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Morcopv HSOumoN ffsr chart

iANSt and ISO TEST CHART No. 2)

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/1PPLIED KVHGE ln<=

f^:. .. 7.

MONTREAL. OTTAWA

and

GEORGIAN BAY CANAL

Twenty Foot Navigation

Jfrom the (5«at fakes to the Jltlantic.

I Description of Route.

2 — Surveys.

3— Natural Advantages.

Ottawa, April igoa

Preliminary work for location of ihe mcntytwo-foot channel
has no been completed

Additional surveys, where reqSTR^^^ made under
the direction of Henry A. F. MacLeod, M Inst. C. E. ; assisted
by Henry Carre. C. E. and H. G. Stanton. C. E.

All the recent .iuiveys have been supervised and approved
by George Y. Wisncr, C. E. and the accompanying plan and
profile have been prepared and the quantities taken out under
his direction, and are approved by him as Consulting Engineer-

Quantities in detail, of excavatio.is and constructi.ins
-along the entire route have been taken out with great care by
H. A. Hurdon, M. Inst. C.IC.

«7 fca

DESCRIPTION OP ROUIE.

The water »urf ice of Gjoruiaii Bay at ordinary itage is
about 564 feet above that of the at. Lawrence River at Montreal
Harbor. It is proposed to raise and maintain the level of Lake
Nipissing at an elevation of 66 feet above Georgian. Bay, mak-
ing the total fall from the Summit level of the waterway to
Montreal Harbor 630 feet. The total lockage from Georgian
Bay to Montreal will be 696 feet less the amount of slope i.f the
river between the Kicks, which will likely be from 40 lect to 50
leet, making the aggregate of the lifts of all the Kicks about
650 feet

The lifts of the locks as shown on the profile are for the
total fall on ihe route, without regard to the slope, for the reason
that the water surface pi the river at times of Hoods will require
a greater height of lock walls and gates than, for safe lockat if
no slope existed.

It is proposed to ta,ke care of the 66 foot rise from Georgian
Bay to Lake Nipissing with three locks so arranged in connection
with regulating dams in the French River thai the lev<-l of Lake
Nipissing may be maintained at a little above its mean stage.
French River is a series of deep narrow lakes separated by rapids,
at which points most of the fall fmrn Lake to Bay is concen-
trated. The banks of the River are of gneiss rock and so high
and steep that the levels of the different reaches may be regulat-
ed at almost any desiied elevation without material damage to
adjacent lands.

Lake Nipissing will constitute the source of water supply
for lockage through the French River to Georgian Bay, and
through the Summit level cut and the Mattawa River to the
Ottawa. The Summit level will extend from Lock No. 3 ot>
the French River thtuugh Lake Nipissing, Trout Lake, Turtle
Lake and Talon Lake to I.odc Nr>.6 in the Canal around Talon
ami r.irtsseuxChiilts.a.l.s nice f69inilci!. The Summit level

will be through a chain of beautiful lakes connected l>y sh..rt
stretches of canal, and will be maintained at nearly a constant
level by re, ulating works at either end.

Fror lie upper Lock of the Paresseux C»nal down the
Mattawa to its junction with the Ottawa, a distance of 14 j^
miles there is a fall of 137 feet which is to be taken care of with
5 locks.

From the confluence of the Mattawa and Ottawa to Fort
William, about 81 miles, the river is a series of deep narrow
lakes separated by rapids having a., aggrecate fall of 145
feet, which it is proposed to overcome by the construction of
7 locks. The Mattawa and Ottawa above Fort William have
high steep banks and can be regulated at snch elevations of
water surface that but little excavation will be needed except at
the sites for locks and dams.

From Fort William through the Culbute and Calumet
channels to the head of. Lake Des Chats, (56 miles) the River
falls 115 feet and will require 5 lo'-ks.

From Lake Des Chats the River falls 155 foet at the Chats
Falls requiring 2 locks, with which exception the River needs
but little improvement between ( heneaux Rapids and Des
Chenes Rapids, a distance of 47 miles.

From Lake Deschenes to the long reach of level river below
Ottawa there will be a fall of 72 feet requiring 4 locks

In the vicinity of and below the City of Ottawa, the existing
water levels will not be materially changed, except to regulate
the fluctuation of water levels so as to reduce range between
high and low stages nf the river.

