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 iT— 
 
V\»=MOPANDLLV\ 
 
 Oil Ilk- G\-)r\\l oi the \VA\T\(: on the (im!,\T L\Kr:.S 
 AMI) Till: |)|^()|)(),s||) on.WVA .S|||p \,\V|(.atiOM 
 
 WITH COMf>LIMENrs OF ■^"^ .^ 
 
 MONTREAL. . PTAWA & GEORGIAN BAY CANAL COMl .NY 
 Head Office : OTTAWA, CANADA 
 
 MAY, 1901 
 
* NOTE. * 
 
 The ttuthoriiics from which extracts and al)!,iracl! have been made 
 '" -"The United Suites Deep Waterways Commission's Report 1897; 
 The United State* Board of Engineers Report, now being pilblished ; The 
 Report of the New York Commerce Commission, i9<«; The Report of 
 Committee on Canals of New York State, 1R99 ; The Chicago Board of 
 Trade Report, 1900 ; The Proceedings of the American Society of Civil 
 Engineers, 1900 and 1901 ; Papers by Mr, Jose \fayer, M. Am. See. 
 C. E. and Mr. George Y. Wisner, M. Am. Soc R. and discussions 
 thereon and the Annual Report of the Department of Railways and 
 Canals, 
 
CROSS-SE CTIONS OF NOTED CHANNELS 
 '^°^'^""'-, OTTAWA g. GEORGIAN BAV CANAL 
 
 -m^ 
 
 
 WELLAND&SOULANCES 
 
 NORTH SEA 
 - BALTIC - 
 
 NORTH SEA 
 
 AMSTERDAM - 
 
 SUEZ 
 
 MANCHESTER 
 
THE TRAFFIC ON THE GREAT LAKES AND THE PROPOSED 
 OTTAWA SHIP NAVIGATION 
 
 FROM th« .i„K. „f ,1,. .rriv.-,I „f ,1,. first Ka-nol, c«|,l„aT» „„ ,1,. (>,„, ,.ak.., i„ 
 
 tl rauKl tlii-.v; lake., .!» a m.ans f„r llic di.vd..p„,i.,it of nuv,- „,„„„„„ l,a, |J,, 
 a,ro„,„„„, rac.ur,„.„ec.„„„„„d„r „„„ i„„„„rial pr,«rc.s» of .,,. ™ ,r Uh 
 o.ly.ooy.a™s,„c. tlie fir,, sail vc-.s.sd was la„nd,„l on the- Upper Lakes .|.,r , e 
 wlnch.„„e. .„e. ...rcl, „ark ea,„. ha, ,..„ .r„„sf„r„,„l ■„,„ .he s J-rfrdg^r^; Z 
 otS coo .,.„ c„,,ac,,y. a,„l a freiRht trafli,: of 4o.,,„,,«x, tons anmrally l,a» Ix.-^,, d.ve, 
 wa.twa™ ' """"■"" °' ""■ """"'-^ "''""^'•>- '- ■'- """•■ ».-™ "' 
 
 Witl,o„t the fac-ilities for easy tra„sport..io„ „tIor„e,l l,v these waterways the 
 
 mal a„d „,a,M,fact.,nnK re,„„n:.„,enls „f these citie. the „„prece,leute,l sro.vtk of 
 Riv aret'h;;;«:"r ."'"''""T"'"^^^ TheS,.Lawre„e.Rivera„dtheH,„,s„„ 
 t1,es"wm, ^he r ^ rT """"""' "" ■"^■'^"■•""i'^ "-'. anl to connect 
 
 !™ ., ■ " '"■ " "'"'""■•■> "' «"""''''^^ <lm,e,„io„s to economically 
 
 transport the connnerce of the country tril.ntary to the lake system, has Z t ,e 
 
 ;"om the la»" " " """=" "°'"' •■""■ '■'"' "' '""^ ""■■'"■' «- greatest at'tention 
 Tvvo general systems of canals have l«en constmctcti to secure throue-h water 
 nay.Kat,o« from the lakes ,„ the Atlantic, one hy the Canadian Royern Zt aro" ■< 
 .herap,dsa„dol,.*„ctionsof the Niagara and .St. Lawrence RK-ers , the oth h 
 he State o New York from Lake Erie to the Hudson River at Albany Both of 
 these were .nadequate for the deman.is of comu.erce when courpleted. The Cat^dia" 
 system ha., been eulargcl three tin.es, and the Erie Canal 'once and he eco.rf 
 
 .^3"""."';'""™"" : ,""" '"'"■ '"'^- " "-™-S"age railroad, thdr dimen io, re 
 not .such a, to form a .satisfactory and even appro.xiumtely adequate link tetween the 
 larger transportation route, which they connect. The ,„ssibil ties for the g™w h „I 
 
 oTr™ ""r,""T "'"""T"' ""''"■" *" "■»"'"" "■" ™"»t™ctio„ of transXti." 
 route, on uch broad pru.cples a, to anticipate the actu,al returns hv the tin.eVhat he 
 w-ork could ,», completed. No atten.p, a.K-ar, to have l»e„ made' to detom te the 
 channel d„nens,o„, which would ultimately be required to torn, a through .raTirta 
 
 r;;z;:^™: x^t'- "■ '" '-"-"■ """■'" "-^ — ^-^ -" •--^-- '-St 
 
 The present depth of these waterways i, not such a, to meet the requirement, of 
 he nrodern economic lake freight carrier, and this can onlv be obtai, e' rmaki,°g 
 
 z::z:::^T'^''"' ->i...c„si„,„tocon,omtwith the co„tro g depths :?;;;? 
 
 like ?Z "" ',"'"■ ,"■■■""^■^•1 ""^^ i.upr..vo„,e„t of depth has been a gradual one, and uu- 
 Ike the CO, strncon of ex,st,„g canals, the money e„,,ended on such work In, 2 
 been los when con^dered i„ reference to iutnre enlargements. When the Fri Cana 
 was fir,t o,K,ued, Thoma, Jeffer,„n declared that the project „.„ a 1 n „! d year 
 al'ea.l of,,, tunc yet within ten years alterwards it ijanje neee Jr ," comn e, ^ 
 enlargements winch co.,t fully .as m,.H, as thottgh no work had been do, e 
 
8 
 
 MONTREAL, OTTAWA & OEOROUN BAY CANAL 
 
 -■w\ 
 
 Tliu Welland Canal wns om-iiccl in 1820 and tl.« «t f -,,. 
 
 of the St. Luvvrence River system t., nffonl a depth nf ,2 feet throuirh,,,,. 1„„ If 
 th,, c,,,,!,, ,. eo„,,,le,e„ the pn.jec, was „,„hr,e<' n„<l nl t K ., c'k, "S ^'rut^e mJ 
 
 Laktr'^H, '?"""'"■" '" "" ""'>■ "■•*™ayfr„„, Lake Superior ,„ ,he Lower 
 
 s,o„s „r the waterway were i„a.le.,„ate .0 a«.c„„«late the „^^^^^ ^'ZT 
 nor a,Kl„, ,870 the United States B„ver„n,e„t e„„„„e„«d tl,e i Zve , e« „^ he 
 
 r;;^z;--r«r:^™;--':^r "'•'■^ '""■-» "•■" -"•.--- 
 
 and 20 fe-et 3 inehes deep, eonrpleted in is,, ' "'' '^ '■"■"' ""'= 
 
 there were registered a. the .Soo Canal 4384 passages of vessels witl, "net gisered 
 
 AllthouKl, these Sgart, show the rate of increase in registered tonnage thev do 
 not g,ye an aecnrate idea of the cliaraeter of that ehan,>e VVhil,. 1, w t 
 
 „f , ' ° ; ' °"^^" ""■°"S'' "'« <■»""' "as e-nrried n.aiidy in sailing vessels 
 
 wd,ieT watTh » 'T "!-"""• """'"" "'<"^'' "' ^ '" --» ""■» ™ . . fe oVw^" 
 
 J^.p^9:r?;stas---::;— 
 ^-::™;;;=;--:;Cr-r-r-^^^^^^^^ 
 
 en^el. The old shi^ Wea,. nnp^S S::! d!!:- ::i::?r'S tr 
 Zr • r ""■""'■•"""■ The building „f a larger class of ships from ,L\o'S, 
 
 ;<..s register was taken up and they carried a constantly increLng p^^rrtL. tJ 
 
 .„ J''^'^?'""T ''^!^ "■"' "•*""' '" "'''5 »'"' "" P-* l«-k i" '896 with a deoth of 
 
MONTREAL, OTTAWA & OKOROIAN BAY CANAL 9 
 
 loading. During the next t«-o years almut thirty sliips were l)iiilt which sliuhtly 
 extwJeJ j.uoo tons net register, and with the iniproyed eonditioii of locks, and chan- 
 nels, the nir -imuni cargo rose to 6,244 tons. In iSgS tliree ships ot more than 4,000 
 tons register were in service with a niaxininni cargo of 7,840 tons ; in i«99 the maxi- 
 mum cargo was 8.331) t,)U< : one ship carried close on 10.000 tons in [900. 
 
 The economy of transportation in the.se large ships has been so marked that the 
 bnildnig of ships of less regist..red tonnage than 2,000 for through freight husiness 
 from western lake p irts to Lak; Erie ports has practically cca-sed. The largest ships 
 now in use on th= lakes have a length of ,,00 feet over all, and a heam of about 52 
 feet. Considering how rapidly the cost ot a ship increases with its length and how 
 difficult It IS to secure strucliiral .strength without increase ot draft, it seems reason- 
 able to conclu.le that no very marked further increase will take place. This ratio 
 iKtwecii length and draft has been lately very carefully considered by the British 
 Institute of Naval Architects, and the cost ot various lengths of ships estimated in 
 proportion to the depth. This conclusively proves the greater co.st of transportation 
 in large shii>s per ton of cargo on a limited draft, and the economy of transportation 
 111 large slii|is with draft increasing with length. It has lic-cn shown that the most 
 economical ships tor a 20 foot draft would have a length of 480 feet and a breadth of 
 52 feet This analysis, therefore, supports the idea that the limit of /e of lake lioats 
 has been reached unless the channels and the harbours are made deei«.r. 
 
 Canals of greater depth from tile Great Lakes to the seaboard have been under 
 the consideration of the United .States government and the .State of New York for many 
 years past. The hrst survey for the same tvas made in 1833, tor a canal io feet deep 
 and in 1853 for one 14 feet deep. The cost being considered excessive, a new project' 
 in 1863. was put forward for a ship navigation of 12 teet. This was again put aside' 
 and a new survey made in 1867 for one ot 14 feet. In 1884 a new project was put 
 forward tor one of 18 feet, and this was again put aside and new sun-eysmadc in 1.806 
 mid a barge canal projected with a depth of 12 feet. 
 
 In iScjstliciuiportanceof this transportation question was so far realized that in 
 February, 1S95. a resolution passed the .Senate and House ot Representatives author- 
 imng the President to appoint a Committee "To investigate and report whether it is 
 fea.sible 10 build such cinals as shall enable ves.sels engaged in ocean commerce to 
 pass to and fro Ixtweeu the Great Lakes and the Atlantic Oceau, where such canal, 
 can b most conveniently located, and the probable cost of the same." 
 
 This Dee]) Waterways Commission issued its reiMrt in January, 1897 It con- 
 tains the following : — 
 
 " The most profound economic changes of modern times have been brought about 
 by the improvements in traiisp -t...ion. The railroad ot to-day l«ars alrait the same 
 relation to the transportation ot thirty years ago as that did to the stage-coach and 
 freight wagon of the lirst quarter ot the century . 
 
