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MONTHKAL: FKLNTLI^IV the (JAZETTI': I'KINTINO COMPANY. 18 9 4 .'9^ (S* re \ «? \ ^ 1 . THE CANALS OF CANADA I r i INTRODUCTION, > i The Bndgewater Canal, which inaugurated a system of inland navigation that gave i,o Britain above five thousand miles of artihcial waterwavs belore the railway era, and established the reputation of .lames Brindl y as the Father of Eno-Iish Hydrauho Engineers, was authorized by the Parliament of dreat Britain m the same year in which Wolfe scaled the heights of Abraham and made Canada a British possession. The opening of the Liverpool and Manchester Ra Iway in 1830 w^as followed by the opening of a Canadian railway in 1836, which connected the navigable waters of the St. Lawrence with those of Lake Champlain. In like manner (but at a much earlier date) canal construction in Kngland was followed by canal agitation in her new possessions upon the St. Lawrence. Silas . Deane, a Connecticut man, who had been a member of the first Continental Congress, and was with Franklin in Fans (in 1116), brought the matter of a canal from the St Law- rence to Lake Champlain, via Chambly, before Haldiraand and his successor, Lord Dorchester, governors of Quebec, as early as 1775. He appears also to have advocated a canal making this connection above Montreal — a project since known as the Caughnawaga Canal. Lord Dorchester expressed the opinion 4 T. C. KEEFKE ON THE that such a canal " would be practicable and usoful both in a commercial and political view." Adam Lyroburner, in 17iM, renewed the proposal, as needed for an outlet lor Vermont and Northern New York. Ira Allen, in 1*796, addressed the Duke of Portland " on behalf of the State of Vermont " upon the same subject. Some one in the Duke's office was apprehensive that such a canal might " tend to disseminate republican principles among His Majesty's Canadian subjects " ; but it may be assumed that the needs of the St. Lawrence route, rather than fear of political consequences, relegated this canal scheme o a later period. The first lock canals in Canada were built upon the St. Lawrence around the upper and lower of the three rapids bet- ween Lake St. Francis and Lake St. Louis, at the Coteau and the Cascades. They were promoted by Haldimand, then gover- nor of Quebet', and were built by E-oyal Engineers between 1779 and 178B, both for the transport of military stores and for commercial purposes. The locks were of stone less than 40 feet long and only 6 feet wide, and with but 30 inches of water, which was as much as could be used in the then condition of the rapids elsewhere; and sufficient for the only boat, beside canoes, then in use, which was the bateau — a flat-bottomed, sharp-pointed ekifF about 5J feet beam and 35 feet long — about the proportions of the Venetian gondola. These locks were enlarged (1800-1804) to 110 feet in length and 12 feet in width, so as to pass a " brigade " of six bateaux at one lockage. The depth of water was increased to four feet. This provision for flotilla lockage is now our latest development at Sault Ste. Marie — a return to first principles, which, it is to be regretted, cannot be carried out upon other canals with heavy traffic and a short navigable season. These enlarged locks displaced the bateaux by inviting the " Durham " boat, an American barge, which carried 350 barrels of flour — about ten times as much as the early bateaux. Before the construction of the Erie Canal, Northern New York, as well as Vermont, exported via the River St. Lawrence. Hundreds of thousands of barrels of flour and bushels of wheat were shipped from the St. Lawrence in the CANALS OF CANADA. 5 closing years of the last and the opening ones of this century. The first look between Lake Huron and Lake Superior was made by a Canadian corapauy in the closing years of the last century. One of the North west Fur Trading Companies of Montreal cut a roadway 45 feet wide across the portage on the north or Canadian side of tht^ Sault Ste. Marie and opened " a canal upward^^ of 300 feet in length, with a lock which raised the water 9 feet." This lock, 38 feet long and eight feet and three-quarters wide, was built like a flume, the posts of which at the lower end were high enough to permit boats to pass under their caps. A windlass raised the lower gates, but the upper ones were " folding," with sluices therein to fill the lock. A planked iiurae the width of the lock, 300 feet long and feet high, conducted the boats into this lock. A round log cribbing extended the whole length of the caual, 12 feet in width, form- ing a tow-path for the oxen used in dragging the boats up stream. As the whole fall at the Sault is 18 feet, and the lock only dealt with half of this, the canal or channel above must have had a surface inclination of three feet in a thousand. It was completed in 1798. In .Tuly, 1814, this post was pillaged and burned by Major Holmes at the head of 160 Americans, when it is supposed that this lock (with the wooden, banks of its canal) was " burned to the water's edge." In the first year of the eighteenth century. Catalogue, mili- tary engineer to the King of France (who was probably the first engin er sent to Canada), commenced a channel from the St, Lawrence at Lachine to a marshy lake on a direct route tc Montreal, from which lake it was connected with and followed the " Little River " to its outlet in front of the city. This, like the boat canal of 1798 at Sault Ste. Marie, was intended for a combined canal and mill-race, but without any lock. This work was undertaken by Dollier de Casson, Superior of the Seminary of Saint Sulpice, — but his death in 1701 arrested it. In 1717 it was resumed, but after an expenditure of 20,000 francs it was abandoned on account of the cost of the necessary rock cut at Lachine. This was, in all probability, the first rock excavation for canal purposes upon the St. Lawrence. For the rock exca- 6 T. C. KEEPER ON THE vation in connection with the first looks built by the English, more than half a century later, Cornish miners were procured. Provincial Efforts. M'- 77/fi Lachine Canal was taken up by the Legislature of Lower Canada after the war of 1812, and money v^oted in 1815 therefor, but nothing was then done. In 1819 a company was incorporated, which did not proceed. In 1821 Government c'oramissioners were appointed and the work was completed in 1825. This first canal was 28 feet wide on bottom, 48 feet wide at water sur- face, and four and a half feet deep. The locks were seven in number, 100 feet long, and 20 feet wide in chambers, and built of excellent masonry. The total rise from Montreal to Lachine is 45 feet. The canal had been projected and its construction advocated by Adam Lymburner in lt91, but the reason why locks were first constructed higher up the St. Lawrence (at the Cascades and Coteaii) was because Lachine is only seven miles from Montreal, and was the starting point of the brigades of bateaux, the loads for which could be cart, was not commenced until after 1841, when (while maintaining the Cornwall length of lock and depth of water) the Government of United Canada reduced the width ten feet for all the remaining St. Law^rence Canal locks. It was commenced in 1842 and completed in 1845. The length of this canal is llj miles, with nine locks 200 x 45 in the chambers, 9 feet water on the sills, and 82^ feet total lockage. It is not being enlarged because a new canal several miles longer, but wath fewer lock;^, is now being constructed (on the enlarged scale adopted after confedera- tion) upon the opposite side of the St. Lawrence. The Lachine Canal. — The first enlargement of this old canal was in progress simultaneously with those above it, but it was not opened upon the new dimeusious (similar to those of the Beauharnois) until 1848. Tlie Williamsburg'h Canals.— The three smaller canals above the Cornwall, at " Farran's Point," " Rapide Plat " and " The Galops," known collectively as the Williamsburgh Canals (so called from their situation in a township of that name), were completed in 1847 upon the Beauharnois scale. These three canals, with a combined length of 12 miles and an aggregate lockage of 31 feet, are not necessary to the descending naviga- tion, and are not used by the passenger steamers going up,- -the rapids which they avoid being navigable in both directions by steamers ; but for the upper one, " The Galops," a lock has been put in below the strongest current (about 4,000 feet from the head), by which ascending boats may keep the river up to this lock, and thus avoid about seven miles of canal. The section of the Galops Rapids where this heaviest water is has been deepen- ed to 17 feet to provide for the safe passage of descending lake vessels drawing 14 feet while pitching through the swells of this rapid. 