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Un des symboles suivants apparaitra sur la dernidre image de chaque microfiche, selon le cas: le symbole '^»> signifie "A SUIVRE", le symbole V signifie "FIN". Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre fiimds d des taux de reduction diff6rents. Lorsque le document est trop grand pour §tre reproduit en un seul clichd, il est filmd d partir de Tangle supdrieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la mdthode. 1 2 3 1 2 3 4 5 6 ,.I. il».-i^??!!5?!?W"'^!?^??"SSS^'W^W^??*5W'~»^S'WPS!^W!BB //r^5 FROM THE WEST AND NORTHWEST TO THE SEA BY WAY OF THE NIAGARA SHIP CANAL. BY WM. PIERSON JUDSON, Mhm. Am. Soc. C. K. 1890. /^/ ? V IP \m\ 10 By Win. Fierson Judson, Mem, Am, Soc, C. E. The West and Northwest must have the best pos- sible waterway to the sea. The best waterway is that by which the largest practicable lake steamers can go nearest to the sea, by deep-water navigation, without breaking bulk. Sucli a route can be made either through the United States or through Canada, and the great profits of the carry- ing trade, which is vastly increasing every year, and which exceed the profits of production, will go to that nation which provides the best way. Each government has expended large sums to improve their natural waterways ; the i)resent magnitude of the com- merce calling for these improvements being indicated by the 20,000,000 of tons passing the St. Clair Flats Canal yearly. The United States has met the demand by the construc- tion of the Sault Saint Mary Canal at the outlet of Lake Superior, having the finest and largest lock in the world, with a still larger one- now in progress ; also, by the ex- cavation of the St. Clair Flats Canal at the outlet of Lake Huron, and by the deepening of the Deti'oit River, at th:' entrance to Lake Erie. Tlie latter being completed and the others in progress to pass 20 feet draught. The logical sequence of this liberal policy, eacli step of which has been followed by a great growth both in size and * Eif,'lit hundred feet long between gates, 100 feet wide in gates as well as in ohaiuber, and 21 fet-t deep on miter sills. Report Col. O. M. Poe, Corps of Engineers, An. Eep. Clif. Engineers, U. S. A., 1881), p. 2223. number of vessels and in volume of commerce, is to also provide a similar 20-foot watei'vvay from Lake Erie to Lake Ontario. The Western demand for this further step toward their eastern market, was recognized by the last Congress in itb call for plans and estimates for a '20-foot ship canal around Niagara Falls. These estimates,* reprinted here, were made and sub- mitted to Congress; where they were soon followed— on December 18, l^^SD— by the introduction, by Congressman Sereno E. Payne (since made Chairman of the Committee on Railways and Canals), of a bill, also here reprinted— pro- viding for the work. This bill now awaits Congressional action. The essential points of the plans and estimates are also embodied on the sheet of maps and i)rofiles which have been made for, and which accompany, this paper. The map shows some of the main connecting and competing lines of both railways and canals, with the Niagara region on a larger scale. The profiles show the two practicable routes, which are the only ones, of many surveyed, which are worthy of con- sideration for the large locks (400 x 80 x 21 feet) now de- sired. The eighteen locks estimated for, take as their model the 1881 lock of the Sault Saint Mary Canal, which, being de- signed to pass two or more vessels at once, is, therefore, larger than needed for the Niagara Canal, being 615 feet long, 80 feet wide and Ifi feet deep. This lock, with its unique methods of operation, has .had nine years of uninterrupted use, and all its details have been proven to be so perfect as to leave no room for improvement: A most fitting monument to the skill and wisdojn of the late General Godfrey Weitzel, who jjlanned and built it, having, as the only comparable precedent, his own similar works in 1871, on the Louisville Canal at the Falls of the Ohio. Of the two routes selected for the Niagara Ship Canal, the longer one of 25 miles, known as the Lockport— Olcott, * Keport dipt. Carl F. Palfrey, CoriDS of Engineers, An. Rep. Chf. Engineers, U. S. A., 1889, p. 2iU. or IS-mile creek route — is preferable, ami is estimated to cost 823,000,000. It offers remarkable iiatui-al advantages for construction as well as for operation, in the "Lockjjort Gulf," two and one-balf miles long, in which the descent is made, and also in the 18-mile creek gorge, 4 miles long, by which Lake Ontario is reached. It is to be regretted that the striking features of the routes selected cannot be here shown better than by de- scription, b} loproducing a series of photographs taken by the writer in ISSl), while examining in detail the various lines. The six millions greater cost