 "In the first half of the century each nation practically depended upon its own 
 agriculture for the subsistence ot its people. States or communities isolated by dis- 
 tance or luountaiu ranges might suffer from famine. A busliel ot wheat raised far west 
 of the shore of Lake Suiierior and now consumed b; cotton spinners in Lancashire 
 5.000 miles away from the field ot its growth, might have its value e.thausted by .i 
 wagou haul ot 100 miles. Now the combined stock of the world is the daily visible 
 supply ; its amount is known in every city, and its accessibility is fully understood 
 
 "In 1869 occurred the opening ot theSuez Canal, which brought the Kist into 
 
 comiietilion with western civilization by reducing a voyage of 6 to 8 months to 30 day-^ 
 
 -king It iieces.sary to readjust ancient systems of distribution. A part of the effec 
 
 of tins rearrangement of the tvorld's commerce upon the business of this country luaj 
 
 be seen 111 the reductions of the freights ui»n grain .about 75 per cent The magni- 
 
l.AKK One, From Near I^wer F.m>. I,ookinc, Towarls Trolt i,ake 
 (aiimtnit Reclion.) 
 MoNTKEAi., Ottawa Jk Gbokqiah Bay Cakal. 
 
MONTREAL, OTTAWA & GEOROIAN HAY CANAL ii 
 
 lude of comnicrcial clutiKe or clisturhniice in reilurtii .11 of vnluc niny \k estimated from 
 the fact tliat five years after tile opening, tlie trade of India witll foreign conntrics had 
 so incteased in volume as to employ an increase of 250,000 tons of steam shipping, an 
 equivalent of 500,000 tons of sail. 
 
 "The limit of reduction in railroad freights seems to have been reached; it remains 
 to lie determined if it is not possible to extend lake navigation to the ocean by a prac- 
 ticable ship canal. Although the development o' our natural watcrnays is but little 
 advance<l lieyoud the Imunty of nature, and is capable of immediate and vast exten- 
 sion, the effect of the little we have done has been enormously profitable. 
 
 "The chain of Great Lakes with a water surface of g.s.ijfis stjuarc miles, gives us a 
 deep freshwater navigation, the extent of which can not Ik accurately stated, so rapidly 
 does it increa.se. If it is overestimated in enthusiastic estimate, the calm .atistics 
 soon overtake the exaggeration. 
 
 "At Buffalo bulk has to be broken, the grain elevated and transferred to cars or 
 canal lioats and the same thing, with e<iual expenses, is repeated at New York. The 
 lake freight from the farthest shore of Lake Superior and of Lake Micliigau to Buffalo 
 is from I to i;i cents a bushel ; the ocean freight from sealMard to Kurope. 3 cents. 
 The whole co-<t. however, from Chicago or Dulutli to EumiK: is from 9 to 10 cents. 
 Therefore, more than half the cost goes to railway or canal freights, commi5.sions and 
 elevator charges, to which must be added the item of waste. It costs twice as much to 
 carry a barrel of flour from DlduLh to New York as it dix-s from New York to Euroix', 
 though the latter dLstance is twice as great as the former ". 
 
 The Commission nrged the aplwintment of a tecliuical board of engineers to 
 investigate their c'clusions and the probable cost of the ship canol to New York 
 recommended by them. This Board was designated and appointed l.y the President 
 of the United States and consisted of the well known Civil l-higincers Mr, Alfred Noble 
 ofChicogoand Mr. Geo. Y. Wisner of Detroit, mul .Major Charles W. Ravmond, Corps 
 of Engineers U. S. Army. They met in August. 1897. and have gone into the 
 question of ship canals and lake transportation most thoroughly for the la.st three years. 
 The office was at Detroit, under the immediate personal sujiervisionof Mr. Wis-ier and 
 he has given close and continuous attention to the work of the Board throughout the 
 whole period of its operation. 
 
 They were asked to compare the cost and relative advantages of a 21 foot water- 
 way and one of 30 feet which would allow of the largest ocean steamers entering the 
 lakes. Their recommendation is ; 
 
 For depths of over 21 feet the interest on the cost of construction exceeds the 
 decrease iu transportation rates, due to the use of deeper draft carriers, and that the 
 21 foot waterway promises a much greater return of v.ilue reLttively to its cost than a 
 30 foot waterway which would allow of the entrance to the lakes of large ocean going 
 steamers. 
 
 The foregoing coiusiderations and the conclusions arrived at after such careful 
 investigation and study demonstrate conclusively the necessity of a. ship canal from the 
 Great Lakes to the seaboard and fixes the required depth of such a canal not only for 
 the present, but also for the future. 
 
MONTRKAI,, OTTAWA & GKOROIAX BAY CANAL 
 
 CbeCrttfe. 
 
 mtii governs 
 Vates? 
 
 We now projpose to con5ider the actual existi j^ Traffic and its 
 bearing on the proposed Ottawa River Navlsatlon. 
 
 Tin; area of tlic iiitUistrial iiii.l nKrictiUiiral district affectefl by the tramportation 
 syjittin uf thu (Jreat Lakes is that strttcli of cuiiiitry havioR its apex at ChienRo 
 and St. Louis and Htrt-tiliinKhack to tilt- WV-st and Northwest and com prising 
 the states of Missouri, Illinois. Kansas, Nebraska. Iowa, Wisconsin, Minnesota, the 
 Dakotas, aiicl the prcivince of Manitoba. Ontario and the Canadian Northwest. 
 
 This country has an area of over 2,oco,ooo sijuare miles 
 
 It lias a pfjpulatioti of over 2i.o()o.(wx> and five years a^o had only 17.000,000. It 
 is the finest srain-Krowinj; country in the world ami produced in 1891,. -2.223.qck),ooo 
 bushels of Wheat. Barley, Oats, Com and Rye. It is the export traffic of a portion 
 of this Rrain. to^;ether with the movement of iron ore, that has given the inipnlse to 
 lake shippinK which has broujjht it to its present magnitude and perfection of econo- 
 mical transix>rtati(iii. 
 
 A glance at the map will show the prc-sent position of this trade. The points of 
 asseml)lagc for this enormous trafKc arc. on the one hand. K.iiisas City and St. Liuis ; 
 on the other, Chicago and Milwaukee and DuUith. In these centres the grain is 
 sorted, cleaned and clas.sified and prepared for shipment. And from these centres 
 resiK'Ctivelv they are sent either Soi„/i. tu the Gulf jwrts of Galveston, Sabine Pass, 
 New Orleans, Mobile and Pensacola : or /tas/, Norfolk. Newport News. Baltimore, 
 Philadelphia. New York and Boston, a small p(j. \m going out l>y way of Montreal. 
 
 This is the case in spite of considerable variations in the distances as shewn 
 1m;!ow, and is due to the railway combinations and pools : 
 
 Kansas City to Galveston, - . . . ^05 Miles. 
 
 " to Sabine Pass, - . . , gg^ " 
 
 St. Loiiis to New Orleans. - - . - yo6 
 
 " to Mobile, - - . . . g^j " 
 
 Chicago to Newport News. - - . 966 
 
 " to Philadelphia, - - . , ^23 " 
 
 " to Halliuiore. - . . . y^Q >• 
 
 " to New York, - , . . . gyg " 
 
 Buffalo to Boston, ^g^ " 
 
 }- 409 " 
 
 424 " 
 
 - 439 " 
 
 Erie to Philadelphia, . - . . ^g 
 
 " to Baltimore, 426 " 
 
 Fairport to " - - . , . ^^ j * > 
 
 What absolutely governs the tendency either /{asf or Sou/// is Llie all-rail rate 
 from Chicago to the Hasteni pjirts and from St. Louis and Kan.sas City to the Southern 
 l>orts. It is these two channels that practically divi<Ie this trade, whose rate is gov- 
 erned by the railways, and a driblde of alxjut 8 per cent, or less passes out throiifjh 
 Montreal and the St. Lawrence. That the all-rail rate fixes the direction of the traffic 
 is proved by the fact that when the Lakes' traffic is stopped during winter the grain 
 rate fnmi these centres to th'- sealKwrd is only slightly increa.^ed. The contest lietween 
 the Gulf voa<Is and Atlantic roads Koin^ on just the same, the latter however losing 
 the advantage of the partial lake route, Chicago to Buflfalo. 
 
ARIA t.000.000 nwM uiut 
 
 POPULATION ai.ooaooo 
 
 DRAIN PRODUCTION 
 
 IBSO. 1, 22 1, 000 000 •unnu 
 
o 
 
 ■ ,-<i rv 
 
MONTRKAl, OTTAWA Jk OKORniAN tlAV CANAI. 
 
 13 
 
 The niinln'titioii l» «) kmi tint rstin uri' iiit ilown lo tliilr lim«»t lliiill, tht liiic 
 ofwar l«iiiK Ulw^ii llK AUai.lIc |«.rt., anil Ihi- Cult |,.m,. a te:iMnt CliiinK.. nrm 
 
 wriu-«; "The hu»lmii« l» wurknl m fine im ncccmiit ••! llil» v«irnin- <• iKliilini 
 
 iM'twwil the C.iilf rcKidft and the roatU ntllilillK I'AA. atul dttweeti tht- (jr«iii denlcrs itt 
 Kniwrn City anil St. I^ui«, aiul the k""! ileoler« 01 Chkniici, Miluaiikei ■ml otlitr 
 I.iike iiiirl», thai nllinlitiifs tlu' dilTeniice u( H leiit jier liii«hil »ill nvi'mg the huMiiciu 
 fnmi Nebraska iir Knli^jw loeality eillier to ChicaKo and Art*/ via the Orent Lakes and 
 Ihillido In Atlantii- |»irH or ScKit t.i the (lull u( Me«ie,i lohc e> .urteil ftulil Calveslun, 
 New Orleans or oilier (Jnlf jwrts." 
 
 IWdire ihe New Yutk Comn.eri .'omnilBsion, which rrpotel last year, It was 
 clearly denioiislratetl how the trade m Atlantic jsirts was divertLit lo the (iulf n.ads 
 by a very small dillerelice In all-rail rates. Mr. Harriett, the Cetieral Traffic Manager 
 of the Krlc Railnmd. illsclosed in his testimony that '•when the rate lo the Snuthern 
 Atlantic ixirts ( Norfolk and Newport News I was sliRhtly raisiil . the diversion of urain 
 lo Ihe Onlf jKirts immediately l«anie so ninrkeil that as a rcsnit, within a month, the 
 Southern Atlantic railroads dcmandeil and -secured a reduction of rates. II, hy 
 sliKhtly rnisinK their rate, the more ex|iinsive roiiles thiouKli the Southern Atlantic 
 fxirts lose Imsniess to the C.uU it einpliasi/es the views c-xjires-stsl by ChicaKo exporters 
 that i( the New York road would reduce their rates the area of territory trilmtarj to 
 ChicBKo and thence to New York wonlil lie Kreotly enlarKed, and thereby the (Iulf 
 competition that iio.» injured Chicano as well as New York would lie successfully met. ' ' 
 Many more instances miiilit lie Kiveu. but this Is put fi vard lo show that tile 
 all-rail rote is the lactor that tlomiiiates the whole of the tra.i.s[«irtation from these 
 trade centres and immense tri.,le areas, and thai ChicaKO as a greu; trade distribiltiiiK 
 centre is vitally affected in cheap trnnsixirtation. Cheap trans xirtation alone con 
 meet the cotnptition of St. Oinis, Kansas City and the (Iulf nmtc which draws tr.lffic 
 away from ll' -.crritory tributary to Chicauo, and the cheaiier the trans|iortalion by 
 way of the Lakes, the more its tributary area will lie cnlarf^ctl. 
 