10 T. C. KEEFEB ON THE Thus, upon the completion of the first enlargement of the Lachine Canal, in 1848, a boat nearly 140 feet loug;, 26 feet beam, and 9 feet draught could for the first time pass from Montreal to Chicasro. The notable feature of the St. Lawrence section of the Canadian canals is that although there are 40 miles of canal and over 200 feet of lockage, steamers of 600 tons and over daily- descend from Lake Ontario to Montreal, during the navigable season, without using lock or canal. Though the fall is, "u some of the rapids, over 40 feet per mile, all are navigable downwards by boats drawing six to eight feet, according to river level. The Dominion of Canada. ! As the province of Canada, in 1841, commenced the improve- ment of the inland navigation by the enlargement of the Wel- lap'l and Lachine, and the completion of the remaining St. Lawrence canals, with uniformity onl"^ as to depth of canal between tide water and the upper lakes, so, thirty years later (after confederatioii in 1867 with the maritime provinces, and the acquisition of the Northwest Territories from the Hudson Bay Company), the Dominion of Canada took up the question of inland navigation. A canal commission was appointed in November, 1810, which reported in February, 18*71, advipiug a uniform scale of navigation for the St. Lawrerce and Welland canals, with locks 270 feet long by 45 feet wide in the chambers, and with 12 feet depth of water upon the mitre sills. Before, however, any locks were constructed, the Dominion Parliament, m 1875, without dealing with lock dimensions, ordered the enlarged canals to be deepened so as to pass vessels drawing 14 feet of water. In arriving at lock dimensions and draft of water the Com- mission of 1871 seem to have been governed by the then pre- vailing size of the majority of the vessels on the upper lakes, as well as by the then depth of water in the harbours. But, while the commissioners recommended 12 feet, they gave the depth of 17 harbours, 12 of which had, or were capable of having, 14 feet and over, and they stated that this draught had then been V' CANALS OF CANADA. 11 reached through the St. Clair Flats, and made the significant comment that " as fast as the channel was deepened the draught of the vessels iucreased." These considerations doubtless in- fluenced Parliament in increasing the depth. Moreover, while providing a lock for vessels of 250 feet length, the commissioners noted the fact that, in 1871, at least two screw steamers then in commission on the lakes were 265 feet long, and they referred to the lock at Sault Ste. Marie, which had then been fifteen years in with use a length of 350 feet. They thought it " extremely unwise to embark in magnificent schemes with a view of in- troducing ocean vessels into the canals or lakes," and therefore leaned to moderate conditions as defined by existing traffic instead of anticipating any such expansion as had already en- forced two enlargements of our canals. The commissioners invited opinions from boards of trade and individuals as to lock dimensions and canal depth, and these were so conflicting, and the majority of them so moderate that the result of the average struck by the commission is the less surprising. The th^m Superintendent of the Welland Canal (who should have been the best informed as to the traffic by lake from Buffalo westward, in which vessels 265 feet long wore then engaged) thought that 200 feot between the lock gates would be long enough. The Boards of Trade of Toronto and Ottawa voted for 350 feet, the length of the lock then in use at Sault Ste. Marie. Toledo named 215 feet ; Oswego, of all others the most dependent upon the Welland Canal, 250 feet; Milwaukee, 300 feet, with 15 feet water ; Detroit, 250 to 215 feet, with 15 to 16 feet of water. Among individuals the most notable was the late Alvin Brouson, of Oswego, who had a life-long connection with the trade of the lakes. He thought a length of vessel of 200 feet and a burthen of *760 tons, " ample for the internal commerce of the lakes, the lower provinces, and New England ; longe- locks would cause expense and a strong current and delay, not warrantable in order to provide for a few and rare cases where large vessels would desire to pass to and from the ocean." It may be remarked here that there are vessels now above 12 T. C. KEEFEK ON THE Niagara which carry five times the burthen Mr. Brouson propos- ed as his maximum. The then capacity of the Wellaiid was 16,000 bushels of wheat, and Mr. -Bronson proposed an increase of 50 per cent, or 24,000 bushels. The steel steamer, " E. C. Pope," 334 feet long, 42 feet beam, drawing 16 feet water, brought 122,000 bushels of wheat (3,660 net tons) into Buffalo. The same boat 'ook 125,990 bushels of corn from Chicago to Buffalo on 15f feet draught of water. Mr. Charles Howard, of New York, most of whose life had been spent in the commerce of the lakes, said that " it had been clearly established that ve 'sels over 700 or 800 tons were not so profitable on the lakes as vessels of a smaller size. Nature has placed barriers in front of most of our harbours, also wide flats across some of our greatest thoroughfares that will in spite of art, for ages to come, make it necessary to build light draught vessels. Sail vessels over 800 tons could not safely navigate the lakes even if harbours were deep enough." In his opinion the trade would continue to be equally divided between sail vessels and propellers. He fixed a length of 200 feet for the lock chambers, which he said would pass 800-ton vessels, and allow deep-sea vessels of 1,000 tons to pass two-thirds loaded. The best authority in Canada, the manager of a transporta- tion company in Montreal, thought that " sailing vessels of 20,000 bushels capacity most suitable for present harbours, as well as in reference to length of voyage." The Secretary of the Montreal Board of Trade wrote that the small lock capacity of the Welland (150 x 26|) was forcing Canadian vessels out of the lake trade ; and Messrs. Harvey & Howland, of Toronto, said that the larger Canadian vessels had been generally turned into American bottoms ; the limitations of their business to Kingston, which atfbrds no return freight, making them unprofitable. The commissioners asked for "dimensions, power and ton- nage capacity of largest propellers then profitably employed" upon the upper lakes, and it is remarkable that both' Chicago and Milwaukee gave the extreme length as 250 feet, while Detroit ^ CANALS OF CANADA. 13 gave it as 100 feet more, or 350 feet, the length of the Sault Ste. Marie lock. These views of the best authorities a little over 20 years ago, are given as showing how all pairties were deceived as to the future of the lake carrying trade ; and as the only explana- tion of the fact that notwithstanding the recent second enlarge- ment of the "Welland Canal the conditions are worse now than they were in 18*71, there being now a larger proportion (more than half) of the tonnage upon Lake Erie, unable for want of length of lock, to descend to Lake Ontario, than there was at that time. The final enlargement upon a uniform scale for all except the single lock at Lake Superior is now in progress but is only completed -as regards the Welland Canal, which was opened with its new locks and 12 feet of water in 1883, and with 14 feet in 1887. The Lachine enlargement has been completed many years for 12 feet depth, but with its structures founded for 14 feet ; this is, however, useless for navigation purposes until the completion of the remainder of the St. Lawrence Canals (all of which are now under contract to be completed in 1895), when steamers about 260 feet length and 44| feet beam can pass between Montreal and Lake Superior loaded down to 14 feet in the canals. SauU Ste. Marie Canal. — The Ca-ial Commission of 1871 proposed to extend their uniform scale of lock dimensions (270 X 45 X 12) to Lake Superior, although there was then in opera- tion upon the American side at the Sault two locks 350 x 70 X 12. It is fortunate that the construction of the canal at this point has been delayed until the present decade. The Canadian canal now under construction at the Sault will have a single lock of 18 feet lift, with a length of chamber of 900 feet, a width of 60 feet, and a depth of 19 feet at " lowest recorded water level," which is said to be equivalent to the 21 feet at " mean low water," fixed for the new lock in progress on the Michigan side. The length of 900 feet is " designed to pass three vessels at one lockage ; one of the upper lake type, 420 feet 14 T. C. KEEFER ON THE ■ ft if long, and two of the Wellaud Canal type, 256 feet long." This official explanation of the length emphasizes the painful fact that the "Wellaud type is not a lake one. No explanation of the width is given. Sixty feet is too wide for one vessel and not wide enough for two. The new American lock will be 800 feet long and 100 feet wide, a width sufiicient for two or three craft abreast. Although Canada is only now constructing a canal to reach Lake Superior, this completion of the Canadian system has always been kept in view. In 1846 and again in 1852, before the canal was commenced 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 cauui commission ap- pointed 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 Canadians canal 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 company 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." SUBMEROED CaNALS BeLOW MONTREAL. This historical sketch of the main canal system, Montreal to X^aXe Superior, would be incomplete without a reference to the great work of deepening the channel of the St. Lawrence from 11 to 2'7| feet between Montreal and Quebec. Commenced by the Grovernment of Canada in 1844, it was abandoned in 1847 and taken up again in 1850 by the Harbour Commission of Mon- treal, and carried on at the expense of the trade of the port. The 0'" ■ ^al low water depth of 11 feet in 1850 was increased in > .0 14 feet ; in 1852 to 15 feet ; in 1855 to 16| feet ; in 1857 CANALS OF CANADA. 