IMAGE EVALUATION TEST TARGET (MT-3) >t % % 1.0 ifi^ I I.I 11.25 2.5 li L8 U ilU.6 Photographic Sciences Corporation .m «^''^ 4^. >^ V O^ 23 WEST MAIN STREET WEBSTER, N.Y. MS80 (716) 872-4503 i/.. n o V CIHM/ICMH Microfiche Series. CIHIVI/ICMH Collection de microfiches. Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques Technical and Bibliographic Notes/Notes techniques et bibliographiques The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. D D □ □ n n Coloured covers/ Couverture de couleur I I Covers damaged/ Couverture endommagee Covers restored and/or laminated/ Couverture restaur^e et/ou pellicul6e □ Cover title missing/ Le titre de couverture manque I I Coloured maps/ Cartes g^ographiques en couleur Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) I I Coloured plates and/or illijstrations/ Planches et/ou illustrations en couleur Bound with other material/ Re\\6 avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ La rellure serree peut causer de I'ombre ou de la distortion le long de la marge intdrieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajout6es lors d'une restauration apparaissent dans le texte, mais, lorsque cela itait possible, ces pages n'ont pas 6t6 film^es. Additional comments:/ Commentaires suppldmentairas: L'institut a microfilm^ le meilleur exemplaire qu'il lui a 6ti possible de se procurer. Les details de cet exemplaire qui sont peut-dtre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la m6thode normale de filmage sont indiqu6s ci-dessous. I I Coloured pages/ Pages de couleur Pages damaged/ Pages endommagdes Pages restored and/oi Pages restaurdes et/ou pellicul6es Pages discoloured, stained or foxei Pages d6color6es, tachet^es ou piqu6es r~~| Pages damaged/ I j Pages restored and/or laminated/ r^ Pages discoloured, stained or foxed/ □ Pages detached/ Pages d6tach6es 1/ D Showthrough/ Transparence I I Quality of print varies/ Qualitd indgale de I'impression icli."ies supplementary materii omprend du materiel supplementaire Inly edition available/ Seule Edition disponible □ lncli."ies supplementary material/ Comi I I Only edition available/ Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une pelure, etc., ont 6t6 film^es d nouveau de fagon i obtenir la meilleure image possible. This item is filmed at the reduction ratio checked below/ Ce document est filmd au taux de reduction indiquA ci-dessous. 10X 14X 18X 22X 26X 30X 12X 16X 20X 24X 28X 32X a itails s du lodifier r une Image The copy filmed here has been reproduced thanks to the generosity of: Library of the Public Archives of Canada The images appearing here are the best quality possible considering the condition and legibility of the original copy and in keeping with the filming contract specifications. L'exemplaire film6 fut reprodult grdce d la g6n6rosit6 de: La bibliothdque des Archives publiques du Canada Les images suivantes ont 6t6 reproduites avec le plus grand soin, compte tenu de la condition et de la nettetd de l'exemplaire filmd, et en conformity avec les conditions du contrat de filmage. Original copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printed or illustrated impres- sion, and ending on the last page with a printed or illustrated impression. Les exemplaires originaux dont la couverture en papier est imprimis sont film6s en commen^ant par le premier plat et en terminant soit par la dernidre page qui comporte une empreinte d'impression ou d'illustration, soit par le second plat, selon le cas. Tous les autres exemplaires originaux sont filmis en commenpant par la premiere page qui comporte une empreinte d'impression ou d'illustration et en terminant par la dernidre page qui comporte une telle empreinte. The last recorded frame on each microfiche shall contain the symbol •-^(meaning "CON- TINUED "), or the symbol V (meaning 'END "), whichever applies. Un des symboles suivants apparaitra sur la dernidre image de cheque microfiche, selon le cas: le symbols —^- signifie "A ^UIVRE", le symbols V signifie "FIN". Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre film6s d des taux de reduction diff6rents. Lorsque le document est trop grand pour dtre reprodult en un seul clichd, il est film6 d partir de I'angle sup6rieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la mithode. irrata to pelure, n d □ 32X 1 2 3 1 2 3 4 5 r 6 V H V / „ ^ ^^^ ,^'^ V ^ ^ Compliments op McLEOD STEWART. The Ottawa River Canal. Its Advantages as a Route ri^OLis^c Lake to Tidewater. REPRINT OF AN ARTICLE WHICH APPEARED IN Uiit N«m-i|ixrk ^me$ JULY 16. 189 5. ^ ^ 'l..^ % '■^■A^ J ffU / THE OTTAWA RIVER CANAL. The transportation problem is to the fore, and that particular phase of it whlcn has come to be realized as being of paramounc Importance to vast sections of the northern part of this continent, one whose solution Involves the des- tinies of our farming communities of the West, may be summed up in the form: How is the traffic of the great lakes best and most cheaply to reach the seaboard? In the early history of the traffic the genius of Clinton sought to solve the lif- rtculty by the construction of the Erie Canal, an artificial waterway carried to completion in spite of great natural ob- stacles to its efficiency, and to this day an important factor in the grain-carry- ing trade in the matter of regulating lates. Canadian statesmen early appre- ciated the fact that the only available natural water courses from the lakes to the sea lay wholly or in great part with- in their territory, and, realizing in some measure the magnitude of the traffic that must eventually seek an outlet along