 The point we now have to consider is how. then, do the lakes affect this ^jreat 
 .'trUKK'e KoiuR on lietween the AtLintic anil Ciitlf isirts for this traffic ? 
 
 The reply is that at present they simply afford a means by which tlltf I-lastern 
 roads can maintain their hold over the largest share of thi-s traffic as shown by tin- lol- 
 lowiUK table. 
 
 In iSyH and 1899 the following were the wAi-at exixirts from the princiiial Gulf 
 and Atlantic imrts, as Kiven by the New York Commerce Commi.'csion : — 
 
 Atlantic Pohts. 
 New-York. Uoston. rhiladelphia, 
 Baltimore and Newjiort News, 
 Gulf Ports. 
 New Orleans and Galveston, 
 Montreal, .... 
 
 189' . 1899. 
 
 I'9.33l'.938 49.301,745 
 
 24.oS3,jl2c 
 8,989,669 
 
 26,oiS,59j 
 y,"S2,I25 
 
 Bushels, 
 
 122,410.427 85,193,471 
 
 ^""^- 3,710,000 2,580,000 
 
 The u.se to which the noviuation has hitherto Ijcen put in connection with this 
 trade is to convey the urain to the nearest railway termini, especially I.uffalo, from 
 whence it is taken to the .seaboard. 
 
 By Buffalo and rail, creates a modification in favour of Atlantic Ports duriUR the 
 season, the .same Chicago firm write : " That this is so is shown iiy the foct that 
 between 75% and So* of groin received at Buffolo goes for export. This route is used 
 for competing against the Gulf roads ond the reason why so small a percentage from 
 
 towdolitM 
 cntctratM? 
 
Cfftlii COM!' 
 HOMMCtNir} 
 
 MONTRHAI., OTTAWA & t5KOK(ilAN BAY CANAI, 
 
 Buffal,! I. i,,,,! u«t llomr .•nn.iimpil,,,, li Ihal all Ihtouijh liuliaiu, .S.«illi,rii Illlnn*. 
 Mi. riiKon, Oliio, VIrKfiiliriiiiil I'lnin > Ivniilo ralen are >u »IJii.iail lliat iIk liiltrlor aiui 
 (Umwllc |,a,k. .-an |,, .„,, J|i,| („„„ ,^^ ^lam l.i n ureal <l«l Ullcr wlvaiilaKf aiid 
 
 al luwir iirlcr. Ilinii If .lil|.,,„| (, |,akc l'..rl« to llulfalo, Kri. of Falrpurt ami llMti 
 
 itiHlrilMttvd. 
 
 ' The roflriuiU ti I IIiiHuIh art- all hi jwiol anil one man mokn Ihr ral.a (or 
 
 all IW rooiU, Hiving corli nnil mi nuioli l.n.tiiv«». Tin- Ivrit Canal l.ii»iiit»» i.xi «iii..|l 
 Hint llity lKn..r. Ii anil kl lli.ni lake whatevtr llwy can. Thtv ligurv In ix.uily i|k. 
 
 """ "»> rcKanliiiK M ,,,1 || i|„ M.mlrtal no.!., or all water r<aue> can lake 
 
 bu.m™ to Ihe i.al.«nl a litil, ,l„ai«r than via Ilnffal.i, It l> .uch a .mall i,roiK.rti„n 
 tlinl IlK-y will III II K,i, lieliiii ,nre .i( the greateat |iarl." 
 
 "The Montreal riiuli. either water anil rail or all water. Iinlk» rom|iatatlvely 
 amall anil has little inHnenci- In iimlrollinit tin Keiieral rale. The nil water n, .le la 
 neatly a» much .ml u( .lole as ih ■ lirle tonal It ha« to ku ,iver eaactly the name 
 illMlance from Chlcaitii or llulnih an tn Iluffaln, ami Iram that |i.iintilha«liiK.illiriiuKb 
 the delay iif llie Wellanil Canal, has to ttam">hi|i iit KiliKiloii aiiil ni IliriiiiKh the St 
 Lawrence Canals to Miintrcal." 
 
 A» aiinlii t HulIalo'» i4».i.«i,ooo liunhels of i[rain .Montreal received ji,oo.i,cx»i ii| 
 b"Bhela liit year, ami lie it noteil, that of lliiiae jj.uxi.ux) the jreate«l |iortion waa 
 taken there l>y tall from I'orry SonnJ anil either Ocvrnlan Hay portn. there lieinK, in 
 fact, a notable decrease In allwater transjiort. From a steaily averajie of 6jn]noo 
 tons in i8d6, i».;7 and i«.).t,to 4J,vooii tons In i«.«. in sjiite of a considerolile imrirove- 
 ineiil in the canal ayatein. 
 
 Vet the cconoi.iy of wale transportation os ctmiiiared to rail is so well ntabllshed 
 that it lleeils no discusniii. It may, however, lie seriously hamlicaiireil by circiims. 
 tames, and in this case Ihc outlet from the lakes alTect» 'he whole position. 
 
 We have seen that in the h,st decade a notable reiluction in transportation rotes 
 had taken place Ik.Ui on railways and ships. The foctors that have contrilintcil to 
 this are ■(>« and 'imr. In the case of railways the trucks have ln-eii made i 
 
 , --■ to carry 
 
 to CbUf trW- "'°">' '"""-' """' ""■ »""»i"t they nseil to do, and the more |iawerful eiiKincs take ot 
 least twice the trainloail. tin (he lakes the siies of the steamers have lieen iiureasel 
 so thai instead of carryinn up ti. a cou|ilc of Ihnusaiid tons, they hove increased their 
 larryiiDi canadtv even up to io,ix>o tons. This Is the urealest factor in cheap tians- 
 portation. and lliis is what the a'l-water mule to Montreal is deprived of, owinit t) 
 the size ot its canals, and eapeelolly of its lock.s. and therefore puts it out of the nm- 
 nini; for present cotiipetition. 
 
 The only rea,son why he Canadian railways can not only comjiete but lake away 
 Ihc tralRc from the allwal^r route is because they can avail lliem.sclves of this sre.il 
 iinproveiiicnt in hkc transportation. The economy effected by the use of large 
 steamers enables them to cut the water transportation so low that there still remoins 
 something over worth their hoviiiK. 
 
 This is the reason why Buflolo can continue succev.fully to c impete with the 
 present all-water route, and why this latter ha.i failed to attract any of .he lar({e cxjiort 
 trafhc. The advance in cheap Iraiwportatiim both by water and roil has rouc ahead 
 a great deal faster than the canals could be deepened and the locks enlarged. .Mr. 
 Gei.ige Y. VVi.siier, in a pajier read before the American Society of Civil l-nginecrs, 
 last October, referring to the St. Lawrence navigation, writes :— 
 
 '■ The expectations relative to the volume of traffic that would be developed hove 
 not been realized and it is exireniely impmbable that the small type of steamer which 
 can pass the locks will lie able to comiiete with the large lake freight carriers even 
 when handicapped with excessive transfer charges at BufT.ilo. The small freighters of 
 the lakes must go out of business and make way for the more economical type of carrier:!. 
 
i6 
 
 MONTRKAI., OTTAWA & GKORCIIAN HAV CANAL 
 
 " The decline of traffic in tliu I-'rie Cannl since iSSoand the failure of tlie 14 foot 
 Canadian Canals ti> (livt-rt commerce from tlie lake and rail lines indicates tliat a 
 waterway of less depth than n-iinired for the jKlssaKC of the lx;st typ * of lake freiRhters 
 cannot niateiially nitKlify the transport ati(m rates over existing routes. 
 
 '■ The St. Lawrence navina'ion will prove a failure only in so far as expectiujr 
 it to divert traffic from the present lake and railroad lines, or to materially modify 
 freight rates on such lines. These Canals are achievements that their projecters may 
 well l>e proud of and in the future as in the past, will amtinue imitorlant factors in the 
 transi>ortation of Canadian products and manufactures which arc almost certain to 
 largely increase in the near future." That this is so is shewn liy the fact that traffic 
 to the extent of 1.274,292 tons passed throufih the Wellaiid Canal in 1S97. 
 
 There are limits m this expansion in size of freighters Ijoth for the railways and 
 the lakes and in Iralh cases they have atxiut been reached. The Chicago firm write : 
 " There is, however, a limit to what the railways will carry for. either to theOuIf or to 
 the Atlantic Ports, which appears to l>e alioiit 9 cents [ler hundred pounds. At that 
 rate they would rather not have it as it does not pay them. At 10 cents per hinidre<l 
 jMHUids, which equals 5. fio cents per hiishel of corn and 6 cents iier bushel of wheat, 
 they wilt stitl take it but not very readily and only because of the keen cmiipetition." 
 
 Before the New York Commerce Commission the statement contained in the 
 animal rejiort of the Chcsaiwake and Oliio Railway Com])aTiy for iSyy was put in 
 evidence as follows : — 
 
 " The through rate was less while the througli business decreased, it having been 
 the policy of the Company during the last year not to solicit certain through business 
 upon which the rates had been reduced to a figure at which it was not profitable to 
 carry it when the cars could not be loaded back. For instance, during the past 
 twelve months as compared with the previous twelve months there was a decrease of 
 7,965,543 bushels of grain carried to Newport News," 
 
 To the increa.se in size uf the lake steamers there is also a limit, and this is the 
 depth of water in certain parts of the lakes, sucli :is the Ste. Marie river and the St. 
 fair flats and lake, besides the entrances to the several lake ports. This depth is 
 practically 20 feet, the depth on the sills of the Sault Ste. Marie locks txiing 20 feet 
 j inches and 3i feet. This iwint will Ix' referred to again later un when considering 
 the proper dimensions of locks and channels in tii<! Montreal, Ottawa at'd Georgian 
 Bay Navigation. 
 
 Taking the low rate to the seaboard from the Western ports such as Chicago, 
 Duiuth or Fort William at 4'A cents a bushel, we have the rates as follows : — 
 
 To Buffalo, i^j.' cents. 
 
 Leaving from Buffalo to Atlantic ports, - - ^l£ 
 
 4!^ cents. 
 
 To Parry Sound, i cent. 
 
 From Parry Sound to Coteau, ... 2>j " 
 
 Coteau to Montreal, 1 
 
 4 ',4 cents. 
 
 By the all-water route as at pre.seut worked : — 
 
 To Kingston. 3 cents. 
 
 Kingston to Montreal, ----- i!^ " 
 
 It will l)e seen that the railway rates from Buffalo to Atlantic ports, 3;^ cents, 
 and from Parry Sound to Coteau, 2^3 cents, are not what traffic manag<.:a would call 
 very remunerative. 
 
Mf)NTRKAL. OTTAWA & (iKORGIAN HAY CANAI. 17 
 
 Tilt rate by the all-wattr route miglit no ilonht Uscmiewliat minted by }4 actut 
 or even?i cents by hnviiiK larse steamers running to Port CuIlMjnie and siK-cial steamers 
 and barges for thu 14-foot uaviyation tlionie to Montreal. This, however, means dis- 
 cardiiiK the present plant and the constnictioii of a new ami special fleet, which would 
 probably abdorb the saving for a lon^ time to -.nie. Ik-sides, there is no saving in 
 time, so that it hardly eonimeiids itself as a 1: .,.^ pruiwsition. 
 
