially active. Among others who deserve mention in this connection were Abner Sher- man, Simon Mendelbaum, Wm. L. Stephens, Samuel VV. Hill, Heaman B. Ely, Pcler White, and J. Vernon Brown, who was editor of the Lake Superior Journal, putilished at the Sault. The peo- ple generally at the Sault were rather inditfereiit tlian otherwise, but there were exceptions, among whom were Samuel Ashman, P. B. Barbeau, S. R. Wood nnd several others. Preparations were made to carry the matter ""efore Congress in a manner never done before. To this end a self-constituted com- mittee (lobby it might be called in these days), consisting of Hon. John Burt, Capt. E. B. Ward, Sheldon McKnight, Abner Sherman, Simon Mendelbaum, D. S. Cash, Wm. Willard, E. C. Roberts, i Ji Wm. A. Pratt and J, Vernon Brown, spent most of the winter of 1S51 and 1S53 in Washington, for the purpose of Inlluenclng legisla- tion favorable to the canal. The stock In trade of these gentlemen consisted of specimens of copper and Iron ore, and their Individual influence with members of Congress. Public sentiment was influenced to as great an extent as possible by Mr. Brown by articles in his paper, copies of which were sent to all the members of Coi gress, and to ilie different Legislatures whose aid it was desirable to secure. It was made to appear that the work was one of great national importance, besides lis commercial value. Dur- ing this memorable conleBt Mr. Hurt's room was headquarters for this enterprise. Here Mr. Brown's articles were written ; here were niemorinls prepared, neiit to the State Legislatures intended to be passed by them, and then Kent to their meml)ers of Congress. The copper and iron specimens had a powerful eflect with the committee which had the matter in charge The result of all this influence was the introduction of two bills in Ci iigress upon the subject— one providing for {1500,0(10 in money, and the other (or 500,000 acres of land, for the construction of the canal. The opposition of the Southern members of Congress, wiio then con- trolled affiiirs, to government appropriations for internal improve- ments, rendered the pass ge of the money bill impossible. All eflbrts were then turned to the land bill. Enough of them were found, however, who would vote governttient land to the State to aid in the construction of the canal to \^hb the bill, which had in the meantime been raised to 750,000 acres. Tlii.sbill was approved by the President August a6, 1852. Much valuable aid in carrying this measure through Congress was rendered by Gen. Cass, Gov. Felch and James L. Conger. Thus it was only after fifteen years' almost constant labor that the project was considered of enough importance to merit government aid. But even then the promot'.i A the enterprise felt far from ButUfied. They felt no aiiiiirance Ihat the work could be done with the land within any reaionable time Hon. Truman Smith of Connecticut openly declared that the canal cuuld not be con- structed in Wn yearn, if ever, with this grant. Mr. Brown returned to the Sault, and piibiiahrd n very diHcournKlng article regardinK the pro8|>ectH. Mr. Hurt was about the only person who had faith. He replied warmly to Mr. Hniwn's article, and predicted the com- pletion of the canni within two years, Inini«<1ialely on the pasxnKe of the act by Congress making the appropriation of land, (iovcriKir McClelland, In order to hasten the. work of ('(iiiHtriu'tlon, addreHsed a letter to tlie Secretary of War, requeHtiuK him to make iin ImniediHte survey of tlie proposed canal. For the want of a specific appropriation for this purpose the retp st was not complied with. The (Governor then secured the services uf Capt. Canfield, United States Topographical Kngineer, to make the survey. It was proceeded with at once, that the Governor might lay the matter tjefore the Legislature which convened the coming winter. If this was not done the matter would have to lay over two years, or a special session of the Legislature be called. The success of the enterprise was still upon uncertain ground. To secure proper legislation and prompt action, Mr. Burt again set to work, and with the aid of friends, secured the nomination of his father, Mr. W. A. Burt, as a candidate for the Legislature