15 to 18 feet; in 1865 to 20 feet. Resumed in 1874 it was in 18*78 increased to 22 feet ; in 1882 to 25 feet and in 1888 to 21^ feet. The work was then taken over and its cost assumed by the Domi- nion Government, to the great relief of the Harbour Trust. The total cost is about four millions of dollars, of which over half a million is for dredging plant. The total length of channel deepened is about 50 miles, of which about 18 miles are in Lake St. Peter. There is a con- tinuous cutting of about 16 miles in the bottom of this lake, 300 feet wide, and ranging from 15 to 1*7 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 yard, but the average for the great bulk or three-fourths of the quantity was about 16| cents per yard including an allowance of one cent and seven-tenths, per yard, for depreciation of plant. For Lake St. Peter alone the cost has been reduced by improvement and enlargement of the dredging plant from 11 J cents per yard in 1875— when dredging for 22 feet channel, to 291 cents, in 1888, for the 27^ foot channel — the average for the whole of the dredging in Lake St. Peter being 498 cents per cubic yard. The cost of deep water dredging, in 1889, in shale rock, hard pan and boulders, ranged from 35 to 40 cents per cubic yard, or thirteen times the latest cost for the same depth in the silt formation of Lake St. Peter. Summary of the St. Lawrence Route. From Montreal to the head of the St. Lawrence Canals (which is about eight miles below Ogdensburgh) the distance is lllf miles, of which 43f miles are canal, 48 miles lake and 20 miles river. Commencing at Montreal the distribution and the names of the St. Lawrence Canals are as follows : Canals. Length. Locks. Looknge. Digtanoe between. Laobine Similes. 5.. 45 feet. Thence to Beauharnois Canal (Lake St. Loui?)- 16i miles. BeauharnoiB. Hi " 9'. 82i " Thence to Cornwall (Lake St. Franois) 32i " Cornwall llj " 6.. 48 " Thence to Farran's Point (ftiver) 5 Farran's Point. 5 " !•. 4 " Thenoe to Rapide Plat (River) lOi " Rapide Plat... 4 " 2. Hi" Theno« to Galops (River) 4i " Galops 71 " 3.. m " 43f miles. 26 2(i6^feet. 68 miles. ' Will be reduced to 5 for uamo lockage on new Soulanges Canal. 'm I ,: i 1 ' ( 16 T. C. KEEPER ON THE ! ! V- V'^ V '-i hm The Soulanges Canal, now beinj^ substituted for the Beau- harnois, will have the same lockage (with five locks instead of nine) but nearly three miles greater length, the lake distance being decreased to this extent. From the head of the St. Lawrence Canals to the foot of the WoUaud Canal the distance is 226 miles, of which 160 is in Lake Ontario. The Welland, as now enlarged, is 26.^ miles long, and has 25 locks, with a total lockage of .■>26| feet, all of which is embraced in the first ten miles from Lake 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 Canadian side is about 3,500 feet, with one lock of 18 feet lift — but the under water excavation, for deepening the approaches to 19 feet 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 Duluth 890 miles. The completion of this canal at the Sault will ex- tend Canadian inland navigation, from the ocean vessel at Montreal, over 1,400 miles of fresh water, with less than 75 miles of canal, and with about 551 feet of lockage to reach Lake Superior, the surface of which is 600 feet above tide. The locks of the Canadian canals, with the exception of those now under construction at the Sault and the Soulanges 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 the same height as their lower ones — the filling and emptying being through valves in these gates. The Soulanges Canal and 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 a water-power current, will work gates, automatic .sluices at weirs, as well as swing bridges ; which last are without the usual central pivot piers — thus opening the full width of the channel. Portland cement concrete will generally "■■ CANALS OF CANADA. be BubiLtituted for masonry in the Soulauges works, these locks accompany this paper.] The Lateral Canals. 17 [Plans of The Cliamhlij Canal. — The Richelieu River, by which Lake Champlain discharges its waters, is, by position and navigable qualities, the most important tributary of the St. Lawrence, with the single exception of the Ottawa. Lake Ohampl '.m is over 90 feet above tide, and the summit between it and the Hudson River is only 60 feet more. This lake and the Hudson lie in the same north and south direction upon almost an air line between Montreal and New York. The navigable waters of Lake Champlain are extended northward by the Richelieu River to St. Johns, which is only 25 miles from the St. Lawrence at the ■point above Montreal where a connecting canal between the two rivers, known as the Caughnawaga Canal, has long been proposed. At St. Johns the Chambly Canal extends 12 miles north- ward (and down stream) with 9 locks, each 118 feet long, ?3 feet wide, with 7 feet water, and a total of 74 feet lockage. This canal was put under contract in 1831, but was not completed until after the Union of 1841, and has not since been enlarged. Between the foot of this canal and the mouth of the Richelieu at Sorel (a distance of 46 miles) the river is made navigable by a dam and lock at St. Ours, 32 miles from Chambly and 14 from Sorel. This lock of 5J feet lift was constructed, 1844-1849, upon the enlarged scale of 200 feel by 45 feet in the chamber, with 7 feet water. The cost of this navigation, with its ten locks and 70 feet of lockage, has been about $750 000. The OtUnoa and Rideau Route. — The St. Lawrence route was^ by the Royal Engineers, considered to be too near to the frontier for a military one. The influence of the Imperial Grovernment was exerted in favour of an interior route between Montreal and Kingston, via the Ottawa and Rideau Rivers. The Provincial Government ol Upper Canada was offered, in 1824, financial assistance if it would undertake the Rideau Canal (which is I t I :? ::li ! fl I f^^ 18 T. C, KEEPER ON THE ■ n ■ 1j ! f ') iff: within its provincial territory), but declined upon the ground that the St. Lawrence would best serve the commercial in- terests of the country. The Home Government, in 1826, decided to tarry out this inland communication, which had been com- menced upon the Ottawa at Grenville, midway bt'tween Mon- treal and the Rideau, in 1819. Seven locks were constructed, 106| feet by 19| feet in the chamber, with 6 feet water, but the remaining ones upon the Ottawa were in, 1828, enlarged to 128 x 32, with the same depth of water. The Rideau Canal was commenced in 1826 and opened in 1832, but not completed until 1834. The locks were increased in length and width over the enlarged Ottawa. ones, but the depth of the water was decreased. They are now 134 x 33, with 5 feet water, and have never been enlarged. The rapids at Ste. Anne, 15 miles above Lachine, where the Ottawa joins the St. Lawrence, were not embraced in the scheme of the military canals. There is only 3 feet fall here, and they were navigable at high water by the early boats. There was also a lock to pass them upon the Vaudreuil side, owned by a forwarding company. As the Lachine Canal locks are only 100 x 24 x 4J, compared with 134x33x5 for those of the Rideau, it is possible that the original intention,' before the whole scheme was aban- doned, was to reach the St. Lawrence below Montreal by that branch of the Ottawa which passes behind the Island of Mon- treal, in which case the Ste. Anne's Rapids would be avoided. The Grrenville locks were commenced before the Lachine, which probably accounts for their greater length. The first lock at Ste. Anne was built after the union and completed in 1843. It was 190 X 45 feet in the chamber, with 6 to 7 feet of water. A new one 200 x 45 x 9 feet of water has been placed alongside. Those latter dimensions are those adopted for the Ottawa and Lake Champlain route. f]' Measured from Lachine (which is common to both) the di!4tance to Kingston by the Ottawa and Rideau route is 218 CANALS OF CANADA. 19 miles, as compared with 170 miles by the St. Lawrence. The number of locks is 55, and the total lockajre 509 feet (845 rise and 164 fall) ai^aiust 2G locks and 206J feet lockage (all rising) by the St. Lawrence. Of the 111 miles of this route between Lach .le and Ottawa City, nearly seven miles are canal, and of the 126 miles of the Ridt^au route between Ottawa and Kingston about 16J are canal. The lesser length of canal upon the longer and higher route to Lake Ontario is due to the fact that the St. Lawrence cannot be dammed. The Military Canals, between Carillon and Grenville, were three in number, and overcame a fall in the Ottawa River of nearly 60 feet. Carillon was the lowest, Grenville the highest, and the intermediate one (since abolished) A^as known as the " Chute-a-Blondeau," anglicized as "Shoot a Blunder." The Carillon Canal climbed 21^ feet over a rocky blutf'by tWo com- bined locks, the side walls of which were formed by the rock cutting, and then descended 13 feet by one lock to the river, and was supplied by a feeder from the North River. lu the ri?cent enlargement a dam at Carillon raises the river 9 feet, drowning out the rapids and substituting 6J miles of new canal and 7 locks for T| miles of old canal with 1 1 locks. There are now only two canals — the Carillon, three-quarters of a mile long, with two looks and ! 1 feet lockage, and the Grenville, 5:f miles long, w^ith five locks and 43| feet lockage, separated by a navigable reach of river of 5 J miles. These two canals are now enlarged to the scale fixed for the Ottawa and Lake Champlain route, the locks 200 x 45 x 9 feet water ; but are useless for this route until the Chambly Canal and that at St. Ours are enlarged and deepened — works which will doubtless be delayed until three is an enlargement of the New York State Canal between Lake Champlain and the Hudson River. The total new lockage between Lachine and the Rideau at Ottawa is 62| feet (of which 3 feet is at Ste. Anne), and fs the minimum possible between these points. The Rideau Canal. — The total lockage on the 126 miles of this route between the Ottawa River (at Ottawa) and Kingston, { TT 20 T. 0. KEEPER ON THE upon Lake Ontario, is 440j feet. From the Ottawa River it asrends 282.