 Mr. Thomas Miniro, M. Inst., CI'., on tnis subject writes : "The fleet that can 
 navigate the St. Lawrence to the greatest advantage has yet to Iw biiilt." But will 
 it pay to Iniild?— and if not, can it ever Ikj built ? 
 
 The facts therefore justify the conclusion tfiafany ivaltnsay -ahith does mi admit of 
 steamers f>asshifi direct between lake ports and tlie seaboard is nottifcely to prove a si.mss/'u/ 
 eompetitor of tb:- rtiihoads. ami tliat any material redintioii in transportation rates can 
 only be obtained by eonsti ndinjr uater-cKoys on n-liitli tjnutc ttips can be made and all 
 necessary transfer and terminal cliart;rs eliminaled. 
 
 We also have three fundamental and cnntrolliiij; elements of advantage in the 
 deep w aterw.ay laid down by Mr. Sweet, M. Am. Snc. C.K. ; 
 
 (ist) Tlie elementary physical hiw. that the resistence to motion in vessels of like 
 model varies directly as their innnersed .surfaces while their tonnage varies as the 
 cubic contents of their innner.sed section, ensures enormous ceouoniy in large boats : 
 
 (2nd ) The obvious and controUiuK advantage of pas.sing from terminal to terminal 
 without transfer of cargo : 
 
 I .^rd ) A large fleet adapted to the navigati<,n ..f the deep waterway already exists 
 while to put the smaller canals into operation a new marine equipn: -t must be created 
 for which there could be little use elsewliere. 
 
 Mr. Henry Hunter, M. Inst. C.I-;.. Chief Kiigineer of the Manchester Ship Caiial, 
 after referring to the necessity of improve<l traiisirortation owing to the rapid increase 
 of population and production, says : "If this were admitted and its significance 
 realized proi»,sals f<»r the constrnctioii of barge canals or even ship canals of insignifi- 
 cant depths lH;t\veeti t Atlantic seabo.^rd and the lakes which form the natural 
 centre of one of the greate.st ftxHl producing districts on the earth, would drop into the 
 limbo of " lost causes " ; the insufRcieiicy of either one or the other would become so 
 manifest." 
 
 Transfer charges are only the smaller part of the total cost incurred on account of 
 such transfer. Transfer versus Transit means all the difference t)etween slow and 
 inefficient service and quick, safe and reliable service at «uch low cost as to be l>eyond 
 the reach of railway competition either in quality of serv'ce or price for the same. 
 
 The conditions for cheap transjxirtation exist on the lakes to railway termini only 
 and to Port Collwrne. but not iK^yond. Th t is why the water route can make no 
 impressitm on the traffic but is on the contrary losing it. 
 
 We have seen that a canal to achieve this object has not only l)een contemplated ^ 
 
 but worked at and elal«)rated for years in the United States where large sums have ***'' ^^ > *MP 
 been spent in .surveys and rejxirts. OWSl lORA 
 
 The final recommendation for a ship canal was to cou,-itruct a 21 foot canal at COWideTtd. 
 Niagara Falls and .starting from the St. Lawrence some fifty miles from Montreal to 
 construct a canal thence to Lake Chainplain through Canadian territory at a cost 
 of over Si92,ooo,oo<^). witli an altLrnative route from Oswego entailing a considerable 
 greater cost. 
 
 In considering the lake connection with the sea, they could not overlook the 
 self-evi<lent claims of the Ocnrgian Hay Ottawa \'avigatioii and refe.- to it as follows : 
 '■ The Ottawa route is a short, independent hue which may have great value for 
 future development but its consideration is not now justified. 
 
 (a It is the shortest through route Ijetween terminals and is nnqnestioiiably 
 adapted to a navij-ition of ron-idp-able capacity. 
 
ifi 
 
 MONTREAL, OTTAWA & GEORfilAN DAY CANAL 
 
 ( * ) For a large [wrtioii o( its IciiKth it ruil» tliroiigli > rt-gioii mcaijrs in resoBrces 
 ami the ice season is consideraljly loiiKer than on the Lake Erie route.* 
 
 (() The function of the Ottawa route is as a future loopline (?) for through business 
 when traffic conditions shall have l)een sufficiently developed by the Erie Ontario 
 route: provided it shall W found capable of radical solution." 
 
 This is the utnio.st recognition one could jxisaibly exjiect from acros.s the Ixirder 
 One has only to consider it this highway of nature had been in the hands of the United 
 States, how different the report and iu conclusions would have read. 
 6 The projiosed Canal, or rather Navigation, goes from Georgian B, ^to French 
 
 PlW««<l £Ut\. "iver. Lake Nipissing and some smaller lakes into the Mattawa. t o into the 
 Ottawa River and so past the Dominion Capital to Montreal. Its lengtn it 430 miles 
 It rises from Lake Huron to Nipi.s.siiig to fvct and falls thence to Montreal 6ji feet. 
 
 From previous considerations it is clear that a canal of a le.ss depth than will 
 allow of the liest type of lake freighter to pus.s from the lakes to the sea would be of 
 little u.se in influencing traffic. 
 
 In the report of tli, lleiiarlnient of Railways an, .anals just issued the remarks 
 on theSault St. Marie are 'ustriictive. It .says :— 
 
 JMpiMMgt 01 
 
 ncli t UMl. 
 
 loading down to iS feet 6 inches, and in one 
 
 " There are any number of vessels 
 case to tS feet 10 inches. 
 
 "The day of the large and deep draft vessels is to hand, there Irang now .some 
 78 of the 500 feet class with ,s2 feet beam." 
 
 We have seen that the investigating Hoard of the United States reiiorls against a 
 greater depth than 21 feet. 
 
 The limit iu size of economical Lake ship construction has evidently Iwen reached, 
 and even with unlimite<l depth it will not pay to construct freigl carriers for Lake 
 seri'ice alone any larger than the present size recently attained. The facts are, that 
 with a haul of less than a thousand miles the running expenses oiid fixed charges for 
 ships over 480 feet long, 52 feet wide and 19 feet draft increases more rapidly than the 
 profits from increase of carrying capacity. 
 
 The only reason for constructing waterways more than 21 feet deep would be 
 to accommodate foreign commerce between Lakes and foreign jiorts. The only saving 
 tc > obtained by a deeiier water^vay would lie the co.st of transfer or lighterage at 
 .sea.ward, and for the bulk of the traffic the 19 feet carriers would be more economical. 
 It is therefore proiioseil to have locks 500 feet long, 60 feet wide, and 20 feet on 
 the sill. They w-ould lie single locks, and would be so placed that at some future time 
 they can^be duplicated. 
 
 Such a canal as projwsed will take any steamer or barge that can be made to pro- 
 fitably navigate the lakes right down to the seaboard without any transfer or obstruc- 
 tion, there to transfer direct into Ocean Steamers. 
 
 i'he enormous advantage of .such a canal is evident by a glance at the map. Sup- 
 posing two steamers of the largest class to leave Chicago, they will run together 
 till a little past Sault Ste. Marie or the Strait of Mackinaw. They then part 
 company, one going to Iluffaln and the other to Montreal via Georgian Bay. The 
 distance between Chicago and Buffalo is 900 miles ; lietween Chicago and French 
 River 475 miles, so that when the one .ship arrives at the entrance to navigation the 
 other has still 425 miles to its destination . Allowing for detention at 34 locks, we find 
 that the ve.s.sel on its way to Montreal will have got to within 50 miles of Ottawa and 
 170 miles of Montreal when the other has arri%-ed at Buffalo. 
 
 This means that for the same expenditure of time and cost required for one ship 
 to reoch Buff.-ilo the other will nearly re.acli Ottawa. As.suniing the rate to Buffalo to 
 he i]i cents jier bushel, the cost to near Ottawa will lie 1)4 cents also. For the re- 
 
LAKE SUPEIllOH 
 
SHEWING COMPARATIVE DISTANCE 
 TRAVERSED BY STEAMER? 
 
 r ROM 
 
 Chicago to Buffalo 
 
 AND FROM 
 
 Chicago to Montreal 
 
 ALONG THE M.O SiG.B. CaNAL 
 
PR 
 
 JUvi 
 
8 
 furtiter 
 
 MONTREAL, OTTAWA & GEORGIAN HAY CANAI, 19 
 
 njaining 170 milfs ajid 16 locks to reach Montreal, or 24 hours, '^ of a iciit will be 
 ample addition. 
 
 The (frain, tht-rt-fore, can he delivered at Montreal, txchisivc of course of any toll, 
 for I K cents. a»d il is not possible to question such a conclusion. 
 
 From Buffalo to the senl>oa A at least T,'yi cents Imv* to 1k' added, aid therefore 
 Rrain can Iw delivert"! at the .sealmard at Montreal for 3 ct-nts less than it can I>e taken 
 to the Atlantic ports of the Unite*! States. That is to say, for one-third the present 
 cost. 
 
 This of course is the immense difTerence which exists Injlween a transit nmte and 
 one in which transfer is required. No new shijw will !« rcfjoired to ohtain the U-st 
 advantage from this route but those that will do so are already linilt, or will Ite in 
 anticipation of its completion. 
 
 If a 20 hx)t navigation were now made tlirou^h the Welland and the St. Lawrence, 
 the cost would he not less for it has the -«ime nnmlier of locks and 77 miles of canat 
 as aKninst 32 or the Ottawa route, and it would still tie at a great disaclv.intaKc as reK;irds 
 distance and time. From I'oit Collxjnie to Montreal the di.stance is the same as that 
 from the mouth of French River fo Montreal, tint of two shijis starting from Western 
 Ports one would Ik; at M^mtreal U-furc the other was half-way through the Welland 
 canal; still 400 miles from its destination. This means loss of time and increase in cost. 
 
 Besidesthis, such a canal as proposed with UKksof this size n:ill take any steamer 
 on the ocean except the largest liners. This has reference principally to what are known 
 as •■(K-ean tramps." which have come into Iwing since the oiwning of the Sue/ 
 Canal, and draw some 24 feet of water. Such shii>s are only freighters : their length 
 does not exceed 450 feet. Tncy would lighten at Montreal or QuelK-c to pass through 
 the canal, and after their trip to lake ports would again fill up at Montreal or Qneliec. 
 so as to load down to their proper depth for crossing the ocean This is a very 
 important advantage. First, it prevents the lake tonnage t>eing limited, as should 
 the demands of an unusually large transportation require more tonnage, such would 
 be introduced : and secondly, it would enable the large and valuable lake steamers to 
 be employed outside when the lake navigation is closed, thus releasing an enormous 
 capital, which is now locked up for profitable use in trading, along the Atlantic 
 coast. 
 
 The cost of internal transportation in the tlnitcd .States iK-ing alwut twenty times 
 as much as that for the foreign trade, a large part of the traffic of this navigation 
 will probably Ite between lake ports and the Atlantic coast !iart)ours of the United 
 States, 
 
 The natural advantages of this route are very great when compaa-d with those 
 of similar undertakings. One of the great disadvantages of a canal route is the 
 reducetl speed at which steamers have to pa-ss through it. This is necessitated bv 
 the wash create<I by steamers going at great speed, inflicting damage to the artificial WitbOtbtTCIttb, 
 banks. The narrowness of the channel also prevents steamers passing each other 
 under way and regulations have to be made by which one or the other stops to let 
 the other go by, and special passing pLices have in nost cases to be constructed for 
 the purpose. The speed at which .steamers pass through the Sue/, Xorth Sea. Baltic 
 Sea and Manchester Ship Canals is about 6 miles an hour, though on the latter the 
 limit of speed has been increased from 6 to S miles. 
 