from Macomb county. So great was the ctmfidence of the people in this gentle- man that no opposing candidate was put in the held. A short time before the election, Hon. Henman B. Ely proceeded to the Sau t, and by his energy and force of character secured the nomination to the Legislature from Chippewa County (Marquette County being at that time attached to Chippewa), and remained on the ground and secured his own election. His election, however, was contested, but he was admitted to hia seat. These gentlemen were considered champions of the canal. I Jl The survey was completed before the meeting of the Legislatun*, and Gov. McClelland IncortHirated it into his nussage to that body, The plan for the canal and lotks submitted was subslantially the same as provided for by the act of C'ongress appropriating the land, except that, at the urgent request of Lake Supeiior men, the locks were made 300 instead of 350 feet in length. Hon. W. A. Burt was made chairman of the legislative committee to which the canal matters were referred. At one time during the session of this Legislature it seemed as though the whole canal project would fail, not because of a lack of friends, but on account of the grf-at diver- sity of plans and schemes which were brought forward, and which were earnestly championed by their several projectors. However, by the enetgy and general good tactics of the gentlemen named above, an act was passed and approved by the Governor February 5i 1853, and one supplementary thereto, approved February i2lh, iHinted Chauncey Joslyn, Henry Ledyard, John P. Barry, Shubael Conant ard Alfred Williamson as Commissioners, Thus successfully ended sixteen years of labor to secure the con- struction of St, Mary's Falls Ship Canal. Nothing more was nec- essary but to secure its construction for the compensation the State had to offer. The Commissioners entered immediately upon the discharge of their duties, and on April 5, 1853, entered into a contract with Joseph Fairbanks, J. W. Brooks, Erastus Corning, August Belmont, H. Dwight, Jr , and Thomas Dyer as principals, and Franklin Moore, Geo. F. Porter, John Owen, James F. Joy and Henry P. Baldwin as sureties, for the construction of the canal. The contractors agreed to construct it and defray all expenses connected with the work, for the land appropriated by Congress, 750,000 acres. They also agreed to complete the canal within two years. In making the contract the ComniliilonerB made lome very Important changea in the plana, which Increased the capacity or the locks very materially. The contract as entered Into pro- vided for the conslructiun of two consecutive locks 350 fe«.t long, 70 feet wide, and la feet depth of water; this, however, was after- wards increased to 13 feet. The canal was to be 100 feet .in width. The estimated cost was tfS7,739. Under the act of the Legislature of the State of New York, approved April 13, 1853, the St. Mary's Falls Ship Canal Company was organised. The officers of the company were Erastus Corn- ing, president ; James W. Brooks, vice president ; J. V. L. Hryor, Joseph Fairbanks, John M. Forbes, John F. Seymour and James F. Joy. On the ajth of AuKUst, 1853, the original contract was formally assigned to this company. On the 4th of June, 1853, ground was broken by Mr. Chas. T. Har- vey, by the use of a spade in his own hands, and the great work was commenced which would open up the immense wealth of the Upper Peninsula to the commerce of the world. The work was prosecuted with vigor under the personal supervision of Mr. Chas, T. Harvey, who was superintendent of construction. On the aiftt of May, 1855, a certificate of the completion of ine work was signed by Kinsley S. Bingham, Governor, Shubael Conant, Chauncey Joslin, Henry Ledyard and Alfred Williams, and filed with the Commissioner of the State Land Office May 34, 1855. A certificate to the same effect was also made and signed by John T. Clark, engineer. May 31, and filed on May 34. The lands had been approved to the State by the General Government, and on 'the asth of May, 1855, they were patented by the State to the St. Mary's Falls Ship Canal ''ompany. The actual cost of the canal was f9()9,8o3.46. The near completion of the canal rendered some action necessary