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Tous les auttos exemplaires originaux sont film6s en commenpant par la premidre page qui comporte une empreinte d'impression ou d'illustration et en terminant par la dernidre page qui comporte une telle empreinte. Un des symboles suivants apparaftra sur la dernidre image de cheque microfiche, selon le cas: le symbols — ► signifie "A SUIVRE ", le symbols V signifie "FIN". Les cartes, planches, tableaux, etc., peuvent dtre filmds d des taux de reduction diff6rents. Lorsque le document est trop grand pour dtre reproduit en un seul clich6, il est film6 d partir de I'angle supdrieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la m6thode. irrata to pelure, in d n 32X 1 2 3 4 5 6 The World's Columbian Water Commerce Congress Chicago, 1893 CANADIAN WATER WAYS Creat Lakes to the Atlantic / r THOS. C. KEEPER, C.M.G., F.R.S.C. PAST PRESIDENT AMERICAN SOCIETY CIVIL ENGINEERS; PAST PRESI- DENT CANADIAN SOCIETY CIVIL ENGINEERS; MEMBER INSTITUTION OF CIVIL ENGINEERS. LONDON. BOSTON DAMRELL & UPHAM Ub* mb Corner JSootetore 383 Washington StrM« m / r The World's Columbian Water Commerce Congress Chicago, 1893 CANADIAN WATER WAYS FROM THE Creat Lakes to the Atlantic BT THOS. C. KEEPER, C.M.G., F.R.S.C. PAST PRESIDENT AMERICAN SOCIETY CIVIL ENGINEERS; PAST PRESI- DENT CANADIAN SOCIETY CIVIL ENGINEERS; MEMBER INSTITUTION OF CIVIL ENGINEERS. LONDON. Ottawa, Canada, BOSTON DAMRELL & UPHAM Ub< ®16 Corner ISoototore 383 Washington StrM* £jpA^/r/-co COS/- or /./^c or A^\//cy*poN oej'vi/ecN l//cc Supcff/off \/f//o /4recr rffof^ l^/<'c £/?/£ ^o /yfoNT/fC^L ^ftlOR TO $ 7^95.824 /. 33S. oya. / S4S. 624 [ /, 6//. d^9o 2 626.24/ /S. 2/6. 477 CALOn CAffAL £iTll>1/tTIO Cos r C'PCNoiTune 1/^ TO Jaut /"■ /S92 $ 4000.000 $ J/ 9. 8 00 /6. J 00. 000 /6. o I i breadth of 60 feet, and a depth of 19 feet at extreme low water on the miter sill. The length lockage and position of the several canals are as follows : — From Montreal to the head of the St. Lawrence Canals (which is ahout 8 miles below Ogdensburgh), the distance is iiijj miles, of which 433 miles are canal, 48 miles lake, and 20 miles river. Commencing at Montreal, the distri- bution and the names of the St. Lawrence Canals are as follows : — i i (A 1 J! istance etween Miles. a >-) >A O-c" Lachine, 8i miles. 5. 45 feet, thence to Beauharnois Canal (Lake St. Louis) i5i Beauharnois, iii miles, 9. 824 feet, thence to Cornwall (Lake St. Francis) 323 Cornwall, iii miles, 6, 48 feet, thence to Farren's Point (River) 5 Farren's Point 5 miles. I, 4feet, thence to Rapide Plat (River) loi Rapide Plat, 4 miles. iii feet, thence to Galops (River) 4i Galops, 7I miles. 3' I5i feet. Total, 43I 26 2o6i 68 The Soulanges Canal, now being substituted for the Beauharnois, will have the same lockage (with 5 locks in- stead of 9), but nearly 3 miles greater length, the Lake dis- tance being decreased to this extent. From the head of the St. Lawrence Canals to the foot of the Welland Canal the distance is 226 miles, of which 160 are in Lake Ontario. The Welland, is 26? miles long, and as now enlarged has 25 locks, with a total lockage of 3264 feet, — all embraced in the first 10 miles from Ontario. From the head of the Welland Canal to the foot of the Canadian Canal at Sault Ste. Marie the distance is about 600 miles. The length of the Sault Canal upon the Cana- dian side is 3,500 feet, with one lock of 18 feet lift; but the under-water excavation, for deepening the approaches to the 19 feet depth at extreme low water, will be several times the length of the visible canal. The total length of canal and approaches is 18,100 feet. From the Sault to Port Arthur is 266 miles, and to Diiluth 390 miles. The completion of the Canadian Canal at the Sault, will there- Point .