 When there is a great length of artificial canal this reduction of speed Injcomes 
 an impoitant item, and in the proposed ship canal to New York the width at Imttom 
 was made 215 fett wide, for the special purpose of overcoming the stoppages and mak- 
 ing it possible for ships to pass each other under way. On this navigation the only 
 real annd-ard canal would consist. besideH i\\v l^iH:!;!r CaT-.^l. -f ?.N.t:l -4 miles - 
 6 miles at the Grenville Canal, witli Y^ miles of the Carillon Canal and a 
 
 CoMparftos 
 
1# 
 
 fj I 
 
 MONTREAL, OTTAWA & (iKuRfWAN KAY CANAL ai 
 
 portitin of thu summit tcvtl. Out of S!> niilcn of Mimiiii* Iivtl, liowcvi-r. 43 
 un- (ici-p Wiitir InkcM. and of the w miles rtmainifiK tin- grt-atcxt .•.mikIl- length ut 
 cuttiiiK U-twi-cii liikcH is (iiily 4'4 niilt-s. Besides ihis. the whole i»f this ixirtii.ii is in 
 rock-cuttiiiK niid thervlnre no dainnKt; to tlic sides can l>e caused l»y thv wash, and 
 though stcniiKTH coidd tiol puss eni-h oilier uuder way at these sluirt leiiKths, they could 
 Ko thriiUKh ut tht-ir lull sjned. 
 
 Comi«riiiK the longest ItiiKlh of nrtifioia! eaiinl of fi miles with the continuous 90 
 mills of the Sue/ Canal, the nattind advantaKe of these deep wnter channels are very 
 evident. The locks practically become the oidy hindrances to free uaviKittiou and It is 
 clear that so Mdvaiitn«coiis is this naviKfltiou that thouRh from lock to lock it will have 
 a ItiiKth of 430 miles yet of the canal proix-r, hy which is meant such comiitious as 
 will retard the -((wed and cause the st< ppane of steamers, it has only an OKKfeKatt 
 leuKlh of .12 miles and that in practice the di^advatitaKes inherent to an artifidnl canal 
 hardly exist at all. 
 
 On the other hand the whole length is a priitccted <kep water chainiel havinn the 
 advaiitiine over Lake iiavination that it is not exiwsed to storms aud ships cannot he 
 delayed thereby. 
 
 Such a canal would, therefure. have the full advatitiiKe which si^e and //wr. the 
 Kreat factors in cheap trans)>ortntion. can |N>s.'il)!y give. 
 
 Now we come to the imiHirtant part, of tonnaKt nnd revenue. Revenue will In; 10 
 
 derived chiefly from the export and import tnule. The export triidc in ^^1" aloue ftrOblllt 
 from the districts deixndent on hike naviKation aiiioinited in iKijH and iKyy to the tOltMt 
 
 followiuK, ns Riven in the ChicaKo Hoard of Trade Report : !*«»■»«. 
 
 Tons. iXyW. iWyy. 
 
 ^■''"H". i.S.M.'m 1.M.569 
 
 Wheat, 4.1J41.042 4,275,337 
 
 Corn, - t\i)S'^.if>o 5.«o2.966 
 
 Oats. 1.115,01)4 490, 4H0 
 
 Rye. ."iT^.o.ls .l.l«iua« 
 
 "arley. 367.550 53.y«6 
 
 T<ital t..ns. . - - 15,334,783 13,759,366 
 
 We kiioiv Irom our former considerations that alHuit tivo-thirds of this total K'ws 
 from Chicago aiul lake ports to Atlantic jHirts chiefly hy Bnfialo, but a great deal of it 
 by all rail. And we also kuov that a slight reduction in the rate will greatly increas' 
 this proportion hy drawing away this traffic from Oulf jwrts. Considering the difle. 
 ence at which tnis traffic can Ik: brought to the sealxtard by the Ottawa navigati«m. we 
 should be able to count ou the greater part of the two-thirds, but let us take only 
 one- half. 
 
 This would amount to from 7|i to 6'4 million tons, and taking two-thirds of this 
 as moved during the lake season, would '"'.e from 5 to 4'^ million tons to come by 
 the navigation. 
 
 That this deduction gives too low an .'stimate is shown by the 1899 report of the 
 Conmiittce on Canals of Ne-v York State, which shows that the grain and mill products 
 from western lake ports to Lake Erie portsand Montreal amounted to 8.714.^90 tons 
 in 1898. 
 
 We can get another check by taking the grain exported from Buffalo. Last year 
 that amounted to over 130.000,000 bushels, or over ^'4 million tons, and adding the 
 million that already goes to Montreal, gives a tonnage of 4,500,000 tons in grain alone, 
 besides what goes from Fairport and Erie. 
 
 Taking ii from anothei 1^.1111 uf view, imu considering uie traffic which pa.sses 
 through the Soo, we find that last year it amounted to 25,643,000 tons. Of this 
 
" MONTkKAI., OTTAWA & OF.OROIAN BAV CANAI, 
 
 (train. cn«t»nril Ixmiul, aiiirauiltil lo i,j(«,f«i4 Imii, nearly Ihc whole ot »liiili would 
 1« r..r i„,mrt. niul I, l„„„,| ,„ i,,,,,^ i||,„,nl, ,|,c c„,al. To Ihl. Iia> lo l« aililnl whnt 
 mini, fnmi Chirag,, ami Mil»„i,ki^. anmuuling to J.joo.ooo lo,,., .ml lunher tb>n 
 that of oihiT hiki' ]>>rt>, »iuh a» Milnaukn. 
 
 \\\- tlKafore ,1- tliai as a iiiitiimum traffic rrom Kraln alone cannot bt lew than 
 5.K10.CXW toiiH, nt II I'm- e>tim:itc, 
 
 Con,cr ore. Sunrc for a lafKc amount anil ]>rolwl,lv at the nieient time looooo 
 touit of the winie wuuhi lake the canal. 
 
 Some iron ore«, which l.ulk to over i6.ooo.<«» tons at the Soo. would also nam 
 Ihronnh the canal. The I'nitcl States O.mniission a-fer to is a> follows ; 
 
 ■■ A few years an., aKricnltnral prislucts and lumber made the citKoot lake .ship, 
 lanit hut llicdi.<„veryo( iron ore in the ',ake Sn|ierior reijion is LrinKing ahuut far- 
 reuchnii; ccnnniic chanucs, which fav.mralile conditions of transporution will develop 
 in a manner which can hardly }k estimated. 
 
 The .S|«inish„rc,k]«isjt, with an output of 6,000,000 Ions annually are rapidly 
 U-um exhausted. Willi dc pwalcr ,i«ess to the Ocean the iron ores o( Uke Superior 
 will take their place." *^ 
 
 If this was taken iiiti 
 adds 4(si miles and aloiiK 
 through a chord line of a total 
 millions ! 
 
 milt hv the circuitous route round all the lakes which 
 
 inal (is.s miles long how much more is it likely to pa» 
 
 f 4,to miles to the H-aboard ; ami this demand is in 
 
 >> 
 
 Witt (MrcM 
 of traffic. 
 
 We know that a large iron induslry is being successfully Isgnn at Sydney They 
 are able to make Isisic sled, but for the purpose of making liessemcr steel it il said 
 they will reipure the ores ol Lake Su|ieri.,r. Shi,is taking the ore from Uke Superior 
 will Inve a return freight of coal and this brings us to another question, the pmbable 
 traffic in coal. 
 
 Nova Scotia cal has hitlierto not ascended the St. Lawrence to any extent alwve 
 Montreal, to which isiiiit the shipments amount to 700.000 tons. The ex|iciise and 
 loss incident to traiis-shipmeiit and the conifietition of American e-oal have prevented 
 oiiy further exlensi.ai of the market for Canadian coal in this direction. A glance at 
 the map, however, will show that the Ottawa waterway will give the Canadian coal a 
 great advantage in com|Kting with American coal. All the Lake Huron and Georgian 
 Bay ports are closer to .Miailreal by four hnmlreil miles bv the Ottawa than by the St 
 Lawrence. The isirtion of Ontario stretching all the way from the Queliec Ijoundary 
 to the Manitoba l-mndary, indu ling the richest mineral district of the province will be 
 servssl by the canal. Coing „p the St. Lawrence. Canadian i-oal directly m^ts the 
 American com|xtitioii. liv cry mile travelled west is a mile into the territory of Ameri- 
 can coal sliipi«.rs. bat a journey of 400 miles up the Ottawa brings the coal earrie." 
 withm a few miles of Sudbury, lo the e.lKc of |«,ssibly the greatest mineral area in 
 Easten- Canada, and joo miles more brings him lo the "Soo," There is also no 
 reason why grain should not Ik- taken from Fort William to Sydney. It could lie 
 sloreil there iiid shipisil all ihe year round ; would lie a thousand miles closer to 
 Liverpixjl than il would lie .at New York, and the vessel could liesurcof a return 
 freight of coal. 
 
 There are other sources from which traffic is sure lo come. The export from the 
 I'mted Stales in ix„„ of Is-ef, bog prndMcls, cheese and butter, amounted lo 1,574,000 
 tons, of which the bulk origiii.«ed at Chicago and the district to the west of the Great 
 Lakes. This is high-class freight which has to be carefully handli-d, and there can be 
 no doubt ihal sjieeial steamers would he built 'or the purposes of this trade, and that the 
 cool, iionhcrn route through the Otl-iw-j. and the St. Lawn-nee will he of »rea« advaiit 
 
MONTRKAI,, (ITT.WVA \ ClIOFCIAN IIAV CANAI, 
 
 ».l 
 
 xlllcv. „l 
 
 •Id'. Tlu» iiiiollcm nf liMi i> a Ktral .lrii«l«nk l.i Uiv C.iilf rniilc. iui.1 llu- 
 llii- Otlawa roiiU' wmil.l Kriiilly lit'l]i Ici ilraw tnilTu- lli.il nay. 
 
 Till- liiiiilKT iiicluslry ..( iIr- («i,ihii ,li«trlil ri-|iri»iin hi |.im- iiIoik- nil iimiiiul 
 (niKliI ,.r 111,1 li,, ihnii j,...i.„„ i„ii. „( «i»ii liiiiiUr. fiulvr ptixTil ,iiiiililiiiii> nil 
 I'Xii-pl Willi; i. inrriiil lliniUKli llic (niawu .nil Cliaiii|.l:iiinaimN lias ti. Ik- liniili-.! I.y 
 mil. llu- rail iliarKi> mi luiiil«r t-iim Wcsti-ru Diitnrlii t.. Miiiilrinl KIiik luavy. Tin- 
 o|».iiiilK "( lIlLiwaU-ivay woul.l iiHainln.|i|, trnii»|iiirlaliiiii, and ciiHii 1„ llu. IiuiiIkt 
 iniik- „l till- ()tla«a Valliy llu. {ni|i.irlaiit iiiarki-l ul llif (irial l.akvH n.^iini. Till- 
 milorlaiKx- of llial markil may l»- jiiiIk,.,! from llu- facl that nine lake imrts alone 
 mn-ivetl in iMyfi over j,37o.(«, » tons o[ wiwu IniiiUr. 
 
 t'lu-«|. traii!.|iorlntioii will reliiler lllerthaiilaMe from llie wli.ile of this ilislriel vast 
 qliaiitilien ol l.ireh. niaple. lleinliKk, lainarne, ash. oak, elm. ele.. anil louiili liiniU-r 
 which uiuler invsiiit isnulitiotis eaiinot lic moved, and which will liiid a ready iiiarkei 
 in tile coniitry alHinl and west of the ('.real Lakes. 
 