by the Legislature of 1855 to provide for its management. An act Jl was approved February la, 1855, by which (he Governor was authorised to appoint a superintendent, who rhoutd have local charge of the canal. The same act also provKled that the Governor, Auditor (ieneral and State Treasurer should constitute a Board of Control of the canal, and should have general charge of the cnnal and Its workings. On the lath of February, 1855, the same day the act was passed, the Governor vrry fittingly appointed John Burt, Esq , ns superintendent, his term of office commencing on the 1st of April following. On the 19th of April, 185J, wate.' was first let into the canal. On the i> gi'ess. In the same report he also recommended the free passage of tugs, legislation to enforce reports from captains of vessels as to r^rgoes, and that reports of Superintendent be made to the ;rnor, etc. Governor Bingham In his message called the atten- . . , f the Legislature to this report, and legislation was made accordingly. Congress was memorialized for aid to make the needed improvements, but without avail. In consideration of this no jurmmnumumm 51 1 failure, by request of Governor Bing;liam, the Superintendent he following season made a special report upon the condition of the canal, showing its urgent needs. On December 12, 1857, the Governor called an extra session of the Legislature to take this matter, and some others requiring legislative action, into consider- ation. In his message to the Legislature on January 12, 1858, he laid the matter before thai body. During the season just passed breaks of an alarming character had occurred in the north bank. Acting upon this report the Legislature passed a joint resolution, which the Governor approved February i, 1858, requesting our members of Congress to obtain, if possible, an appropriation of $50,000 for this purpose ; all, however, to no effect. In 1858, Mr. K. Calkins, who was then Superintendent, again called attention to the necessity of these improvements. All efforts to secure aid from Congress having failed, the Legislature of 1859, realizing the importance of the work, passed an act, which was approved February 14, 1859, which authorized the Governor and State to make a loan of $100,000 by issuing' the bonds of the canal. The principal and interest were guaranteed by the State, but they were to be paid from the canal fund. Under this law the loan was negotiated and the amount, Jioo,ooo, passed, it was supposed into the hands of the Slate Treasurer, John McKinney, but only one-half of it ever came to light, and Mr. McKinney had to suffer incarnation in the State Prison in expiation of somebody's crime. He remained in prison until near his end when he was pardoned out to die, but he never told what became of the money. However the best that could be done must be with the $50,000 reniai.iing. On the 7th of June, 1859, the Board of Con- trol entered into contract with Silas M. Holmes of Detroit, and Nelson W. Clark of Oakland County, to make the necessary repairs, plans and specifications for which had been made and were attached to the contract. This contract was filed with the a il Secretary of State July 6, 1859. The work ^f strengthening the canal bank was entered upon and completed that year, while the rest of the work contracted for was completed the following year. From that time until the present the history of the canal has only been similar to any other well regulated institution. The benefits which have accrued to the State through its influence are beyond calculation. The business has increased year by year, until now the amount of traffic which annually passes through it is immense. The expenses of operation and repairs have been maintained ftt a cost not beyond the revenue of the canal arising from tolls. The interest on the bonds has been paid, and the bonds paid and pro- vided for. Still the great increase in business has permitted the reduction of tolls from 6\4 cents per registered ton to 3 cents, the law providing that the tolls should only create a sufficient revenue for these purposes. During the year 1876, some irregularities were discovered in the accounts at the canal office, and soon afterwards the clerk, Mr. S. B, W. Coval, left