^iver) ver) ted for the 5 locks in- e Lake dls- fore extend Canadian inland navigation, from the ocean vessel at Montreal, over 1,400 miles of fresh water, with loss than 74 miles of canal ; and with 551 feet of lockage to reach Lake Superior, the surface of which is about 600 feet above tide. Although Canada is only now constructing a canal to reach Lake Superior, this completion of the Canadian sys- tem has always been kept in view. In 1846, and again in 1852 (before the canal was commence' upon the Michigan side), the Province of Canada made surveys and estimates for a canal at the Sault, and it was included in the scheme of the Canal Commission appointed by the Dominion of Canada about 25 years later. At neither of these dates was there any Canadian commerce upon Lake Superior, and this is the strongest evidence that the Canadian Canals looked chiefly to the Northwestern States of the Union for their support. This is also confirmed by the history of the Welland Canal, which was first built by a joint stock com- pany, having its principal shareholders in New York and England, as also by the fact that the Canal Commission of 1870 were instructed to advise " the best means to attract a large and increasing share of the trade of the Northwestern portion of North America through Canadian waters, such as will enable Canada to compete successfully for the transit trade of the great Western country." The locks of the Canadian canals, with the exception of those now under construction at the Sault, and the Soul- anges Canal, have moderate lifts, and are repetitions of the simple and economical features of the original Welland Canal. The lock floors are of wood, and their upper gates of the same height as their lower ones, the filling and emptying being through valves in these gates. The Soulanges Canal, as well as that at Sault Ste. Marie, are new departures. The chambers are filled and emptied by culverts in the side walls or floor, which, in the first, is of masonry, and the upper gates rest upon curved breast walls. Electric motors driven by water-power current will work 8 P gates, automatic sluices at weirs, as well as swing bridges opening the full width of the channel without the usual central pivot pier. Portland cement concrete will generally be substituted for masonry in the Soulanges works. As part of the "Improvement of the River St. Ivawrence," the submarine work below Montreal should not be ( er- looked. These are submerged canals larger in width aid greater in length than those upon the river above. After about 40 years' work, up to the time of the completion in 1888, the depth for sea-going vessels at low water has been increased from 11 to 27^ feet, at a total cost of about $4,000,000, of which $500,000 was for dredging plant. The total length of channel deepened is about 50 miles, of which about 18 are in Lake St. Peter. There is a continuous cutting of about 16 miles in the bottom of the lake, 300 feet wide, and ranging from 15 to 17 feet in depth. The total quantity dredged is about 20,000,000 cubic yards. This would show an average cost of 20 cents per cubic 3^ard ; but the average for the great bulk or three- fourths of the quantity was about i6i cents per yard, including an allowance of i^'^, cents per yard for deprecia- tion of plant. For Lake St. Peter alone tin; cost has been reduced (by improvement and enlargement of the dredging plant) from 11^ cents per yard in 1875, when dredging for 22-foot channel, to 2.91 cents in 1888 for the 27.i-fo()t channel ; the average for the whole of the dredging in Lake St. Peter being 4-98 cents per cubic yard. The cost of deep-water dredging in 1889, in shale rock, hard pan and bowlders, ranged from 35 to 40 cents per cubic yard, or 13 times the latest cost for the same depth in the silt formation of Lake St. Peter. THE CHAMPLAIN AND ST. LAWRENCE CANAL. The Richelieu River (the outlet of Lake Champlain) is, at St. Johns, 25 feet higher than the St. Lawrence at Caughnawaga, foot of Lake St. Louis, and about 25 miles distant upon a straight line. If Lake Champlain be made the feeder, a canal 32^ miles long would be required to avoid high ground upon tlie direct route. To surmount this high ground, and take shortest route lor the canal, would call for a feeder 38 feet higher than Lake Champiain and 16.