' ^ Compliments op
McLEOD STEWART.
Rek^lf to tbe
».*
I. Open Lbtter prom Mr. MoLeod Stewart to Hon.
Clifford Sipton .... .... .... 1
II. Open Letter prom Mr. McLbod Stewart to Hon.
Anbrew G. Blair .... .... 7
m. Reprint op Articles in " Canadian Engineer " of
May and June, 1897 11
IV. Reprint of Letter in Ottawa "Journal," June
12th, 1897 i9
T. Lvrm fbom Andrew Bell, 0. B., to McLbod
#flWABT .... .... .... .... 99
Prfntcd bjr JhifBttr k Abbott, Ottawa.
HE iol
An Open better.
To the Honorable Cllford Sifton Q.C., M.P., Minister of the
Interior of Canada : — .
Dear Mr. Sifton, — I understand you arc open to receive
and are receivinij suij^estions and hints in retjard to tlie " needs
of Canada," and how best to develop our great North-west, the
finest lieritage God ever (^ave to a free people.
I have ijiven this matter i^reat thouijht and consideration
and now beg to submit the following : —
I doubt if the people ot the eastern provinces of Canada
fully realize the vast extent of testile lands that stretch away
toward the setting sun in our ijreat North-west.
Most of our people have an i<lea iidierited from their school
days that over all the " (Jreat Lone Land" an Arctic winter
reigns almost through tlie year, and it is hard for them to believe
when i tell them of ripe tomatoes growing in abtuidance out of
doors in the middle ot October on the North Saskatchewan.
We have the phy.sical basis for an empire, but for our
North-west the vital problem is the problem of transportation.
The true commercial measure of distance is not mileaire but cost
of transportation. It is, of course, a physical impo.ssibility to
move the farm lands of the North-west to th*^ sea, but it if*
possible, in efi'ect to biing the sea to them. The completion of
the Montreal, Ottawa and Georgian Bay canal would be com-
mercially equivalent to putting the North-west a thousaml n'dea
nearer to the markets of the world. Not even those who have
studied the subject most deeply can realize all that thin would
mean, but some ot the results that would follow can be j)laiidy
seen.
: 2
First of all, it would mean for the settlers already there
such an increase in the sellin^^ price of their products as will
bring them an abounding prositerity, and following close and
consequent upon this first result will come an increase of immi-
gration that will ))eople our great North-west as if by magic and
make the " Great Lone Land " the home of teeming millions of
farmers and gold and coal miners.
The United States' North-west lay all unoccupied until the
lock was built that gave the shi|)s Iree passage at Sault Ste.
Marie. When the ijreater lock was finished in ](S<S1, the "greatest
in the world, until two more were lately built close by, one on
Canadian and one on Auierican soil, to accommodate thn business
created by the first, there was begun that mighty movement of
population which stttled the prairies of Minnesota, the Dakotas,
and Manitoba, and built u[) the cities of St. Paul, Minneapolis
and Duluth on the American side, and Winnipeg on our side.
The decrease in the cost of trans[)ortation that will follow
the deepening of the channels of the lakes, now practically com-
pleted, will have a noticeable effect in the same direction ;
but to (pu)te the language of the late Congressman Chipman, of
Michigan, diep water through tho lakes will be but a lame and
impotent conciusioii unless supplemented by deep water to the
sea. It is my deliberate opinion that the Dominion government
can afford to guarantee the interest on the capital necessary for
the construction of the Montreal, Ottawa and Georgian Bay
canal, simply for its effect upon the settlement of the North-west
Territories, although that is only one of the nian}^ benefits that
would accrue.
I desire to emphasize the fact that waterway improvements
are not an injury to railway interests, but are always and every-
where a benefit. We are fortunate in having 8o broad-minded
and able a man as Sir William Van Home at the head of the
railway which will be most directly and vitally affected by the
piopcsed canal. He is already on record, as are also Chauncey
Depew, of the New York Central, Mr. Doisj^^alls, of the Chesa-
peake and Ohio, J. J. Hill of the Great Northern, and John R.
Booth, of the ( anada Atlantic. Such masters of transportation
as those I hav^e named, and others who might be mentioned, are
advocates of waterway improvements from the standpoint of
enliolitened self-interest, but we have too many railroad men
who are too narrow to see anything that lie.-; outside of two lines
of steel rails. The waggon-way, the railway and the waterway
— that trinity of trans[)ortation agencies by whi^h the commerce
of the world is carried out— while their fields of action overlap
somewhat, are, in the last analysis, not antagonistic but comple-
mentary. There are conditions, of course, wherein only one form
of transportation is available, btit put the three alongside each
other an ! it will be found that certain classes of trafhc can be
carried so much more economically by each form of transporta-
tion that neither of the others can afford to carry them when the
third is available. As an illustration, a study of the reports of
the Great Western Railway of England, made a few years ago,
showed that they were using •')M per cent of their e(piipm.ent in a
trathc that produce* 1 onlv 14- per cent of their total revenue.