suddenly, and it is charged that he took upwards of $1,000 canal money with him. He was afterwards arrested, tried during the summer of 1878, befor of deepening and enlarging the canal and locks, giving the reH-ons therefor. Again, in his report for 1868 the subject was mentioned, and the suggestion made that the General Government be applieci to for the means necessary. The time for definite action seemed to have arrived during the winter of 1868-9. ^b when the canal project was first inaugurated, Hon. John Burt was found among the leaders of this enterprise. He publicly advocated the deepening of the locks during the wintf months, that navigation might not be obstructed. He perfected plans for the work and submitted them to Governor Crapo, the retiring, and Governor Baldwin, the incoming, governor. This resulted in the attention of the Legislature being called to the necessity of the work, and the passage by that body, February 16, n 1869, of a joint resolution urging the importance of the work upon Congress. Mr. Burt personally laid the matter before the members of Congress. He soon ascertained the prevalent opinion among them was that nothing could be done, in consequence of the canal being under State control. Mr. Burt then returned to Detroit and laid the situation of affairs before the Board of Trade of that city. As a means of securing the sought for end, that body took action in favor of the transfer of the canal to the United States. This was followed by petitions and memorials from the principal lake cities, requesting for like reasons the proposed transfer. Acting upon the showing thus presented, the Legislature passed a joint resolution, March 27, 1869, authorizing a transfer of the canal to the United States. The work of placing this enterprise before Congress was not permitted to flag. All tne States interested sent memorials to Congress in behalf of the project. The business and resources of the great Lake Superior district were placed before Congress in a statistical form. This was prepared chiefly by Mr. H. A. Burt, of Marquette, and had a large influence in shaping future legisla- tion. The initiative in Congress of this movement was made by Hon. O. D. Conger, March 14, 1870, by the introduction of a reso- lution requesting the Secretary of War to have General Cram, then in charge of the river and harbor improvements of the great lakes, make a report on the importance of this work, u|>on a basis of 14 feet draft of water ; the expense to be defrayed from appropriations already made for surveys of rivers and harbors. This resolution was passed Apiil 4. Before General Cram had time to comply with the law he was superseded b;- General O. M. Poe, upon whom the work devolved. However, beibre this report was made, the enter- ing wedge was secured by an act of Congress, approved July 11, 1870, appropriating $150,000 for the improvement of St. Mary's Falls Ship Canhl, and this without accepting the proposition of the State to trai:sfer the canal to the General Government. .^ iimtm i iiWW*i! »WWM'WW WW*m' > f ' <' " ■ua I ;i ki I- September 20, 1870, General Foe ".laving completed liis examination, mad(! a report to the Secretary of War, in which he not only sustained all the claims which had been made regarding the importance of the proposed improve- ment, but went even further, and claimed that the demands of commerce would warrant the construction of a new lock or set of locks, as might be decided upon. He also stated that $140,000 out of $150,000 appropriated, could be immediately expended. Gen- eral Poe proceeded at once to prepare plans for two locks. After much consultation the plans were finally changed, and one for a single lock substituted. It is stated that Mr. Burt was first to . advocate the single lift, and that it v,ras largely through his influence that the present plan was adopted. From the preliminary survey to the completion, the local charge of the work was in the hands of Mr. Alfred Noble, assistant engineer, to whom much credit is due for the admirable manner in which the work was done. The gen- eral plans of the work were completed during the administration of General Poe. General Weitzel succeeded General Poe May 1, 1873. General Weitzel was then at the head of the work, and took a deep andpermanant interest in the enterprise, andfr. 