the best and cheapest way, have from time to time spent large sums in im- proving the navigation of the St. Law- rence and Ottawa Rivers, with 'he view af retaining advantages so plainly pos- sessed. Railways have carried to ocean ports vast and increasing quantities of grain annually, so that many have thought to see in the growth of their carrying trade the Inevitable destruction of canal and river traffic. But while railroads offer some features of superiority over other modes of carriage, particularly in the matter of rapidity of transit, these are counterbalanced by the increased risk and greater expense incurred. And iil- Ihough railroad ratts have decreas-d. Iheir limit of cheapness always remains considerably higher than that of rates of (jarrlage by water, a fact which un- der present conditions Is all important. The crying need of the grain-raising in- dustry, after all Is said and done. Is not more rapid transportation, but lower cost of conveyance of its products. " He who «'an most cheaply reach the markets of the world can control the markets of the world." And if the farmers of the great American West and Canadian Northwest are to retain a foreign market for their surplus products, and are not to be hus- tled off and supplanted by their South American and other competitors, nothing can more concern them than to discover the very cheapest way of reaching that market. The unparalleled growth of population, increase of wealth, and development of resources in the country bordering upon and tributary to the great lakes is but the Index and presage of the greater things yet to be expected of that region. Blessed with fertility of soil, rich mineral and forest wealth, a temperate climate, and the unequaled facilities for Inland navigation afforded by the lakes, with their 4,0()0 miles of coast line, it must rapidly become one of the great centres of wealth and population in the world The increasing number of vessels plowing those waters Indicates the immense ac- tivities that are being set in motion year by year. According to the eleventh cen- sus reports, the tonnage of the Amer- ican mercantile marine on the lakes In- creased during 1X8U-'J() from (>.'?4,(m2 tons to 82('i,.'i(>0 tons; and while the estimated value of the vessels employed in 18.S<» was .$;?0,.">5J7,4rtO, four years later. In 18!)0, it had almost doubled, amounting to !i»r>S,l"J8,r)(>U This increased tonnage con- sisted entirely of steam propellers, of which there were constructed during the- four years IMl under 1,OOU tons, 50 be- tween I.CMM) and ],5()0 tons, and 8$) ov.^v l,r) the number was !>,r»7l), of which (!.r»S7 were steamers. During a little more than the same {)erlod the annual value of tlu I.- irafflc Increased frum $r>;{,41i{,47- to $8;'.,- 7;W,327. Ill 1850 the registered tonnage using the canal was 101,458 tons; In 1881), 7,2'-'l,l)."i5 tons, the actual tonnage being about M00,00<) tons more than that. For purpose of comparison It jnay be stated that in the latter year the total tonnage passing through the Suez Canal, that great Interna- tional highway between Europe and the East, was 5,903.024 tons, or only 80 per cent, of that uring the Sault Canal. The total tonnage of vessels engaged In the foreign trade entering the port of New-York In 1887 was 0,074.543 tons, or only 84 per cent, of the traffic between bake Huron and the remote Superior. It has been estimated that the saving in cost of transportation effected by the Sault Canal up to 188!) over the same service performed by rail amounted to $3(K),000.000. m his message last year ex-Gov. Flow- er asserted with regard to the lake traf- ttc: " In 188!) the tonnags Is said to have been 10.000.000 greater than the com- bined entries and clearances of all the seaports of the United States, and 3,000,- 0(K) greater than the combined entries and clearances of Liverpool and London." According to Rand & McNally's atlas of the world, the total ton mileage of freight carried on the great lakes in 1880 was 15,518,300.000 ton miles, being 22.0^p_er cent, of the total ton mileage ((J8.727.- 223.14(5) of all the railways in the United States for the year ending June 30. 188!>. Upward of 250,000,0{H) bushels of grain and mill products reached Lake Erie in I8!t2. These figures, viewed in the Ugh: <>f commercial conditions of the day, fhe keen competition in the grain mark.-ts of the world, the imperious necessity for cheaper transportation in order that our farmers may successfully compete with ihose of other countries, and other pre- vailing circumstances, amply prove ihe question stated at the outset as one ol ihe utnvjst importance. That question readily resolves itself into, What is ihi- best practical waterway from the ;,'teat lakes to the Atlantic? The proceedings at the World's Columbian Water Oom- merce Congress at Chicago in 18l>3 and at the Deep Waterways Convention at Toronto in 1804, the action of the Ne.v- Vurk Legislature recently, and the vj.rl- ous schemes submitted for their consid- eration; the activity of Canada In carry- ing to completion her deepening of the St. Lawrence system of canals, and last, but not least, the action of Congress in authorizing the appointment of Commis- sioners to join a like number appointed by the Canadian Government to discuss international waterways, all go to show a keen realization of the urgent necessity that exists for solving the question. Of the waterways that have been pro- posed, the Ottawa River route Is repre- sented by its friends as of practical solu- tion and as likely to afford one of the shortest, best, and