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Les diagrammes suivants illustrent la mAthode. 1 2 3 1 2 3 4 5 6 ^ ^ / ^ / ^ COMPLfMENTS OK MACLEOD STEWART. Tbe f\ootre2Lt Otti^v^L v^ Qeor^iiiQ B^iy Ca^oiJ. «#• ^'^ \'-t. .^ ESTIMATE OF VALUE OF WATER POWERS. With regard to the development of water-power on the Ottawa and its tributaries owing to the construction of the works necessary for navigation, it is to be noted that the conditions are almost ideally favorable to the production of immense power which will be a valuable source oi' revenue. 1. The Ottawa is a stream ot great volume, having a maximum How (at Grenville 35 miles from its mputh) of 1 50,000 cubic feet )er second, a minimum flow of 34,000 and a mean flow of 85,000 cubic feet p(*r second, and falls step by step in a manner almost perfectly adapted to the economical utilization of the highest possible percentage of its water power. 2. The total lockage (430 fee t) is distributed at various points along the river, the fall of the stream being concentrated at definite points, the fall at each being neither too small nor too great for economical development. ,. 3. The river is generally narrow where falls occur and the walls high and roc%, rendering the construction of dams less costly, and making the utilization of a large proportion of the theoretical power generated practically and economically possible. 4. The falls are permanent on acconnt of the hard nature of the rocks which cause them, and powers developed will for that reason neither be subject to rapid deterioration owing to changes in the river bed, nor will great expense require to be incurred frequently to maintain their efficiency from year to year. 5. Ti.'e climatic and physical conditions are favourable. The country i.a covered with extensive forests which regulate the flow of the water, retard the drainage from the winter snows, and free tiie river from spring freshets which are so destructive to worko erected on many streams elsewhere. The rise of the Ottawa in the Spring is slow and gradual and its subsidence the same. Very numerous lakes, many of them of large size, afford a system of natural reservoirs for the increase, regulation or control of the water supply, superior to any- thing that could possibly be devised. These water powers, by the opening of the Ottawa River to navigation, will be •■{^/ brought directly on a most important hne of continental through trafllic. This will bn of the .^: utmost significance with regard to a possible milling industry which will convert the grain of ■;'the Canadian North West into flour on its way to the English market. The Canadian '•'iPacific and other railways are contiguous to the river, giving also excellent facilities for '^..^shipping by rail. The shipping facilities, the nearness of the supply of pulp wood, and the Ji. . > plentiful supply of pure water should make the Ottawa the seat of a pulp and paper manu- facturing industry of large proportions. These and other facts justify the statement that the valley of the Ottawa will compare favourably as a water power d-strict with New Kngland which contains about one-third of the utilized water power of the United States, and is regarded by authorities as exempli- fying the ideal condition of things considered as a water power country. The Niagara F'alls generate theoretically somewhere near 7,000,000 horse power, of wl.ich however only a small part can be used to advantage. Few measurements of the flow of the Ottawa River at the various points where rapids and falls occur have been recorded (with the exception of the survey measurement at Grcnville above referred to), so that it is impossible to give any accurate estimate of the theoretical water power generated by the various falls ; but it is the opinion of the engineers acquainted with both streams that the aggregate power of the Ottawa is not far short of that of Niagara if not equal to it. Estimating it at 5,000,000 h. p. and supposing only five per cent, of this to be practically available, that will give 250,000 horse power. The dams erected at various points to maintain permanent water levels for navigation will be the means of developing this power. If one third of the readily available power on the immediate route as estimated above, be utilized, the amount so utilized will be 75,000 horse power. That this is an extremely low estimate is shown by the fact that a single dam at the Little Chaudiere Rapids above the Chaudiere Falls near Ottawa is expected by engineers who have made examinations for it to furnish 20,000 horse power. The value of the power developed depends on shipping facilities and demand with possibility of profitable employment, but $20.00 per horse power per annum, an aggregate of $1,500,000 yearly for 75,000 h. p., is a low estimate of what it fs worth. ESTIMATE OF TONNAGE. In any calculation of the amount of traffic to be expected it is important to take into account the great advantages of the Ottawa route over all others in point of distance, cheap- ness, safety, &c., as already set