^ feet by 84 locks, in a distance of 87^ miles to the summit level at the Rideau lakes, and then descends 164 feet « by 18 locks in n distance of 38^ miles to Lake Ontario. There are 24 stone dams, two of which are 33 and 08 feet High. These military canals were handed over to Canada by the Imperial Government in 18.53. Considerable expenditure has been made upon the Upper Ottawa at two points, and also upon the Back Lake System near Pet(irboro', as well as upon the River Trent, (the outlet of these lakes into the Bay of Quinte), which bay is the head of the St. Lawrence river navigation. Trent Navigation. — This Trent route, like that of the Ottawa River Valley, has long been agitated, locally, for shortening the water route from the sea into Lakes Huron, Michigan and Superior, The total lockage upon this route to Lake Huron would exceed 860 feet, fully 500 feet more than on the Welland route. About 370 feet of this lo(>kage (more than all upon the Welland Canal) would be between Rice Lake and Lake Ontario, and the water route between these lakes is about six times longer than the land route. Everything, therefore, but the timber (for which canals would ojily be an obstruction) would shua the water route, even if improved, on account of the length and the lockage. The inland navigation of the Trent, therefore, is not likely to " come to the front " in the near future. The Ottawa River route, among other projected canals, was referred by the Government in 1870 to the canal commission, but the Trent route was Ih^u ignored, and has since been taken up as a local work. The Trent scale of navigation is that of the Rideau Canal, and the work done there recently has been conlined to connecting this extensive inland lake system by locks and dams, — but there are cut-stone locks built over fifty years ago, upon the Trent River, the gates of which have nev6r been hung- The route is too shallow, crooked and elevated to compete with that of the Welland. Over one million of dollars has been ex; pended here, nearly one-third of which was before confederation. This isolated navigation upon the northern slope of Lake On- CANAM OF CANADV. 21 tario has no connection with that lako or with Lake Huron. Upon the Ottawa Kiver, above Ottawa, nearly the same amount has been expended upon the same principh^ of connect- ing isolated navigable stretches not (connected with any outlet east or west. Hut in the Ottawa case the works have been abandoned, either before completion or since. The only com- pleted, though unused one, was so leisurely prosecuted that the railway ran past it and rendered it unnecessary. The locks that are built, are of wood, 200 x 45 x 5 feet of water, and are therefore no contribution to a future ship canal from Montreal to Lake Huron. St. Peter's Canal. — This is a l,ide level canal about half a mile in leugtli connecting the Broi d'Or Lake, a salt water estuary in Cape Breton, Nova Scotia, with St. Peter's Bay on the Atlantic. The first survey was made by one of Telford's engineers, in 1821, but Work was not commenced until 1854. It was suspended in 1858, when the provincial engineer recommended a marine rail- way instead of the tidal lock. It was, however, resumed in 1864 and completed after confederation, with a lock 122 x 26 with 13 feet of water upon the sill. A new lock 200 x 48 has replaced the old one and the canal has been deepened to 19 feet. The extreme rise and fall of the tide in St. Peter's Bay is 9 feet — the range in the Bras d'Or Lake being about one-third of that outside. The tidal lock has four pairs of gates and the whole expenditure here has been $845,000. The Shiibenacadie Canal. — One of the earliest canals under- taken, immediately after the opening of Lachine, was the Shu- benacadie Canal in Nova Scotia, projected to connect Halifax Harbour with the Basin of Minas. Costly masonry was erected, the sura of jC60,000 was. expended, and the work nearly com- pleted, but it proved a disastrous failure. There was insufliciency of water for lockage, and the tides in the Shubenacadie River are the highest anywhere — said to range 75 feet. \ Two short canals without locks connect Burlington Bay at i 22 T. r. KERKKR ON THE the head, and Bay of Quiutu at the foot, of Lake Ontario, with that lake. The Burlington Canal. — The Burlinj^ton Caual is a short cut throiia^h the sand hoach at the head of Lake Ontario and gives access to the port of Hamilton. It has cost 1438,000. The Murray Canal. — The other is known as the Murray (5aual, projected in the last century when a land grant was set apart for it. It has only recently been opened with 11 feet of water at a cost of $1,216,000 for a length of five miles from end to end of entrance piers. Tlie Desjardins Canal. —k private company before o\ir railway era opened a canal from Burlington Bay to Dundas at a cost of about $100,000, by which lake schooners could ascend to that town. It was between three and four miles long and was called the l)esjardin.s Canal, but is now remembered only as the scene of a frightful railway accident in 185t. Grand River Nuvigalian Company. — Another company, by means of dams and locks (and Indian money chielly) extended a boat navigation in connection with the Welhmd Caual, sixty miles up the Grand River — after that river was dammed in order to use it as a feeder to the Wei land — at a cost of $200,000. This also has been superseded by the railways. The only new canal undertaken by the Dominion was for the improvement of Rainy River, an affluent of the Lake of the Woods — by a lock and dam at Fort Frances. This was an attempt to utilize the natural water stretches in order to reach the Northwest at a time when the country had not as yet grown to sufficient confidence in its own resources and ability to carry out the Canadian Pacific Railway ; and it was abandoned therefore as soon as that work was undertaken. There is a magnificent body of inland waters stretching from Lake Superior to the Rocky Mountains, but, where navigable, this is, for the most part, for less than half the year. These may be connected in the future where and when a dense population requires naAigation for local traffic — or as a railwiiy freight regulator if such be still needed in the next century. CANALS OF CANADA. 28 Projected Canals. Soveral ciiuals of cousidHrablo magnitude have been propos- ed for many years, but none of them have got beyond the stage of survtjys and estimates. Bate Verte Canal. —The oldest of these is a tide level canal to connect Baie Verte in the G-ulf of St. Lawrence with Cum- berland Basin in the Bay of Fundy. These points approach each other within about 15 miles, and that length of canal would shorten the distance between St. John and the gulf several hundred miles. The range of tide, however, in the Bay of Fundy is six times greater than that in the gulf. The scheme was reported upon by Telford in 1825. The water of the bay is too turbid to be admitted into the canal — there was not enough fresh water for a feeder and the cost of feeding from the gulf was such that greater necessity for the canai and greater influence in its favour than existed, were required in face of the conflict of engineering opinion as to the plan. This difficult engineering question has been solved by a Dominion Government subsidy to a ship railway over the same route This latter work when about two-thirds completed has been suspended owing to the financial crash of the Barings. Georgian Bay Canal. — Another scheme which has been shelv- ed ia favour of a ship railway, was known as the Georgian Bay or " Hurontario" Canal, being a proposed canal from Toronto, via Lake Simcoe, to Lake Huron. It was persistently, but hopelessly, agitated as a canal route for years. The summit feeder. Lake Simcoe, is 470 feet above Lake Ontario and 130 feet above Lake Huron, or about twice the height above the latter lake as is Lake Nipissing, the summit for the Ottawa route. The lockage would be 600 feet against 326^ feet of the Welland Canal. The summit cut would be nearly 200 feet deep for miles, and no one knows its true inwardness. It has been dropped as a canal, but the route is now advocated by some for an improved water supply for the city of Toronto — which city is at present restrict- ed, as to quantity and quality, to the water of Lake Ontario 24 T. 0. KKKFER ON THE Caughnawagu Canal. — Another of these projected cut-offs, which may have an important future, is that of a canal con- necting the St. Lawrence with Lake Champlain oii the shortest practicable route. This scLerae is known as the Cauj^hnawaga Canal. It hao been advocated as a substitute for the enlarge- ment of the Charably Canal, as it would afford a shorter, cheaper and better route for the Ottawa lumber traffic, which has been the chief source of south-bound traffic upon that canal ; and also as a route for waterborne western trade with New England. But it has not been undertaken, for the same reasons that the Chambly Canal has not been enlarged, while those on the Ottawa River have been — which reason is that there is not suffi- cient inducement to undertake it until the same scale of navi- gation is extended to the Hudson River through the state of New York. The Richelieu River at St. Johns is 25 feet higher than the St. Lawrence at Caughuawaga, and about twenty-five miles distant upon a direct line. If Lake Champlain be made the feeder, a canal 32^ miles long would be required to avoid high ground upon the direct route. To surmount this high ground, and take the shortest route for the canal would call for a feeder 38 feet higher than Lake Champlain and 16J miles in length and treble the lockage. This 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 Beau- harnois Canal and make it the canal for western traffic, con- necting it with Caughnawaga by a branch about four miles long. This would give for the western trade 38 miles of canal with hl\ feet of lockage, against 28 miles of canal with 13Y feet of lockage on the Caughnawaga route, because the feeder would start out from the Beauharnois Canal, 63 feet higher than Lake St. Louis, and at a point three miles from the lake. This three miles of the Beauharnois Canal is therefore added to the 26 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 I » I CANALS OF CANADA. 