11 the first, showed his determination to make this the greatest and most complete engineering enterprise of the age. These efforts were ably sec- onded by Mr. Noble. The first contract upon ^^jpiprovement was let October aoth. 1870, to Messrs. Barker, Williams & Bangs, and work first com- menced soon after that date. Eight subsequent contracts were let for different portions of the work, to the following contractors : Barker & Williams, Boyle & Roach, C. C. Barker & Son, Henry Van Vleck and C. S. Barker. The first stone in the walls of the new locks was laid July 25, 1876, with appropriate ceremonies, consisting of an address b;- General Weitzel, oration by H. P. Davock, and remarks by Hon. Geo. W. Brown and Hon. H. W. Seymour. The president of the dsy was Peter B. Barbeau, with numerous vice-presidents. The United States Government began its improvement of the canal in 1870. In consequence of legislation by Congress in the river and harbor act of June 14, 1880, and the act passed by the Legislature of Michigan, approved March 3, 1881, the canal was actually transferred to the United States Government on June 9, 1881. The lock of 1870 was completed and opened to navigation September i, 188 1. The first boat locked through was the Steamer City of Cleveland (now the City of Alpena), of the Detroit & Cleve land Steam Navigation Company's line. The total amount appropr'ated for the work, up to the time of completion of the lock now in operation, at different times, was $2,405,000. The total cost of the canal improvement and lock was $2,150,000, the balance of the appropriation being used in the St. Mary's river. Th .- length of the canal is 7,000 feet. Its wi^th is variable. The least width is 108 feet, at the point opposite the movable dam. Depth of water, when Lake Superior is at its average height, 16 feet. The chamber of the present lock is 515 feet long, 80 feet wide narrowed to 60 feet at the gates; the depth is 39K feet. Its capacity is 1,500,000 cubic feet. The lift of the lock is «8 feet, the depth of water on the miter-sills, when the water of the great lakes is at its average depth, is 17 feel. A guard-gate is placed at each end of the chamber, making the length of the walls 717 feet. The walls for 14 feet from each end are 13 feet wide from top to botiom ; then for 121}^ feet ai the west end and 133^^ feet at the east end they are 25 feet wide from top to bottom. Between the wide walls the width is i8 feet for 10 feet up from the foundation, then it narrows in 2 feet tor 4 offsets 5 feet apart, vertically, until r n t ivith the the the was le 9, aion mer eve- le of was was B St. « • The 1 i dam. It, i6 wide Its , the akes each >p to 4' t the 1 the It ion, until r,' . ■ -'^ / ' " i it Statement of the Commerce Throug 8' 1. II TONN'AGE. a < |l i ll 'Si 1 e H3 a. ^^ Registered. Actual FreiKht. 18BS a. a b a c 106,206 c 1866 a a b a c 101 ,4.-58 c 1857 a , a b a c 18U,8'.'il c , ISW a a b a c 2I9.8I0 c 1859 a 'a b a c 352,(>42 c 1860 . a a b . a c 4113.657 c 1861 a a b a c 276,639 c 1862 a a b a c 3.">9,612 c 1863 a a b a ,- 607,434 c 1864 t,0<5 366 b 1,411 c 571.438 c 1865 602 S05 b 997 c 409,(l6i c 1866 555 453 b 1,008 c 458,630 c 1867 S39 466 b 1,3U6 c 5,56,899 c 1868 817 338 b 1,165 c 432.563 c 1869 939 399 b 1,338 c 524,885 c 1870 1,397 431 b 1,828 c 690,826 c 1871 1,064 673 b 1,637 c 75 J. 101 c 1872 1,«12 792 b 2,004 c 914.735 c 1873 1,649 96S b 2,517 c 1.204,44l c 1 439,216 c • 1878 1,0&1 1,476 , b 2,667 c 1,667,136 c 1879 1,403 1,618 * 100 3,121 c 1,677.071 c . 1880 1,718 1,735 50 3.iJ03 c 1,734.890 c . 1881 1,706 2.117 181 4.004 2.120 2,092.757 1.667,741 1S82 1,663 2,739 iW2 4,774 2,572 2,468,088 2,029,621 X 1S83 1,458 2.620 237 4,315 2.361 2,,. 12,269 2,267,105 18»4 1,700 3,600 371 6,089 3,074 2,997,837 2,874,557 '1886 1,689 3,3.54 337 6,380 2863 3,036,937 3.256.628 . 