cheapest waterways from the lakes to tidewater. According to surveys madt. only twen- ty-nine miles of canal are required to open navigation from Lake Huron to Montreal, via the French and Ottawa Rivers. Several millions of dollars have already been expended on the eaatern portion of the route by the Canadian (lovernment. and, on that part canals are in operation which would merely re- quire enlargement to furnish a deep- water channel. Thus, of the 20 miles in all, 8% miles are already In operation, with 14 feet depth of water, and 5V2 miles with 9 feet, leaving only 15 miles to l^e constructed to link the present naviga- tion of the lower reaches of the Ottawa with Georgian Bay. The distance from Georgian Bay to Montreal is 430 miles. The water route from Montreal to Liverpool Is 450 miles shorter than that from New-York to Liverpool The distance from Chicago to Montreal by the Ottawa is nearly 4.'')0 miles less than that from Chicago to New-York by the Erie Canal. This means a total saving by the Ottawa route A little short of 0(K) miles on the through trip to Liverpool. Practically, it is equiv- alent to more than 1.000 miles saved, fur there are 350 miles of canal on the Erie route and only 2!) on the other. Suppose two grain-laden vessels to leave Chicago together, one for each route. The one via New-York has a lake Journey of 920 miles to Buffalo, the other one of only 55u miles to the French River. To reach New-York the former vessel, even were the Erie Canal enlarged to such a capn;-- lt>- as to render her continuance by that route possible, has yet to pass through 351 » miles of canal and 145 miles of the Hudson River, 405 miles In all; while the vessel proceeding by the northerly route has only 20 miles of canal and 400 of open river and lake to traverse before reaching Montreal. Finally, the northern Ni'ssel discharges her cargo on shipboard ^ Mnv ot the Proponed Otlnwn an.l Kr.'ii.'h River Waterwiiy to Cnniieet tlie (ireut linked iiu«l tliv Aliunde Oeeiin. 450 miles iieariT market than the souili- firn one. This shows a marked advantage in every section of the Journey in favor of the Ottawa route. The following comparison of the lour ]>raotlcable ways of connecting the Hud- son with the lakes shows the distance l>y the several routes: ni.^TA.Vi'KS cmcAOOTO N'KW-YOilK. Lake and 'I'lilal Ciiniil. KiviT. Mllfs. I Via Ottawa and Fffnch Hlv- . IS and l.,ake Chaiiiplain lliO 1,'."JS 1,;US ~ Via llif Kiif I 'anal ai d Hudsi.n KiVfi- liM l.WC, 1,11.'. li \'la Wellund (.'anul and Kiit- tiom (> miles shorter than the St. Lawrence, ami to have 4;{ miles less of canals. The locU- iige is less on the St. Lawrence, but not iiufflciently to counterbalance so great a difference in length and quantity of can- aling. The route via Oswego is 11M» miles longer than the Ottawa route, and has 110 miles more of canal, while the Erie route from Buffalo is 70 miles longer and has 2[W miles more of canal. Count- ing one mile of canal navigation as fairly equivalent to three miles of open river and lake in point of expense, tinu- oc- cupied. &c., the Ottawa route would be e (ual to 1,r>SS miles, that via Oswego to l,!t0."» miles, the St. Lawrence to 1,930 miles, and the Erie to 2,115 miles of lake and rivei- navigation. In a report prepared under the instruc- tions of the Canadian Government soma years ago, and based on careful surveys, T. C. Clarke estimated the cost of com- pletion of a twelve-foot channel fioni Georgian Bay to Montreal at $12,00l),000. Other plans have been submitted involv- ing larger outlay. But one of the most recent estimates sets the outside Hgure of the necessary expenditure at .$iri,000,- <)00. This would complete the link be- tween lake and ocean trafflc, and .Rtlve the shortest possible grain route. To con- nect New-York with that system would require the construction of a canal thirty- two miles in length, from Lake St. Louis, on the St. Lawrence, to St. Johns, on the Richelieu River, at the level of Lake Champlaln, and the enlargement of slx- ty-slx miles of canal between Lake Cham- plaln and the Hudson. ShouM the Hud- son River be used to a greater extent In the formation of a deep channel, so as Id li'sseii the aniiiiiiit mI' canal requlieil at this point, the advantage of tin? Ottawii route over the lOiii^ wnuM be the more Increased. Surveys were made years ago for a '•anal connecting I..ake St. Li iiis with Lake Champlaln. In a recent ai'tide In The Albany Times-X'nion, Cc I. John V,. Riley, I'nited Stales C'onsul General at Ottawa, after careful examination of ihe various reports, estimau's the cost of completion of a fourteen-foot cliannel nl ,$7,ri(N»,(KM>. The estimated cos) of enlarge- melit lo fourteen feet ileptli of llu' canals from Lake Champlain in Die Hudson l>i- ing .liin.lHIO.OOO. a l-.tal exp.Muliture uf $.'{7.rt.