That low ijrade freijjfht oiiijht to have been turned over to the
canal alongside. I regard it as an axiom that railways will always
find the greatest profit and prosperity in hauling high-class freights
for a <lense populition, rather than in carrying the iovv grade
trafhc of a thinly settled legion. Those comnuinities will furnish
the greatest proportion of high cK*ss freights which have the
benefit of water carriage for their raw materials ; and inland
communities, which are so situated that water transportation can
not be broui^ht to their doors, will be best built up in population
and prosperity by bringing that cheapest of all known forms of
transportation as near as possible. I can only reiterate the
opinion I have previously expressed, that the best thing that
.-S'.rP'-
could possible happon to a railway would be to have (and I have
so advocated it in connection with the Parry Sound road) a -w^ ater-
way paralleling every raileof it< track. To turn from a general state-
ment to the special case under consideration, the opening of such
a magnificient air-line of water transportation as would be made
from Montreal to Port Arthur bv the coiistruction of the Mon-
treal, Ottawa aad Georgian Bay Canal, would so immediately
and enormously benefit the Canadian Pacific Railway, that that
great corporation could well afford, if other means should fail, to
bond its line and build the canal itself.
The canal cannot be built without creatine: a series of water
powers around every one of which a manufacturing city will
spring up, making the beautiful valley of the Ottawa resound
from end to end with the whirr of busy wheels, and converting
it into a scene of industrial activity unrivalled on the continent.
And you will see a splendid illustration of the division of traffic
to which I have referred above, for the «aw-loor would float down
the canal to mill and factory, but the railway v/ould carry
away the finished product. The peopleing of th^jj gi-eat North-
west, to which I have already alluded, wodd add so greatly to
the volume of traffic on its western lines, that, in accordance with
a well known law of trans jtortation, the C. P. R. could tiot only
reduce its rates — which would l»eneht the settlers — but could at
the same time increase its dividends which would benefit the
shareholders ; and the prosperity of both would benefit the
country as a whole.
In lH')S, when the project of building a lock at Sault Ste.
Marie was under discussion in the legislature of Michigan, Mr.
E. B. Ward, of Detroit, a prominent vessel owner and regarded
as one of the most clear-headed and far-seeiiiij business men ot
his day, wrote to a friend in the legislature i^hat he was jeopardiz-
ing the whole project by advocating a lock so large that its full
capa^'ity would not be needed for a hundred years, if ever. Yet
that lock was outgrown in a few years, and the lock of 1881 was
built alongside. When this was finished all concerned thought
^hat they had solved the problem for all time. But that, too,
was outgrown, and the little lock (>f 1855 (which Mr. Ward
thought would not be needed for a hundred years) was blown
out with dynamite to make room for the colossal lock just finished,
while another of equal capacity has been built just across the
river on our side. >
In the p'-ospectus, a copy of which I sent you, I spoke of the
rapid growth of the commerce at the Sault canal, and I doubt
it* the rapidity' of this development has ever been surpassed. It
was 101,458 toas in 1856; 2,021M)0() in 1882; and 11,214,333
.tons in 1892. 1 lie 3'ears since 1892 have been years of depression
and business d.saster, but in spite of this the traffic passing
through the Soc in 18S6 was 1(5,239, 101 tons, an increase of
nearly 50 per cent, in tour years. If tbc' business of one lake
has increased half as much in four years of business depression
.as it had done in the preceding 36 years, do you think the
Ottawa canal can accommodate the traffic wlsich will be offered
when the commercial pendulum swings in the other direction and
activity takes the place of stagnation — when all the cities of the
upper lakes senrl their thronging fieets to Georgian Bay and ocean
vessels lie witli fretting keels at Montreal ? The traffic and com-
merce of the mighty West will be far beyond the wildest dreams
of to-day.
Are you aware, sir, that in Northern Ontario there are otle
million acres of lan-i UDOcoipiod which can grow fruit finer than
anything in the Niagara peninsula ? Aie you cognizant of the
fact that in the same region there are one million acres of spruce
waiting to be developed into pulp, and that by the opening uj>
of an iidand system of water navigation we will command the
pulj) business of the whole civilized world '. Sir, what you want
to do is to get the people out to this country an<l transport them
and their effects as cheaply as possible. Use every means in
your power to dispel the ignorance abroad regarding our climate.
In the book stores in Ottawa they are selling photographs as
souvenirs showing two men driving two dogjs harnessed up a
la Eskimo. These should be suppressed.
The last time I went across to England it was in the dead
of winter. I went over in less than six days. When I reached
London my landlady asked me if I had to walk out far on tho
ice before I caught the ship a la Greenland.
You will be sustained by the public sentiment of the country
if you inaugurate a bold, vigorous and energetic immigration
policy.
I hope you will receive these suggestions in the same sf)irit
in which they are given, namely, with single eye to do what is
for our common country.
Yours faithfully,
McLEOD STEWART.
Ottawa. Feb. 6th, 1897.
An Open feetter.
To the Honorable Andrev George Blair, Minister of Railways
and Canals, Ottawa :
Dear Mr. Blvir. — I, and those associated with me in the
promotion of the enterprise of opening the Ottawa river to navi-
gation, believe it to be one of very great value towards the
developiaient of Canadian resourcosand the extension of (.'anadian
commerce, ai^d look upon it as of special importance as a feeder
to the St. Lawrence river route, and therefore calculated to build
up the trade of Montreal and Quebec, and all the towns in any
measure dependent upon those centres.
The opening up of this channel will give the advantage of
cheap water transportation through the heart of a country larger
than New England, and superior to it in richness and variety of
resources. Thft Ottawa Valley with an area of more than 60,000
square miles, contains the largest depot of white pine timber in
existence. It possesses vast quantities of spruce, the basis ot the
pulp industry. Our forests of hardwood, suitable for house
furnishing', furniture and other manufactures, are extensive and
valuable. Iron, phosphates, mica, graphite, asbestos, serpentine,
galena, silver, copper, nickel, marble and other mineral products
are abundant. We have also a large extent of cultivable and
grazing lands, fertile and well watered, and so situated with
regard to the occurrence of minerals and timber as to enjoy
advantageous home markets and afford the best conditions for
that species of mixed farming which everywhere proves the most
profitable.