1886 2,634 4.584 306 7,424 3,693 4,219.397 4,527,750 1887 2,662 6,068 825 C.355 4,165 4,897,5'I8 .3,499,640 1888 2,009 6..106 489 7,803 3,845 5,1:10,659 6,411,423 1889 A635 6,601 443 9.579 4,t!84 7,221,935 7,516,022 1890 2,874 7.J68 417 10,6.W 4,970 8,454,435 9,041,213 1891 2,406 7.339 447 10.191 4,981 8.400,685 8,888,759 ^ 1892 3,.resent lock is 515 feet long, 80 feet wide narrowed to 60 feet at the gates ; the depth is 39^ feet. Its capacity is 1,500,000 cubic feet. The lif^ of the lock is 18 feet, the depth of water on the miter-sills, when the water of the great lakes is at its average depth, is 17 feet. A guard-gate is placed at each end of the chamber, making the length of the v;alls 717 feet. The walls for 14 feet from each end are 13 feet wide from top to bottom ; then for 121K feet at the west end and 133K feet at the east end they are 25 feet wide from top to bottom. Between the wide walls the width is 18 feet for 10 feet up from the foundation, then it narrows in 2 feet for 4 offsets 5 feet apart, vertically, until # (If 5tatfment of tlte Co a No record kept until 1864. b No record kept until 1879. 8' 1 < .5* 1 u 2 11 ll <^ "-i ".3 ISfifi a a b a c 1H66 a a b a c 1857 a , » b a c 18.-'>8 a a b a c IS.W a 'a b a c 1860 . a a b - a c 1861 a a b a c 1862 a H b a c 1863 a a b a c 1864 1,045 366 b 1,411 c 1865 002 395 b 937 c 1866 B.'B 453 b 1,008 c 1867 S39 466 b l,3Ufl c 1868 817 338 b 1,155 180B 939 309 b 1,338 c 1870 1.397 431 b 1,828 c - 1871 1,064 573 b 1,637 c 1872 1,«12 ■"a b 2,004 c 1873 1,549 ».. ■ b 2,517 c 1874 833 001 b 1,734 c 1875 569 1,464 b 2,033 c 1876 O.'M 1,733 b 2.417 c 1877 1,401 1,080 b 2,461 i 1878 i,o(a 1,476 . b 2.667 c 1879 1,403 1,618 100 3.121 c 1880 1,718 1,735 60 3,603 c 188! 1,706 2. 1 17 181 4,0M 2,120 1882 1,663 2,7:j9 .'»72 4.774 2,572 1S83 1,458 2,620 237 4,315 2,361 1884 1,709 3,009 371 6,689 3,074 '1885 1,689 3,3« 337 6,380 2«i3 1886 . 2,63* 4.584 306 7,424 3,693 1887 2,602 6,968 825 9.355 4,ia5 18^8 2.009 6.305 489 7,803 3,846 188'J 2,635 6,601 443 9.579 4,084 1890 2,874 7,268 417 10,5,'>7 4,970 -1891 2,406 7,339 447 10,191 4,981 1892 3,.S24 8,737 619 12,680 6,867 mm 5tattment of tUe Commerce Through Saint Mary's Falls Canal for each Calendar Year from Its Opening in 1855 to and including 189a. — J it •8 k B 3 8 11 TONKAGE. i a Coal. Flour. Wheat. 1^ 0.S 1* 1 It Salt. Copper. Iron Ore. i 5| be Is •0 Date of Opciiiiif;. Dale of S C'liisiiiy:. £ X '1 ^^ HegHtred. Actual FreiKht. On Barrels. II js Tons. B II Tons. BusMs. Bus/irls, Tons. Barrels. Tons. Feet. Tons. Torts. Tons. a b a c 106,290 c 4,270 1,414 10,289 e 1,040 687 3. 196 1,417 126,000 d c t June 13 Nov. •_'3 a b a c I01,4.'i8 c 4.074 3,968 17,686 e 'sa'.im" 781 464 6.727 11,507 395,000 il e t .May 4 No,-. '.W a b a c 180,82>» c 6,660 6,278 16.560 e 22.300 l„t25 1,5U0 6.760 20,184 572 IMM) d e I Miiv 9 Nov. ;«) a b a c 219.819 c 9,230 4,118 13,782 e 10.500 2,697 9.50 0,744 si.aus 186,000 d e I Apr. 18 Nov. 20 'a b a c :U>2,U42 c 8,884 39,459 60,260 e 71,738 6,504 2,737 7.247 05,709 d e t May 3 Miiy 11 May 3 Nov. 2S b a 4l)3,(i57 Q 1.13,437 76.830 0,000 120,000 «,6l2 c 8,468 11,346 17,291 e 60.062 0,433 2.477 0,881 113,014 190,000 d e £ Apr, 27 Nov. 27 a b a c 607,434 c 18.281 7.805 31,975 e 78,480 0.681 1,500 1,044 181,567 1,411,0110 '! c { Apr. 28 Nov. 24 306 b 1,411 c 571.438 c 10.986 11,282 ;i3,937 e 143.500 7.043 1.776 5,331 213.763 2,001,000 d e f Miiy 2 Dec. i 305 b 937 c 409,002 c 19.777 31,!»85 33,003 e 7,346 3,175 9.9:<0 147 4.59 822.000 d e { Mny 1 May 5 Dec. 3 453 b 1,008 c 458.B30 c 14.007 19,916 e " 'iio.'iiae' 13,235 4,451 9,660 152,102 144,000 d e f Dec. 3 40(1 b 1,3U5 c 650,899 c 16.120 22.9'.>7 28.346 e 249,031 20.H02 6,316 10,583 222,861 390,000 d c f May 4 Dec. :i 338 b 1,165 ^ 432.503 c I0.5!K) 2,5.814 27 372 e 285,12;i 22,785 4,624 12,222 i9>,9: 32,007 e .323.501 23,861 6,910 18,002 239.308 1,260.000 d e t M.iy 4 Nov. 29 431 b 1,828 c ■ 600,820 c 17,153 15,952 33.548 49,700 304,077 42.959 U,0<0 11.301 409.860 722,000 92 2.917 I Apr. 29 Dec. 1 573 b 1.037 c 752.101 c 16,860 40,798 26.060 1,370 T06 308,823 5t.0St 30,199 11.602 327.461 1,072,000 HA 5.228 I May 8 Nov. 29 "02 b 2,0(H c 9I4.7;« c 26,830 80,816 136,411 667.134 446,774 86,194 42,090 14.591 383.105 1,742,000 :too 5,213 t .May 11 Nov. ■Ji\ In. b 2,517 c 1.204,440 c 3l),9«i6 96,780 1-2.092 2.119.997 309.616 44.920 29. .3:16 15.927 501.121 1,102,000 .580 2.218 May 5 Nov. IS 001 b 1,734 c 1.070..857 c 22,958 61,123 179.855 1.120,015 149.999 31.741 42.231 15,316 427.058 638.000 413 ■fOI i May 12 Dec. 2 1,464 b 2,033 c 1,250,8<» c 19,685 101,200 309,991 1,2 3,788 