25 I ' favourable for two-thirds its length for a canal of 200 feet or more in width at same cost as for a uarrov'er one. When this work was proposed in 1847, it was objected to as tending to divert trade from Montreal. A company was incorporated in 1870 for its construction, but could not proceed, doubtless because it is an international project really, which can only become fully effective by its extension to the Hudson River. It is true that if Lake Superior were brought into connec- tion with Lake Champlain 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 this canal is of vastly 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 dimin- ished in the last twenty years by the annually increasing quantity of lumber which now takes the rail in preference to the water route. The Oltaioa Route. — This route would shorten the distance between Montreal and Lake Superior about 350 miles, and there- fore has been advocated for a ship canal. Surveys were made and reports given in 1858 and 18G0 on a basis of 10 feet depth of na^Mgation with locks 250 x 50 feet, and of 12 feet with locks 250 X 45. The first 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 canal — 58 miles of canal for the first, and 29 miles for the second. The distance from Montreal to the mouth of tha French River, in the Georgian Bay, Lake Huron, is about 430 miles, of which 308 are in the Ottawa, and the remainder in the Matta- wa 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 G40 feet above the sea, and is 66 feet higher than Lake Huron. The lockage would be at least 666 feet c gainst 533 via Lake Erie. The Canal Commission of 1870 postponed the consideration of this question on the ground of the wide discrepancy in the ii I'. II f 1 26 T. C. KEEFER ON THE estimates, which were made on the basis of 10 and 12 feet. Now that Parliament has adopted 14 feet for the St. Lawrence, and the United States 20 feet for the upper lakes, a revised estimate is needed and a fuller surrey to determine what depth of navigation is practicable 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 the shorter distance.. Both the estimates above referred to were based upon raising the summit level, which is Lake Nipissiug. The subsequent con. struction of the Canadian Pacific Railway and the present exist- ence of towns and villages (as well as the railway) on lands intended to have been flooded by this work, render this raising of the lake now out of the question. The Ottawa route would be shortest only for Lake Michigan, G-eorgian Bay and Northern ■ Michigan and Lake Superior, but not for Lake Erie or the Detroit Eiver. The receipts and shipments at Buffalo, including Tonawanda, are greater than those of Chicago or of any other lake port. Besides Buffalo there are Cleveland, Ashtabula, San- dusky, Toledo 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 Ottawa route would be most valuable to Lakes Michi- gan and Superior ports, as affording much the shortest water route to tide-water at Montreal, and also at New York via Lake Champlain, if the barge system of transportation proves to be the most efficient and economical. Hydraulic lifts, or pneumatic locks, may yet bring the shorter and shallower water routes into competition with the St. Lawrence ; but as long as boats are kept in their native element, the broad deep channel of the St. Lawrence will remain the only one which can successfully compete with the railways. Lock Vacillations. t 1 k LU Models of the Canadian locks built during the last hundred years would (ill a considerable section of any museum intended •jr s CANALS OF CANADA. 2*7 to demonstrate the progress of ideas jis well as of transportation demands. The successive and variable dimensions were as follows : — Length. Width. Depth. 1780. Locka at ( ascadea and Coteau 35 x 6 x 2^ water. 1804. do do do 110 X 20 X 4 1819. Military Canals Ottawa Kiver (Gran villa)..., 106,5 X 19i X 6i " 1825. Lachine Canal 100 x 24 x ^ " 1829. First Welland Canal (wooden locks) 110 x 22 x 8 " 1832. Rideaii Canal 134 x 33 x 5 " 18:W. Granville Canal (Ottawa River). 13()§ x 32J x 64 " 1834. Carillon do 12()A x 32 x 6 " UU. Clinte a-Blondeaii do 131 x 33 x 6 " 1843. Ste. Anne's Lo;',k do 190 x 45 x 6 1843. Chambly C^nal (Richelieu River) 118 x 23 x 7 1843. Cornwall Canal (St. Lawrence River) 200 x 55 x 9 " 1840. Beauharnois Canal do do 200 x 45 x 9 " 1846. Second VVelland Canal 150 x 26J x 10| " 1847, St. Onrs Lock (Richelieu River) 200 x 45 x 7 " 1880. Culbute (Ottawa River), wooden locks 200 x 45 x 5 " 1890. St. Lawrence and Welland 270 x 45 x 14 1890. Grenvillo (Carillon and Ste. Anne) ....200 x 45 x 9 1892. Sault Ste. Marie 900 x 60 x 19 The Trent Navigation has locks of same dimensions as those of the Eideau, given above. United States progress in lock dimensions is shown by those of the Erie and the Sault Ste. Marie Canals : — Length. Width. Depth. The Erie Locks in 1822 were 97 x 14 x 4 ft. water. . They were enlarged in 1862 to JIO x 18 x 7 ft. The two Sault Locks in 1855 were 3.50 x 75 xl2ft. " These were changed in 1883 to one of 515 x 80 x 17 ft. " A third now in progress is -800 x 100 x 21 ft. " It will be noticed that in the last enlargement of the St. Lawrence Canals there is no increase in the width of lock, and only about one-third addition to the length, but more than one- half to the depth. We shall see the elFect of one and two feet additional draught on the Upper Lake steamers ; and, generally speaking, the capacity varies as the cube of the depth. The cube of II is 2,744; of 20 it is 8,000; so that a vessel drawing 20 feet should carry,* other things being equal, nearly three times \ ■■■ 'S T. C. KKEFER ON THE li -i.lSi. m as much as one drawing 14 feet water, (and this without proper, lionate increase of motive power and other expenses) the resist- ance being in proportion to the immersed area, which resistance is greatest, in proportion to cargo carried, when that cargo is leas. I. The Grermaus have materially diminished the cost of trans- port in their canals (working in competition with railways) by making them deeper than the rivers with which they connect ; — increased depth (though not followed by increased draught) so improving traction as to diminish time, and therefore cost ; and herein it is where the St. Lawrence route can distance all com- petitors. The Upper Lakes. The United States, as soon as (and perhaps before) the com- pletion of the St. Lawrence Canal enlargement, will have pro- vided a depth of 20 or 21 feet wtierever required between Erie and Huron, and between Huron and Lake Superior. Upon this route there are now steamers 350 feet long, carrying freight at a speed of 16 miles per hour. By means of such craft, with triple expansion engines, and by enlargement and improvement in grain elevators, coal and ore chutes, a reduction of freight has been attained in the last few years to which there is no parallel elsewhere. The Secretary of the Duluth Chamber of Commerce says that " the consumption of coal upon a number of the typical modern steel steamers was almost exactly one ounce per ton (of freight carried) per mile, and that it costs |26 upon the most favourably situated railway in the United States to do what is done upon the Upper Lakes for one dollar." The cost, he says, upon the steamers between Duluth and BuiFalo (called 1,000 miles) is "015 of a cent per ton per mile against a cost for trans- port by rail of four-tenths of a cent per ton per mile. The estimate mort favourable to the railway is that their mileage rate of cost is only fifteen times greater than that upon these lakes- At Buffalo there are elevators which can take grain out of a vessel at the rate of 25,000 bushels per hour. One elevator has tuivcn more than 300,000 bushels out of vessels in one day i: CANALS OF CANADA. 29 of 24 hours. At Diiluth the largest frraiu carriers are loaded, by- means of spouts to every hatchway, iu two to three hours. Ore is poured from chutes at Escanaba into vessels at the rate of 2,000 tons in 45 minutes. One steamer has carried 3,16*7 net tons of ore upon 14J feet draught, another 3,628 tons on 16 feet draught, and a third 3,737 tons on 16J feet draught. The necessities of this traffic call for a strength of hull fit to cope with the ocean. The finest boats are those put upon the lakes by the great railway companies. Some of these, with over 350 feet length, have less than 43 feet beam. Their triple cylinders are 28, 42| and 72 inches in diameter, with 54 inch stroke, and 2,600 indicated horse-power. The screw is 15J feet in diameter. If the Canadian locks were about 100 feet longer, these vessels could pass when lightened to 14 feet, but showing at least 18 inches of their screw above water. That the railways have taken to the water route is a signi- ficant fact. It shows that, for freight purposes, the one is che complement of the other upon the great lakes as much as upon the ocean, and that these lake vessels have thus proved their right to connection with the ocean. The iron ore could not come to the east, nor could the coal go so far west, but for the water, and neither the one nor the other could reach or be taken from the water but for the railway. The average freight on coal for 1,000 miles is 30 to 40 cents per ton, and it has been carried as low as 10 cents per ton. The average rate for wheat from Chicago to Buffalo (nearly 900 miles) is two to three cents, and it has been carried as low as one cent per bushel. The rate between Buffalo and Lake Superior is generally less than for the shorter route to Lake Michigan. The magnitude of the water-borne grain trade is shown by the fact that the Buffalo elevators handled 135,000,000 bushels in 1891 and 138,000,000 in 1892. Thi^ is more than was exported from the United States in '85, '87, '88 or '89. There is now more wheat in store at Duluth awaiting the opening of naviga- tion than at Chicago, and the effect of the low rate from Lake Superior is to draw shipment to it from a very large radius — not only th wheat from Minnesota and Dakota— but wool from (I I 1 H y i; 1.;;. 