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Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure ara 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: Las cartaa. planches, tableaux, etc.. pauvant atra filmas ii das taux da raduction diffarants. Lorsqua la document est trop grand pour atra raproduit an un seul clich*. il est filma A partir da Tangle supariaur gauche, de gauche A droita. at da haut en bas, an pranant le nombre d'imeges nacessaire. Les diagrammes suivants lilustrent la mathode. 1 2 3 1 2 3 4 5 6 '^'WA'-^j^m.v: MICROCOPY RESOLUTION TKT CHART (ANSI ond ISO TEST CHART No 2) ^ /APPLIED IIVMGE Inc "i^3 Easl Mo.n ^,treet Rochester. Ne« »of« i»609 USA ('16) 462 - 0300 - Phone (7 '6) 288- 5989 - Fo< iiiiy!IUtill)i|!Jlll||iill.tt«ffl!!Jl|l)liiilH!UWWjWJ$|i(l!lir4M(l(«li;!it!tto \ THE i ('^ \ GEORGIAN BAY CANAL ) BY S. J. MCLEAN REPRINTED FROM THE NORTH AMERICAN REVIEW NOVEMBER. 1909 NEW YORK THE NORTH AMERICAN REVIEW PUBLISHING CO. ■\L Copyright, IWM, by The North Ameiieao RctIcw PublitbluK Compgny '■^ry^^^9l^. m^^i'im^-'^^m tfiw»wiH>)wiwmHHiHitaMMHiMWawrenee route. This was used as an argument by tlie Erie Canal Commission in 1809 in favor of the improvement of the Erie Canal. The diversion of a large part of the export grain trafTic to Montreal during the season of lUOH has attracted further attention to the competition of the Canadian route. Canada has expended, in round nunil)er8, $116,000,000 on its canal system; $94,000,000 of this amount have been 'wpended in the last forty years. Over seven-eighths of the latur sum has been expended on the route from Lake Superior to Montreal. Wliile a large part of the expenditure has been concerned with 1^0 development of a waterway competitive for \merican traffic, it is only of recent years that tlie anticipations have begun to i)e realized. The c;mal at the Canadian " Soo " conipetes for American trafTic. This canal was ojiencd in 1H0.~). In ISfifi tlie tonnage passing through was 7.9 millions; by 1907 the tonnage had doubled. Tlie Canadian canal percentage of the total traffic passing tliroiigh the two ''Son" canals i? gradiialiv increasin*'. In 1901 it was 8 per cent.: in 1007 it amounted to 9() pc- cent.; this reprepent> both a relative and an absnlute increase. The ■t,l#)H:tWKlBm?H:««tt»W'W«tTOWW!!iTO!!8W!fflffl lm!W»»i!«W!*«iraB»w*"'"' d. 4 Tin: (it.nuui.w /Ml c.iNi/.. tounagc pussiug tli rough tlic (.'aaaiJiau utuul, like lliaL ut^iiig ilic American lanal, (.oiisisu almost whoii) of low-grmle Imlky I'lciglit, llie giealcr part U'Uig easl-hound. In I'JUT, Iv'..') millions ul ions of freight passed iluun ihroiigii the Canadian lanai, an in.rLa:ic of 7<; per cent, over 11*U0. Tiie eanal id not, iiowever, suieesiful in tarrying a large portion of this down hy tiie St. l.awrenee route. Of the I'JOT grain si]i])uients from Port Arthur and Fort William 24 per cent, went by water to Canadian points east of the Welland Canal; while 43 per cent, went to (ieorgian Bay and Lake llunm points, wlience it was hamiled by rail. It must be remembered that, while the '' Soo " CanaJ permits the pa.^age of the large lake-going vessels, (onditions are dilferent in the case of the Welland and the St. Uwrence canals. In general, a vessel 247 feet in length, 4-i feet t! inches wide, drawing 13 feet and carr"ing 2,212 tons of cargo may be regarded as typical of tl'o ordinary verssel accoinmodation afforded by these canals. Early in 1907 a deputation of vessel-owners and ^rain-shippers memorialized the Dominion Government to so deepen and im- prove the \V Hand Canal as to accommodate the largest vessels of the Upper Lakes. T!ie GoTemment has at prcLont under eonsidcration a project for deepening the canal to twenty-five feet. The various commercial or^anization.s arc, however, bv no means agreed on this question. At present it takes a vessel from Hixteen to nineteen hours to lock through the canal, according to the conditions of traaic. The same expenditure of tim> oula permit the vessel to get back to the Detroit River. In the case of the larger vessels it would !