^ miles in length, and would treble the lockage. The direct route would give 100 feet lockage upon a 25 mile canal, against 25 feet lockage on a canal about 8 miles longer. It has been proposed to take this feeder from the J3eauharnois Canal and to make it the canal for Western traffic, connecting it with Caughnawaga by a branch about 4 miles long. This would give for the Western trade 38 miles of canal with 37^ feet of lockage, against 28 miles of canal with 137 feet of lockage on the Caughnawaga route, because the feeder would start out from the Beau- harnois canal 6;^ feet higher than Lake St. Louis, and at a point 3 miles from that lake. This 3 miles of the Beauhar- nois canal is, therefore, added to the 25 miles of the direct Caughnawaga route. This route would make the St. Lawrence the feeder, giving the minimum lockage, as well as distance, for the most important traffic, the Western trade. The ground upon this route is favorable, for two thirds of its length, for a canal of 200 feet or more in width, at same cost as for a narrower one. If Lake Superior were brought into connection with Lake Champiain, for large lake craft. New England and Northern New York would be reached, and Boston thereby obtain an advantage which might induce New York to extend such a navigation to the Hudson River. As such a canal would be of more importance to the Western States and New England than to Canada, it must await their action. The interest of the Ottawa lumber trade in this route has been considerably diminished in the last 20 years, by the annually increasing quantity of lumber which now takes the rail from the mill in Canada to the yard in the United States, in preference to the water route. Lake Champiain between Rouse's Point and Whitehall lO is called 120 miles. St. Johns on the Richelieu River (where the Chambly Canal begins) is 24 miles rive;r navi- gation from Rouse's Point. From Whitehall about 66 miles of canal reaches the Hudson River, and from St. Johns 38^ miles of canal would reach the St. Lawrence (about 105 miles of canal between the Hudson and St. Lawrence) ; and between the points of junction on the Beauharnois Canal and Lake Erie about 60 miles more of canal. The distance from Lake Erie to New York via Lake Champlain would be about 216 miles longer than that by the Erie Canal. If the canal from Lake Champlain to the Hudson River were fed from this lake (as the only suffi- cient source of supply), the lockage would be nearly equal upon the two routes. There would be 216 miles more dis- tance of lake and river navigation on the one route, and 190 miles more canal on the other ; but as the first would be traveled about three times as fast as the second, the time of traiisit (which is 'he measure of the cost) would be in favor of the longer route. The cost of construction upon the two routes would be largely in favor of the longer route. These comparisons are based upon the longer route for a canal between the St. Lawrence and Lake Champlain, to be fed from the former ; and not upon the Caughnawaga route, fed from Lake Champlain, in v/hich case that lake might be called upon to (e&a. three canals. The cost of these routes cannot be compared without surveys and estimates on the scale aoopted for the Lakes, and especially as to cost of ship canal between Lake Champlain and the Hudson River. THE OTTAWA VALLEY CANAL. T/ic Ottawa Route. — This route would shorten the dis- tance between Montreal and Lake Superior about 350 miles, and therefore has been advocated for a ship canal. Surveys were made and reports given in 1858 and i860 on II a basis of lo feet of depth of navigation, with locks 250 X 50 feet, and of 12 feet with locks 250 x 45. The fn'st estimate was $24,000,000, and the second, though for deeper water, was $12,000,000. In the second, there were more dams proposed and less canals, — 58 miles of canal lor the first, and 29 miles for the second. The distance from Montreal to the mouth of the French River in the Georgian Bay, Lake Huron, is about 430 miles, of which 308 are in the Ottawa, and the remainder in the Mattavva and French Rivers. About 180 miles would be wide-water lake navigation, alternately deep and shoal, and 250 miles of river. The summit at Lake Nipissing is 640 feet above the sea, and is 66 leet higher than Lake Huron. The lockage would be at least 666 feet, against 533 feet ria Lake Erie. The Canadian Canal Commission of 1870 postponed the consideration of this route, on the ground of the wide dis- crepancy in the estimates, which were made on the basis of 10 and 12 feet. Now that Parliament has adopted 14 feet for the St. Lfiwrence, and the United States 20 feet for the Upper Lakes, a revised estimate is needed and a fuller survey to determine what depth of navigation is practi- cable upon this route. It will probably be found that, upon any scale of navigation, the increased lockage