30 T. C. KEEPER ON THE Montana. The shores of Lake Superior offer only timber and ores for export, but the geographical position is such that western railways gravitate to them to get their maximum traffic. The extent of this gravitation is strikingly shown by the progress of railroad earnings on Lake Superior railways, which are given as $892,955 in 1889 ; $2,564,430 in 1890, and $4,880,943 in 1891. The hard coal, of which 2,822,330 net tons were shipped from Bufftilo by lake in 1892, was carried 1,000 miles to Duluth for 20 to 30 cents (while the rate to Chicago was 40 to 60 cents), and thence shipped 160 miles by rail to St. Paul at an additional cost of $1.25 per ton. The rail rate from Chicago to St. Paul for this coal before the opening of this route was $5 per ton. At the Buffalo end of this water route the ore pays more freight charge on 145 miles by rail, to reach the furnace, than for the 650 miles by water to reach Buffalo. The four articles which make up the great bulk of the water-borne tonnage on the Upper Lakes are ore, coal, grain and lumber. More than half the iron ore used in the United States is floated to its destination upon these Upper Lakes. Coal goes west, and with iron and general merchandise gives the bulk of the back freight to the ore, grain and lumber laden vessels coming east. The coal tonuage is so great that the west bound tonnage is about half that of the east bound, while almost everywhere else, it is one-third or less. The proportions ot different articles transported upon the lakes in 1890 were : — Iron ore 9,000,000 tons. Lumber 8,000,000 " Coal 7,000.000 " Grain :ind flour 5,000,000 " Miscellaneous 4,500,000 " Total 33.500,000 net tons. This amount exceeds by millions of tons all the tonnage entering and leaving New York. This ore and coal traffic is localized above Niagara Falls, and therefore does not belong to the Welland or St. Lawrence Canals. Lumber may pass the Welland to some extent to Oswego or Ogdeusburgh, but this article is more likely to decrease its ^" CANALS OF CANADA. 31 present output and shipment east. The west bound coal traffic from American ports on Lake Ontario will continue to increase through the Welland Canal ; but for the future of Canadian canals we may look almost wholly to grain and flour as the east bound tonnage from the U^)per Lakes. The receipts at Buffalo (converting flour into grain) w^re in 1892, 181, '769,690 bushels— and looking to the increas- from Lake Superior we may estimate probably future quantities afloat on Lake Erie by hundreds of millions of bushels. A reduction of one cent per bushel means one million of dollars upon every hundred million bushels, and as the larger craft and deeper water have already reduced the cost several cents per bushel, we can understand that the increase from 15 and 16, to 20 and 21 feet draught means millions ot dollars to the Western States, and therefore we can appreciate their demand or the extension of the system to the Atlantic by an adequate channel — one which is largely in advance of the Canadian system in operation at the Welland Canal. With some patriotic Americans the demand is for a route exclusively within the United States territory— that is a ship canal from Lake Erie to deep water in the Hudson River. For such a canal, Lake Erie would be needed as a feeder, and therefore some 350 miles of artificial channel would be required, against 74 miles of same to reach tide water at Montreal — or about 166 miles of artificial channel to reach New York by the route of the St. Lawrence and Lake Champlain. An outlet to the ocean via Montreal would aflford them great relief, but the best and cheapest mode of access to the great home market, of which New York is the centre, is the most important to them, and for this the Erie Canal is the patriotic route, but the commercial one may prove to be that via Lake Cliamplain. Lake Champlain between Rouse's Point and Whitehall is called 120 miles. St. Johns, on the Richelieu River (where the Cham-- bly Canal begins) is 24 miles river navigation from Rouse's Point. From Whitehall, about 66 mihs 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 1^' !.f If f i 32 T. C. KEEPER ON THE 'Qi ':',V Hudson and the St. Lawrence, and between th{> points of junction on the Beauharnois Canal and Lake Erie, 60 miles of canal. The distance from Lake Erie to New York would be about 21G 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 sufficient source of supply) the lockage would be nearly equal upon the two routes. There would be 216 miles more distance of lake and river navigation on the one route, and 190 miles more of canal on the oth(?r, but as the first would be travelled about three times as fast as the second, the time of transit (which is the measure of the cost) would be in favour of the longer route. The cost of cons-tructiou upon the two routes would be largely in faA'our of the longer route. These comparisons are based upon the longer route for the canal between the St. Law- rence and Lake Champlain, which would be fed from the former, and not upon the Caughnawaga route fed from Lake Champlain, in w^hich case that lake might be called upon to feed three canals. The cost of these routes cannot be compared without surveys and estimates on the scale adopted for the lakes — and especially as to the cost of a ship canal between Lake Cham- plain and the Hudson River ; and the necessity for and practica- bility of feeding the same from Lake Champlain. For another and larger ship canal with 20 feet of water, the St. Lawrence route offers advantages to be found upon no other. Montreal is the only city on the route of these Canadian canals. There is not, therefore, that growth of vested interests to be interfered with by enlargement, such as exists upon the Erie route. The banks of the St. Lawrence are everywhere low, and there are two shores which could be occupied throughout for an international system of canals. The Beauharnois Canal 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 Beauharnois route will be freed for CANALS OF CANADA. 88 future enlargement, in summer and winter, upon any desired scale. What the 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 draught through the canal, and 2,300 tons on 15 feet draught through the lakes. About 400 tons are usually lightered, at a cost of 80 cents per ton, involving a detention of from six to eight hours. The capacity of their lower holds is 70,000 bushels, and as much as 112,000 bushels of oats have been carried in the hold and between decks. These vessels are loaded to suit the draught in the St. Mary's, Detroit and St. Clair llivers, and, as those are deepened, their draught in the lakes and their lighte- rage at the Welland, and consequent detention there, will be increased. The American craft go to Oswego and Ogdensburgh — 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 transhipped into barges for Montreal, the lake vessels seldom descending to that city. While the St. Lawrence Canals had only 9 feet of water, the second Welland had more than ten, besides which lightering there was generally resorted to. Within three years it is expected that the Welland class *of vessels will be able to proceed to Montreal, 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 ship-owner, 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 the evidence) by far the cheapest means of transport." Th»^ com- missioners increased the length of the St. Lawrence locks 30 per cent and the depth in them over 50 pi^r cent, but they did not express any opinion as to whether barges 250 feet long and drawing 14 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 that barges, not exceeding 10 3 4 ! ili 1 I' I 84 T. 0. KEKFKR ON THE ' 1^ fet)t draught or 50,000 bushels capacity, will provo to be the most coiivouioiit and profitable size. The objection to a barge system, alone, is that on such a route it must be necessarily a monopoly. The Erie Canal has a tow- path and individual boat-owners can travel it as a highway— so had the Wolland in the days of horse-power towage —but the lake and river navigation of the St. Lawrence and the Ottawa and Rideau routes, require tug boats. Such a monopoly as existed upo*ii the military and inland route, when there was no other (and no railways) can only exist upon the St. Lawrence as long as it is the interest of the lake vessels to continue it. The lake vessels have outgrown our canals so that lighterage is necessary, and may be increased to the extent of half the cargo, and then it will be seen whether they will, lor the St. Lawrence Canals, lighter the whole as at present, a portion only as on the "Welland, or none. Montreal has an exceptional harbour in that its wharfs are under water from December until April, the result of a winter rise caused by the packing of ice below the city. Tlfe current of the St. Lawrence meets the tide in Lake St. Peter (although salt Vater does not come within a hundred miles of it) and the descending ice is first checked there. It then backs up and accumulates so as to raise the harbour 10 to 15 feet above 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 at the wharf front. Ocean steamers are loaded at their berths with grain afloat in the harbour, transferred by floating elevators, and it is therefore contended that, for Montreal, and for so long as the present system continues, barges, as floating warehouses, are the most convenient and economical. Extensive harbour improvements are now in progress, in- cluding the elevation of the wharfs and the construction of a guard wall to protect them (and warehouses upon them) from the ice shoves. These improvements will give over four miles front of deep water wharfage, nine-tenths of which will be 25 CANALS OF CANADA. 