of the Wilson route, which is T) miles shorter, is due in part to its lack of the natural features above referred to, and in part to the necessity for doubling nine of the locks to obtain the service whicli single locks give on the Olcott line. The United States Government has not been nlone in its works for the Lake commerce, for meantime the Canadian Government, despite its comparatively small pojiulation and limited resources, has spent some fifty-four million dollars in constructing and i-ecently in enlarging its canal system, with a view to controlling the western trade. This system now consists of the It-foot Welland Canal from Lake Erie to Lake (3ntario, ai'ound Niagara Falls, and of the St. Lawrence River Canals, around the various rapids by which the outflow of the lakes descends from Lake Ontario, through 246 feet of fall, to tide water at Montreal. Tliese last named canals — six in number, with twenty- six locks — have an original depth of I) feet, which is now in process of increase to l-t feet. From Montreal, now practically a seaport, a 2T.j to 30- foot channel for seagoing steamers has been made at a cost of some ^2,500,000, their voyage thence to Liver])ool being 315 miles less than from New York. That portion of the shipment from the upper lakes which passes through the United States and reaches New York, is taken from Lake Erie at Buffalo by 352 miles of the 7-foot Erie Canal to the Hudson ; and from Lake Ontario at Oswego by the two branches of the Erie Canal, via Syra- 1-' cuse and via Oneltla Lake, the latter route Iiaving 184 miles of canal and river and 23 miles of Oneida Lake travel to roach the Hudson. Tiie deep waters of Lake Ontario are now, however, practically unused for this tratirtc, the only important western shipments passing through it for American ports being to Ogdensburg, for shipment thence by rail; the only access to Lake Ontario from the West being through the U-foot Canadian Welland Canal. This is too small to pass the larger upperdake steamers, and the discrimination in tolls which is made against vessels bound for American ports is such as to be almost piohiln- tory. Nominally, the tolls are the same to all vessels, and are twenty cents per ton of cargo and two and one-half cents per ton of vessel; but the amount is refunded or rebated to vessels which deliver their cargos at a Canadian port. Observation of the map will recall the striking advantage of Canada's position as regards the lakes, and will suggest that the United States can not afford to omit any reasonable work which will offset this natural advantage. The works best calculated to effect this, and which also promise the greatest value, aside from any competitive as- pect of the case, are the Niagara Ship Canal to the East, and •the projected I^akes and Gulf waterway to the South; the latter rnnning from Chicago and carrying the waters of Lake Michigan along the line of this original natural outlet down the valley of the Illinois River to the Mississippi and the Gulf. These two projects, which are both strongly favored, should not be considered as rivals, since many of the reasons for one are equally applicable for the other, and their com- bined elfect, added to the present great growth of lake ship- ping, would supply ample business for both. The latter project is most ably presented by Mr. L. E. Cooley, C.E., of Chicago, in his publication of 1888, contain- ing a great amount of valuable data, and also in a subsequent discussion of it published in issi> under his direction. Already Canada is taking further stei)S to improve the natural advantages of her i)osition by completing a separate canal system. Not content with using the United States ;* -<' Sanlt Saint Mary C/anal, Canada lias now in progress (1S90) a similar canal on th(i opposite side of the IJapids less tluin a mile from onrs. This great work is undeitakon despite the fact that the United States Canal is free of tolls to Canadian vessels as well as to onr own. The contracts for the entire work are now in force, i)ro- viding for an IS-foot canal, with lock 000x85 feet, operated by hydraulic machiner}'. The contracts call for the com- pleted work to he ready for use in May, 1S9'2.