and the reduced speed necessary upon the greater portion of this route would fully counterbalance tlie shorter distance. Both the estimates above referred to were based upon rais- ing the summit level, which is Lake Nipissing ; but the subsequent construction of the Canadian Pacific Railway and the present existence of towns and vilhiges (as well as the railway) on lands intended to have been flooded by this work, make this raising of the lake now out of the question. The Ottawa route would be shortest only for Lake Michigan, Georgian Bay, and Northern Michigan and Lake Superior ; but not for Lake Erie or the Detroit River. The receipts and shipments at lUiffalo, including Tona- 12 r$ wanda, are greater than of any other lake port. Beside Buffalo, there are Cleveland, Ashtabula, Sandusky, To- ledo, and Detroit, the aggregate tonnage of which is greater than either Buffalo or Chicago. These the Welland route reaches in addition to all which an Ottawa route would reach. THE GRANGERS CANAL. The Northwestern grain trade — because of the distance of the best and greatest extent of wheat lands from the ocean where market value is established — calls for the largest and deepest, in order that it may be the cheapest practicable water way between Lake Superior and the Atlantic seaboard. For such a canal the St. Lawrence route — of which the average channel depth between the rapids is over 30 feet, with ample width — offers advantages to be found upon no other. From Lake Erie there would be about 75 miles of canal to reach the ocean, as against about live times that length of artificial channel upon the New York State route. To reach New England on Lake Champlain there would be less than 100 miles of canal, against 400 miles of made channel r/a Buffalo, Troy, and Whitehall. To reach New York, there would be about 164 miles of canal against more than double that length of artificial channel by the Erie Canal route. On the other hand, the total length of the water route v/a the St. Lawrence and Lake Champlain to New York, would be about 216 miles longer than that v/a the Erie Canal. Montreal is the only city upon the route of these Ca- nadian canals. There is not, therefore, on this route, that growth of vested interests to be interfered with by enlarge- ment, such as exists upon the Erie Canal route. The banks of the St. Lawrence are everywhere low, and, therefore, favorable for canal purposes, and there are the two shores which may be occupied throughout for an international sys- tem of double track canals, such as the traffic of the Upper Lakes w ill soon call for. ^3 ;. Beside isky, To- L is greater land route >ute would Ke distance s from the ais for the be cheapest 3r and the f which the 3ver 30 feet, ind upon no iles of canal 5 that length route. there would iles of made 164 miles of 1 of artificial ler hand, the awrence and (jut 216 miles The Beauharnois Can-al on the south shore — which has nearly double the lockage of any of the other St. Lawrence canals — is not being enlarged, but a new canal is under construction on the north shore overcoming the same rapids. When this latter — which is called the Soulanges Canal — is in operation, the J:5eauharnois route will be freed for future enlargement, which may then be carried on in sum- mer as well as in winter, upon any desired scale. What the enlarged St. Lawrence Canals will be capable of has been established by what is doing at the Welland. On this canal steamers 254 feet long by 42 feet beam carry 1,825 tons on 14 feet draft through the canal, and 2,300 tons on 15 feet draft through the Lakes. About 400 tons are usually lightered, at a cost of 80 cents per ton, involv- ing a detention of from 6 to 8 hours. The capacity of their lower holds is 70,000 bushels, and as much as 112,000 Inishels of oats have been carried in the hold and between decks. These vessels are loaded to the draft in the St< Mary's, Detroit, and St. Clair Rivers ; and as those are deepened, their draft in the Lakes and their lighterage at the Welland, and consequent detention tliere, will be in- creased. The American craft go to Oswego and Ogdens- burgh, the Canadian to Kingston, although they could also go to Ogdensburgh if coming from a Canadian port, or to Prescott, opposite. At Kingston and Ogdensburgh grain is transsliipped into barges for