In the Grenville Canal there will be a fall of 41 feet, requir.
ing 3 locks ; and in the Carillon Cana! a fall of 20 feet, to be
overcome with one lock.

At St. Annes a lock with a 3 foot lift will be required and
in the Lachinc Canal there will be a fall of 45 feet for which 3
locks will have to be provided.

All of the structures, for the entire route can b. founded on
rock in a most substantial manner, and the power necessary for
operating locks, lighting and pumping, can be generated at
small expense at the respective sites.

SURVEYS,

SUtemenU of Consulting Engineer and Engineer incharge.

MR. WISNER'S STATEMENT,

Ottawa, March 7th, 1902.

The .Vrontreal, Ottawa & Georgian Bay Canal Ca.Ottawa.

Gentlemen-ln compliance with your request for a state-
ment relative to the data on which plans and estimates of cost
of the proposed Montreal, Ottawa and Georgian Bay Canal have
been based, I have the honor to state that there are accura •
surveys covering practically the entire route, made under the
direction of some of the best hydraulic engineers of this country
The fact that the earlier surveys were made by such able engineers
as Mr. Walter Shanly and Mr. T C. Clarke is a sufficient guar-
antee that the data is absolutely reliable. Thorough examina-
tions have been made of the maps and records of those surveys
and so far as suitable they have been used in making plans for J
waterway twenty feet deep, and where not sufficient for such
purposes additional surveys .nd investigations have been made
so that an accurate map of the proposed waterway has been
completed, and a profile constructed showing the elevations of
the water surfaces of the different reaches of the canal and the
elevations of the earth and rock where excavation is necessary
In making these later surveys, some of Mr. Shanly's bench
marks were found, the elevations of which closely agreed with
the earlier determinations.

From the maps and proffies of the propoaed water-
way the amount of earth and rook to be exoavatwl haa
been computed and the oost of doing the work deter-
mined. The unit price, used are based upon the experience of
someofthemort successful contractors in Canada and in'the

Un,ted States. The total distance f™m Georgian Bay to

«pw,th locks, forty m.Ies of canal section 22 feet deep with a
h«.om „.dthof .oofeet, 74 n,i,es of improved river channel
w^th a bottom w,dth of 300 feet, and 307 miles of open lake
and nvcr, suitable for 20 foot navigation without further im-
provement. The cost to instruct the waterway from Ger-rRian
Bay to Ste. Anne's on the St. Lawrence river has been estimated
at »69,500ooo,and from Ste. Anne's to Mont/eal at 810,500000
n-akmg a total of $8o,ooo.c<» The cost of the section through
l^ke St. Louis is based upon the material to b. excavated being
largely of rock, and wil be con.siderably reduced if much of the
excavation is f„und to be of soft material.

The data upon which the plans ar,. based have been obtain
ed under the direction of .some of the mosr experienced engineers
in the country and the results of their investigations p.blished
and distributed m the reports of the Department of Railways and

Cominy '" '"' '"''""■''"' ''"'''" P"'"'''"^'' ^^' ""= ^^nal
In the earlier investigations of the waterway, channel
depths of only from nme to twelve feet were contemplated, the
requirements for which are entirely different from those for
wenty-foot navigation. In the former case the natural depths of
the nver were ample for most of the distance between terminals
and only required the necessary structures for passing rapids
Todeepen these channels sufficiently for a 20 foot navigation
without raising the water surfaces would be an expensive pro-
ceeding, and one which would not be considered seriously by
any.engmeer familiar with the conditions. With the proper
arrangement of locks and dams as shown upon the plans and
profiles which .have been prepared by the Company, the water
surfaces of the river can be so raised and regulated that the
total distance to be improved between Georgian Bay and Mont-
real will beonlv .18 miles, including thesuinmitcutatNipissing
The raising of the water surfaces of the different reaches of
the nver will give the necessary depth for 2C.foot navigation at
small expense compared with that necessary to excavate the
channel m the nver bed, and at the same time by increasing the

■cross section ofthe river channel will diminish the velocity of
the current at times of flood so as to make navigation easy and
Mfe. In all place, where excavation will be neces-ary in the
bed of the nver a bottom width of 300 feet has been used in the
estimates, corresponding with the channel widths of the improv-
ed portions of the rivers in the Great Lakes system.