* When the Canadians are thus made independent of our "Soo" Canal, what terms may onr vessels expect at the Welland ? On the other hand, it has been asserted that all tolls will then bo removed from the Welland. The policy as regards United States vessels may vary with every change of ministry. No terminal arrangements can be made with any assurance of i)ormanence, so long as we must depend upon a Canadian Canal. Surveys and estimates have also been made for an almost direct line of waterway from the Sault Saint Mary and from Lake Michican, to Montreal, tiirough Lake Nipissing and the Ottawa Kiver : The latter having already canal navi- gation for+ feet draught to Ottawa, and for 5 feet draught 145 miles beyond; though at present the 5-foot portion is not kept in repair. A glance at the map accompanying will show that this line, lying far within Canadian territory, would cut out Lakes Huron, St. Clair, Lrie and Ontario, as well as the St. Lawrence Rapids, thus saving i^TO miles. The distance b}"" it is practically the same from Lake Superior to Mon- treal as by the present lake route from Lake Superior to Buffalo. Its construction, even for a nine-foot barge route, is not pi-obable, but the possibility exists— for the route offers great advantages: The summit level, 77 feet above Lake Huron, has ample water supply, and in the total length of 430 miles, only 29 miles is canal; the rest being river and lake. *Annunl Report Canadian Minister Railways and Canals, Ottawa, 1890, page 111. t Annual Report Canadian Minister Railways and Canals, Ottawa, 1890, page 103. 8 Tliti object in liere statinj;-, at such ItMigili, tlio prosent and i)r(js|)e('tivo fuatuios ofthu Canadian K'ontos, is to show tluit Now York City, as well as tiio West and Northwest, ' directly intorostod in the (^(iPects of the proposed works. The result of Canada's lii)eral jjolicy is aheady shown in the gradual increa.so in Montreal's share of the total ex[)orts, while New York's share as steadily deci'eases. The reverse has recently been stated to be the case, but these comparative percentages are carefully computed from ofificial records of the several Chambers of Commerce or Produce Exchanges, and show a gradual change, in ten years ])ast, of 4 per cent, in grain and 5 per cent, in flour, in Montreal's favor. This gain has been made despite of Montreal's having " only six months of the year of navigation," as stated by one of hr.v most noted engineers. The actual average dates* of first aiTivals and last dei»aitures for many years past have been Ma}' iJd and November L>3d. A sti'onger and lairer showing would have been made, if there could have been included the Canadian shipments brought in bond via the Grand Trunk iiailway to Portland, Maine, and exported thence when Montreal's harbor was sealed by ice. Portland being practically Montreal's winter port. Comparison of Exports of drain and Flour, from New York City and from Montreal, showing the percentage of the sum total which each city exports: Grain, Bushels. Percentagk of Sum Total. New York 188(1 84 16 1881 83.', ic.i 1882 82.1 1883 82 l3 1881 83 17 1885 82.1 I7l I88C 77 23 1887 80 20 1888 82 18 1889 80 Montreal . . ^0 Flour, Barrels. Percentage of Sum Total. Il880'l88ri882!l883 New York ! 85 87'i; UrA] 85 Montre.il : 15 , 12.',| 14^ 15 1884 82", 18851880 188711888 HW 82.1 i5i i7.i 81'i: 82.1, 18.1 1 i"i 1889 79 J 20i * Annual Report Harbor Commlgbioners of Montreal, 1887. A fiirilioi" similar comparison of the respoctivo por- coiita^os of total exports of New York (*ity and of tho other .North Atlantic ports, inchKhnj; Montn-al, shows oven mor" Montreal , 11 l).l 1882 1883 f)2.', i8i 57 22^i 1884 1885 188G 45 471' 41 .\ 3fi.] 21',! 24!j 18871 1888! 1889 38.V 40) i 40| 2.1 ■ti' :f\ 8 c, 5.', 5 14 lOA 10 n 8t 20 17.', 15,', 4f; 711 ra 20 ; 28i 26Ai 271 8'! 8,i| 8A lOA It has been objected that the proposed 20-foot Niagara Ship Canal would pass the great up])er-lake steamers to Lake Ontario, only to see their cargoes go down the St. Lawrence to Montreal, instead of through the Oswego and Erie Canal to New Y'ork. As has already been stated, the navigable depth of the St. Lawrence River and canals, to Montreal, is now limited to t) feet, with an ultimate proposed depth of 14 feet, to which 10 portions have been deepened. A 20-foot Canadian system would be impracticable, having been estimated to cost $70,000,000 additional; while deep-water navigation, among its Thousand Islands and its thousands of submerged rocks, would require most skillful pilotage in clearest weather. These dangers to navigation on the St. Lawrence increase vastly in number for any additional draught. Twenty-foot vessels which might pass our canal, and desire to transfer at Kingston to barges for Montreal, would be prevented by the same rebate system which now operates so effectively against us on the Welland Canal. So that there are both physical and financial sureties that New York, as well as the West and Northwest, could lose nothing, but must gain nmch, by the proposed Niagara Ship Canal. It is now fortunate that its construction was not begun in 18GT, upon the inefficient scale then proposed, which is practically that of the present Welland Canal, which was outgrown before it was finished. The canal, when built upon the present project, will pass the largest steamers which can navigate the lakes. These steamers will be able to i^lace their cargoes at Oswego twenty hours after passing Buffalo ; this assumes a much quicker passage of the proposed canal than is possible, or is