(MXt would rDiiiplHh' and conned with New- York the Ottawa higliway fm- water traffic from the lakes to the Kast- ern Seaboard. The character of the Ottawa River is such as to lend itself readily to the for- mation of one of the most perfect sys- tems of Inland navigation in the world. It consists almost altogethei- of stretches of deep and still water, interrupted by rapids and falls, which are easily over- come by locks and dams. The only work to be done Is in getting from one lake to another. Thus on the route the following, besides smaller lakes, are passed through: Lake St. Louis, 13 miles in length; Lake of the Two Mountains, '2~t miles; Des- ( henes Lake, 27 miles; Chats Lake, 1!' miles; Coulonge Lake, 20 miles, and Lake NIpissing, 40 miles, making a total of over 140 miles. For the most part these lakes have a channel depth of from 20 to TO feet at low water, very few spots having as little as 14 feet. Long stretches of the r'ver, also, are equal to the very best lane navigation. Such a one is that part known as Deep River, nearly 30 miles in length, very straight, from 1.000 to 2,1MMI feet wide, and of very great depth, said to be over 100 fathoms in some places. The shores at this point are bold, and the scenery resembles that of the Sfguenay on a small scale. Everywhere, by means vt dams, a slack-water navigation of suf- ficient depth can be more readily and ch'eaply obtained than on any other rotue. Competent engineers say that the differ- ence in cost between an eighteen-foot channel and a nine-foot one would not be so great as In ordinary cases, and that, if made for the latter, probably 75 per cent, would be available for the for- mer without further Improvement. Another point Is that the Ottawa Is a V I ■ river ot steady, even fluw, und nut HubJ -ct to sudflen rise or oxtraordlnary flondfi. ItH ris«^ never uveraffeH (iver three Inehi's In twenty-four hours for any number it days In succession, and is commonly oi\e Inch per day, while Its rise to hlKh-waer mark and subaeciuent fall occur evrv year at nearly the same dates. The most jjromlnent characteristic of the OttaAfa la its great volume, even In its upp.-r reaches. Draining an area of 8(),UMI square miles, and fed by countless laU's, It furnishes water supply ample in ihe time of lowest water. The French and Mattawa Rivers, through which th'> course is continued, are of the same g.-n- eral character— namely, consisting of a .series of lakellke expanses, separated by I'apids. The summit level is obtained by brinK- Ing to the same height Trout Lake and hake Nipisslng, the latter a fine sh-et, (Ml miles In length and from 15 to .'50 in breadth. Thus the summit supply will be practically Inexhaustible, or, as ex- pressed by the engineer, Mr. Clarke, " sufficient for any scale of navigation and for all time to come." According to a paper read last month before ilie Ro.val Society of Canada by Dr. R. W. Ells, IAj. D., M. a., of the Geological Survey of Canada, recent examination has disclosed p line where the summit ridge, between three and four miles in length, nowhere rises more than four feet above the level of Trout Lake. The mouth uf French River, according to the report of Walter Shanley affords Ideal facillli's for a terminal harbor. The hydrographic .survey of Georgian Bay was completed in 1!S!J4, and lighthouses are already In position, marking the channel to the en- trance of the river. Experienced forwarders advocate the use on the route of strong tugs convoy- ing fleets of three barges, each with a capacity of 50,000 bushels, and estimate that grain can be profitably carried from Lake Huron to Montreal at a rate ct l'*4 cents per bushel, making possible a through rate from Chicago to tidewater of less than 4 cents per bushel, as against »]•/. by the cheapest American •DUte, and 7 by the St. Lawrence. Ac- fiordlng to the report of the New-York Pi'iduce Exchange, 2-:J of a cent per busi.?I Is enough to turn the current of trade, so that the Ottawa route could command a large share of the through grain trade. The Items chiefly conducive to lower cost of transportation are the great saving of distance already shown! the saving of time on the Journey, es- timated to be nearly live days over the lOrle route, anil conseiiuently the larger number of trips possible In the seas m. which, for the whole Ottawa system, would be practically the same as that of the Sault Canal; decreased cost of tow- ing from employment of the most eco- nomical form of vessel known, discharg- ing directly over the ship's side In har- bor, and the small amount (jf canaling to be done. In addition to these, there Is the greatest security of the route to be considered, tending to lower Insurance rates, the risks being the minimum possible. Grain passing In so mul'h shorter time through the cooler, deeper waters of this northern route would reach Us destination In good condition. As the Canadian Northwest fills up with settlers, the centre of the whyat- growing area will move steadily north- ward >ear by year. J. A. Taylor, United States Consul at Winnipeg, says In his report of 1>S!)2: " The day is near at hand when American farmers must meet such competition as they never met be- fore, and such as few of them have ever dreamed of. The parallelogram included between longitudes 100 and 170 west of • Greenwich and latitudes 50 to 70 de- grees Is Identical in climate with and as rich In resources as an equal area In Europe Included between the same me- ridians of latitude and extending US de- grees east and 10 degrees west of Green- v.'ich. The European parallelogram in- cludes England, Ireland, Scotland, Den- mark, Norway, Sweden, Belgium, Hol- land, and most of Germany and Russia in Europe. Over all the territory In- cluded in the North American parallel- ogram the opening of Spring occurs at (he same time almost to a day. When once the c(jnditlons of soli and climate which there exist are supplemented by facilities for transportation, unsurpassed if equalled by those of any other regljn, I believe that the Canadian Northwest will settle up with a race of hardy, In- telligent, and prosperous people, and will b -come the granary of the world." The Illinois and Michigan Canal, little more than a ditch, transported 5,(KM),(M)0 tons of freight from 1880 to 1885. If made a ship canal, serving as the link between