The Ottawa Valley, in its thousands of lakes acting as
nfitural reservoirs, and in the grand rapids of the Ottawa river
and its tributaries, possesses water power far surpassing in the
aggregate that of New England, and is better located than New
England, both for grinding western grain, and for manufacturing
for domestic markets. For foreign commerce New England has
the advantage of an ocean frontage ; for domestic trade the
Ottawa Valley is favoured by its situation on the shortest possible
route between the Atlantic and the greatest s^^stem of internal
navigation in the world ; and, both by location and resources, is
fitted by nature to become, as Mr. Walter Slianly has said, " the
workshop of America."
The cheaply available water power may be reckoned b}'
millions of horse power. The utilization of this in manufactures
suited to the country, and the conse(iuent growth of population
in Northwestern Quebec and Northein Ontario must add
materially to the importance of Montreal as an exporting point
and as a distributing centre.
With cheap water transportation on every side, the great
lakes to the south, and the great ocean channel by the St. Law-
rence to the east, and with railways and subsidiary waterways
like the Rideau and Trent navigations crossing it in every direc-
tion, that portion of Ontario .south of the Ottawa river will
become the Belgium of this continent. From its geographical
po.sition as well as from its healthful climate, natural fertility
and timber and mineral wealth, the raw materials for im|K)rtant
manufactures, this section is destined to become one of the most
densely populated districts on the (^mtinent.
With the ( )ttawa waterway extending her water front nearly
five hundred miles west from Montreal, and bringing her rich
material resources upon a natiomil highway, the gnat province
of Quel)ec will timl room for development within lu-r own bound-
aries. Instead of seeking New Kngland her surplus population
will find employment in the industries which will spring up
along the Valley of the Ottawa.
9
While the dev^elopment of new teriitory, the extension of
commerce and increase of the natural activities of the eoiintry
are oi the first importance, for other leasons the project is of
national interest. Not least is the creation ot a strictly national
waterway, free from outside interference or control, wholly
within our own territory, and ensurinf^us under all circumstances
an independent means of internal communication.
The need and demand for tl>e canalization of the Ottawa
are vastly greater than they were even a few years ago. Since
the building of the C. P. R. there is no possible undertaking so
broadly national in interest and so important in its bearing upon
the welfare and prosperity of the Dominion.
The present is the best time for the undertaking of the
work that could be found. Not only is Canada regarded more
favorably than ever before as a field for investment, but capital
is better dis])osed towards this particular form of investment
than at any time for years.
In Enjifland there is the most anient feeling in favour of
closer relations with the colonies, and the strongest dispositioji
to favour any ])olicy or any undei taking which promises to
further them.
It is the growth of facilities for transportation, such works
as the Sue/ Canal and oth(?rs, that have made the 'Existence of the
Kmjtire of to-day possible. And such a waterway as the Ottawa
will piov(^ a new bond of union among the provinces and a factor
in the «piestiv)n of imperial relations.
Kverytiiing indicates that NOW is the time for the Ottawa
river to W* opt'neil for traffic. Th»;n, in ad liti<M) to developing
land resources of great rijjiness, we will have another grand
highway of commerce, for the building up of our national pros-
perity.
The shortness of the Ottawa route, atid the very low rates
j\t which freight can l)e earned by it, ensure that as soon as
10
opened it will gain and bring to Montreal and Quebec a share of
the through traffic that now goes to New York. Its local traffic
will also be important, and far in excess of that of the St. Law-
rence canals. And every ton of through freight moving on the
Ottawa river, as well as every ton of increased production of the
Ottawa Valley seeking export, will necessarily go to Montrenl
or Quebec for an outlet, not being liable to be di/ertedat numer-
ous points, like the traffic on the St. Lawrence canals, which
experiences exhaustive drains at Buffalo, Oswego and Ogdens-
burgh.
Work on the Ottawa, as well as on the St, Lawrence, ought
to be pushed vigorously and at once. The Americans are keenly
alive to the value of handling the enormous traffic, and are
making every effort to retain the whole of it for United States
carriers to United States ports.
The traffic to which we are fairly entitled by our position is
sufficient already to fully employ Ijoth the Ottawa and St. Law-
rence routes. These latter are really complementary instead of
competitive, both having Montreal for their terminus. The true
rivalry is with American routes carrying trade to New York.
The whole matter resolves itself into one or two (juestions :
If this waterway, through the heart of our own country, owing
to present favorable conditions, can be constructed without in-
terference with other needed public works, and will. out recourse to
the public treasury, except to the extent of a«mall annual bonus
after completion, and can Xm com|>lete<l in a sliort time at com-
paratively slight cost, is it worth making an effort to obtain ?
Would such a feeder and alternative through route ten<l to
increase the comnjerce of Montreal and Quebec and to lx»netit the
great St. Ltiwience waterway f Are its prospective etfects in
developing new territory and increasing production and national
wealth, worth trying to secure s'
Vuurs faithfully,
McLEOD STEWART.
OtUwa, June 15th, 1897.
Ottawa Canal Scheme.