Anyone who has made a study of the commerce passing
through the St. Mary's and Detroit rivers, can ieadily\^alize
the immense amount of traffic which will unquestionably pass
■over H,e route as soon as it is completed. Since the opening of
the Weitzel lock at the Soo in .881, the traffic has doubled once
every SIX years, and in 1901 reached the enormous volume of
28,400,000 tons. With a waters ay from the upper lake cities
to ocean navigation at Montreal of only about the same distance
as to Buffalo, and if compietedto New York by Lake Champlain
and the Hudson river at least one hundred miles shorter than
by any other proposed route from the lakes to that city there
can be no question that with transportation rates of less than
one-tenth per ton mile of the rate necessary on railroads, the
volume ol traffic on the proposed waterway will exceed 8 000000 '
.tons annually, and gradually increase as new commerce develop.,.

Respectlully submitted :

GEO. Y. WISNER,

Consulting Engineer

MR. MACLEOD'S ESTIMATE.

I have examined the estimate under the supervision of Mr.
Wisner which exceed, my estimate by $7,000,000, cnsed prin-
cipally by wdenmg the base of excavation to 300 feet in cer-

hTk '1!:.'°"'"'"""''""°"''' ''"" *■" '"■"den lock ^ates.
andjhe additional provisions made for regulating the floo*

From my knowledge of the difficulties to be overcome, and
knovving that there arejlong distances of sufficiently deep water
besides the additional depth to be gained by raising the water^
a^proposed, I consider that Mr. Wisner's estimate is suffi-

The length ,.f the canal, according to Mr. Clarke's report
■s 430 miles, which has been considerably shortened, as a re-
sult of recent surveys.

HENRY A. F. MACLEOD,

M. Inst. C. E.,
Engineer in Charge-

Professional Record of Mr. Qeo. Y. Wlsnsr, CItU Englnser
of Detroit, Wsh., Consultingr Bnglneer of the Company.

,««,"'■ i,*^""!''""'"*"^ ■••oinl=i.pn«, from th. Unhmil, of Michipn i».

I»S, »h.re, dnnng hi. mm, ,«, in ,h. uni«n«,, he «u honor.) b,b.fac
•ppoinled«iii«unlpiofa.ot in engineering.

From .865.01880 (IS ,,.„) he ,„conne«ed with the goreroment .orver^
«d in™».p,,i„n. on the Ore.. Uke. .nd the Mi«i™ppi Ri„r ,i,h reference .0 thT

S^nll'^rlr *■'"""■"' •" """""«:'" -'•■" "" •- '»■"">«■«"'

.^-.h'"" "f" '°^" "" '•" 1^" «»K"B«' ta "-e p,i,.,e pr«.ice of hi. profeuion,
logether mth the dutie, ,ru,„g f,om hii .ppoinlmenti u memhe. .nd olherwi,,
on nnotu govrrnment contmiMion!. Among other importnn. work! of .hich he
Dat DM cnarge are :

. .. ''*'."!'"^'"'"'"'""«"i'>°"rt"' "'««■>« lolheentorpmeni of the IMinoi.
Md HKhgu etz , with report on pUn.«nd«imale«.

.Survey,, e..min.lioo end report nponlh.propo«d improvement of the D...
Ptauie. ud ni.no„ri,e,M„TOlringmMyof,h,p,obtan,e«„„„,o,h, o.l..»

.„Hr°""''„'"''J?""*"''""'°"'""'"''"W'"'" **'•"" M^Phl.. Ten».

s,J"Ctr.;:;::rr'"" '"""'"'■'"'' ■■"■ ■"""» - "- •^-"-^

prLtkallit " ''""'""'"""■■"Sin.ers „,„l aha„.l„™,| ,1,, i„,„„,.,„e„. n, im-

^^JW,.lti„E engineer fo,th.Ar.,„.,.„|.a.slI»,|>„,eo„fa„,, ,, A„n«.s I'aa,,

Ifvel „f the I,™, Lake-,a„,l ar,e„|,po;„„„.„, ,, y ,y ^. j,„.4s,™ L„

ija,e^.„,.,„e„ „„ p.„, ,„„ „ ,. .- ,„,,L., ^.j.^i:;:-:.