250,080 64.;«i 43,089 18.390 493.408 6,391,000 847 2.978 i May 12 Dec, 2 1,733 b 2,417 c 1,541,076 c 30,286 124,734 315.224 1,971.540 407,772 01.091 46,666 25,766 609,752 17,701,000 986 2.102 f Muv 8 Nov. 2(i l,0»t b 2,451 I 1 439,216 c 21.800 01.675 356,117 1,349,738 343„'>t2 39.071 03,188 ie,-707 668,082 4,143.000 987 2.,'i06 t Mai- 2 Nov. :)l) 1.476 . b 2,607 c 1,607,1.36 c 2J,304 91,850 244,599 1, 872,910 264,674 14,882 63.520 22.529 665,7.50 24,119.0(10 6.i0 2,751 i Apr. 8 Dec. :i 1,618 • 100 3,121 c 1,677.071 c 18.979 1 10,704 451,000 2.0.13.066 951,496 39.218 92 245 22,309 510,076 35.608.000 324 2.220 I Mav 2 Dec. 3 1,736 50 3,603 c 1,734.890 r 25,760 170,5(11 62.'(.860 2,10.5.920 2,547.106 46,791 77 916 21,7.53 677 073 44.630.000 66 2.2S3 f Apr. 28 Nov. 1.5 2.117 2,7;to 181 4,004 4,77* 2 120 2,092.757 2,408,088 1,867.741 2,029,621 24.671 29,236 295,647 4 0,184 605,463 344,044 3,466.906 3,728,8,56 307,838 47.<.129 87.8!10 65.897 29,488 25,400 748.131 68,877.000 1,400 129,031 May 7 Apr. 21 Dec. 5 Jff2 2,572 92.870 176,012 987,060 82.783.000 22" 5,428 172.1(17 Dec. 3 2.820 237 4,315 2.361 2,012,259 2,207,106 39 130 714444 687,031 6,900.473 776.562 109.910 70.898 31,024 791.732 87,131,000 814 2,405 191,571 May 2 Dec 11 3.(SI)» 371 6,089 3,074 2,997,837 2,874,557 54,214 7fl6.370 1,248.243 11,985,791 517.103 72,428 144,801 30,002 1,130 07: 122.380,000 0,-31 6.(H7 207,173 Apr 23 Dec. 10 3,av. 337 6,380 2.803 3,035,937 3,266,028 36,147 894.991 1,440.093 15.274.213 4'.'2.<,)8t 60.842 130,355 31,927 1, •-'35. 122 127,984,000 3,0«9 8,189 181,903 May Dec. 2 4.584 300 7,424 3.693 4,219.397 4,5V7.76& 27,088 1,009,990 1,759,305 18.991.485 716,373 115.208 158.077 38,627 2,087,809 138,6'<8,000 2,m»9 9.449 230,720 Apr, 26 Dec. 4 5,!KW 825 9.355 4.ta5 4,897,6'I8 6,409.019 32,608 l,35i,987 1,572,735 2:<.096..520 775,166 71,919 2 33.541 .315.851 May 7 Dec. 4 0,6«1 443 9.579 4,684 7,221.935 7,510,022 25,712 1,629,197 2.228.707 10,231,864 2,133,2« 57..'i61 168.2^50 33,456 4,096,865 316,654,000 5,947 33.538 312,410 Apr, 16 Dec. 4 7,-'68 417 10,657 4,970 8,451,435 9,041,213 24,856 2,176.926 3.239,104 16.217.370 2,044,381 116,327 179,431 43.729 4.774.768 361,929.000 3,432 47.973 371,294 Apr. 20 Dec. 3 7.330 447 10.191 4,981 8.400,085 8,888,750 20,190 2,607,532 3,789.143 38,810.670 1,032,104 rd kept until 1864. rd kept until 1870. c No record kept until June, 1881. d None sihipped from \Aike Superior until 1867. None shipped from Lake Superior until 1879. No record kept until 1881. '■i* ".i T L.. ••' .' !f " r ^ ' 9 9 a 'mm* - .'i! UJJIH the wall is lo feet wide, at which width it is carried up to within 6 inches of the top of the coping. The coping is five feet wide. m'^k! r"'!.' T. **' "'"*"»°"«- The cut stone was obtained from ^ Marblehead Ohio, and Kelly's Island; the backing from Drum- - mond s Island, Sainte Mary's river. The facing stones are laid in , regular courses with a bond of I'A feet. There are ao courses, ^ach 3 feet thick, excepting the coping, which is I'A feet thick. XThere are about 34.207 cubic yards of masonry, in the constmc- every tion of which about 35,000 barrels of cement were used, barrel being tested. The water is let into the locks from culverts under the floor These culverts extend from the upper to the lower end of the lock The time consumed in filling or emptying the lock is about seven minutes. The an..exed tabular statement shows the business of the canal each year since its opening in 1855 to and including the traffic of iSqa, with the date of the opening and closing of navigation : ! If. i f li n n i mmtt mummmmam ■■■'•tJBateassiejKs^tt; THE LOCK OF 1887. ■ 1 HAY LAKE CHANNEL. fHK project of obtaining n navigable cliaiinet of i6 feet depth between Lalces Superior and Huron liad barely been com- pleted when the demands of commerce bo enormously increased that the work of obtaining a depth of ao feet throudh- out was undertaken, and work began upon the construction of the cofTer-dam, which incloses the site of the new lock, May 4, 1H8;. The conrer-dam is 1,500 feet long and 300 feet wide, and the esti- mated cost was |i95.393. This lock is being constructed upon the site of the old state locks, to have a length of 800 feet between gates, a width of 100 feet throughout, a depth of 21 feel on the miter sills, and a single lift, approximating 18 feet. The canal is now being deepened to cor- respond. The estimated cost of this enlargement of the canal sys- tem is 14,738,865, March i, 1889, Collins & Farwell of Detroit, were awarded the contract for excavating the lock pit and I ogan their work in April, 1889. February 9. 