forth in the prospectus and elsewhere, which may affect its success as a competitor for through traffic. A more direct comparison with the Erie route may be of assistance also in forming a just estimate. The possible eastern terminal points of all waterways from the lakes to the Atlantic are New York and Montreal. While local prejudice and other causes may lead to the favouring of one or other of these, it is to be noted that the Erie reaches the former alone, but that the Ottawa affords 1. A route to Montreal from 300 to 400 miles shorter than that by the St. Lawrence, and 2. An alternative route to New York as short as the Erie and in some respects superior to it. In addition to this, owing to its extension southward to New York passing through Lake Champlain. it will give the shortest possible waterway between New England and the Western States having an advantage of more than 300 miles in distance over the Erie in this respect, with 350 miles less canalling. -^ •^.. ^y Y 3 For the purpose of the following comparison, Chicago is selected as the western terminus. Were Duluth taken, or any other more noitheriy port, the advantage on the side of the Ottawa would be still more pronounced. By means of that route steamers would reach Montreal from Duluth in little more than the time it takes to reach Buffalo. Chicago to New York. I. Via Krie Route Miles Lakes to Buffalo 920 Erie Canal 35 • Hudson River H^ Total 14 1 7 miles. 2. Via Ottawa Route. Chicago to Montreal 980 To Boundary line via Sorel 127 To Champlain Canal 1 1 1 Champlain & Krie Canals 73 Hudson River 146 Total 1437 miles. The construction of the link between Lake St. Louis and Lake Champlain would reduce the distance by the Ottawa route as follows : — Miles Chicago to Lake St. Louis 960 Lake St. Louis to Richelieu R 35 Richelieu R. & L. Champlain 134 Champlain Canal & Hudson R 218 Total ' 1347 'niles With a reduction of go feet lockage. While it is thus a few miles farther by the Ottawa route .so long as the circuitous course via Sorel is adhered to, it will be seen that the completion of the connecting link spoken of will give, \\\ connection with the Ottawa Canals, a waterway to New York fully 60 miles shorter than the Erie. Nor is this its only advantage, for with the same lockage there is very much less canalling on the Ottawa route. Total canalling. Eric Canal 351 miles. Ottawa route (rt) Ottawa & Lachine Canals 30 \b) Chambly Canal 11 (t) Champlain Canal 72 113 miles. Or on completion of the Lake St. Louis Canal . (a) Ottawa Canals 22 {b) Lake St. Louis Canal 27 (<:) Champlain Canal 72 121 miles. ^/"mm The difference of 240 miles of canal, other things being equal would give the Ottawa route an advantage over the Erie between Chicago and New York of about 40 hours. The consequent gain of about three days on each round trip would more than compensate for any advantage the Erie may possess by reason of the somewhat longer season during which it is open. The sources from which the carrying trade of the canals may be expected are two, viz :— the through traffic between the Great Lakes and the seaboard at Montreal and New York and the New England States, and traffic originating in the vicinity of the new line of navigation and to be developed by it. The tonnage passing Detroit annually exceeds 25,000,000 tons and in five years time at the present average rate of increase will be over 30,000,000. Over 12,000,000 tons a year pass the American Sault alone, and the traffic at that point will not be less than 15,000,000 annually in five years from the present time. The American free grant lands being almost entirely taken up, a large movement of population to the immense fertile area north of the boundary line is certain to take place in ihe near future. The great need of that country is however an outlet for its products affording cheaper means of transportation. The excessive coEt, as well as the problematical success, of the establishing of waterways on any line capable of admitting ocean vessels to the lakes, and the impracticability of the Hudson's Bay route (among other reasons because of the short season of navigation, the requirements of ex- pensive ships specially fitted for the route, and the impossibility of moving any portion of a crpp during thesaraeyear in which it is harvested) njaks it certain Xhat in thg opening of the shortest route between the lakes and tidp-water lies the practical solution of the difficulty. So that, while itself deriving benefit from the growth of population in the North West, the Ottawa route will in turn be a means of promoting that growth. That the Canadian traffic from Lake Superior will rapidly increase, there is thus every reason to believe. Although a considerable portion of the traffic through the Sault consists of iron ores for Lake Erie ports, with its superior facilities and advantages for carrying the through traffic making its way from the Western States and Canadian North West to the seaboard or New York and New England, the Ottawa should succeed in obtaining for itself such a proportion