The following article, by Mr. A. J. Forward, of Ottawa, which
api)eared in the Canadian Engineer, on the practicability of the
Ottawa and Georgian Bay Canal scheme, will be read with in-
terest : —
In Scribner's Magazine for Jannarj', 1896, a New York writer
quotes approvingly the pr(»position ot L. E. Cooley that " the line
of export must follow the line of domestic transportation," and
infers that " whatever meri*. Can.irlian routes may have fronj an
engineering standpoint is entirely overbalanced by the fact that
they run through a district which can furnish but very little
freight in either direction," The fallacy of this statement, so far
as regards the Ottawa route, may be readily shown.
During the season of 1895 the traffic of the Erie canal, both
eastward and westward, originating in New York state, was in
the neighbourhood of 600,000 tons, of which the following were
the principal items: Pot sind pearl ashes, 11, -195 tons; barley
malt, 24,698 tons ; salt, 66,460 tons ; stone, lime and clay, 240,859
tons. The (piantity of coal distributed was 469,595 tons. Wheat
from Buffalo and Tonawanda to points along the line of the canal
amounted to 71,850 tons. From 1890 to 1894, inclusive, the
movement of freight was as follows. acc<»rding to New Yoik
Chaml)er of Commerce reports :
From From From
Tide- Water. Western States. N.V. State.
Tons. T-ins. Tons.
1890 i.304.»74 1.194.017 470,549
l»9« 1. 175.530 1.186,521 502,589
189a 1,120,704 i,32(),7o6 47R. ?So
l»93 5'>7.'>59 1.586.238 675,j8o
l«94 960.3*0 1,437.293 259.059
12
The averajje annual traffic of the Erie canal orioiriatintj in
New York state nr, in other words, " derived from tlie district
through which it passes," was therefore, (hiring that period, only
478,191 tons.
For the period 18S8-9-3, inclusive, the average traffic of the
Ottawa canals amounted to 092,17-3 tons.* Pnicfically the wliole
of tliis originated along the Ottawa river, and the bulk of it was
lumber. In l.S94r, out of a total traffic in that year of 562,010
tons, no fewer th;iii 518,747 tons were the produce of tlie forest**
Durinj; the s;iine vear out of 88t),778 tons moved on the St.
Lawrence, exchjsive of the Welland canal, 5:]7,9S2 tons were
through freight, having only o48,790 tons as the traffic of lopal
oiigin. From these figures it appt a-s that the lumber traffic
alone ot the present Ottawa canals exceeds the entiie traffic of
the Erie canal derived Irom New York state, and is double the
local traffic of the St. Lawrence canals. Such bointr the case
when the canals extend westward no fuither than Ottawa city,
it is reasonable to expect that the locally-derived traffic of the
comi»lete<l water wav, ua.ssini; throuiih tlie heart of the luml>er
countrv. and iiivini; :in additional outlet westwaid to Chicairo
and other lake nuirkets. as well as better facilities to the east
bound trade, will be at least twice or three times as great >is that
of the Erie canal, without reckoning on anything else but luml»er
and other products of the forest.
THK LUMUKK yl'KSTloN.
The output of sawn lumber from the Ottawa district for
1895 was estimated at G27,00(),OoO feet. This at 60() feet H.M.
to the ton, would amount to 1 045,000 tons. In 1N92 tlie
Georgian Bay region exported 184,50(^000 feet of saw-logs, or
307,500 tons. La.'^t year ;i07.OO0,00O feet (estimated ), or 51 l.dOO
tons, wc:it to the Tnited States from that (piarter. An open
waterway from the lakes to tlie fcM)t of Lake Temiscamingue
•Canadian .Slat. Vear BiH)k, 1894. ''keport Departmcnl Railways ami Canals.
13
would result in the establishment of mills on the route to saw
lumber for i^xport to lake markets. A largely increased cut of
timber would result, and the i)rovincial revenues be correspond-
iogly augmented without any injurious drain on our forest
resources. Henry O'Sullivan, inspector of surveys for the pro-
vince of Quebec, in his report of surveys on the Upper Ottawa
in 1895, says : "If there were mills on the spot, or if easy access
could be had to this re^ijion, a great deal of good timber that is
now lett to rot could be utilized : bi^t when we consider the dis-
tance, some seven hundred miles, that this timber has to be
driven to the Quebec market, the second (quality stuft cannot
pay." Hardwoods, which cannot be floated for long distances,
and inferior sorts of timber, would at once become merchantable
and go to swell the annual output, which it may be safely
asserted, might be doubled without trenching to any greater
degree on the stock of pine ot the better class. Where there is
cheap transportation, such as the waterways would afford, the
by-products of the forest aie in the aggregate of greater value
than the lumber :uv\ timber annually cut. Pulp an 1 pulp-wood
alone will furnish a lar^je carrving trade. The market is extensive
and rapidly growing. European countries import over 500,000
tons of jHilp annually. The report of the New York forest com-
mission, IHOl, states: "In tho last eight years the amount of
timber used for this purpose has increased 500 per cent In
1891 tiie timber cut for pulp-wood in the great forests of Northern
New York wtus equal to one-third the amount out by the lum-
bermen. Already the cry of scarcity of pulp-wood is beirjg raised
in the United States, and thev must .soon come to Canada for
almost tlx'ir entire sup|)ly On the head waters of the Ottawa,
and northward over the Ijeighi t)f land, are inexhaustible store.*!
of spruce and poplar of the best (juality The conditions for
its local manufacture are also of the best Three things are
necessary to success, suitable woo«l, e.xtensive water power, and
•14
chea{) labour. All these, as well as cheap transportation, will be
found along the Ottawa rivtr. Firewood to the extent of
1,004,812 tons was carried on Canadian railroads in 1893, and
would furnish considerable traffic on the Ottawa. Tan bark, hop
poles, telegraph poles, railway sleepers and ties, stave bolts, posts,
pot and (earl ashes, manufactures of wood, etc., along with
various minor products of the forests, would each afford a
material addition to the traffic.