•;The ,.i,i„g „„,! e„„,ervi„u „l ,hc w°," i„,l „r ,|,e ,;,„, lakes i, a ,„„„e. of

v... n,p„„a„ce, ,„dee,l of vi.al nece.M.y. ,„ ,l,c inu-rnale „„„.,r ,C^^

T^ plan ,„, .,v„„p,,Hing ,his, aU.ve s,,,,,..,,,,,, „ „ ,He .,„„„„„ „f ,„;„ ^g
u^.denBmee,s;.„d,„view„r,he „,»s,u,„.e ol ,he i,„ ,e,„ i„volv„l yZ
con„^ee^,d,espec„„,l,.c„™„e„„,ha,,he„.„,a,i„„ ,.e favo.l.ly ,c orC!

m,e,ll^Geor6eY.Wi,„er, civil engineer, of De„oi,, and Th„„,a, T. /ohnwn

lepon" '"" ™eB«"»»»"«y contain , ha, , hey .,e incorporated in , hi,

Membe. of the United State, Board of fnijineer, oh Deep Walerwa,, ito-

pU™.„d c,»,f„,. d«p..,„„a, fro™ the lake, to the Atlantic Thi, i„.e,t.
«.t.on,i^,„l,.d the «,lul,„„ of engineering prolJem, -nuch more diBcIl than an,.

^;' T^rr°'J"»'""'""°'^''"°"""'''0'"'"'* ^^'B™ B»vwa,er
way. The held and office work of the investigation wa, ander Mr. Wi,ner's per»„al
wperruion. and the exhaa.tive report on the work recently published by the United
S..t« governmn,. i. largely the re.alt, of Mr. Wi,ner', labor and writing,

.,.., "." "'*", °T"' """*" °" '** '"'" •"'"" '""" "" "■"'>'0«ioh of the
g«« «n.,a,y canal a, Ch.cago..„d arbitrator appointed by the High Conrt of In„iee

,hed?rf°^l""A ° "'•'":' •""■'•■^'B" between the water con-miMionir. of
l..c.t,ofL«i«l»,Onl., and the owner of the water nght, affected by back water
from the waterworks dun at London.

M«Dber of comminion of eapert engineer! appointed by the city of s,
1^^ Mo., to. report! on: plan, and eit.nute, (for obtaining a p„,e and whole!
•ome jupply of ..ler for that city, inwl.iog work, which will coat over $,c,ooo ooo.
. Mr Wi.,«. ha> been a memlter of the African Society ol Civil Engineer, for aS
year.,«,d to. a n.mUr of year. wa. a number of the board of director, of the society
Mr. Wianeri. the author of nueneron. paper, and repom on important en-
|in.en,H[pjo,„ta,,h,ch have been p»bli.h«l In ih. l,.n«clio„, „( the American
Society of a..l Engineer,' committee, and of therengineer department at WaJiington

yrofesslonal Hecort of Mr. Henry A. P. BMUod, ■. ta,t.
C. E.. Ottawa, En^neer in Charge

M,. M«Uodw„e.,„„,e,i„ Upo., C.n,d. College. From .8.1 to .8u he

»K«n. K,„,, B. C, through .he 1'e.ce Kiver eounlr, to Winnipeg, ,879, .nd h.d
ing oMhl^'slt; '", »"' rt"? '7 "*'*' •" "»°"»»'i™ f" 'ho »i».er c,o«,.

.iMh?,..::rrr;.rrx"°' """''' - "'"^- ■- -"'"'■■"'•'
•pj^ ehX^^X^^jz^or^i'tTir '" "- ■^'- ""

.nd lhT,'!!7h'°' "*"'•' "'""" """" "" """l-wMt .e„ilom., .he Pe.M Ri.er »„„.„

P^iJ^.ret;„„r ""'''■'""*"" B»V "■■-'. in J.iy, ,8^. Thi. com.
«rp:hLh':;in .'i,;.'"-"'"'" "-'''-'" '"^'"'"''" T--- -Ke. The ,epo,.