two great systems of navigation, it would develop an enormous traffic, the benefit of which any system of waterway to the ocean must share. Besides the Im- ^ vii; cs- ih.' Kit 111, m. (.r JW- co- •g- ar- be iii'i- urn !i ;).T Uld 1. up ■eat- rth- It'JCl his • at neet be- evor iided It of de- d as a in iiie- < df- "t'eii- 1 ill- Den Hol- assia in- illel- ■S Hi /hen mate 1 by issfd arljn, west . in- wlll mcniif ihriiugh Iratllc that Ihf ailviin- taK<'S (if tht* route must utlruct to It, much Ih to be expected from the develop- ment of the rich resources of the reRloiH tidjucent to the numerous and Important tributaries of the Ottawa. The route passes ihroUKh the heart of one of the richest lumber districts of the contln.iit, and an extensive and valuable tratllc must be afforded by the distribution ot lumber atid other forest products from the liea\lly wooded regions of Northern Ontario to the prairie States through Chicago and other markets. The pine woods of Michigan, Minnesota, and Wis- consin are fast disappearing, and the great extent of unbroken Canadian for- est stretching far to the north must l)e more and more drawn upon. The grow- ing importance of the pulp-wood Indus- try will make the great quantities of sni'uce ami poplar in that country a source of trafHc and revenue; also the growth of the trade in hard woods for llnlshlng furniture, &c. The fact, also, that the Ottawa route will afford the most direct communica- tion by water between the manufactur- ing New-England States and their market in the West must influence return traftic to it. Thus, from Chicago to ports on the east side of Lake Champlain, by ihe proposed rt)Ute, as extended by thb Caughnawaga Canal would be from l.UOi) to 1,1<)0 miles, with only 53 miles of canal, as compared with a distance uf 1,.S00 to 1,40(» miles, with no less than 4110 miles of canal by the Erie route. Tolls on traffic will not be the only source of revenue of the proposed sys- tem of canals. At such places as ihe (^haudlere, Deschenes, Chats Falls, Ko- eher le Capltalne Rapids, and others magnificent water powers will be made available and can be turned to account in i)roducing electricity for towing pur- poses, lighting of towns along the route, lurnishing motive power for factories, and the operation of railroads. The feasibility of opening the proposc-d route is beyond a question, its estimati'd cost within reasonable limits, and its a'r nu'mbers of the profession In t'anatia, inilor.xes the route. Walter Shanley, C. E., a well-known Canadian engineer and the successful designer and con- structor of the Hoosac Tunnel, calls this great water route his " pet bantling." One of the Joint editors of the Engliu-.T- ing News, published In New-York— A. M. Wellington, a hyilraulic engineer— says about this route: " My conviction that the Ottawa River affords the best oppor- tunity on the globe for a well-planned ship canal Is a fixed ( ^e." Some of the advantages claimed for the Ottawa route are: It is nearly !^'0 miles shorter than the Erie route, with only one-tenth as much canaling, enabling a saving of five days to be made on the trip to the seaboard. By extension to connect with the Hud- son it will give the shortest waterway between Chicago and New-York, and be- tween the New-England States and the West. In point of security, low cost of op- eration, cheapness of rates possible, and chai'acter of navigation it demands con- sideration. It would p^rcjve an important factor in the development of a country rich in re- sources. These and other advantages lead tu the belief that if completed It would de- velop extensive trafHc from the following sources: Through grain trade, lumber traffic to Chicago and other lake pol•l.^, as well as to New-York and New-En- gland ports; carriage of ores and other mineral products, and transportation (,f coal from Lake Erie ports to Northern Ontario; trade between New-England and the West, and between Ontario and Que- bec and the Canadian Northwest, and local traffic constantly Increasing as the fertile northern districts become settled. \ (Itfp AR Ml djlt.iwa ll. i#vi},'ati<>i ■ver fro tittioii is ; consiclora faMkn calic ■^nrcd tl highways ba\i' beet nature c :c«it of o] gitieerinj^ ^cr\ cd bj i^Nftre lool rhe nort riierc wfl :i\t Pcintreal, Ottawa $i ®r(.tr9ian $as f attat Com{^uit|, THE MOLSONS BANK CHAMBERS, Ottiucd, February Stii. iSg6. DlMv Mk, I innin^tand that lli>^ \\ or^hip the Ma\or atui tlic Council nt 'h. (it)' of Ottawa ha\f invited you to join the deputation which will wait on the (iovcrnnient ^>\\ Tues- day, Kfhruarv iHth. for the furtherance of the project of openini^ the Ottawa River to> ntvii,':Uion, and completing a throuj^h waterway a!onj> its course and thai . thi- I'Vench River from Montreal to the Circtii I-ak' As it is desirable that no one to whom such mvi- tation is adclres'^ed > with reijard to the- ohjfrt for which the ineetinj:; in ipu stion ha> )oce\\ called. .Anyone who has made o\{in the most cursor)" examination of the subject is fulU- iSBured that sooner or later the Ottawa River must become one of the ,L,'reat commercial highways of the continent. I'hi' excellence of the route and its many and ^rcat .uhanta^^es have been lon}4 reco^ni/ed, and no ari^ument is needed to sIkav the impt)rtance and [)ractical nature of the proposed canalization. Many cau.ses which have operated in the past U) hinder ')r })rcvent its becoming an accomplished fact have been removed by the pro^^ress of events. ind there has never been a time so favorable for the prosecution of the undertaking as the present. A ju.st appreciation of its consequenci' should lead every resident of the Ottawa Valley cspeciall)- ti\\ ['resident ofthe .Xnierican Society ol ('i\il l-JiLjinecrs, make theii' cxannnatiou'^ ot the muti' .nid rejiort ->troni4'lw- ann enthusia>tieall_\ in its lavir in spite of all drawbacks. .Now the whole I'liutr is easib and rluapb accessib'e. and tin.' co^-t i ij' e.