\\ ithout counting, however, on any increased output from
any of these sources, there would be an annual traffic of 1,800,000
to 2,000,000 tons of products of the forest alone to draw from,
and all " furnished by the district through which the canals run."
THE PHOSPHATE OUTPUT.
The opening of this waterway will aid to revive phosphate
mining, and will eventually, by giving access to markets, and
reducing the cost of transportation, swell it to an in<lustry of
very large proportions. '
There are two principal distiicts in Canada where apatite or
phosphate of lime occurs. Both these are in the Ottawa Valley.
The first, on the north shore of the river, consists of a belt from
12 to 25 miles wide, stretching northward through Ottaw^a county.
Though of limited area, extending about 30 miles, so far as ex-
ploited, it is notable for the richness of its deposits, both as to
quantity and (juality of product. The second district is in
Ontario, having been developed principally in the counties of
Leeds and Lanark, in the vicinity of the Rideau canal, and covers
a larger area than that on the north side of the Ottawa. Hither-
to the impression has prevailed that the deposits are smaller and
of poorer quality than those in (Quebec. However, the report of
the Royal Commission on the Mineral Resources of Ontario
states : " Larger deposits have been opened up, particularly in
one district, on the Quebec side thus far, but as regards similarity
of occurrence and variation in quality (dependent largely upon
15*
intelligent dressing of the rock) identical conditions appear to
prevail on both sides of the Ottawa. The quality of the higher
grades of phosphate shipped from some of the mines along the
Kingston and Pembroke railway is as high as any produced in
Canada." The depth to which the apatite extends is probably
for all practical purposes unlimited. Shafts over GOO feet deep
still continue in good phosphate, and the vein matter, though
irregular, is continuous. Mr. H. J. Wiggles worth, of New York,
in addressing the Canadian Mining Engineers in 1(S95 t5ai<l :
These phosphates are practically unlimited. Those who have
studied their occurrence n:ost carefully see no possibility of
exhausting them. If all the population of Canada were employed
there mining for ten years, the extent of the deposits would not
be laid bare "
MARKET FOR PHOSPHATES.
Here is evidently the basis of an extensive future industry.
It is estimated that every year 1,500,000 tons of pnosphate are
taken out of the soil of the United States by its food crops.
This must be returned to the soil in some form. For want of it
many farms in the Eastern States have been abandoned as worth-
less, and whole States that could grow 30 bushels ot wheat to the
acre do not now average 15. Large areas in the older portions
of Quebec and Ontario have been exhausted by continuous crop-
ping. A judiciou?4 use of fertilizers would restore vitality to the
soil. The wornout cotton lan<ls of (Jeorgin, by the use of arti-
ficial manures, were raised in 20 3'ears from a value of .^3 per
acre to S30. The same transformation might take place in Quebec.
An almost unlimited home market for this valuable pioduct will
be developed in time. If the Ottawa waterway is to carry east-
ward the grain of the west, there must be return cargoes for the
vessels employed in the trafhc. What more beneficial occupation
than to convey back to the soil the fertilizing elements of v/hich
it has juht been depleted by the crops exported ? Chicago,
IG
Cleveland and other lake ports will afford markets every year
more extensive. The only competition in those markets would
be with the South Carolina product, which is handicaijied by the
Iocj: and expensive raihvaj^ haul across the Alleofh-mies and west-
wuv i. Vessels by the Ottawa waterway' looking for return
cargoes would carry very cheaply. Buckingham, Que., would be
about the same distance from Chicago by water as Buffalo.
The adverse influences affecting Canadian phosphates are
chiefly : 1. Low prices in the European markets, owing to cheap-
ness of production in South Carolina and Florida ; '2. General
deprc'jsion of the agricultural interests and low prices for farm
produce ; 3. High cost of apatite mining, owing to the uncer-
tainty of its occurrence, and the expense of selection of "cobbing;"
4. Frequent rejection of shipments that fail to analyze up to re-
quired quality ; 0. Excessive cost of transportation; 6. Lack of
home market.
THE EUROPEAN MARKET.
The demands of the European market have been confined to
the highest obtainable grades. These are used for mixing with
low grade, cheap material fiom South Carolina and elsewhere.
The necessity of obtaining an (SO per cent, grade immensel}' in-
creases the cost of production, and leaves a very large part of the
product at the mines as waste material. It the United States
and Canadian markets were available to the fullest extent, sq
that a G') per cent, grade could be shipped, the output of each
mine would be nearly doubled with the same labor, and the cost
of mining and handling materially reduced. The present cost
])er ton laid down in the Enirlish market, ranges from ^7 to SI 4-
while it is probable that if markets on this continent were to
take the low grade paoduct, it would be loaded on vessels at
Buckingham at from S2.50 to i?5 per ton. It may be shipped
either after simply grinding the rock, or after manufacture into
superphospliates. Magnificent water-power for grinding is avail-
able at th*:; mouth of the Du Lievre. Iron pyrites for the manu-
facture of sulphuric acid can be conveniently obtained. To esti-
mate the prospective tonnat^e to be atibrded is, of course, out of
the question ; but there is every reason to believe it would be
large eventually. About 6,000,000 tons have been shipped from,
the South Car(jlina deposits to date, European markets import
500,000 tons a year.