C.nal,,„f,heOlta».R„e,,f,„„,|,e lock al Sic. Anne', 10 Lake Deschene. 8

The report « published m .he annual report ol niHw,y, and canal, lo, 1899..500.
■,a.if,i .TT""'"" 'PP'°"°»" "»"" •he whole canal for^,.^
l»57«nd t86o, and .nformation recently obltuoed, a, the basis lor computation

In September, 1900, he continued the Ottawa river surveys, the part exam-
«.be,ng the RocherFendu and Calumet, also th- Culbut. »d A,l«ret,e ohan-
nel. Thi. report ,s published in .he.nnual report of 1900-.90.

He also made an estimate for JOfoot navigation for the whole canal in 1901
ijl^'^^"'"' " " """ '" ■*■'''"' ""''S'"""- " P"l'"»""'l 1" 'I" »"nual report foi

Mr H 'a 'p"?"' '■' ".""l""'"'! "'• ^""e' V. Wisner, consulting engineer, and
Summo '^""'""■,' ■ '"■'■ f^- >= ' ™ »n-amination of the French River, als^ the
Summit section, au.lllie .\iaiT,«an River. .

of "'A '"•'.'■"'''"■"••■"'•-■"■"'"' '"'"""ion of Civil Engineers, London, atld
of the Cana<lumS,o...|, „r Civil Kngineers.

■J

Profewlonal Beeord of Henry Ctire, ■. Can. Soe. C B.

Enfiaiied on re.|ocition olthe Giund Trank R«il«.y belween St. Munuid
SkniH, ftlso on ih.: localioo of the Kingtlon Branch.

A»l. Enginnr on the Arth«l»Ma and Thtee Kiven Branch, and leyeller on
the Grand Piles Railway location.

In charge of pany located line ihroush the CobcquiJ Moonlains, Nova Scotia,
for the Intercolonial Railway.

In eharee of parly on exploratory .Surveys, and located line aa adopted between
1.1. Fablen and the Aniqui River.

In 1870— Resident Engineer on the conatruction of contract 14, Intercolonial
Railway, at Lake Metapedia.

For the neat ten year, with the Canadian Pacific Railway:-Made exploratory
survey, at Lake Nipeuiin and between Thunder Bay and the English River Locat-
ed line between Rat Portage and the Narrow, of Lake Manitoba. Resident
Engineer on conjlructio.i of Section 15, l«ween Rat Portage tnd Cross I jtke.

In 1888-designed aud con.lrticted large flume at Trenton to control one half of
the power of the River Trent .

101899 joine,l the stair of the Montreal, Ottawa and Georgian Bay Canal
Surveys, andlin charge of party, locale.1 line through the Summit cut f.nd Trrut Uke to
the foot of Turtle Uke, 19 miles. Al». between Black Falls an-l Porlage du Fort
on the Rocher Fendu Line and between Bryson and the main River on the Calumet
Channel. AI.0 between the City of Ottawa and Deschene. Lake and made survey
on the ice from Ottuwa to Mcntebello.

Professional Record of H. O. Stanton H Can. Soo C. E.

Emplviyed on the Montreal A Occidental Railway.

Employed on Ihe Ste. Anne Ixxk and Canal contract a. Assistant Engineer.

Employed on the contract (or deepening the channel at Ste. Anne.

In 1888 he joined Ihe Grand Trunk Railway as Engineer, (aaving charge of .0
nilles of double track work, which he finished, and then had charg. of the construe.
Uon of part of the Colniurg, Peterboro t Marmora Railway for the Grand Trunk Ry.

Entered the employment of Ihe Department of Railways k Canals, having
charge of a breakwater at Sle. Anne; and afterward, at Grenville in charge of
rebuilding of appniaches ihere.

In charge of the enlargement of two sections of the Grenville Canal, remainin.
there for about two years, when he joined the staff of the, Monlreal, Otlawa 4
Georgian Bay Canal Surveys.

Was employed for some months on surveys of drowned lands 'on the Upper
Ottawa River for Itw r>,p„„„„i „, R^ii^.^^ j. c„,,,_ " •'I'

At present in charge, a, resident Engineer for the Renfrew Power Company
<onstructine a dam, flume and power hou«.