Montreal, the lake vessels sel- dom descending to that city. While the St. Lawrence Canals have only had 9 feet of water, the second Welland had more than 10, and lightering there had also been generall}' re- sorted to. In less than three years it is expected that the Welland class of vessels will be able to proceed to Mon- treal, and the important question now is, will they go there? The Canal Commission of 1870, — the chairman of which (the late Sir Hugh Allan) was a great shipowner, — referring to the Ottawa route, said that it "will be admirably adapted for a barge navigation similar to that which now obtains upon the River St. Lawrence, and, as appears by evidence, 14 by far the cheapest means of transport." The Commission increased the length of the old St. Lawrence locks 30 per cent, and the depth of water in them 33 per cent, but they did not express any opinion as to whether barges 250 feet long and drawing 12 feet of water would be employed, or whether the Lake vessel would descend to Montreal. It is the opinion of some engaged in this transportation th;it barges not exceeding 10 feet draft, or 50,000 bushels ca- pacity, will prove to be the most convenient and profitable size. The objection to a barge system is, that it is, on such a route, necessarily a monopoly. The Erie Canal has a tow- path, and individual boat owners can travel on it as a high- way, — so had the Welland in the days of horse-power tow- age, — but the Lake and ri\ or navigation of the St. Law- rence and the Ottawa and Rideau routes require tugboats. Such a monopoly as existed upon the Military Inland Route, when there was no other, and no railways, can only exist upon the St. Lawrence as long as it is tolerated by the Lake vessels. The Upper Lake vessels have outgrown our canals, so that lighterage is necessary, and this may be increased to the extent of half the cargo ; and then it will be seen whether they will lighter the whole, as at present, a portion only, as on the Welland, or none. In connection with this question of lighterage or trans- shipment, if it is to be maintained, the grain trade of the St. Lawrence will, I believe, require an extensive system of elevators at Prescott, Canada, as well as those at Og- densburgh, opposite, and that both the Grand Trunk and the Canadian Pacific Railways should be coimected witli them, so that the ocean steamer at Montreal may not be detained or sent away empty in the event of any interrup- tion by frost or accident to the navigation in the canals. Montreal has an exceptional harbor, in that its wharves are under water from December until April, — the result of a winter rise of the water in her harbor caused by the pack- ing of ice below the city. The current of the St. Law- 15 rence meets the tide in Lake St. Peter, although salt water does not come within a hundred miles ot" it, and the de- scending ice is first checked there. It then backs up and accumulates so as to raise the harbor from lo to 15 feet above its summer level. In settling into its winter bed, and in arousing from it in the spring, the ice shoves landward with such force as to prevent the erection of warehouses or eleva- tors at the wharf front. Ocean steamers are loaded at their berths with grain afloat in the harbor, transferred by float- ing elevators ; and it is, therefore, contended that for Mon- treal, and for so long as the present system continues, barges as floating warehouses are the most economical. Extensive harbor improvements are now in progress, in- cluding the elevation of the wharves and the construction of a guard wall to protect them, and warehouses upon them — from the ice shoves. These improvements will give over 4 miles of deep-water wharfage, nine tenths of which will be 25 to 27^ feet deep, and none less than 20 feet, at a cost of about $3,000,000. The charge for barge transport from Montreal to Kings- ton, 180 miles, is as great or greater than for 1,000 miles of J/ake transport, including the Welland Canal. This cluirge must come down, or the Upper Lake vessels will go down. Some of those vessels will undoubtedly go •; through, and all would do so if sufficient return freight is attracted to the St. Lawrence by its enlarged inland route to the Lakes. Tariffs and navigation laws may delay and hamper ; but when possible ocean i-ates meet possible in- land ones, this route can have no competitor in time and cost, and long before any other is provided it will become indispensable to the rapidly congesting traffic upon the Upper Lakes. The grain trade of the St. Lawrence route has until recently been stationary, because it was confined to that which Montreal capital brought there. British and for- eign capital, British steamers and mail subsidies, have assisted New York's enormous advantages ; while Western i6 AA' a- % !