Another feature to be taken into account is that mica and
other minerals 03cur very frequently associated with phosphate,
where neither alone will repay working. So that whatever
helps the phosphate industry will stimulate their production as
well. Mica, graphite, asbestos, serpentine, pyrites, iron, and
other mineral products of economic importance occur throughout
the phosphate region, and would be extensively developed by the
opening of this waterway.
THE MINES NEAR OTTAWA.
The principal ores ot the Ottawa region are magnetic.
Hematite occurs very generally associated with magnetite, but
usually in small quantities comparatively. From the well-known
South Crosby deposits on the Rideau lake northward to Arnprior,
and extending across the river into Pontiac county, is a region
described by mining experts as a hematite and magnetic belt
whence valuable ores may be obtained in large quantities. Five
miles from Ottawa, four miles from excellent water power on the
Gatineau river, and only two miles from a shipping wharf, is the
Baldwin mine. Ore from chis has been pronounced " the best
car wheel iron ever used." The vein has been traced upwards
of one and a half miles on the surface, there being at one place a
solid hill of ore 100 feet in height. The amount of exposed or
easily accessible mineral has been estimated at 100,000,000 tons.
Ten miles northeast of Ottawa is the Haycock mine, from which
very large quantities of ore may be obtained. Thirty-five
miles west of Ottawa and about four miles from the Ottawa
18
river, are the Bristol mines, where there is an available supply
of ore calculated by their mining superintendent, Mr, Symons,
at over 30,000,000 tons. A report made for the owners in 1889
by John Birkenbine, a mining encrineer of Philadelphia, among
other things states :
" The extent of the ore body would appear ample to encour-
age the installation of a plant for smelting the ore, and personal
investigations impress me with the belief that the Bristol mines
should become as large a producer of iron ore as any of the ore
bodies which! have examined either in the province of Quebec
or Ontario. Should mining operations be carried on upon an
extensive scale, the location offers some peculiar advantages,
owing to the fact that four miles southeast of the mines the
Ottawa river encounters a limestone ledjre over which it falls in
picturesque rapids and cascades about 40 feet. This water
power, known as the Chats Rapids, could be utilized to advant-
age for producing power and compressing air. which might be
carried as at Quinisee Falls and Michigammee River, Michigan,
to operate machines at the mines, or by converting it into electric
force, it ma,}^ be conveyed so as to produce power. Inspection
and analj'sis would indicate an ore obtainable for smelting pur-
poses approximating 60 per cent, iron, 2 per cent, sulphur, with
phosphorus very much below the Bessemer limit : and when
roasted this ore should exceed 6') per cent, of iron, with sulphur
below one per cent. Taking into consideration the facilities now
existing in the city of Ottawa, it appears to be the most advant-
ageous location for utilizing the ores from the Bristol mines. An
examination of the vicinity of Ottawa developed four very
satisfactory points where blast furnaces could be located to
advantage, and where facilities are offered for adding other
manufacturing industries in the future. Some of these points
possess special merit as to certain features, but all are convenient
to transportation, and have ample cinder room, water, etc.
19
On the line of the Rideau canal is the celebrated South
Crosby ore deposit. Conveniently located along this waterway
are also numerous deposits throughout the county of Lanark, as
yeb altogether nndeveloped.
CENTRAL ONTARIO MINES.
The numerous and rich mines of the Renfrew distiict and
Central Ontario, and along the lines of the Kingston and Pem-
broke, Ottawa, Arnprior and Parry Sound, and Irondale, Bancroft
and Ottawa railways, would also be very acces?!ible from this
point. Bog iron ores for mixing might be obtained from Vaud-
reuil, the present source of supply of the Drummondville forges.
They also occur (in unknown quantities, the deposits being
undeveloped) in Templeton township ; in Hull township, only a
few niile^ north of the city of Ottawa ; near the river in Eurdly
township, 20 miles to the west; at various places along the
Rideau, and throughout Lanark and Renfrew counties. Iron
deposits are known to exist also in the vicinity of Lake Nipissing,
on Lake Temiscaming, and elsewhere in the county of Pontiac.
By means of the opening of the waterway the distance from the
iron regions ot Lake Huron to Ottawa would be the same as to
Cleveland.
The supply of ore which may be cheaply centered at Ottawa
by the various waterways and railways is practically unlimited.
A writer in the Field Naturalist several years ago asserted
that—
" We have in the Hull, South Crosby, South Sherbrooke,
McNabfind Marmora deposits alone, in round numbers, 1,000,
000,000 ot tons, a quantity sufficient to yield ],000 tons of ore
a day for 3,000 yeare."
A .statement so purely speculative must be taken for what
it is wort*- What is certain is, that deposits undeniably very
large are already known, that the occurrence of iron is very
general over a large part of the Laurentian area in the Ottawa
Valley, and that the development work and exploration thus far
20
done amount to very little more than scratchiiio- tlie surface here
and there.
Besides ore, however, there mast be taken into account tiux
fuel, labor and tiansportation facilities. The city of Ottawa is
built on limestone. On this point Mr. Birkenbine's report says : —
" Limestone is abundant in the teiritory about Ottawa, and
the Geological Survey officers state that both limej^tono and dole-
mite, as well as intermediate qualities (»f magnesian limestone,
are obtainable. It is therefoie possible tofindtither near the
mines or near the iurnacj location an abundance of limestone
for flux."