QuanUtlea both wet and diy have been taken out
for every foot of the distance ftwm the mouth of Frenoh
Bivep to Montreal under the dlreotion and careAil
eupervirion of Henry A. Purdon, Baq., who has been
engared in this branch of professional work for years
and is speeiaUy qualified to perform same.

Professional Record of H. A. Purdon. H Inst. 0. E.

RejHem Engineer in charge ol conjiruclion of illusion of Hull i, Birn<lev K«
England. ' '*'

Re.i.lenl Engineer ul Granada, o,n«rucle<l divi«ion of (ireal Southern Kailway
of Spain. General Manager from 1895 1" 1897 of Kaslem portion of the Mme
Kailway.

For the 1.1,1 i;,e year. engare<l in preparing pUni lor English Parliament and in
investigation, and reports on the following important Foreign undertaking.:

I«eporled and ejlimaled onlhe conatracllon of 800 mile, of Railatay i„ ku,aia
prop.»ed by the RiusUn Government; al«, upon an important projected railway
tunnel desired by the Government of Rnumania.

In Itgq and 190a twice vinterl Buda Peslh to examine and report upon the
projected new Pott there, put forward by the Hungarian Government for the im.
provementofthe large River tralTic on the Danube. At the Mme time, he eaam.
ined eatenaive canal and drainage schemes in Hungary.

Uter in 1900, visited Malta to estimate th. cost ol the two Naval Docks to be
•onstructed there,and in 1901 reported upon the pioiires. oflhe Graving Dock which
Meswrs C. H Walker t Co.. Ltd., are carrying out •! AlexandrU. Egypt.

In May 1901, was in Canada compiling the pUns and sections for the ptojened
Montreal, Ottawa, H Georgian Bay Canal.

'5
NATURAL ADVANTAQBS.

Permanencjr of Water Supply.

Tiie Ottawa River Navigation is assured of permanency
of water supply, and has therefore no problem to confront
similar to the serious one raised with regard to the St. Law-
rence by the gradual lowering of the Great Lake levels for a
number of years past. Records of the highest and lowest water
have been kept since the building of the Rideau Canal and
show no ttpfreciMt diminution in the volume of thr, Ottawa
waters for the last seventy years.

The average lowest water depths on the lower mII of the
lower luck of the Rideau Canal at Ottawa f .r period-^ of five
years from 1873 have been as follows;

Average lowest water 1S73-1877

Lowest water

1878-1882
1883-1887
1888-189?
1S93-1897
1898-1902

1898

1899

iqoo

6ft.
6ft.
6ft.
6ft.
6ft.

;ft.

7ft.
6ft
Sft.
ol

2 in.

6 in,
10 in.

10 in.

7 in.
2 in.

11 in.
11 in.

- in.
volume

For several reasons no measurable loss
water is likely to occur : —

The sreat number and ext>:n<ive combined area and
volume of the lakes of the Ottawa Valley con.stitutc ihcm tlie
most perfect possible system of natural reservoirs, for regulating
and restraining the flow ol flood water.

The opening of spring coming later and the commencement
of cold weather in autumn coming on sooner on the headwaters
of the river than on its lower stretches tends to retard the flood
waters, to Icss! n the velocity of the currents in spring, to les.sen
the height of fl.iod water and .10 promote uniformity .of Aia-.
charge of the stream. Something.of the extent of.this influence
may be judged by comparison of the southern tributaries-nf the
Ottawa, with those coming in from t^.c north.

The methods of lumbering operations . practised under
the policy of the Ontvio and Quebec Governments lead to the
removal of the larger trees only. The smaller and second
growth of timber are growing up and keep the country covered

The pine with which the country was originally covered,
has been largely removed and its place taken by second growth
spruce and hardwoods in which the danger from fire is much less.

Large forest reserves have been created on the headwaters
of tributaries of the OtUwa, and the character of extensive
areas of the drainage basin of the river is »uch that they will
probably be withheld from settlement and maintained perma-
nently under forest

Should the water level, notwithstanding the operatton of
these causes, tend to become permanently lower it would not
matm'alfy tpcl tht navigation in any mty sinte ariitary Uvtis
can it maintained by means of dams, and the volume of water is
enormonsly in excess of any possible requirements for purposes of
navigation.