\i.HUtiiin ol tlv | Work thei('b\' niatei'iallv rrdnced. I'owiis have sprun;.; up aloiiL;' ils Inie. .New, and the; \ nnkiiiiwn i"e-onrses have been dixiloped, andtnib- await tlie advent oi cheap Irausportatifj: | to i^ive rise td industries 1 1| L;r''iil inaL;nilude .ind suppMii m^; a l:n'i;e p'lpnlation. Last yeai .| the ( anadian .Nui-iJi \\ rsi raised .i\cr >0,0(k"),< o; > busheis ot ;.^-|-ain, and our prairie conntr\' i- | on the e\e i >| a pro^i'es-, in di \ e!i >piiient more rapid than an_\ ii ha-- liithei'lo known. I'lu Kainy i\i', er 1 )isii-jet is !o-da_\ atlr.ictin;.^ tb ■ attention of i .i pita li -ts the w orld o\ er, and man\ predict thai the mines ol' that reL^ion will prove as rich a- tlf'st' ol .^outh .Vlrica. .Moiil; thi. "\(ji'ih .Shf)re," and st reielnn;.; far eastward nto ()nei)ec i.^ benii; opi'ni'd one o| the riche-: mineral belts on tlie eontinent. I lu- inmnm-e lorests ol the ( )tt.c>\a ie_L;ion are ol annuaib inci'easiii;^ \alne .\b)i'eo\ er, it has bt.xn learned thai tlie wluile o| this lej^ion has a Inie, i: rigorous dim. lie, (-ap.ible of produeine the be-t 1 xpe of piusical manhood ,a.s well as all \W ])rineip'ai pioilueis of the tenipei-ate /oiU'. .\\\C\ th.ii. niter .pi^rst'd amoiiL; the ridi^es I't r^jck there are man\' int:er\.ils of fei'tile land wfll ad.iplei.! for ai^ric iiltnie, w liii h al the present linii ai'c bein54 rapidlv oecnpied b\ selllers, who \\\a\ the conditions |)i-et'i-ely those most fa\'orabli to |M'olital)le larmini;, the operations o| miimi^ and hnnberiiiL; on tlu.' adj.icent barren laiui aitordiiiL; a readx market at llu farmer's \er\ door for all he ean raise New indirstrics toe ha\e i;i\en new \alue to the products of ihe c 'imtr_\. 1 bus the Use o|" m'ckel in shi| idjuildiii: i;i\es the .Sudburx dei.)osits in("stini,d)le xaliie. Pulp wood is a loinmodit) rapidi) increasiii', in commercial miport;ince. ,nid ihe whole continent imisi depnui on oiir northern lorests foi supplies of it. ■ riuis tln' luetl and demand for the c,n .ili/.ation of the ()tlaw,i are \astly L^rcater thai the\ were even a lew \cars ai^o. Than the p'esent, no more auspicioirs time for the unilei takin.^ of the work could bi found. Not onl\- is Canada iVL^arded moie favorabl) than cxc: before a., .i held for inxestmeiu, but capital is better tlispf)se(l towards this |)articulai' form ( investment than at an\' time for vears. If the opijortimitj- to open up the Ottawa is allowec to [)ass, it is problematical w hen such .i nice conjunction of circumstances \\\ its favor wil aL;"ain be fouiul. bather the success or failure of a deep waterwa)' b\ an) other route froir the Lakes to the sea would seriousl) affect its prospects, the former becau.se it would secun trade which the Ottawa, if constructed first would be sure of gaining, and the latter for th; reason that it would cause capital to avoid enterprises of the kintl without any just discrimin Htion. It is probable that the Deep Waterways Commission ina\ meet in Ottawa at som' time during their in\estit^ations. It will be most important that the claims of the Ottaw, route to reco<^nition be not then i)as.scd over. Kverxthiny indicates that NOW is the tim' for the Ottawa River to be opened for traffic rhcn.in addition to developing local resource of great richness, we will have another grand highwa)- i)f conmierce for the building up on national prosperitv. cutioi openii transp crown ( ro|)S ^ ortnt devek water. tinent rates. Ri\cr i.\:c., V Atlan water prf)\c shou vvhic impc towa ever' 3 Kiic ; while ill ,')(>ik1 the t"it\ f the country f the American ^truiiii'lv:-'. ami vi> mil III u\ th' I \\-\\, and the: tran-'portatidi 111. l,>i--t >ea liiie e( iiiiitr)' i known. I'hi J i\ er, ami inan\ ;.;a. AIoiil; thi : of the riehe-;l ni- of anniiail) iia-^ .1 line, i well a- all tin j ridL^es nt r.)ck K' present tinh most l'a\()ral)l' m barren land- indiistrie> ton n ship-buiklin,, )icll> imreasim hern iore>ts lo; The following have been Lii\en ainoiit; other reasons in fa\or of the immediate prose- cution of the work : /'';,:' the Norlh-West. /''<>///•/// 'Vhe advantage to the lumber trade of having a western as well as an eastern outlet by wiiei- i-id direct access to the market afforded by the treeless prairies of the Western States. ' " '/••;/?/, I'he imi)eius which would be -iven m the commerce ot the northern part ot this con- linem by the opening of ..n alternative route win. h would have so impoTtant an influence on freight ^^^^^' v;,7A fhe stimulating effe<:l of it^ existence would have upon the mining industry of Canada. S'e6'firt//» -Its making available the immense. natural forces in the water-powers of the Ottawa River and its tributaries, which, when utili/.ed in manufacturing, milling production ot electric energy \-c. will add millions of dollars to the national wealth. .