Fiicilities ft)r obtaining and cost of fuel are, perhaj)s, the two
most important elements. To ([uote Mr. Birkenbine as^ain : —
: . V Ottawa's FUEL SUPPLY. f;^ - v-
"To appreciate the position of Ottawa to a fuel supply, we
may first consider it? position in relation to the anthracite coal
re«;(ion of Pennsylvania. Taking Scranton as a centra, tlie cir-
cuuif^.rence of a cijcle which passes throus^li Ottriwa, would also
pass through or close to Cleveland, Ohio ; London, Ont., and
Rouse's Point, N.Y. As the raihoad connections between Scran-
ton and Ottawa are nearly direct, and as there is no duty on
anthracite coal, this fuel should l»e delivered in Ottawa at ap-
proximately the same all-rail ratt.'S that prevail to the other
points named. Very satisfactory coke for furnace use is now
being produced in Pennsylvania, 100 miles nearer Ottawa than
Connellsville, and the use of such fuel would give Ottawa an
advantage of fully 100 miles over Chicago in distance."
Pennsylvania coal can be brought in by direct all-rail routes
as stated, or via the Rideau canal. Nova Scotia coal comes as
far as Montreal in considerable quantity, there entering into com-
petition with American coal. It could be brought to Ottawa at
veiy slightly increased cost. Within 8 or 10 miles of the city
are extensive peat bogs, which might be successfully used for
coking puipose.«. Peat also occurs along the line of the Rideau
canal, and in the vicinity of Caledonia Springs, close to the
Ottawa river. And in case of the location of furnaces here it
would be worth while to enquire into the value of refuse from
the various sawmills, which now is allowed to pollute the river.
This mi^ht be use<l as a fuel when converted into gas, as is at pie-
sent practiced in Norway and Sweden in the manufacture of iron
of the highest quality. The location is also one of the most
favorable in Canada for the manufacture of charcoal iron, for
from the forests of the m-eat Laurentian area mio^ht be obtained
supplies of charcoal for years to come. Labor is plentiful, cheap,
and of good (luality. With waterways south, east and west, and
railways radiating in all directions, and loca*:e(l near the con-
vergence of all the great trunk lines of Cana-la which have been
or may be built. Ottawa would be in an ideal situation to dis-
tribute the manufactured product. To the eascern market she
would be as near by water as Hamilton, and 250 miles nearer to
Montreal. The Canadian Pacific and Ontario railroads running
north to the Ottawa river, could he supplied to the best advan-
tage. With cheaj) iron, clieap lumber, cheap waterpower, cheap
electricity, and cheap transportation, manufactuies would spring
up in the Ottawa Valley, and would create markets. And
clearly, all development of mineral and forest re.sources to the
northward, as well as all settlement in that direction, will have
the Ottawa river as their ba.se of supplies in the future as in the
past.
.,,,;, TRAFFIC OF THE GREAT LAKK^^.
In these days of deep-waterways conver>tions we hear much
said of the enormous traffic of the great lakes. It is interesting
to note that neai'ly 75 per cent, cf that is composed of lumber
and iron. In view of that fact and considering that these two
products constitute our most abundant and valuable resources,
residents of the Ottawa Valley may be |)ermitted to question the
22
sweeping assertion that all Canadian routes to the seaboard are
disqualified " because they run throuojh a district that can furnish
but very little freight in either direction." We have iron enough
to supply the continent. Mr. W. C. Edwards, M.P., one of the
most prominent lumbermen in Canada, referring to the extensive
forest area, and commenting on the methodbof Canadian lumber-
men, recently expressed the opinion, from his seat in the House
of Commons, that a very large output of lumber from this region
might be continued indefinitely, if proper measures for forest
conservation are adopted. Unless there is some mateiial error
as to the extent and nature of our resources, or as to the functions
and effect of waterways in developing these, there appears to be
ground for asserting that the opening of the navigation of the
Ottawa river to the great lakes will accomplish more for the
advancement of Eastern Canada than any public work in our
history, not excepting the Canadian Pacific RailwaJ^ Its bene-
ficial efiects in aiding the settlement of the Nortliwest, as well as
the northern districts of Ontario and Western Quebec, are beyond
the scope of this paper. ., -;
Ottawa dumber Int^r^sts.
Their Connection Witli tlie Georgian Bay and Ottawa Canal.
Editor Journal : — In the Montreal Star of the 8th inst., I
read with much interest a letter from C. C. Fair entitled " The
Market for Lumber," and touching also on the future prospects
of our country. Mr. Fair says :
" Unfortunately the very industry that so materially assists
in the development of these places — the backwoods — is handi-
capped to such an extent that, to make money by it has become
almost impossible, and in most cases men are ruined in the
attempt. I mean the local saw-mill. He has no chance ot being
able to place his lumber to the best advantage, simply from the
fact that he has no capital and cannot reach foreign markets,
Canada needs population. Give us twenty millions of inhabit-
itants, and we could dictate where nov.' we are dictated to, and
we want these millions soon. * * * Why should
not the government take this matter in hand and by a bit of
clever legislation rq^ch the masses of the people, upon whose
votes they really depend."
Now, Sir, I firmly believe there is a remedy for this, and
that these twenty millions are within our reach.
In the summ>:!r of 1859 the writer went down on a raft of
square timber from the upper Ottawa to Quebec. On the river
St. Lawrence, from Little river to Quebec, the vessels met with
(with the exception ot a few " pin plats "^ could be counted on
the fingers of one hand. Now on the same trip these waters are
found teeming with craft of all dimensions from the stately ocean
greyhound to the humble barge loaded with valuable lumber.