permited, in the Welland Canal, whose passage is not allowed to be made in less than twenty-two hours. This appears to be fixtd on a basis of 5 miles per hour speed and forty minutes per lock. The shorter time here estimated for is based ui)on the improved methods proposed. The lockages will be fewer, and each will be quicker by reason of the hydraulic appli- ances and the methods of filling and emptying, which have proved so perfect at the Sault Saint Mary lock. This, at the Sault, requires the movement of five times the water moved in a Welland lockage, but it is effected, quietly, in an aver- age of twelve minutes for each filling or emptying ; wliile an additional twenty-eight minutes is required to haul in and to place the two to four vessels which fill the lock, to close and open the gates and to haul the vessels out — in all, an average of forty minutes per lockage. n V 11 n v The writer is indebted to General 0. M. Poe, United States Engineers, who has charge of the canal and is building the new lock, for these details of operation. In the Niagara locks, one-fourth smaller, a single steamer will readily pass in thirty minutes. 'J'he earth slopes being paved, speed can be made on the two long levels of f; and 12 miles each, which form three- fourths of the total length. The Niagara Canal can be thus passed in eleven hours, and the run of 110 miles to Oswego can be made in eight hours. At Oswego, the cargoes transferred to canal-boats are then U6 miles nearer to New York than at Buffalo, and have 108 miles less of canal to traverse to reach the Hudson. The average of many trips to the Hudson, of steam canal- boats with consort, shows six days from Buffalo against four days from Oswego. This shows a clear saving of one and one-fifth days, or 20 per cent, of the time of the present trip from Buffalo. Having two independent and competing water-routes available, shippers would also save the present excessive elevator charges at Buffalo. It is no part of the present Niagara Ship Canal project to provide for a canal of similar size through New York State to tide-water, as has been estimated for at various times, by which Lake steamers should carry their cargoes to New York or to Europe. Such projects call for impossible expenditures, and ignore the fact that different waters demnnd different types of vessel. The lakes, the canal and river, and the ocean, each have their distinctive style and equipment. Such a waterway, if built, would not bo so used. Steam- ers fitted to safely weather lake storms would not carry their costly and idle equipment through oW) miles of canal and river to New York. Barges of one-tenth the cost would do the work better and cheaper, while much of the expen- sive construction needed on the ocean would be superfluous on the lakes. The present 7 foot canal will be fully equal to vastly gi-cater business than it has ever done, when the double- r 12 length locks— 220 feet long by IS feet wide— now in con- struction on the Oswego and Erie Canals, are completed, and when the present ])rism is cleared of accumulations and weeds, and its slopes paved, as has been repeatedly urged by the State Engineer. Or if enlarged to 9 feet depth at the locks, with 10 feet waterway, the present canal would i^ass the modern McDougal steel barges, or other canal-boats of ample size to do most efficient and profitable service. For such enlargement of the Oswego, Oneida Lake and Erie Canal moderate estimates of cost have been made, and ample local water supply found." The military advantage -to the United States of being able to bring gun-boats through from New York Harbor is obvious. Gun-boats of 12 feet draught could readily be light- ened of tlieir armament and stores to pass the 9 foot canal and from it, through the Niagara Ship Canal, the chain of lakes could be commanded, with the effect of saving, in case of merely threatened hostilities, nmch greater sums than the canal would cost. The only gun-boats which can now reach the lakes are those vv'hich may come up the St. Lawrence and the Wel- land Canals, by the permission of Canada, who thus has unquestioned conmiand of all our utterly defenceless lake commerce and cities. Simply regarded as a military work, the Niagara Ship Canal would be an economical substitute for otherwise needed defences of the Northern frontier. But unlike most military works, it would be still more valuable for peaceful commerce. Makch 1, 1890. * Eeport of the late Mi\ James S. Lawrence, C. E., to Major— now Colonel— Jobu M. Wilson, Corps of Engineers, An. Rep. Cb. Engr. U. S. A., 187"), part 2, p. 560. Also, Report Mr. C. A. Oluistead, C. E., to Canal Commissioners, 1871. (■ 4T 45* 4y se- al" (Act/yv i of S^tUvtcJC^ SotvvU -VKobcA. a/5, kiljL 'W'lat^tt)cSotfcawi.'\0O ■■ '(9^ tyk .! ■ ! ■■ • ^ ^■ jTTTT'i^ '-^r^'T'^^i^^Tr?!!?'' 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