 The total aiiicinlil of cordwood lraiis|iorled in nearly I4' a» Krcat as the (reiitht o( 
 
 all other kiiKls „l hinilier loselher. The oulpnt. without any Increased cut of r 
 
 wilt iirohahly not fall short of s,nn.<xxi tons yearly, the hulk ol which will lie moved 
 by the NnvlKation. 
 
 I.arti- i|Uaiililie»of |,iilpw,»d are already slii|,|»,l l,y rail from Lake Ni]ii.ssini{ a id 
 the district is a sliippiiit- point h.r prohahly i.,^,.a„ cords o( stamlinB sprn™ sniiahk- 
 for pntpwiKKt. 
 
 Mills ill oi^ratioii or course of constrnctioii at Sanlt Ste. Marie and elsewhere 
 have a daily caiocity ol over ,si«, tons iil piilp. which will hcfore lonR increase to over 
 i..»,. tons. This is chi.-fly (or ex,M,rl. and the reduclion in the cost and iKissiMlity 
 o( direct .shipment will resnlt in an ininieiisely increased priiduction, which in tiiii. 
 will reach i.txxi.iKxj tons |ier annum, and would mostly pass throuKh the canal. 
 With regard to iron. The oulpl t of iron ore from Lake Superior was in i,j<v, 
 
 if....s.,oo<, tons, and lias literally cn-alcd Ihr cnornna ...ing and shiphnildins 
 
 industries of the Great Lakes, has built up the iron and steel industry of the I'nilcl 
 States, and has a far.renchini! effect n|wn many hranches of niannfactnre and nprai 
 commerce uenerally. It has created a large export trade from the Pitlsbnrir and 
 I,ake Krie District. 
 
 So iini»rtant has this become that a caiia! is contemplated from near Conneaul 
 to I utshurK. for the pnrpote of saving the cost ol trans-shipment and the rail 
 transimrtatlon from Conneaut to Pittsburg, amounting to ahon> «;i per ton The 
 IransiKirtation. by rail, ol the finished articles (n.iii Pittsburg to rhiladelphiu or 
 New York, costs t2.v, (ler ton. There is no doubt that once this canal is constructed 
 11 v.ill Ik- used, not only for the puriiose of bringing the raw material to Pittsburg 
 but al.so for exisirling the finisheil article by the cliea,,cst ami direct route throiieh 
 the canal to its destination. 
 
 Kveii with the present canal having a limited draft and restricted lock accom 
 m.Klation, direct shipments are contemplated from Chicago, not only to 1 iverixH.l 
 mt also to Riode Janeiro. It is a notable fact that the steaincrsnow lieingconstrtictcd 
 lor lake ami oca,, cannicrce tlinmgh the existing Canadian canals are for ,0 foot draft 
 It l«;iiig c-onsidcrcl more economical by the builders to lighter through the canals tli.an 
 to undertake lraiis|«)rtation on the lakes with ships of only 14 feet draft. 
 
 If this is the case when .s|xs;ial ves.sels have to Is; constructed, on what a different 
 
 s.-alc would this be done if a canal was constructed ope-n not only to any ship that can 
 
 Joat on he lake, but also to nicrchant steamers on the high .seas when lightened « 
 
 Ureal or Quebec ? and does it not illustrate the Hrerl need of a rfiippi,,, outH from 
 
 12 
 Cliroiigb iMp- 
 ■ttti alrcidj 
 CMtovtateO. 
 
MONTRK.M., OTTAWA & CI'.ORC.IAN IIAY CANAI 
 
 »5 
 
 I 
 
 It in w«ll kiwiwti that ifKr amoiMit >tf iumtT.aii tw nMniiUHl rIodk tlii* wnlrr 
 w»y. It will hive t<> )v iiBftH-sM'«l ftt all lite Unk* 'or tin- piiTi-w ol wrrrkltig tlicm 
 by ;;kctrU-it>'. It wuulil tli«i \k ail.-aiitaitnHin -mi ti» liiitltl tlu- Wk^ ^iml Ami* ii» I" 
 makt it (MMMlltlv ti> exploit til ■ ixmvr for itutu'«lrinl t>iir)Mi<H'i* um wi-ll h- r»r llii;; uw »f 
 thv i-atml. If rx|ili>ttrtl in n tMiMiu'tm-liki- (iiuiiiht thi- tcvi'iuil- (nuti thin mmrce 
 itlwniM I* L-uiinitkraltU- ; and iimin-rly wnrkc<l, it nmv Imj jnw^ildv. in ■ ftw v«ar»*' tinu-. 
 to get the re<|Uir«(I rvvtiiiic fmin tht* mnin* aUjiu; uml tlui» mliict tin- ti»M I" « nominal 
 Bgtirr. 
 
 Mr. Bell. M. In»t. C.Iv. writm omccniinK tliis water i»<mir -"It lin« lutii 
 etttiniatcd that the wnter piiweron thiHcannl nvMeni will BKKrinatv miin> niilliuuHof \iut<v 
 I<uwvr wi tUntrilrtitvfl a* to provtik- lliv nmli-uH of wvcral niiiiiuliKtUTitiK (ownn of K""»t 
 ini|>ortaiicc. 
 
 ■■ Tilt (Kuw- nvaituliU- at the diflvrint jxiiiit^ in ninny ca -itxixtfU llint of H-vvnil 
 wurkft o( the mime nature on which ver> large anuinnt-* hnvu ln-tn »|ii.nt in tin- I'nite*! 
 State*. 
 
 " The coHt o( reiHlering the water powers available comnirniiiUy cither for direct 
 wiiter i>iiwiT or for the convention into eleitricol energy will lie in nioHtiiiwemxtreniety 
 uimlerate, and the miiny uw* to which It can be |mt consitleritig the re»onrcc» of the 
 country adjacent to the canal, render the nlilixatton of ilie water |iowerH sccoihI only 
 in imiwrtaiKT to the canal itaell." 
 
 Al«o:- 
 
 " The enormnns resonrees of tinilwr and niiiieral» al()nj; the ronte of the {leorKinn 
 Hay and Montreal Canal, and ol the cuniitry tribntary to it. as well us (he voUtnie of 
 raw product!* which will itoM through it c!i[«iblc of conversion en route, render it a 
 foregone conrluition that the lucrative iJoHKiltilitivK of that ininiensc water power NUp- 
 ;i1* can jwfircely lieovere>.!'niated." 
 
 When one comes to make an tiinatc of the probable traffic it is difTiciilt to 
 arrive at a reasonable figure. It mu-tt be iKmie in mind that the fi^nreH just fiijiven 
 are the actual ones at this time. That the canal, if Ik-kuu to-day. will take five years 
 to construct, and who can tell what the figures will )% in five years' time f 
 
 I,ookinK at the record of traffic at the "S*>o" we find that the increase of ton- 
 nage lietweeti iKi^i and i8i;j waa juat nxt i>er cent. ; between i8i)5 and kxmi, 711 per 
 cent., and who ^hall tuty that in 1905 it will not again l>c at least *,o jx-r cent, of this 
 enorniouH total f 
 
 It is also inipoflsible to make a detailetl estimate of the probable traffic. If any- 
 Isxly had made an estimate twenty years ag" of the prntiable traffic of the iiitcr-lakc 
 channels he would have either ji^catly underestimated it or Iieen langhed at as a 
 visionary. The idea that iron ore in any quantity would W- tnuisixirteil to Tittsburg 
 from Lake Snjierior would have been thought utterly ridiculous. We now know from 
 experience on the lakes that a K^eat reduction in the cost of traiiKiH>rtation will develop 
 an enormous amount of new business, antl that it will deflect from distant and more 
 expensive routes business aUead^' -xisting. The development of new business is a 
 relatively slow process while tli i-tion of existing business from ot'-r means of 
 
 transportation will take place nutch more quickly. The experience on kcs shows 
 
 two things: First, that the new business devcloixd l»y the towering oi [.eight rates 
 is more than half the total ; second, that one cannot e^^tiuiatc in detail the new business 
 which will Ih.' develojied by a great reduction in co,>.t of iransiKirlatioti. 
 
 One can. with some approximation. 'stimate the amount of existing transporta- 
 tijin whU-!j M's!! hr trati^iferri^! from jitUer liue.-i tn niie vs-ry aiach cheaticr. Iitit -.ifit {Jj^ 
 
 13 
 MMlraiMlcr 
 
 14 
 Ci«iMt(0( 
 
 Mtic. 
 
j6 M(INTI<I-;AI., IITT.WVA S; CKOROl.W HAY CANAI, 
 
 new tr,iiis,»rt,uio,i whiili will Ik- i.Ti-aleil. It is evident that tlic- prclmscl sl.i|i cniwl 
 will ol.tain most ol tin- grai.i aii.l n.uch of the ,.ravisioiis passing troiii Upper Uke 
 It will olitLiiii luiiiVr ill lorne c|ii.mtitns in 
 ?, Hut to put (kfiuite quantities tM.-liiiicl all 
 
 If one allows oneself to deal 
 
 jxirts to ICuroiK' ami the Atlantic Coast, 
 liotli directions, lieside.s iron ore. coal, 
 these items is almost impossible. 
 
 The only way is to confine oneself to actualities, 
 with probabiiities one iniRht lie j^reatly misled. 
 
 The estimate of traffic lor the New York Ship Canal made by the U. S. wiminis- 
 sionot Lt^Twas .2,6oo.oai tons of rrain alone, and addiufi ore. coal, Iniiiher. salt, etc. 
 j„.oo„.<«, tons was talceii as a low estimate: It was insisted on that the Canal 
 si o.,ld be capable of dealinj! with 3«..k».ooo. tons and that provision shoiiM K- made 
 for duplicating the locks as s(khi as necessary. 
 
 The most conservative estimate on present actual fiBUres that can 1«- taken by any 
 reasonable iK-rsim is ;.,x».o,» tons ol traffic, the bulk of which w,.uld I* i;a.stbouiid. 
 
 In reference to this estimate the followiiiR letters speak lor themselves :- 
 
 Ii.i... March iitli. 1901. 
 
 AwvHK, M.A.. M. Inst, C.i;, 
 Montreal, 1'. (J. 
 
 Dkak Sir : — 
 
 Referring to 
 
 >ur favor of the 2iid iiist . ciichisiiiK reipiest tor our opinion as 
 to the elTect on rates ami commerce. l«.th sea trade and l..cal, if water-way were con- 
 slrncted from Geor„ian Bay to the month ol the French River, throuKh '."^e Mpis- 
 sing and Ottawa to Montreal, we would say that in our opinion it would r.-ally not affect 
 the rates now existing to any great eMeiit for a few years, but the gradual tendency 
 would be to reduce the charges now prevailing. , , , „ 
 
 Th- rates at present via the all-rail routes from the west to the sealKiard, a well 
 as the w-aier rimtcs from the west to the seaboard. ,..r ,.»..«/ «. low <,., W,. *»,./.-«< can 
 t„,/ilMr i.- .arm-/. Therefore, an all-water route through the channel sjioken ol. 
 with a large saving in mileage, would mean that the new canal would pr.,ctieally 
 receive all the business it could handle for the next several years at iiear.y present 
 rates. We mean bv this within ■«■. or lic. per bushel of what is now pan:. 
 