Why is this ? For the simple reason that lumber and other
u
bulky freights had access to the foreign markets l>j the ocean,
and to the States by way of canal at 8orel, and were not liandi-
capped by paying heavy land freights by a grasping monopoly.
Again at the same time, 18.VJ, what was Ottawa ? A small
backwoods town (Bytown), that could only boast cS one short
railway, the Ottawa and Prescott road. What made her what
she is to-day '{ Was it Her Majesty's decision in niakini; Ottawa
the capital of this Dominion ? (All h(mour to her for it.) Well,
certainly it helped greatly. But the commercial ])r()speritv of
Ottawa to-day is due to her central position, to the great watt r
power when the first mills were establi.shed, by the enterprise
and energy of a few far-.'^eeing business men, whose eyes were
open to the fact that Ottawa had canal comniuiiijatit»n with the
outer world, and domestic and foreign maikets, without l>eii^.g
burdened by heavy land freigiits.
Now sir, what do we tin<l to-day on the Ottawa river, fr m
the capital up to tlu beautiful Temiscamingiit' Like ? Not one saw
mill shipping lumber by water-, for the siniple rea.->ou that there
is no canal connection with any market, and the two or time
mills that we liave, (for I think there are not over three in tins
whole length) have to compete with other mills, and at tlie same
time pay excessive railway chniges.
W'here is the remedv for all this? Well, sir. 1 think it i.s to
be found in the "Ottawa, Georgian Bay and Lake Huron
Canal." Open this canal and an immediate«benetit will l>e con-
ferred on all the provinces of this Dominion, east i»f the Rocky
Mountain.s. Immediately that locks are comph'ted at the Des-
chene, Chats, Snows, Calumet and other rapids, saw mills will
spring up like magic all along the Ottawa in l)oth provinces of
Quebec and Ontaiio, for the water power is unlimited, and farm-
ers who are seeking out a pr»'<*arious livelihood, will find a market
for coarser grades of lumber, such as hop poles, ties, etc., etc.,
that cannot possibly pay railroad freight, and this will confer an
immense benefit on the fainuTs, and cause such an influx of
population, that will l>e simply wonderful, and will take up ali
26
the vacant lands along this route. We need not speak of the
immense benefit this canal will be to the North-west provinces
in opening up cheap transport for their wheat and other products
to the sea board, and at the same time aJdinij to the trade and
prosperity of Montreal, which will be the virtual terminus of
this grent project.
In conclusion, sir, if you will just trace the route ot this
canal on the map up the Ottawa and Mattawa rivers, you will
be struck with the central nature and directness of the line, con-
ferring its favors on both provinces of Quebec and Ontario. Now,
why should not our present administration look with favor on this
undertaking, and here is the very opportunity that Mr. Fair
alludes to when he .says " the government should, by a bit of
clever legislation, reach the masses of the people upon whose
votes they really depend." This is the opportunity of our present
Liberal government, to confer this greatest boon on our country
in this time of depression in trade.
MATTAWA,
Ottawa, June 12, 1897.
26
Almonte, Ont., 12th April, 1897.
McLeod Stewart, Esq.,
Ottawa.
Dear Sir, — Referring to our conversation last week about
the water power available from the Ottawa River, the following
information may be of some use : —
When I was instructed in 1872 to make the survey for the
construction of the Carillon clam and new canal there it was
necessary to ascertain the tlow of the river. Mr. T. C. Clark, in
his report of his survey for the Ottawa Ship Canal, gave the flow
at Carillon in high water as 130,000 cubic feet per second, and
low at 30,000 cubic feet per second. I was not satisfied with
thai, knowing that Mr. Clark had not time to extend his obser-
vations and measurements through more than or.e or two years.
I at once began measurements of the flow, and continued them
during ten years. I made extreme high water 200,000 cubic
feet per second, and extreme low water 2.5,000 cubic feet per
secoijd — ordinary low water 80,000 to 35,000 cubic feet per
second.
That would give for extreme low water, allowing 20 per
cent, of! for loss, friction, &;c , a power, when the river was at its
lowest, of 2,270 horse power per foot fall — and in ordinary low
water from 2,700 to 3,300 horse power per foot fall.
When the Ottawa and Georgian Bay Canal is constructed,
as it must be in the near future, it will be necessary to regulate
the flow of the river, that is to retain some of the surplus water
of flood time for use during low water seasons
It is certainly a low estimate and well within the possi-
bilities, to say that the flow of the river will then l)e maintained
at such a height that it will never be lower at its very lowest
Rti^e than will give 42,000 cubic feet per second at any place
between Ottawa and Mattawa. That would give, allowing 20
per cent for waste, &c., 4,000 horse power pei foot fall to be de-
pended upon all the year round.
27
I do not remember the fall at each rapid between Ottawa
and Mattawa, but you will either know or can find out. Multiply
the fall in feet by 4,000 and you will ^et the available power at
any fall.
Again, besides the main river, there are a dozen or more
rivers emptying into it in that direction, averaging at least 100
horse power each per foot fall before they reach the Ottawa.
Yours very truly,
(Signed) ANDREW BELL.
^y
McLEOD STEWART.
i
«;s-
□
the
icetOttawa Rivers
COMMEIRCE
n
Via OtUwa R
I Approximate \
VaSHawriiice DIff-
Chicago to MoNTRt^L 950 m ie» 1290 Tnil«s 340
DuuUTH »> »» 1050 •• 1590 .»♦_- 340
PTHURON » -i* ©60 •• 700 i»_ 40