of the traffic as would give it at the least calculation one-twentieth of the whole, say 750,000 tons. The total through traffic of Lake Michigan may be fairly estimated at i8,ooc,ooo tons upon the completion of the proposed canals, if constructed in five years time. Probably for not less than one-fifth of this the Ottawa would be the most advantageous route. That one-tenth of the whole will be attracted to it cannot be looked upon as an exorbitant claim. This will give 1,800,000 tons from that source. • Coal is the one thing lacking'' and essential to the development of the great northern districts of Ontario and Quebec 'lich possess unsurpassed timber and mineral resources, magnificent water powers, a fine healthy climate, and much land capable of settlement. By bringing cheap coal to the shores of Lake Nipissing and the whole upper Ottawa, all activities in those districts would be greatly stimulated. The projected Jame s Bay Railway would unload its coal supply from vessels at North Bay as cheap as railways on the front can now obtain it. The grain fleet carrying through freight from Chicago, Duluth and Port Arthur would make French River their coaling station. Thus, vessels would find a lucrative trade plying from Lake Erie ports with coal, and taking return cargoes of lumber. From this coal ,,-'' r ^mm ,-'''7-^.. I 5 traffic for thf* whole Ottawa region, and all other originating on Lakes Krie and Huron, an additional :i50,ooo tons may be expected. The lumber traffic would, at the outset at Ictst, and probably for many j-ears, be of great magnitude, and a very important source of revenue to the canals. For ten years past the canals of the lower Ottawa, available to only a limited portion of the trade, have carried over 650,000 tons of products of the forest annually ; while the amount of such freight carried by the railways of this country in 1893 was over 4,500,000 tons. The timber districts of the Ottawa valleyand the country most readily accessible from it on the height of land, with an area of over 26,000,000, acres, constitute the most important depot of red and white pine remaining on the continent, besides containing immense quantities of spruce, poplar, birch, tamarac, elm, maple, basswood, ash and other merchantable woods. Owing to the gradual exhaustion of American forests, and the rapidly increasing consumption of luir>ber, these northern woods must be more and more drawn upon to supply the demand. Practically therefore, the traffic will be limited only by the supply. Under present conditions, either all timber must be conveyed long dis- tances to the mills at a great expen.se (or carrying waste material, or, the mills being erected anywhere near the limits, the cost of transportation of dressed lumber by rail is high The propo.sed navigation will affect the lumber trade in at least two ways : — • 1. By its means the main tributaries of the Ottawa will be made to debouch upon a highway of traffic, water powers on the various streams now useless for want of transporta- tion facilities will be made available for the manufacture of lumber nearer its place of pro- duction by hundreds of miles in some instances, and the cost of transportation of dressed lumber from the mills will be so materially reduced as to place the lumbermen of this whole region in a much better position on the markets in competition with other. s. 2. In addition to this it will afford a choice of market. The lumberman from the head waters of the Ottawa having reached Mattawa will be able either to avail himself of the present eastern markets to much better advantage than now, or a short run of 1 20 miles will put him on Lake Huron, and thus within easy reach of Tonawanda, Buffalo, Cleveland Detroit, Chicago, Duluth, Port Arthur, in short every market for lumber on the lak^i. In view of the magnitude of the lumber traffic and the immense advantages the pro- posed navigation will afford for carrying it on, it is reasonable to estimate that at least 1,000,- 000 tons will pass through the canals, west and east. This is probably far within the mark. The importance of this traffic lies chiefly in the fact that it will give a large, certain and steady re\-'*nue to the undertaking from the outset and before any very great development of other local trade can reasonably be expected. The local traffic, exclusive of lumber and saw logs, consisting of ores, building stones, marbles, cordwood, pulpwood, bulky agricultural products lumbermen's supplies, and other general merchandise, may be estimated at 250,000 tons and would no doubt rapidly increase. To summarize the results of the examination, traffic both ways being understood to be included in every case : — L From Lake Superior, one-twentieth 750,000 tons. n. " Lake Michigan, one-tenth 1,800,000 " HL " Lakes Huron and Erie (including coal trade) 250,000 " IV. " Lumber trade 1,000,000 " V. " Other traffic of local origin 250,000 " Total 4,050,000 " (Of these it may be assuinctl that IV would remain stationary for some years (though probably underestimated), while