 Of e.iursi- the voUinie of business which would be sent via the new ca.-al would 
 largelv depend uivin the amount of ocean tonnage atQuelK-cor Montreal. Ifth.swere 
 iiicrease-d which would probablv Ik.- the case if a large additional lot ..f gram were put 
 into Uiose ports from the west, instead ol going to the An.eric.aii se-alxiard ports 
 business or the amount of stuff hai«lledwonl<ll»;llll"te-<i only to the facilities of the 
 
 canal terminals and ocean tonnage. 
 
 The route pro,»,se-d would certainly be the shortest and cliea,K-st of any now 
 existing for the traus,«rtatioii of grain from the west to the sealioard. 
 
 Your truly. 
 
 (Signed) AKMOfK & Co. 
 
 OTTAWA, March a.ird, 1901. 
 
 MessR-S- Armoi'R, 
 
 Chicago. 
 
 Mv Dear Sirs — 
 
 In the last part of the second paragraph of your letter of the nth ilist. yon say 
 the canal slionhl " handle for the next several years at nearly present rates. 
 
 I do not ipiile follow yonr meaning. Assuming that grain could to taken by the 
 
W "^ >-!'^!?. 
 
28 MONTRKAI., OTTAWA & ClidRf.IAN HAY CANAL 
 
 .laviitaliuii and ilelivcri- 1 at M.iiun-al. iiicludiiiK tolls, f.)r tlirw cents, llli- present sea- 
 lioard rate from Chic- s">b.in|i. say, .sctnls, do y<.n mean that the rate wonld c,nly 
 drop it practice tu 4*i cents ? 
 
 Increased facilities and aninunt lit iicean tonnage at Qnelicc am' lonlreal is also 
 assumed, and would undouliteilly lie provideil in Booil time. 
 
 urs truly. 
 
 I. Sillied I V. K. S.WVYHR, 
 
 ClllCACd, Ii.i.., March :;,^tli. iQoi. 
 
 i;. i;. Sawvick. K»1., M.A.. M. Inst. C.I- 
 Victoria Cliaiuliers, 
 
 Ottawa, Call. 
 
 Ilr\K ,^1K :-- 
 
 We have yonr favor o( the J.ird iijst., and note carefully your remarks. 
 
 You are riKlit in assniiiiii!; that we tliiiit the neiv route woiil I only have to drop 
 their rate 'S to -^ cent l«.low present rates, ill order to ohtaiii a t; >od share of the 
 linsiuess and aiiv such rate as that you ,|note-,l cents per Imsliel from ChicaRO to 
 Montreal-would throw just as much business via that route as it couhl iKissllily handle, 
 ihe allrail lines via llullalo not liciug able to compete with any such figure. Of 
 course this wonld lie with tile uiiderstaudiug that ocean rales fr.mi (Jneliec to Mon- 
 treal vvould remain on the same parity , as they now . co-npared with New \ ork 
 
 ami Itostou. 
 
 Yours truly, 
 
 (Signed) Armoi-k Grain Companv. 
 
 15 
 
 It shmiUi '.e noted, hovvi-,-er, that all this applies to low class freight which cannot 
 liear a high rate lor lraiis|xirtatioii, ami which can only lie develoi»d l.y cheap water 
 trausiH.rt An iucreas.-d demand for a higher class of freight will Ik.- created l.y the 
 Imsiness which must inevitably follow the cnstrnetion of a gre.it water-way^ and will 
 more than coml-ensate the nailways (or the loss of the low class traffic. High class 
 ireight is package freight, not rea.lily handled by mechanical devices, and therefore 
 not likely to go by wate-. 
 
 The surveys and plans on which the estimates are made, though taken at various 
 times are both complete and cxeedillBb »ell done. 
 
 An explor-atioii was made bv Mr, Walter Sliauly, >1. Inst. C.E„ of the whole route 
 from Oeorgian Hay to Montreal, in 1856. Actual sur^-eys were also made by liim from 
 Lake Nipissing to the Junction of the M-ttawa River with the Ottawa, and al» from 
 Fort Wi iV -u, on the Upper AUimette I.aKe, to the head of the Ueschenes Rapnls, near 
 Ottawa l^lKin tlie<e Mr, Shaiily based hi, re,x,rt and estimate of ,8,,S, TUere are 
 also the plans and surveys of the Ottawa River, made for the Ceological hurxey. 
 
 The whole length of the waterway has thus been sounded, surv-eyed and is 
 
 known, _ , ■ 1 1 ( , 
 
 It consists of 367 miles ol natural deep-water navigation, that is, below 11 tect ; 
 and the heavv work i,s confiu-d to tw-o secti.ms. One is the summit level a distance 
 of 25 miles ;■ the other the Ottawa River channel, along Alulliette and Calumette 
 Islands, a distance of aliout 30 miles. 
 
3'"> 
 
 Mf)NTUi:AK. OTTAWA .S; CI-oRCIAN HAY CANAL 
 
 Mr. T, C. Cl;irkc, M. lust. C. H.. iiiadi- Mtrvt'vs for all iIk- lock sites, from the 
 Gi-orKiaii Itny to Stc. Anne, as ul'U as of the riadits (roiii the mouth of the Mattawa 
 River to Chills River. His report ami estimate are Iwseil ul>oii thehe surveys, and 
 iufornmtion ol.tai'ied from Ihe OeoIoKical Survey ami Mr. Shanlys plans and report, 
 and he pn»iMises 511 locks. 
 
 Mr. K. 1'. Ik-nder, M. Iu^t. C. E-, tmnlv a siin-ey and reiorled upon the ixirtion 
 o£ the route from C.eornian Hay to Lake Nipiiwing iu iSyg. with plans of the river 
 stretches and In, k sites. 
 
 In iHy(), a survey was nuide tiy Mr. Henry Macleoii. M. Inst. C. IC, with much 
 care, ol" the Suiuniit Sei-lion, Inuu Lake Nipissinj; to Talou Lake, uu the Upper 
 Mattawa River, and t)orili;;s Here made ilin.u^Iiont to ascerliiiu the nature of the 
 material to Iw excavated. 
 
 The principal object of this sur\ey was to oscertain the feasilility and cost of 
 gellinn an ample water supply l>y nie;in> .>f cuttiuKs connecting Lake NipissinK with 
 Talon Lake, as the quantity tliat can hi.- olitaiued from the sourt-es of the Mattawa 
 River is nnich t<Ki ^ul:lll. Lari-e ^cale jilaiis and estunates were made of this section 
 In iy(xi, Mr. MacUod ni:ide an apiiroximale estimate of the tost of the whole 
 line, from the (JeorKian IJay to Lake St. Louis, makinti the navij;ation 14 feet o» the 
 lock sills and 16 eet in the oj en reaches, with locks 250 feet hy 45 feet. This 
 estimate was based upon Mr, Clarke's report and plans. The level of the water 
 strttches was very little changed, but the locks were set lower, and the pri.sm of the 
 canal deepened- 
 
 In iMyy-iyfo, Mr, Maclead made surveys and estimates for the Department of 
 Railways ni;d Canals, from Deschenes Lake to Ste. Anne, including the locks at 
 nesi-henes an<t Chandifcre Falls at Ottawa, but omitting the Grenville to Carillon canal, 
 of which tlie Depa-tmeiit of Railways and Canals po.ssesscs all the iieces.sary infor- 
 mation. 
 
 In theaiiliimii of lyoo Mr. Macleod conniienced surveys of the Rocher Fer.du 
 Cliannel, and the Calumctte Channel, on each side of the Alumette Island. This 
 coiipri.ses the most difTicull jwrtiou (,f the Ottawa River, and it was made for the 
 purpose of ascertniniuR which ch;innel is the Ijest aid most economical. Plans and 
 estimates of this portion have lately Ik'cu completed, 
 
 There are profiles and cross sections of the Lock sites, as. made by Mr. Clarke, 
 als(t plans and most of the profiles of all the reaches, made by Mes,srs. Clarke, Shanly. 
 Bender and MaclecKl. Also Bender's plans of the Lock sites and River stretches of 
 French River from deorgian Bay tii Lake Nipissing. 
 
 All Mr. Maclcod's surveys agree very elosL-ly with those made in former years. 
 The estimated cost of construction ol the :<> foot waterway baseJ on the plansand 
 sur\-eys is «;68,coo,ooo. This may, however, Ik.- modified by financial and other 
 COnStWCtiOI. contingencies. 
 
 Reductions will no doubt lie possible, but on the other hand, additions may he 
 necessary. For instance, at the Grenville Cana!, there arc five locks with a combined 
 fall o( 53 teet and the Carillon Canal with a maximum tall of 17 feet has two locks. 
 In the estimate the numlwr of locks is maintained. For the new waterway the Gren- 
 ville locks would probably be reduce<i to two, and the Carillon to one. thus making a 
 considerable saving in the cost. There are three or four pairs uf locks in the estimate 
 which, on careful consideration, may possibly Iw treated in the same way, causing a 
 reduction in the estimate and a great advantage to the navigation. 
 
 On tlie other hand, there are several curves ou the present alignment of the 
 canal which will have to be eased an.i straightened out. 
 
 Mr, Wisuer kindly siK-nt two days here looking over all the plans and information. 
 He has since written the following;— 
 
 16 
 
 Cost Of 
 
 17 
 
 possible reduc' 
 tloHs aid addi' 
 tfons. 
 
MdNTKKAI., OTTAWA .S: (IKitKiilAX llAV CAXAI, ,ii 
 
 I Cofiy ) 
 
 I)Krk(.i(', Mull., A|itil tj-t, iijiii. 
 Ehnhht I-:. Sawvkk, Vm{.. M.A,. M. Iii-t, C,H. 
 
 Ottawfi, Cniiiuhi. 
 Dkar Fir :~ 
 
 In compliance willi yonr retjiiu-st <if Mardi 36tli, I have txamiiitd the plans, 
 profiles aiul data fi»r tk-velopiii>; tieep water navigation from (ieorniaii Way to Mon- 
 treal, via Freiicli a-.ul Ottawa Rivers, anil lieg to say that they are nnipK- for deter- 
 milling «IifllKr tile project is worthy of liein^ inidertaken. iind that estimates for 20- 
 foot iiaviKalion can Ije made from the data yon i:..h have with the .sanu- accuracy 
 as fr>r 14-foot navi>,'atioiT. 
 
 Yonr tstimate of f.,<io..,LKKj tons traflic is a Inw one. It will refpiire alx.ut f.ve 
 years to tonslrnct the wa'.Tway, and l.y llie time it is cumpk-tcd. vessels will l.e fidly 
 prepaied to make use of it, iiid in my opinion, the averajit annnal traffic for the fir?,t 
 ten years after wMiipletinn will not fall Iwlow S.ooo.dik) tons. 
 
 Your ULiicral coi;c!u.sions as to the c.).st of delivering' yrain at Montreal are correct, 
 and the results of op^ninn the navigation l.y the l-ieiich and Ottawa Rivers, sliouUt 
 he as staled in the letters of Messrs. Aimonr of March 1 itli ainl 25th. 
 
 In ease yon wish further iufonnation with rej-ard to any special feature of the 
 project, I shall l>e pleased to answer any questions yoii may wish to submit. 
 Yours truly, 
 
 (Signed) (.'.ho. Y. \Vism:h. 
 
 Cotisiif/hii; /uii^i'iicff. 
 