■ 1^- railroads and Western shipments were controlled by Ntw York and New England, the chief destination of all not exported. The effect of the Reciprocity Treaty while it lasted was to direct Canadian exports for Britain v/a New York, and away from the St. Lawrence. This grain trade is now increasing, and a greater quantity was shipped in 1892 from Chicago and Duluth on through sales, — an indi- cation that the St. Lawrence route is growing in favor with Western exporters. The receipts and shipments in bushels for the last five years were : — .S92. 1S91. 1890. 1SS9. iSSS. Receipts, 28.5oS.cx)7 24,17^^289 18,215,063 18,722,865 14,711,465 Shipments, 24,355,965 18,651,409 13.550.974 15,257,678 10,207,802 ¥■ In the above, flour is converted into bushels of wheat. Tiie canals of Canada were undertaken after the com- pletion of the Erie Canal, and their projectors counted upon something proportionate to the splendid financial success of that work. They were begun belbre the rail- way era, and enlarged at a time when no one foresaw the effect of railway competition. New York at first pro- tected the Erie Canal against that competition by legisla- tion, and it was not until 185 1 that the Central was per- mitted to carry freight without paying canal tolls. Until 1844 railroads paralleling the canals of the State were prohibited from carr3'ing anything but passengers and their baggage. In that year certain roads were permitted to carry freight during the suspension of navigation, and then only upon the payment of canal tolls to the State. But it was the great invention of Bessemer which, bring- ing about the substitution of steel for iron in the rails, enabled the railways to lower their rates and compelled the State of New York to come to the relief of her boatmen, in 1882, and entirely remove the tolls. The railways have revolutionized the conditions under which formtr canal enlargements have been undertaken ; and our canals, instead of becoming, as expected, a source 17 oy Nt-'W f all not while it via New ain trade lipped in —an indi- in favor ; last five iSSS. 14,7 1 1. As 10,207,802 ■ wheat. - the com- rs counted d financial -e the rail- oresaw the first pro- by legisla- al was per- ils. Until State were jngers and e permitted Igation, and the State, hich, brin>i- n the rails. Impelled the Iboatmen, in itions under Imdertaken ; led, a source of revenue, have become a charge upon the public purse. Under these circumstances, therefore, it is clear that noth- ing more can be expected from Canada at prestmt than the completion of her unfinished and long-delayed enlarge- ments. The cost of the Canadian canal system between tide water and Lake Superior by the St. Lawrence route will aggregate about $60,000,000 — a sum which, however great, is less than Manchester is now paying for a ship canal not half the length, and with but a fraction of the lockage of the Canadian system, in order to compete with the oldest railway in the world. The Erie canal has cost upward of $50,000,000, but is maintained a free canal, and a railway freight regulator at an annual cost to the State of New York of $720,000. It may cost as much more, as Canada has already ex- pended, to carry a canal of the size needed for the longest lake steamer, with over 20 feet water, from Lake Erie to ]Montreal ; but whatever the sum may prove to be, it would not be more than 20 per cent of that upon any purely United States route. But there are many reasons why such a work will not be undertaken, unless as an inter- national one, such as led to the improvement of the navi- gation of the Danube and Rhine. ■ ' ' ■ Canada, of course, will not consider it while her en- larged canals are incomplete on the St. Lawrence, and their value not tested, especially as against the barge sys- tL'm in operation there. For her own wants her new^ canals will