« more economical to pick up a coal cargo on Lake Erie and go west to the river tlian to con- tinue east, attcmi)ting to i)ick up a cargo west-bound from the light traffic offering from Lake Ontario or the St. Lawrence River. It is true that if the canal were improved the time dis- advantage would be lessened, but it would not be eliminated. As regards the deepening of the St. LawTcnce canals, it may be noted that tlie transportation of grain in barges from p'rescott to Montreal has certain advantages. The exporter can brin-r his barge? alongside the ocean-going vessel at ^fontreal, thus saving elevator charges which have been complained of as exorbitant. If the ocean vessel is not ready to load, the demurrage charges on the barges are low. Tt is nnder such conditions of dissatisfaction with the l.«wer "mm'miMm 1 1 fL yfV' ■ "pm / ///', iii.i'i.1,1 1 \ /( 1 ) ' t \ 1/.. .» I.:ikt' aii'l livur i.iiNils tliul tluic lin.> liti ii a ii'iuwiil iiiliiot in the (Jriu-ian l>av .anal roiilo. 'I'lio jiinjc( i fm a luiiali/cil ,\ali'i- \\ti\ rpiiu iIh' I'jiiKT Lal^c!^ liv wuy of tlm l-'ii-iii h liivtT. Laki' Nilii.-siii;,' aiiil tlu' Ottawa !ir. r U> Moiitu ' attiacti'il all' iilioii »() farly n- isir>. In is.'.i; aii';i) siirvt-v- witc iMa>lr. Iii- .uultodlv this loiiti' ha^ ^'nat a.lsanlagcs in iminl of di-iaiin'. A vt'ssfl going from tin' " Soo " i.r from (lie Struits of Mai kiiiaw lo Moiitrual would liy tlli^* roiUr iirartirally take one sicji of a triangle, as tomiiari'd « itii two sides of the triangle hy way of (he Lower Lakes. The follouiiig tuhle showH some of tile dlstaiue advantages of the route: via l.ow<»r Via flftirwitin AihuriimiB From. To, Liikcn in Hay I'niial to in tfivur nf luiira, nnlcfl. rttiuil. Ciiicano NVw York l,3«l» — — Cliicajfo Montreal — UOS 4H4 Dululh New Vork 1,500 — — Duluth Montrcul — l«t7 5o;t Fort William Monlrtal 1,2!>0 — — Fort William Montreal — »34 302 The earlier surveys were concerned with ohtaiuing a depth of from ten to twelve feet, and the cost of eonstruetion was estimated at from $12,000,000 to $24,000,000. In more recent years the increase in the average draught and carrying capacity of Lake- going vessels has led to a change of opinion in regard to t .o depth and cost of construction. While some, at an ear'ier period, favoi' d a barge canal, the recent intert^st has been concerned with a waterway which will permit a Lake vessel to unload at Montreal. The Canadian Government has recently completed a compre- hensive engineering survey of the whole route based on a mini- mum depth of twenty-two feet. The project submitted would permit the passage of the largest Lake vessels from Lake Huron to .Montreal. In finding tl at the route was fea.«ible from an engineering standpoint, the report of the survey was confirmatory of the opinion expressed hy the " Engineering Xews " in its issue of March Sti . 1 003 : ■■ Frnm an engineering standpoint, disregarding for the moment polit- ical biiundurics, there can be no doubt tliat the Ottawa route is by far (lie best for a deep waterway from the L'pper T.Hkes to the sea. So far as cxp 'rl tralTie from the irortliwest to Kurope is concerned, it ofTers by far the ticst possible ronte. . . ." In comparing this route with existing or jirojocted routes the question of the elevation to be overcome is of importance. Be- 71 ," -> , '■•'»>*!= rs .■■9k'^%UfMW'^ '-7. "•2r. ; 6 rut: ut:onm.\s ».n ( wal. iweeu iloatrtttl aud Ucorgiau ba> llicix- aie -iiU imIis ol' uuvi- guuuu. .Natural L-liaiiUkils arc avuilaidu ior SU pur cent, of Uii» di.^lttuce. To reacli tlie buiiii/ul It-vul, (l.VJ Kt;l of loikiigf will bu uoifBsury. li} tlie Wtllaud L'aual rui.ie onl> .jJU feul of lockage aiu ui'ifssar). The (Jeorgiaii liay ruiii'' lias also to ii« loniiiuml wall llie pr.'ijoscd dceiH'uiiig of tliu .