 This cost of #(iH.(>i)o.toJ compares well with $h}2, 000,000, the estimated cost of (g 
 
 the New York Ship Canal, which is far lender both a.s a canal and in lenRth of route, ff^a* cammnA 
 or the cost of the Sne2 Canal, over Si2n,.«..,,)oo, also the recent estimate onlv just ^t^liilT^^^i^ 
 pnhhshed. of the proposed New York Canal to he built by the New York State, of ™*'' ^'''*'^ "■■W. 
 :^75.ooo.ooo for a harRe canal nf 12 Icet onlv. 
 
 This Ottawa Yalley Ship Na\ ij;ation jjives the shortest route to tlie seaboard for 
 the smallest Bitiount of moue>'. and therefore «i>es the most profitable result. 
 
 We now come U* the ;dl important qncstion. " Will it pay ? " 
 
 While it \v(.nhi n.. donlt he a cause of -nat [iride to all concerned in such a 
 srand achievement as that i.f extemliuK thj navigation of the Great I,ak--s to the 
 sealw»ard, yet any sentiment must lie eliminated ami any .iecisi^ must be based upon 
 deliberate conclusions drawn from actual facts. It must Ije clear that the result from 
 direct reduction of rates and from rcsultiny development of new commerce and indus- 
 tries will shew a balance on the riKht side and will in itself 1 e retnnnerative. 
 
 We have seen that the minimum tomiane anyone can reasonably estimate for is 
 7,000,000 tons. 
 
 The saving Mver the present transjMirt co.st from lake ports to the sealmard at 
 Montreal we found to he 3 aiits a bushel, or Ji p,r to:,. There is no ncce.ssitv. and 
 It IS not proiHJsed, to give the whole of tin.-, large saving to the trade. To twgin %vith 
 It IS proposed to share it. Later nu. when the tonnage is greater, to gradually reduce 
 the tolls. Besides the reduction of i ■ i cents, or t)ne-tlnrd the present niiuinnnu rate, 
 the trade obtains the enormous advantages of Time and Transit without Transfer! 
 It should here l)e noted that a reduction of '.g cent [ler bnsliel lx;gins t.. draw traffic 
 ami 'i cent decisively so, and that wc have six-quarters to the good. 
 
 We therefore have a toll of i ' .: cents per bushel, or so cents ix;r ton. This is no 
 donbt very moderate and comjiares well with the 7s. 6rf. per ton levied c 
 pas.siiig through the Suez Canal. 
 
 19 
 
 mm It w 7 
 
 1 the tonnage 
 
.MI)\TRI;AI., OTTAWA & CKORCIAX HAY CAXAI. 33 
 
 This tuiitiaifc is t-stimatcd for trnffic in one dirtction. Tliere will ]k an equal ton- 
 nnge i>( sliips in Hie opposite direction, llionKli they „ill not l» fnlly loaded. 
 
 It will be a matter o( detail as to whether this toll shonld lie levied in one diree- 
 tiini only when it would Ijc 50 cents auil the ve»sel nlloweil to return tree of toll, or 
 charKcil lioth ways w hen it would lie 25 tints. No douht sea-Roinir steamers coming 
 thronnh to the hikes and fjoiuK out ajiaiu would lie charKed tolls lioth ways at .so cents. 
 But for the purprises of calcnlatiou it is better to confine onr^elvis to the 7,000.000 
 tons ..lid to a toll on the sanie of 50 cents. 
 This Kives us a revenue of $3,800,000. 
 
 h'rom this anioiint has to lie dednctwl the cost of working and of maintenance- 
 With regard to the latter the fact of the navigation in its heaviest jsirtion at the 
 summit level having to lie nuistly cut out of rock is of great advantage, for the mainte- 
 nance of sneh [Portion will lie nil. The |iortions where the largest items for nlaiutenance 
 will occur will probably lie at the entrance into the canal from Lake Nipissing. the 
 stretches ahmg Aliiniette and Caliimette Islands and a small length lielow- Ottawa. A" 
 estinute of $700,000 for the working and raaiiitenanee should lie ample, leaving us a 
 clear revenue of Si.Hoo.ooo. 
 
 Our cost for a 30 foot canal amouutwl to $68,000,000 and our net revenue to 
 $2,,50o,o(x). So that the proi«.sition works ont to just over 4'/r on the expenditure 
 with a certainty of future expansion of the traffic, and nmkiug a liberal allowance 
 for working and niaiiitcnanrc. Allowing .!'.< for $6.5.000,000 Itonds requiring Si .(,50,. 
 000 leaves a balance to the good of Ss.io.oKi. 
 
 A deep-wat.-i outlet from the Lakes is almost certain to lie built on some route 
 in the near future. With the fact definitely established that a waterway of jiroper 
 dimensioiis was sure of eonstrnctioii within reasonable time by the Oeorgiau Hay. 
 Ottawa rente it unqnestionalily would nut |»y to build a second canal on auv other 
 route. It is therefore gtsKl policy to .settle on what is to 1 
 as |«,ssilile. 
 
 If this ship navigation is coustriK-te<l the results will lie far reaching. Xo oilier 
 canal will lie or ever can be constructed from the Lakes to New York. The cost of 
 over $2()0,ixio.oc»i which is by some considered prohibitive iioiv would ■ -come absol- 
 utely so liecanse it would lie unneci-ssary , and though it might lie shewn to give a return 
 now without any other ship canal to eoninte. the long lisip canal wouhl have nochance 
 of eoiniieting against the short chord. The Ottawa Navigation would lie in working 
 order 5 years hefire the other conld be i-ompleted if commenced at the same time. 
 
 The immciliate result would, however, lie the i-oustruction of the Montreal-Lake 
 Chaniplain- Hudson route, which costing $60,000,000 less, would add largely to the 
 traffic and revenue of the < Ittawa Navigation. 
 
 The volume of traffic would then embrace that for domestic use on the .Atlantic 
 toast as well as forcxixirt. With a New York connection .he Ottawa-Georgian Bay 
 Navigation should obtain practically the same amount of l>n,ig/i traffic that was 
 exiiecle.1 over a canal via Lakes Krie and Ontario, and the Mohawk River, and this 
 was estimated at 20.000,000 tons. 
 
 The United States Deep Water Commission state the following ; '■ The Cham- 
 plain Hudson route, from Montrcalto Lake Champlain. and from the head of Lake 
 Champlain at Whitehall to Tide w-ater on the Hudson at Trov sixty-four miles, is the 
 losimlc.xlimimofafutnrtOllauar.lttWaMXA conditions favour a radical tlevelop- 
 mcnt on that line, and it skirts New England." 
 
 This would take all the business intended for the Atlantic Coast, and it would 
 probably lie found that even the Gulf Coast conld be supplied more economically by 
 such a ship canal from the Lakes without traiLsfer than by the Mississippi Valley or 
 by rail. 
 
 This route to New York from Western ports, say Chicago, via the canal proposed 
 
 20 
 
 OorMitg «ml 
 
 21 
 DcMlt, ^% 
 
 le at as early a date 
 
 22 
 llOWltWMid 
 
 eftectotlur pro- 
 
 (Mcd eblp 
 
 canlt. 
 
34 
 
 MONTREAL. OTTAWA & (IFORClAN HAY CANAL 
 
 23 
 
 riiticial 
 
 by the ITiiititl StntcH Cominijmlon. would K- utmiit 1635 mWen in length, omi via 
 Ottawa Niivigatiuti ami Montreal Champlai 11 Canal undiT 1.150 niilfs, a diffi-renci* in 
 favour of tilt; clioril roittc fif over joo niiU-s. 
 
 On tlie other hand, it must \te Inirne in mind that if this wattTway is nt'tjlecled 
 and a sliiji vanal (.•onstriK-tt.-ii thntn^h the rutted Stiitts, the chances of Canada ohtain- 
 injt any increase of exiH)rt trntle is not utily notif. hut the lilllc she now M.-cureH will 
 Ik- taken from ' er. 
 
 The ship canal, nun ainstrnctcd aii<l tti oinration, the Ihmiinion of Canada by the 
 St.I.awrenU' for seven months in the yeiir will liei-inne the Kateway for the whole of 
 the exjiort and imiKtrt trade of the riehcst and largest part of the N'ortli American 
 continent this siile o( the KiK'ky Mountains. 
 
 Attention nnist l>e drawn to what may Ik; called the fnuiiicial mart;in of the under- 
 talcing. 
 
 The modest estimate of traffic will allow of a profitable capital exix.nditiirc far 
 higher than the estimated c<)st. 
 
 Supiuisiny the estimate (if traflK- sIkiuK! at once he exceeded by i.imki.coo tons, 
 which is not iniiirobahle, tliere would l)e an additional net income of S,<^i>),imn). This 
 represents the interest at ,i'a on Ji ft, 500,1 ickj and means that such increase justifies an 
 additional capital expenfiiture of over Si6,ooo,rxx) or nearly '4 of the estimate 
 cost of the Canal should it Ite needed. 
 
 This fact goes far tu stamp the tuidertakin^ as a sound linsitiess proiH^sition. 
 
 From the fforeKOing Ifact5 the IfoDDowlng conclusions 
 are imevltabSe. 
 
 First. — That the great need of the enormous and rapidly increasing 
 Lake traffic is an outlet for lake freighters to the Seaboard. 
 
 Skcond. — That such an outlet can be given by a 20 foot navigation 
 only. 
 
 Third. — That the chain of rivers and lakes from Georgian Bay to 
 Montreal is the natural waterway designed by nature to attain this pur- 
 pose and by which Manitoba and the Canadian North West will be 
 brought into direct, cheap, water communication with the Seaboard. 
 
 Fourth. — That it is the shortest <iutlet by over 400 miles for tht 
 Western Lake Ports, and can be constructed at a cost of less than . a third 
 of any ship canal from the lakts to the United States Seaboard. 
 
 Fifth. — That when constructed it will revolutionize the trade of the 
 Great Lakes, diverting it to the ocean through the St. Lawrence to the 
 benefit of the whole Dominion and .specially of the ports of Montreal and 
 (Juebec and of the M.irii;inie Provinces, 
 
 Sixth. — That .such a waterway with its waterpowcrs would open up 
 to settlements and centres of industry the Provinces of Ontario and 
 Quebec along the Ottawa Valley and French River. 
 
 SkvKN'Th. — That the opportune r.iomcut for entering upon and 
 carrying to a speedy completion this imix>rtaut undertaking has arrived 
 and deserves the material and energetic support of the Dominion 
 Government. 
 
MONTREAI,, OTTAWA & CKokf.IAN IlAV CANAI,. jj 
 
 •Ultc NipimiiiK, til'- ""«•! Ni.rthini (xirt of tht- (lllnwa NaviKnticm is *> 
 mill-. Siimli of llic " S.)o." Tlii« «<-,».n il wus opi-n a f„rti,i«l,l Mm tin •• S..." 
 anil iiion- than } wvcks varlii-r lliaii thi' Su-. (.'laii flats anil l)i-troit iliaiiiul, whiih 
 were )}]ocke(l with icf tilt the mth of Ma\. 
 
 Th-0|!rl.il „f this \aviKati..il wollM plaee the Canadian lal;e Heel . .11 the 
 »ameade:rit.-.i.cc)n»f,«>tln(;a»tliatat |.resi-nt enjoye;! In the fnile.l States lake 
 Hi-el. The fi>rmer wonhl he ahle to earry from fniteil Stales Western lake |iort» 
 to Montreal and (Jnehee. lint the latter conW not ilo s.. from any Canailiail lake 
 l>ort. This wonhl ensnre every hnsliel of Canadian wheat UinK earriid in a 
 Canadian iH^ttoni.