aflbrd an outlet better than she can find elsewhere. Iler need of the Welland Canal has been less than that of the United States, because the peninsula of Ontario, the richest portion of the Dominion, and bounded by three great lakes, can ship from the lower one, below the Welland Canal. But her recent developments in her prairie provinces will make Lake Superior her greatest grain-shipping cen- trr, and her distant prairies will then need the most rapic and economical route to the sea. i8 There is, moreover, not the same unanimity in Eastern Canada as exists in the Western States, as to the benefits to be derived from a through commerce for which Mon- treal and Quebec would be way stations. Lastly, there is disagreement as to the economy of extending the voyage of the Lake vessel to Europe, and of its practicability, under all circumstances, with a fresh-water crew. Whenever the 14 feet draft is obtained, whatever may be the outcome of the barge question, there will be Lake ves- sels descending to Montreal, and vessels coming from and going to sea via the St. Lawrence and Welland Canals. Colliers will come from Nova Scotia into Lake Ontario, if no farther, and fruit vessels from the Mediterranean and the West Indies will penetrate to Lakes Michigan and Superior, and will not fail to get return cargo. The St. Lawrence affords the shortest water route between Europe and the Upper Lakes. The next further enlargement which may be undertaken by Canada with respect to canals, will be confined to lengthening the locks, which is practicable at reasonable cost. When this is done nearly every Lake craft now afloat could pass out to sea with 14 feet draft, and load down to 20 feet or more at Montreal. There are over 2,500 steamers in Lloyd's Register of less width, but of greater length, than the Canadian lock chambers. The modern proportions of length to beam are 8, 9, and 10 to i. The Canadian Commission adopted the proportions of Noah's Ark, and made the lock chambers 6 to i. At present the tendency is toward an increase of beam in pro- portion to length, and tliere may be a return to these scriptural proportions in future naval architecture ; but this will not increase the capacity of those locks, though it may prove that the}' are not too short for their width or too wide for their length. Imperfect as they are, they have brought the caravels of Columbus to Chicago. Ottawa, Canada, Julj, 1S93. be undertaken »e confined to at reasonable ake craft now .raft, and load ;'here are over width, but of lambers. The 9, and 10 to 1. proportions oi rs 6 to I. At of beam in pro- return to these ecture ; but this ;, though it may idth or too wide .t the caravels ot I Profiles of the St. Lawrence a>: i 3 1 I i5 LAHt f « It ItlftL tt* n ttmn 114 uti PROFILE LA KE ON Tji \rElLAND C. 27^MilM IftrSiiii 3*t PRO FILE lui -m- JiO ONtlO* LtftL ^ *IT f AtOrt Tier UftL LAKE £ R I E AND ^ £ i If LAKE \ ERIE ^ At ,} '% 8 L_ -«r tn mo H9 liO CASA lib I Profiles of the St. Lawrence and of the Erie Canal Routes m P R O F I L e Gemeset t t¥ti PRO FILE OF jro Hill* ut 3S9 3*J su ut v» OF aoo SOI fT Alt*e IIOl ItvtL LA K £ LAKE OTfTARIO teo MUrna THE EH I ST lUtl u» ONtiD* LtvtL J I. I rt rr A»ot>t nor uvil k ERIE AND f W £ £ H LAKE ERIE ^ N ,y m IfT ftp /w m liO m to Canal Routes hetwkrn Lake Erie Avn Tide Water. Ai»»t net levti K E SI ERIE \ C A NM\ \_ ««J' \ VH \ V 1 ' ■■. N A V t GATt N BETWEEN l«* tS4:o' 4»0¥r not uvti H E ST LAWRENCE MA V / G A T I N BET Tioe WA Ten LCVCL 170 tea 230 iia no MO 110 Comparative StATCMtNT; MILKS CANAL NAV. MILKS LANK NAV Milks nivKR MAV. N< or LOCKS. LOCKAU TOTAL tHITANU MILKS OIMINIIOHI or LOCKS DtrTH Or WATCR Capacity roNt A«A» £rle tv JUMiny j via Erie Catud Ntw. 352 f •• 7/ 6'.;/ ar>.i m /,<• 7 2i;o Lake Erie to Monireal \ via S^ Lawrence Iftw: 1 73 203 86 47 533 361^ m •/J /5 /eoo I Port Colborne. bring ZO fn^s west of BuffcUo the eUstarwes lYom ufft«r Lake Ports to Ude water by the Vo routes cur about equal: but as Ocean f/axigation. is reached, at' Montreal wha^ at Alhatty it it iSO Miles diatant there is pra£ticaUf that differenceki feufor of the Caruiditut- route Jlie diinefufions ofsf- Lawtv/ice. rttiyi-gatiorv etre^ those of the ervUirtfed. k^uUs naw iti' counts of constructoon^ . IV A T CAJfAI. im'M. LAKE M O N\ R E A ST FRvcrs 40 XiViM. seT CAJfAI. 30