Finally, in case necessity should ari<e both the volume and
the tevd, of low water in the Ottawa couldbe chti^ly aud egecthtely
regulated by uliliiing as artificial reservoirs some of the numerous-
late basins referred to, improving these as required, a course
which has from time t.i time been sueces.sfully adopted to
regulate the flow of almost every tributary of the Ottawa River
by the lumbermen of the district for the purpose of dr.ving
their logs.

Phjrsieal Features.

It is an imporunt geological fact that the outlet of Lakes-
Superior, Michigan and Huron was for thousands of yeais by
the Georgian Bay through the valley of the present Ottawa
River, and that the completion of a deep-water channel along
this route is merely in the direction of restoration of former
natural conditions. An immense volume of water has in the
past carved out the softer portions of the river channels, in the
French, Mattawa and Ottawa Rivers often to immense depths.
Thus the course of the waterway is, for the most part, prac-
tically a series of deep lakes separated by bars. if r.ck ai Which.

euKadei occur. ThcK iakes, or lakelike expuuiom, afford a
natural navigation ol the highest cla» ..ver the laiger propor-
tion of the route. The concentration of the dewent in rapid,
or cascades in a series of steps with long intervening level
stretches, minimizes the amount of cana' ig tn be done, as
in many cases no more than a simple lock ■; required.

Added to this, over a great portion of the route the banks
are bold and rocky, often precipitous, and the conditions every
way favourable to the raising of existing water-levels by means
of dams and the deepening of the channel thereby without
having recourse to excavation.

The existence of alternative channels at most of the large
rapids on the Ottawa River will be of «;rvice in the execution
of works to be constructed, and will be of importance in the
regulation of the waters for navigation, and the preservation Of
structures during flood.

Conditions dependent up<3n the state of settlement of the
country are also most favourable. The present location of
railways will permit supplies, material, stone for locks, cement
machinciy. plant, etc. to be deposited within a short distance'
of any point ..n the whole route, and will not only lessen the
costof transp>rtatio.i. but will ,«rmit work to be carried on
along the whole mute simult.in.-o isly. The use of powerful
explosives, and the most modern appliances in dredging. e.«a-
vating. and construction machinery will lead to great savings in
cost as compared with the methods in vogue at the time esti-
mates of cost were made .some years ago. and will offset to
some extent the added cost of the larger scale of navigation

The need of the Ottawa waterway both as a through route
and for the development of local resources is vastly greater than'
ever before. The marvHlou* growth of the Western States and
our own Northwest in the last quarter of a century and the
ci -sequent increa.se of commerce on the Great Ukes have
given rise to a freight traffic between the Great Lakes atid the
sea-board, already -.f enormous extent and rapidly increasing
such as must in the near future tax all possible means of trans-'
portation, and in the conveyunce of which the Ottawa River

route, owing to it. .upe.<ority in point of .hortnew. chcpnea,
and iafety must play „ very important part.

The vacant landt of tlic United Sta'« are now practically
exhausted, and the tide ol population l.as turned toward, the
almo« limitleM wheat area, of the Canadian Northwest
Settler, arc rapidly (locking into that country, and both its
output of agricultural products and it. requirements of manu-
facturcd g,Kxi» will incrcaw with great rapi.lity in the near
future Itisfor Eastern Canada to furnish transportation
facilities f„r the former and to reap the benefit of the latter
in extension of industries. Failure to realize and meet the
nc..-ds ,.f th. Northwct lor cheap and adequate tran.sportaiion
canclyrosultinthcbulkof its exports going forward via
I nilc'd Stairs mutes, and in its imports being almmt wholly
supplied from the States to its south, a result not only subver-
sive or the commercial interests of Eastern Canada but destruc.
tive of community of interests between the various portions of
the Dominion, and therefore prejudicial to our na.ional welfare
It has been s at.,1 th,t the Northwest is capable of sustain,
ing a impulation of at le.,st So.0CX),00O. Last year in Manitoba
400,000 peopl.. raise,! .o,S,ooo.ooo bushels of grain. . Kxtensive
car famines have already occurred.and the railways have proved
inadequate to tne task- of movir.;- existing wheat raisetl by a
comparatively small population. With the growth of populil
tion and greatly increased proiiuctioii the difF.culties i-ust be