1891, Hughes Bros. & Bangs of Syracuse, N. Y., were awarded the contract for the masonry construction and began work in May, 1891. The first stone was laid without ceremony September 2, 1891. It is expected that this lock— the largest in the world— will be com- pleted and ready to opeiate in 1894. From the preliminary survey to the present time the local charge of this work has beer in the hands of Col. E. S. Wheeler, assistant engineer and general superintendent of St. Mary's Falls canal, to whom much credit is due for the admirable manner in which the work has been done and the excellent progress made. A t EFORE improvements were commenced, the channel through ;»1 Hay Lake was shallow in depth at Sugar Island Rapids and at the Middle Neebish; at these two places a maximum draught of but eight or nine feet could be carried if a very irregu- lar course was taken, and practically, vessels drawing more than six feet of water would not attempt the passage. In addition to the places above mentioned, there were some shoals in Hay Lake requiring removal to make the channel available for the vessels navigating the St. Mary's river. The original estimate for this improvement was based upon a project for a channel 300 feet wide and 17 feet deep, leaving the present navigable channel of St. Mary's river at Sugar Island Rapids (about two and a half mi!es below the canal), through these into Hay Lake and then, by way of the Middle Neebish, rejoining the present navigable channel at the foot of Sugar Island, thus saving a distance of eleven miles and obtaining a route which can be so marked by lights as to be navigable at night— a condition impracticable with the present channel except by the use of many lights. The estimated cost of this project was 1^2, 127, 292. The project was subsequently modified to increase the depth to 20 feet, the estimated cost being $2,659,115. subject to change, however, in case unexpected difficulties are developed during the progress of the work. This work, as well as the building of the new lock at the canal, is in charge of Gen. O. M. Poe of the United States engineers, while Col. E. S. Wheeler, assistant United States engineer and general superintendent of the canal tad river work, has the personal super- vision. The work upon this channel is well advanced and progressing nicely. I < k \ (» 9 BimtyS'BYB VIKW OF THM SOO. > .| i i fiy^ i ^ i . ^ iei )w» y » V ' ' ■■■IllBIIWW^HJ ii^"'ii' "' '■ I '^*** (1 t omiLL AT Fomr mmAOY. Ik" •1 ■MM I L i' AmriLLmmY omiLL-romr bkady ..-.^ --,:-..■ < 1 1 »- 1 !/ ■:pWf,' ^^ '*^ ^^3«'-*f.'---V'-'^ ID CANADIAN SOO, FROM FORT BRAOY. ^ti^mamimvm\tii*» tim^p^tmii»mmmmA'i li I ¥ 4 •I I I IM' WINTKIf Vimw Om OU9 STATm LOOK. wim fr H I • t \ r r - i •« 4 "1 »4 i| FLMmr MNTmmiNa Lowmm qatm. •^-•f^-f ■».'-, ■■r^mr'fr-" "• ,' - |r*- '■^^ffyf^^'^'^ tmmmi t^ imm 'f' ^n « i j rr t mmnammr v>u» •*■ 1 1 t: • \ 1 1 1 1 / ! > ^m. )^iM^9' rvi'^^^V-- mmPTYINQl THM LOOK. ■MtM m- - | ' '" ""' ■:'-fei-^*i'' ■ ■ a / <] ' (I <] } LAKM au^mmiom rmANair ummr mMrmmiNa lock. ■z,^^-» s fg s ras ^: 9; F sf~ Q Q (] I vmaamu lmavimo thm u^pmn oatm. If a I* ■ ' ' • • .'. ^^^^^^^^^E^U-' j '^^^A 1 I ■H IP rMC pmmitLmam lookimo ookvm. f'f !• ' \ rwrcs <<) vmaamL Ljowmnmo, kmaoy to LMAvm. ■KM (] 41 I] L LOCK/MO THM WmTMOmm-^ACII'IG OCCAM WHALMBAOIf UNMir. -LI -I Iliy-U «fl «1 I f if s 3' .-'*»*H«*h*'r''' '■ ■(■■M-i^KlttriUliMikM ■hmhmmmuMm «fl A ^Aim Of WHALMBACHS WAITINa TO LOOK THmOUQH. !"»■ rT « G ■■■MMMk <] « D FOUNTAIN-CANAL PAmif. "m^fmemempsait m Is ff if 4 i I! i4mi 'WlW.^^-V"JJHL!JBa i ..U»»LU.. i %- Q ]\ i !> I * 9 Vimw OP GAMAL PAKK. ^W < riff' M ■i|l 11 '('.■ "^Uliim U-4 ~i-di,'^^'rnJli*iAulmilil!^iM ^ vrr- i'! f-fl i 'I '^SNb rnr a l- d •1 V t vmw OF iNTmmN*TiONAL mmiL Jt fftr^ ti! ' ';'i i il I' It *!MBiainp —* -j Mill' II mil (1 II *D 1 T INDIANS nSHINa IN THM ftA^IDS. w«w« '^^/''^ ^ ■j>.. II «1 -iW*ii . I- ■•',eT ■ i] D 4