85 to 27 J rent (loep, and none less thau 20 foet, at a cost of about $3,000,000. The charge for barge transport from Montreal to Kingston, 180 miles, is as great or greater than for 1,000 miles of lake transport, inciluding the Welland Canal. This charge must come down, or the lake vessels will go down. Some ol' them will undoubtedly go through, and all will do so if sufficient return freight is attracted to the St. Lawrence by its enlarged inland route to the lakes. Tariff and navigation laws may delay and hamper, but when possible ocean rates meet possible inland ones^ this route can have no competitor in time and cost ; and long before any other is provided it will become indispen- sable to the rapidly congesting trallic upon the upper lakes. TiiK Gkain Trade. 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 foreign capital, British steamers and mail subsidies have assisted New York's enormous advantages, while western railroads and western shipments were controlled by New York and New England, the chief destination of all not exported. The effect of the Keciprocity Treaty while it lasted was to divert Canadian exports for Britain via New York and away from the St. Lawrence. This St. Lawrence grain trade is now increasing, and a greater quantify was shipped in 1S92 from Chicago and Duluth on through sales, an indication that the St. Lawrence route is growing in favour with western exporters. The following shows receipts of each kind by rail and river for the last three years : — I ^ 86 T. C. KEKFER ON THl. Articles. Hail, 1892. 9;i5,783 Canal, 1892. Total, 1892. Total, 1891. Total, 1890. Flour, brls 51,5a'j 986,888 1,151,421 978,843 Wheat, busliela. . 4,()92,;}7() 7,082,569 174,939 8,389,687 4,155.970 Corn " 28,860 1,783,234 1,812,084 2,130,080 5,302,057 Oata " . . 5,536,818 820,720 6,367,544 1,732,626 1,648,193 Barley " . . 500,259 186,074 692,333 1,352,086 167,996 Rye " . . 52,502 336,272 388,774 2,425,887 282,014 Pease 2,011,843 558,020 2,5()9,863 2,024,199 1,483,943 The excess of coarse grains, oats, pease, &c., carried by rail, may beliue to short hauls and shipments from points where there is no canal competition. The receipts and shipments in bushels for the last five years were : — Rocfli ntn 1892. 1891. 1890. 1889. 1888. 28,508,007 24,355,9()5 24,176,289 18,651,409 18,215,063 13,550,074 18.722,865 15,257,078 14,711,465 10,207 802 Shi Dments In the above flour is converted into bushels of wheat. The canals of Canada were constructed after the Erie Canal, and their projectors then counted upon some of the splendid financial success of that work. They were begun before the railway era and enlarged at a time when no one foresaw the effect of railway competition. New York at first protected the Erie Canal against that competition by legislation, and it was not until 1851 that the Central was permitted to carry freight without paying canal tolls. Until 1844, railroads paralleling the canals of the state were prohibited from carrying anything but passengers and their baggage. In that year certain roads were permitted to carry freight during the suspension of uaviga- CANALS OF CANADA. 37 tion, and then, only upon the payment of canal tolls to the state. But it was th(j great invention of Bessemer, (by which steel has been made cheaper than iron) which broui^ht about the substi- tution of steel for iron in the railfs, that enabled the railways to lower their rates so as to compel the. State of New York to come to the relief of her boatmen, in 1882, and entirely remove the tolls. In 1881 the St. Mary's Canal, Lake Superior, was ceded by the state of Michigan to the Federal Government, and the tolls, which had been levied there since 1855, were abolished. With a free water route from Lake Superior to New York, even the nominal tolls of the Canadian canals, which do not yield one per cent on the cost, cannot much longer be maintained. The grain arrivals at New Yoik for the last two years wef^ distributed between the railways and the Erie Canal in thi following proportions : — 1801. iNoa. ROUTBS. N. Y. Central & Hudson River R.R, N. Y., L, Erie and Western R.R. . . . Pennsylvania R.R Delaware,Lacka wanna & West. R.R West Shore R.R Lehigh Valley R.R Baltimore & OhioR.R Various routes By river and coastwise By canal Busliols oi Grain. Per cent of total by each route. Per cent of total by each route. Busliels of Grain. 35,724,(i:57 26-00 22-03 44,154,777 31,720,r)ll 1906 20-09 32,351,353 7,508,164 4-67 4-70 7,931,871 4,938,1)39 2-69 3-13 4,576,395 24,204,323 16-34 15-33 27,748,836 18,260,754 12-42 11-57 21,099,293 1,409,112 M9 0-93 2,029,011 1,018,203 0-51 0-64 858,805 1,322,767 1-29 0-83 2,194,124 31,710,941 15-83 20-09 26,882,087 157,878,351 100 100 169,826,551 38 T. C. KEEFER ON THE I :? ii. W: ,; It will be seen that while there was an increase of 12,000,000 bushels in 1892, and every trunk line of railway increased their quantities, the canal fell off nearly 5,000,000 bushels. The Canal Superintendent admits that the competing railways can now carry as cheaply as the Erie Canal. The gross tonnage of the Erie Canal, compared with that of the New York Central Railway, was, in Canal. 1883 5,G(i4,05() 1892 4,281.995 Railway. 10,892,440 20,721,752 Three tables are appended showing (1) the Montreal grain trade for the last 47 years ; (2) Comparative receipts at Montreal by rail and canal ; and (3) Receipts and shipments at five Atlantic ports compared witli those at Montreal. Conclusion. The railways having revolutionized the conditions under which former canal enlargements have been undertaken, and our canals, instead of becoming an expected source of revenue, now promising to become a charge upon the public purse, it is clear that nothing more can be expected from Canada by her western neighbours than the completion of her unfinished and long-delayed enlargements. 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 v\'orld. The Erie Canal has cost upwards of $50,000,000, but has earned this amount in tolls and is now maintained a free canal, and railway freight regulator, at an annual cost to the state of New York of $720,000. It may cost as much more as Oanada has already expended to carry a canal of the size needed for the largest lake steamer, with over 20 feet water, from Lake Erie to Montreal ; but, what- r. CANALS OF CANADA. 39 ever the sum, it would not be more than 20 per cent of that upon any wholly United States route. But there are many reasons why such a work will not be undertaken, unUss as an international one, such as led to the improvement of the navi- gation " the Danube and the Rhine. 0: lada, of course, could not consider it while her enlarged canals are incomplete on the St. Lawrence, and their value not tested, especially as against the barge "System in operation there. For her own wants her new canals will bo an outlet better than she can find elsewhere. Her need of the Welland Canal has been less than has been that of the Unit( u States for the same work, because the peninsula of Ontario, the richest portion of the Dominion, though bounded by three great lakes, can ship from th»^ lower one, below the Wellaiid Canal. But her recent developments in her prairie provinces will make Lake Superior her greatest grain-shipping centre, and her distant prairies will then need the most rapid and economical water route to the sea. There is, moreover, not the same unanimity in Eastern Canada as in the north-western states, as to the benetits to be derived from a through commerce, for which Montreal and Quebec would be wav 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 l4-feet draught is obtained, whatever may be the outcome of the barge question, there will be lake vessels descending to Montreal, and vessels coming from and going to sea nia the St. Lawrence and Welland Canals. Colliers will come from Nova Scotia into Lake Ontario, if no further ; and fruit vessels from the Mediterranean and the "West Indies will penetrate to Lakes Michigan and Superior, and will not fail to g&t return cargo. Quebec is nearer to the Mediterranean and is a shorter water route from Gribraltar to Chicago than any other. The next further enlargement which may be undertaken by Canada with respect to canals will be confined to lengthening fl 40 T. C. KEEFER ON THE 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 draught, and load down to 20 feet at Montreal. There are over 2,500 steamer,* 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 1. The Canadian Commission adopted the proportions of Noah's Ark and made the lock chambers 6 to 1. At present the ten- dency is towards an increase of beam in proportion to length, and there 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 they are not too short for their width or too wide for their length. [The profiles accompanying this paper show the compara- tive elevations of all the routes, opened or proposed, between tide water and the Upper Lakes, including the Erie aL^d the Champlaiu routes.] "w CANALS OF CANADA. APPENDIX No. 1. 