intensely aggraviitedunlcsi outlets of ample capacity are nro-
vided. "^

Some indication of the relation of existing routes to the
traffic potentialities of the great lakes may be gathered from
the fact that the volume of the grain business over the Ottawi
and P.rry Sound Railway last year, drawn .--rom both 1 ake
Michigan and Lake Superior, was about am-iixtieth of "the
amount of the actual traffic through the Sault Canals last v
andthat the traffic at the Sault has for Some tlfi?e' past doubled'
about every .si» years. -

The Saving fe be effected by the deep waterway in the cost
of transportation willdfre-.tly benefit the producers of the

Northiven uii; HIiiniilatr immiKratinn into that jvirti.n nf the
Dotniiiion and be o( inc»li.iilal.|r! value in tiic development of
it.H reiiources.

Largo |x.rti.Hi« of the Ottawa valley, an.l of Northern Ont-
ario and (Juebec po<«.s< valuable mineral and other resources
M well a- spruce and other timber in (jreat commercial demand
at the present time. For the purpose of stimulating and making
more rejnunerativo the lumber and mining; industries in these
districts, and of aiding and promoting the construction of rail-
ways to opL-n up northward, m work could be undertaken
compirable in imp)rtancc v/ith the canalization of the Ottawa
River.

The industrial future of Canada depends largelj- upon the
wi>rkin.;,' of its c.>:tensive dcpisits of iron. .As th; deep channel
at the Sault has resulted in an output of us.ooo.ooo tons of ore
from the .American shores of Lake Superior in the last 17 years
the Otta«a Waterway will lead to an enormous increase in the
ircm raised 1 this part of f lanada, and will be of great importance
in bringing it alongside the coal of .\ova Scotia.

Nova Scotia coal has hitherto not ascitndcd the St Law-
rence to any extent above Montreal, to which p ,,t the
shipments amount to 700,000 toils. Ih exiic.isc and loss
incident to traTis-shipment and the competition of .American
coal have prevented any further extension of the market for
t,'an,i<lian coal in this direction. \ glance at the map however
will shew 'hat the Ottawa Waterway will give Canadian
coal a great adv:,ntai;c in comijeting with .\mcrican coal. .All
the Lake Huron ,-'n;l Georgian Hay |)orts are closer to .Montreal
by four hundred miles by the Ottawa than by the St. Lawrence.
The pr>rtion of Ontario stretching ,dj the wa>- from the Quebec
houndan to the Manitoba bou.i.lary.includin;; the richest mineral
.listrict of the province wdl be served by the can.ll. Going up
the St. Lawrence, C.iiiadiaii cord directly meets the .American
competition. I'Acry cnile travelled west is a mile into the terri-
tory .if .\incrican co.d shipp;-rs, but a journey of 400 miles n|i
the Ottawa brings the coal carrier within a lew miles of Sudbury
to th"- '■dgc of posaibly the ;.jreal-..-sl iiiincr.il arra in ICasterii
Canada, anil 200 miles mure brings him to the 'S ' There

is also no reason why grain should not be taken from Fort
William to Sydney. It could be stored there and shipped all
the year round; would be a thousand miles closer to Liverpool
than it would be at New Vork, and the vessel could be sure of a
return freight of coal.

The opening of the Ottawa navigation as a through water-
way is not only a commercial necessity but a measure of Natio-
nal and Imperial Imporfince.

Of military importance us the only possible waterway bet-
ween the Great Lakes and the Atlantic entirely within Canadian
territory.

Ot national coiisefiieitce AS furnishing an additional bond
and means of communication between widely removed portions
of the Dominion, carrying farther northward the line of settle-
ment, and of profitable commercial and industrial operations
and thus tending to add compactness to our territory and to
cement together more firmly its parts.

And of Imperial value as part of the transcontinental trans-
portation .system, a link in the shortest possible highway between
the granary of th= Northwest and the British market.

j^^oef::*!;:

w^i%.3ms%T^mr:^mm^f^r- • wk