\li>iji!'sii)|)i Hivcr aa well as with the artilkial wati'iwajs projected to connect (Jeorgiau l>ay with Lake Ontario. The proposed deep waterway from Liikc Michigan to the Uulf of Mexico would give a route of l,ii-.'5 miles. It ia true that the estimated co^t of a deep waterway hy this route does not call for more tlian !|ilO,UO(>.nn(). But there must also he considered the nature of the stream, its tortuous course, whi( h is W per cent, longer than the direct distance, and the large amount u( silt carried ilown hy tlie river. These con- ditions will necessitate a uontinuous e.\[>««n(lilure for (!red;,'iiig whi. h will not he present in the case of the Ottawa River route. Ill iiddilinii. tiie longer ocean voyage from the mouth of the Alissis-ippi and the higher ocean freight rales prevailing hy way of tlie Uulf of Mexico arc disndvantageous to tliis route. The voyage from Chicago to the (iulf of Mcxiro is 'i^ I mih-s shorter than from ''hieago to tlie Straits of lielle l.sle hy the Ottawa Hiver. From such an rpiier-I.akc point, however, as nululli the Ottawa Kiver route is 600 miles shorter. In hotli cases there must he remembered the 'Msadvanta^fos of the longer ocoan voyage from t'le mouth of the Mississippi. Brief mention may be made of cne two competing Canadian proj.cts. The proposed Huron Ontario Ca^al from Georgian !?ay to T,akf Ontario has had almost as long a history as the Georgian Bay Canal project. Tt is not clear, as was pou.tcd out by the United ^itatcs Deep Waterways Oommii^-iion, whether there is a sufficient supply of water at the summit level to feed the locks both ways." The Trent Valley Canal, which is partially construct! I. a., .j a tortuous water connection between Georgian Bav and the eastern end of T.ake Ontario bv a route which is six times as long as the direct land route. The canal is being constructed as a barge route. From an engineering standpoint it has attracted attention hy the construction of two larsre hvdraulic locks, one of which has a lift of sixty-five feet. The lockaee hy this route is about 500 feet jrreater than hv the Welland Canal. While the Georgian Bay Canal is feasible from an engineering ■"-.-'t It TUK (ii:oh'i!S!!iin'liise^-t:u:!i|nnn!KrK.>' Km^irmL^^"^ HftWMIMHtUMinMWti 12 THE UEORUIAS BAY VASAL. obtaining veaaels from Great Britain. Such vessels have, of course, to be built to withstand the stormy passage of the north Atlantic. The American vessel engaged in tlie Lake traffic can be more lightly constructed. Tlie stronger hulls, etc., needed for tiie ocean voyage add about twenty per cent, to the cost. The Lake vepsel, on account of the smaller amount of coal needed to t-e carried, has greater cargo space in proportion to size than the ocean-going vessel, in general, the latter costs about twice as much per ton of cargo capacity as the former. A combined Lake and ocean type of vessel would lack the economic advantages attaching to the more specialized types. Tlie Georgian Bay Canal will be a costly work. Construction tlirough tlie Laurentian formation will be "xpensive and will take about ten years to complete. It is estimated that the canal will cost $105,000,000; even if money can be obtained at three per cent., the interest charge will exceed three millions; in addi- tion, maintenance charges must be considered. Although Canada has greatly increased its resources of recent years, the demands upon I'ese are also great. The Government, while favoring the construction of the canal, has not given a definite indication of the policy it proposes to adopt. The English Company, known as the .Montreal, Ottawa & Georgian Bay Canal Company, which was chartered in 1894, has done considerable survey-work. It haa offered to construct the work if interest on s bonds is guaranteed, the right to regulate the tolls being reserved to the Government. Pending a definite announcement of policy,