-.,-, i t'lqhfh. I'he Ottawa route is the only possible a"-< 'rnia'fum route trom the (.treat Lakes to tne AUantic^^^^^^^^ Owin- to its sheltered injsition and distance from the international boundary, a through waterwav on the Ottawa to the Lakes would in case of war be of the highest military importance and prove of great value as a means of defence and of proter:tion for our commerce. All umlcrtakinuof such nature appeals to ever> Canadian on patriotic grounds and should have the hearty support of every influential man in the community. As the action which ma)- be taken by the Dominion (government on this occasion is certain to have a very important bearino-, it is to be hoped that s'ou can both be present, and exert your influence, towards brino-ing about a speed)- accompli.shment of an object which must approve itself to evcrvone interested in the welfare and prosperit)- of our countr)-. I) L^reater thai lor the under irabi) than c\ < : irtictilar form i taua is allowet 11 its favor wil :her route froti it would secun e latter for th: ,' just discrimiii Ottawa at soiit of the Ottaw 3\V is the tint g local resource bm'lding up ou Ver\' respectfull)- \-ours, McLEOD STEWART. IDeak Sir Th jccupied 1 Ithe further spirit thro' iromotion Resources, io the St. ill the tov leart of a /alley of Kvhite pin( industry, lextensive serpentine ^rea a larj fegard to jest con( iimate is |teniperatt The the Otta )f New E frontage ; lication \ To 1 luction c fetter be) Thai ^loniroal the impo Whi ictivities lot leasi ifithin ou iunicati( Ind the treat vali Ottawa, 23KD February, 1897. Dear Sir, — The project of opening the Ottawa River to navigation, and connecting it with the Great Lakes has ccupied my earnest attention for sometime i)ast. Not only have I personally devoted my time and means to he furtherance of that object, but my efforts have been warmly seconded by a number of gentlemen of public • pirit throughout Canada from Halifax to Calgary and Edmonton. I, and those associated with me in the romotion of this enterprise, believe it to be one of very great value towards the development of Canadian esources, and the extension of Canadian commerce, and look upon it as of special importance as a feeder o the St. Lawrence RiVer route, and therefore calculated to build up the trade of Montreal and Quebec, and 11 the towns in any measure dependent upon those centres. The opening up of this channel will give the advantage of cheap water transportation through the eart of a country larger than all New England, and superior to it in richness and variety of resources. The alley of the Ouawa, with a superficial area of more than 60,000 sq. miles, contains the largest depot of [white pine timber in existence. It possesses vast quantities of spruce, the basis of the pulp making industry. Our forests of hardwood, suitable for house finishing, furniture and other manufactures, are iextensive and valuable. There are inexhaustible deposits of iron, phosphates, mica, graphite, asbestos' ^serpentine, galena, silver, copper, nickel, marble and other mineral products. We have also over the whole rea a large proportion of cultivable and grazing lands, fertile and excellently watered, and so situated with egard to the occurrence of minerals and timber as to enjoy advantageous home markets and afford the est conditions for that species of mixed farming which everywhere proves the most profitable. The limate is unsurpassed for healthtulness, and is everywhere favorable to the growth of all products of the [temperate zone. The Ottawa Valley, in its thousands of lakes acting as natural reservoirs, and in the grand rapids of he Ottawa River and its numerous tributaries, possesses water power far surpassing in the aggregate that f New England, and is better located than New England, both for grinding western grain, and for manu- icturing for domestic markets. For foreign commerce New England has the advantage of an ocean rontage ; for domestic trade the Ottawa Valley is favored by its situation on the shortest line of commu- ication with the greatest system of internal navigation in the world. To speak of the immense possibilities arising from the application of these water-powers to the pro uction of electricity dnd its use in the many spheres modern science has found for it would extend this etler beyond reasonable bounds. That the influx of a population into this great tract of country westward and north-westward from Uonireal, such as it is capable of sustaining, and the growth of various industries induced, would add to ;he importance of Montreal, both as an exporting point, and as a distributing centre, goes without saying. While the develoiiment of new territory, the extension of commerce, and increase of the natural ictivities of the country are of primary importance, for other reasons the project is of national interest, ^ot least is the creation of a strictly uational waterway, free from outside interference or control, wholly vithin our own territory, and ensuring us under all circumstances an inde|)endent means of internal com- iiunication. It will also form another link between Montreal and the lower St. Lawrence on the one hand, nd the Great Lakes and the North West on the other, proving a secondary route for through traffic of Ireat value to producers and shippers. V Whetl The Ottawa River navigation has met with some slight opposition arising from the mistaken idcawer comp that it was being urged as a comiictitor of the St. Lawrence Canals, intended to supplant them, or to doSlort to ol away with the necessity for their enlargement. Nothing could be further from the attitude of its promoters Montreal a who do not ask that the St. Lawrence Canals be deprived of one cent of public money which should righiMveloping fully go to them. i j ^^^^ Under the financial proposals made by the Montreal, Ottawa and Georgian Bay Canal Conipany.i|dressing until the canals are completed, approved, and in operation the