41 QUANTITIES OF FLOUR AND GRAIX RECKIVEI) AT AND SHIPPED FROM MONTREAL DURING A PERIOD 01<' FORTY -SEVEN YEARS. FLOUR. WHEAT. CORN. YEARS. Receipts. Barrels. Shipments. Receipts. Sliipnients. Receipts. Shipments. Barrels. ' Bushels. Bushels. Bushels. Bushels. 1846 582,922 202,821 4,39,177 370,852 1847 627,137 271,5.59 54(1,9.57 500,838 1848 546,292 1.>1,S)08 482,043 130,187 44.i30 1849 48f),901 535,593 :i57,900 481,7(58 .n0,314 1850 483,603 182,988 843,277 71,;3.59 .51,WS5 5,719 1851 510,7:18 25.-i,.54« 443,477 129,114 96,9:30 20,912 1852 575,9:J« 21.5,524 724,056 :507,(556 92,199 •.m 18S:i 595,698 244,400 SXK5,989 483,(509 8:3,421 1854 484,684 97,72-t 431,785 122,03(5 ft51,149 146,748 1855 433,011 .5.3,;{8;i 634,317 45,707 022.208 4:37,151 28,629 1856 58 2.80:5,284 2,.5(51,:375 1875 l,02;i,5ol 840,(599 8,fll3,2;{8 7,117,1.59 1,804,010 1,724,220 1876 913,331 842,885 (),:W8,i:50 5,097,(;94 :3. 9:52,0:51 3,8:31,(K)2 1877 H23.S73 749,247 7,218,092 5,848,:3()3 4.(517,013 4,226,2iH5 1878 910,379 716,793 7,390,095 0.802,822 (5,117,:520 5,0(H,8;55 1879 771,384 725,109 ll,;ii;i,034 10,401,221 4,38!),:i91 4,().52,;507 1880 735,.596 739,007 9,a37,124 9,084,200 7,772,549 7,(522,1(51 1881 826,167 (532,821 7,.55)9,823 0,.5.54,022 ;5,817,006 3,;3.j9.084 1832 825 29,068 1860 776.129 1,298,845 37,037 2(X5,7;52 2r,483 252 1861 1,409,870 1,529, i;«i 122,399 1,040,085 1:^2,749 1 Incom- ) plete. 709,2:59 1802 'MXui) 711,192 1(M).792 5)79,(539 2:50,930 1863 668,2(J5 745,414 403,972 :5,086,8:55 :507,261 1864 3.57,207 499,(i29 2;i2,016 3,437,810 :57 1,055 854,770 1865 4:i(i,751 (581,910 1(5;$,094 3.251, 5(X5 317,688 1,010.392 1866 1.03(5,315 1,111,733 2,122,305 3.;JK5,5;5(i :5;56,951 427,:522 1867 l,:t02,;^0() 1,701,9()0 .3(M),26H 1,425.950 413,:520 tK)1.0:57 1868 520,395 ()6;5,545 215,075 iK)3,024 2(57,416 451,:}(K5 1869. 550,984 57(),984 81,086 330,7:58 ' 66,2:58 i(5:t,:572 1870 8it2,909 1,747,72;$ - 172,449 Vm,i55,454 1,01(5,()54 649,(5iH) 78,80(5 i 189,598 14.16(5 1889 1,274,353 1,016,491 924,(K)7 95,700 ; 282.90:J 12,829 1890 1,183,943 1.458,191 1,(518,193 298,245 ! 167,996 10,2567 1891 2,024, 19ii 2.i)75,.591 1.732,626 817,(575 1 1,:{52,085 814,382 1892 2,o<)9,8«W 2,3(W.;m (5,357,544 5,082,295 1 692,3:53 407,040 L-i».li. CANALS OF CANADA. APPENDIX No. 2. 48 RECEIPTS OF GRAIN, FLOUR AND MEAL BY RAIL AND CANAL AT MONTREAL AND NEW YORK. 1882. lfi9L 1890. 1889, 1888. 1887. 1886. 1886. 1884.. 1883.. 1882. . 1881.. 1880.. (7 months open . . 1 5 " closed. TotaL.. j 7 months open . . 15 " closed. Total . . . . /7 months open . . 15 " closed. Total 1 7 months open . . , \5 " closed., Total.... (1 months open . . . (.0 " closed.. Total... /7 months open . . . 15 " clo.sed.. Total . . . . (7 months open . . . •\5 " clo.sed.. Total . . . . (7 months open . . ■ \5 " closed. , Total .... (7 months open . . . '5 " closed.. Total .... (7 months open . . 15 " closed.. Total... (7 months open . . . 15 " closed.. Total.... (7 months open 15 " closed. . Total / 7 months open \5 " closed... Total MONTREAL. Rail. Bushels. 15,144,771 4.0.>l,511 l!U!»)).:i8:i Canal. «,01'J,/i)0 _ 3,977,800 42,597,550 0,020,758 _2,890,110 _1),510^4 0,()!D,220 1,970,«)7 lyioo.W o,;i57;42ir 2,240,117 Bushels. ll,'045,8;ij 11,04.5,8 :j.t ll,318,S;« 11,318,8:<3 .SJ02,18i-) 8,702.18.5 'l6,0(i:>,:Vi8' 10,()()2.:«8 _ 8, 597 , .540 ■ l2;u,720" 3,948,412 TL 180, 132 5fi5H,72ii 4,7(Ki,513 10.3(i5.239 ."),79.i,142 4,211,919 'lOJMi7,l)(n 4,M«i,877 (i,2()l,725 11,(HI8,(H)2 4,143,202 4,328.581 8,47r.783 3, I75,(i80 J,3,5.y23 0,53i.0()9- 3,137,339 J,3[)8,()07 7,"8:i5,T>'40 2,ii(io,078 5,972,5(J1 0,114,399 fl.ll4,39f) 9,()] .5,844 ) ,0J5,8 4-1 10,8()8,9;{5 ~f(i,'"^«i8^i)35 Iv559,994 0j55!»,!J94 msis^ 7,448.877 io,078,180 I().(i7H. IH) 9,yiJ!i,8;(2 J),iM)jK^2 12,432,250 Total, Rail & Canal. fiushels. 20.190,«i06 _ [.054,511^ 30,24.5.117 19,938,583 3^977,80<) " 24.91 o.:w) lf),322,943 _2^V116 18,213.059 10.7.52,."W)8 1. 970,30 7 J_8,722^ _2^240,117 14,711,945 ](),847,5ti4 3,948.412 20,79.">,il7O It), Tom 4,70(),.)13 21.2:i4,174 12,;i5o,l;i») 4,211,919 16,5(57,0,5.5" 12,432.250 12,2.55.7.h1 0,201.725 18.4.57,47 !) 1 l,821,38r J,328,581_ 19,149/J()3 13.175,518 .3^355^1^ 'rO,.530,841 15,809,589 4.;ii»8,(i07 19,280,017 20,208J96 :i2,(W7,,500 _ 2,505,078 25,262,578 44 T. C. KEEFER ON THE APPENDIX No. 2. RECEIPTS OF GRAIN, FLOUR AND MEAL BY RAIL AND CANAL AT MONTREAL AND NEW YORK. 1892. •u 1891 . f7 •■|j) 1890. (1 ■\5 1889. ■{I 1888. n •\5 1887. (7 15 months open.. " closed Total.. months open. . " clo.sed Total.. months open . . " closed Total.. months open . . '■ clo.sed Total.. months open. . '" closed Total.. months open . . " closed •Total.. months open . . " closed Total.. months open. . " closed Total.. months open . ■. closed Total . . months open . . closed Total . . months open . . closed Total.. months open . . " closed Total.. months o[)en . . " closed Total . . 1886. 1885. 1884. 1883. 1882. 1881. 1880. {I (1 \5 (7 I •> r? \5 {I n 1,0 (7 15 NEW YORK. Rail. Bushels. 83,593,042 57,157,298 1 >o,7.5or:uo Canal. Bu.shels. 23,496,287 l,;W.5,8013 30,84(i,04l 8(V4,;«)0 4(),9;iS,7r)2 4:i,279,.i98 90,218,350 31,710.941 :i(l,(),S2,$)(K) 102,.tOO ":^),Jk">.4(K) 43,114,4.t0 J13,003,598 7(M 18,0.54' j 33,t)0«i,«95 ! 389,200 "WmW 28,356j506 :»,t)95^).5 (58,556,476 4.5,341:417 .•«,7;iVJ79 868,540 44,;«,S,(K)1 :i(),738,846 '75,070,8'47 42,.i11,H01 3(),878,2i)0 :M.021,27o 4.5.()7r>,l(H) _ ;};!.''),i)(H) "40.0 11, (XX) 43,1)60,022 376,500 '44;(>3<1522" 29',t;«,:W7 40 7,200 29,930,.5H7 37,502,1.57 J23,1(X) '37,925;257 79,3iK)^)91 49,143,815 30,(130.111 40,822.1XJ8 398,!MX) * 4tr220,iH)S" 79.7/;{,y:2 '«^«-{SSis:;; 22,7.>H,1)!I8 95,949,242 ;5(),310,.5(55 35,255,176 <),0 W 2iW ,55,2.53,686 22,016,515 24,761, :107 i«jT7 i Receipts ^""••1 Shipments... 23.21.5,457 103,3i;j,782 25,420,.)45 :15,:M6,470 6,178,145 (52,815,405 13,.505,345 2o,,579,827 1878 i Receipts 27,291,781 152,85:3,:%6 4.5,474,650 47,075,240 ^*""-) Shipments... 12,941.3o» 107,819,044 20,876,327 ;59,724,954 '^'■{sMXnU.: 32,798,82!) 1(5:1,124,890 17,:i98,4.55 (56,7!«>,926 15,891,088 12:1,513,8.59 32,748,462 .55,;{83,8(55 i««n J Receipts ^^'••IshipnTents... 37,091,(X)5 1»9,012,:162 40,2.5.5, Ift'i (K),()3l,426 21,739,738 i:i4,871,315 31,5K7,ftl9 ,50.693,186 1881 1 Receipts .35,423,047 1:59,89,^. i.S8 28,8.54,-5.55 4:1,341,929 • ( Shipments. . . 17,138,078 96,278,(«1 16, 421.(514 :i4,3] 0,178 ^■■{i:^S^.:: 29,90;i(X)C 114,4:W,473 19,412,7:15 29,022,4(58 10,145,712 70,.508,777 7,. 593,698 21,0:{7,2(i6 !«*«•• {ShS^lits::: 37,.527,022 125,.5:i0.047 22,;!:«,;i84 ;55,847,124 13,779,300 73,0(55,928 11,902,185 27,322,;i.08 i««.i i Receipts ^'"^*-t Shipments.,. 34,.520,298 116,2.57,8:« 2o,;i:i9,i3i 33,119,610 16,117,2:^2 ()7,i»4(),4(K5 8,995,022 23,877,515 laas i Receipts ^'^^^ • t Shipments. . . 31,l(i6,;i69 126,;531,468 2:1,188,449 »1,299,861 13,394,613 68,202,212 12,946,313 23,321,591 iwsfi J Receipts ^^'•1 Siiipments... 35,769,884 i;!0,910,(HS() 21,551,(592 38,772,444 16,247,165 71,282.779 10,0.57,6Sfi 32,]:i7,0(57 1887 (Receipts ^*^i Shipments... 31,921,497 127,500,804 25,0,38,809 ;i9, 2.52^205 17,432,841 71,080,940 12,914,525 31,749,038 1888 i Receipts ^"^■'1 Shipments... 29,^101,549 l(H5.O52.370 17,1.58,.52:i :10,275,810 ll,249,7i)4 41,138,;i71 4,9.58,080 19,472,8:11 1880 J Receipts ^^'■1 Shipments... 30,189,053 112,.5,50,:15(5 18..588,142 42,;i4!»,047 13,.528,467 .58,496,531 7,511,471 31,779,116 laofi (Receipts ^^•*'t Shipments... «0,815,742 122,0i;i.670 35,214,826 40,4;i5,i:i5 12,16o,9(>5 (i4,.324,0;i4 21,:J46,268 .'16,207,.5.54 18(11 J Receipts ^*^^-t Shipments... 32,94:^,222 157,87H,;{51 :«5,l01,(5.5ti 42,811,978 13,887,982 88,069,260 15,178,966 32,226,296 40 T. C. KEEPER ON THE CANALS OF CANADA. APPENDIX No. 3. RECEIPTS AND SHIPMENTS OF GRAIN, FDOUR AND MEAL (in hithh.) AT MONTREAL AND FIVE ATLANTIC PORTS. '■^■i ff I « .'. (• m Nkw Orleans. MONTBEAI,. i Totals. Bushels. Bushels. Per cent of Total. Bushels. iunn f Receipts ^**'"\ Shipments 1.5,480,179 13, 106,030 9-31 140,7:56,799 13,t!01,310 .... ' .Q,, f Receipts ''^'^ KShipments 14,(K)1.922 16,808,108 .<)•(«» 17.3,48:5,514 16,18(),48.1 , a-o Receipts ''^"^ • 1 Shipments l.j,25<},805 18,11.5,670 9-73 I80.a59,546 i7,.522,957 ' ,^■7., (Receipts ^"''' 1 Shipments 13,214,22fi 19,989,(K»4 10(57 187,316,167 1,4;«,27H 17,912,572 19 1)8 89,62(5,451 , u7 1 I Receipts ^"'^ 1 Shipment.s I2,2i)r).:ra 17,67(),188 8-(W 20-l,8(H5,480 2,«94,47»i 16,739,.580 15-55 l()7,6:i5,4:58 ,07. /Receipts ^^''^■- 1 Shipments !),(«)!), 2{t(> 17,324,137 9-14 18}).4.5:5,177 774,i»27 1.5.36;{,18.1 16-87 91,(K56,475 ik«« (Receipts ^**^'*'-\ Shipments 9,.-)44,l!)4 19,0,><0,600 8-75 218,190,8(i5 2,14.5,818 18,167,642 14-12 128,(5:14,7:58 ,jv,™ j Receipts ^°''- 1, Shipments 10,()2r),:i81 18,825,184 8-72 215,6!t7,:567 3,101,2;« 17,346,678 13-5;^ 128,157,20:5 1 tna f Receipts ^*''''- ■ 1 Shipments 14,rj2t),»>4 21,9:M,170 7-09 :^09, 1(57,31 5 7,(HXi,427 20,899,187 9-54 218,807,298 icno /Receipts ^'*^'"-1 Shipments 14,«t5,Ki(i 23.192,749 6-66 348,210,(585 7,0t}o,41« 22,7.55,946 8-82 2.57,88(5,4:57 laai /Receipts '***'■ t Shipments 20,;337,867 26,192,784 7-22 362,.570,6()7 17,4.38,914 27,200,905 9-59 28;>,5:52,007 icai /Receipts ^**^-\ Shipments 'A\l'i3,mi 21,222,982 7-34 288,884,040 12,.5fl4,.51() 18,.567,360 9-,56 195,'279,773 isfi9 (Receipts ''^"'^•■\ Shipments l4,!t21,:M 16,97.5,.541 7-55 224,6(5.5,614 6,(«i4,;U)2 14,878,923 11-37 1:50,828,078 latw f Receipts •. ^"^^1 Shipments. . 18,373, 2;«) 19,4(,2,96;j 7-49 2.59,013,770 12,171,824 16,.5;j3,37,2.50,770 ia«Q /Receipts '"^•- I Shipments 20,812.1.59 18,722,8«)n 7-61 24:5,211,622 1.5,105,709 15,2.57,678 10-77 141,(578,5172 iQon (Receipts laou. . ^ Shipments 21,575,442 18,213,0.59 6-64 274,-268,474 13,9i51,46;i 13,.5.50,974 8-39 161,.546,2.58 1001 (Receipts ^*^^-\ Shipments...... 20,708,814 2.3,916,:^) 7-75 ;308,;560,404 12,7iK),88;i 18,651,409 10-31 , 180,804,796 '4^^iuM