only responsibility the Government are asked to assume is that of trustee of the Company's money to be used in paying interest to bondholders as the same falls due. After that period, say six years from date, the Government will be asked for an annua' bonus of say $250,000. In the meantime every step of the work will have been performed under direct supervision of the Government Engineers, and to their satisfaction. The time when the Government 01 Canada can be called upon to defray any part of the expense of construction, whether the canals are a ; fmancial success or otherwise, is under the arrangement deferred for twenty-five years. At the end of tha; period (ur sooner if the public interest so demands) they may assume control of .the works by paying for them at a valuation to be determined. In the meantime the deepening of the St. Lawrence Canals wil. have been long completed. rhis undertaking should be carried on by a syndicate of capitalists for the reason that the^ Government, while giving its moral support, will then have a free hand to carry on other needed public works. \ Also because construction work can be more rapidly and cheaply done by a Company ; and because the'; public interests can be effectually guarded by having plans of all works subject to (Government approval, anr all payments to contractors made only upon the joint certificates of Government and Company Engineers In our opinion, work on the Ottawa as well as on the St. Lawrence ought to be pushed vigorously anr. at once. The Americans are keenly alive to the value of handling the enormous traffic, and are makini every effort to letain the whole of it for United States carriers to United States ports. While to this enc they contemplate a deep waterway in the future, they are not neglecting to deepen the Erie barge canal u nine feet. And, following their example, we ought to neglect no advantage that we possess. If they art beforehand with us it will be a ditificuU matter for Canada''to retain "that supremacy in the carrying trade 0: the northern part of this continent that Nature has fitted her to achieve. The traffic to which we are fairh ; entitled by our position is sufficient already to fully employ both the Ottawa and St. Lawrence routes ' These latter are really complementary, instead of competitive, both having Montreal for their terminus. I'ht i true rivalry is with American routes carrying trade to New York. The shortness of the Ottawa route, and the very low rates at which freight can be carried by it, ensure that as soon as opened it will gain and bring to Montreal and (Quebec a share of the through traffic tha ' now goes to New York. Its local traffic also will be important and far in excess of that of the St Lawrence Canals. And every ton of through freight moved on the Ottawa River as well as every ton u increased production of the Ottawa Valley seeking export, will necessarily go to Montreal or Quebec fo'; an outlet, not being liable to be diverted at numerous points, like the traffic on the St. I>a\vrence Canals which experiences exhaustive drains at Buffalo, Oswego and Ogdensburg. There is reason to believe that $15,000,000 will cover the actual cost of construction if done by ,. company. That is not one tenth of the cost of a ship canal for ocean-going vessels even by the St Lawrence to the Lakes, and not more than one-twentieth what it would cost for such a canal by tlit cheapest route between the Lakes and New York. Granting even that at some future lime ocean-goiii.'j vessels will i)ass by Montreal, and take on their cargoes at 'I'oronto, Chicago, Duluth and Fort WilliauiJ for the present and for many years to come the enlarged St. Lawrence Canals and the Ottawa waterwa' will meet all the needs of Canadian commerce at a very moderate expenditure. The whole matter resolves itself into one or two qestions : — If this waterway, through the heart ofourowrl country, owing to present favorable conditions, can be constructed without interference with other needd public works, and without recourse to the public treasury, except to the extent of a small annual bonul nistaken idea lem, or to dos its promotorsj should righii er completion, and can be completed in a short time at comparatively slight cost, is it worth making an brt to obtain ? Would such a feeder and alternative through route tend to increase the commerce of [ontreal and Quebec and to benefit the great St. Lawrence waterway ? Are its prospective effects in veloping new territory and increasing production and national wealth, worth trj-ing to secure ? I trust you will tavor me in a few words with your impression of the enterprise. I take this means of nal Company,33jdressing you being desirous of obtaining at first h-^nd the views of practical and prominent business men. lent are asked holders as the_ , for an annua t 1 under direct iovernment oi \w j^ e canals are a ; K I i \ l-^^-Cj le end of tha; 1 by paying fo; ice Canals wil I Whether you agree with me as to the importance of this waterway or not, I hoj>e to have an immediate ^ Respectfully yours, O tw ni i Hiii wf^mmmt*m. ason that the I public works id because the E approval, an( any Engineers vigorously am. | .nd are makitiL | lile to this enc I barge canal u | s. If they art I irrving trade o; | ch we are fairh * ■I iwrence routes | ■ terminus. Tht | 2d by it, ensure | Ligh traffic tha f that of the St ,s every ton i .1 or Quebec fo ivvrence Canals on if done by . 'en by the St a canal by tlv, me ocean-goin. I Fort Willian: )ttawa waterwa [ heart ofourowrl th other needei;:] 1 annual boniij