all the others, and especially 1 and V would increase from year to year.) Supplementary Report of Mr. Marcus Smith, M. Inst. C.E. PRACTICABILITY. I There cannot be any doubt about this. The changes that will be required since (lovernment surveys were made, between Lake Nipi.ssing and the Mattawa River, through the construction of the Canadian Pacific Railway, the building of the Town of North Bay and the cultivation of the land on the North side of Lake Nipissing will not admit the raising of that Lake to the height proposed in the Reports of Mr. Shanly and Mr. Clarke This will involve deep cuttings and therefore add largely to the co.st of the works on that section ; but it will greatly improve the navigation by reducing the lockage at least 36 feet (rise and fall 18 feet^ on the summit level and insure an abundant supply ot water fror: Lake Nipissing. A changt of the line of canal will also be necessary at Ottawa through the construction of the Canadian Pacific Railway, the canal for the City water works and other buildings which will also considerably increase the cost of construction of the canal. CAPACITY (Proposed.) 2. Length of lock 2 50 feet Clear breadth . 45 " Depth of water on sill 9 to 12 feet. The depth of canal and locks will have to be decided after full discussion with the Boards of Trade, and Forwarders as to what depth will be the most suitable and economical for the growing trade of the countr)-, especially for the rapid increase of the grain trade of the Northwest I'rovinces. The Naval authorities should als(j be consulted as to the value of the canal for the passage of gunboats or other armaments for defence, within the limited depths of nine to twelve feet. The natural depth of the waters of the lakes and rivers is suitable for a canal and locks of nine to twelve feet depth of water, with not a very great difference between them in the cost ot construction. But for any depth above twelve feet the cost would increase rapidly not only in constructing the canals and lof.ks but the lakes and rivers would in many places require dredging. The dimensions of the locks between the Lachine Canal and Ottawa are ; Length of Lock 2C» feet. Clear breadth 45 " Depth of water on sill 9 " It probably would not be necessary to make any alteration in these till the new works above were far advanced. 7 • 3 LOCKAGE (approximate) Montreal Harbour Lockayc No of locks T, ,, .,, ) Lacliine 45 00 feet 5 ToCrenv.lle y ste. Anne.Cariilon.etc... 5H 5" " « 103 50 13 Ottawa to summit level ) 53' 00 5" at Lake Nipissing as altered. . . . ) Total rising 634 50 63 Lake Nipissing to mouth of | 65 20 8 French River falling / - — Total 699 70 71 Travelling from west to east the heights of rising and falling will be reversed. 4 The number of locks will probably be reduced as the most modern approved methods will be used, and higher lifts made where the inclination of the ground is rapid or otherwise suitable not only for reducing the cost of construction, but for facilitating navigation. 5 The estimated cost of constructing the whole of the works with a depth of nine or ten feet of water on the sills of the locks has been $15,000,000. But for increased difficulties purchase of property, management, etc. $16,000,000. For twelve feet of water not less than $18,000,000. (With increased contingencies), probably $19,000,000. DANGERS OF DELAY IN COMMENCING THE WORKS. 6 The works should be commenced as soon as possible for new works, such as roads electric railways and buildings, will be constructed .so as to interfere with the proper course of the canals and position of the locks and greatly increase the cost of constructing them ; some of these properties will have to be bought, others diverted, or bridges constructed to pass them over the canal which will be all done at the expense of the Canal Company, as well as the salaries of gate-keepers. Much of which could be avoided if the Canal were the first constructed. But more serious still may be the completion of rival canal schemes. The St. Lawrence River route gets but a small fraction of the traffic from the North-western States or Dominion Provinces. Most of it goes by way of Buffalo or Oswego to New York. That State has voted nine million dollars for the improvement of the Erie Canal to a depth of nine feet on the locks. If this line is completed before the Montreal, Ottawa and Georgian Bay navigation it will immediately take all or most of the Northwestern traffic to the seaboard, and notwithstanding that the latter offers far superior advantages it is difficult to divert traffic from a groove into which it has set — for forwarders will have gone to great expense in providing boats, steamers, offices and other accommodation to suit that route a great part of which would be a dead loss to them in making the change to another route. The produce of our Northwest Territories is just on the rising wave— let us prepare without a day's delay, for the full flood. MARCUS SMITH, Ottawa, Feb. ist, 1896. McLtod Stewart, lisq., Dkar Sir,— In answer to your enquiry as to the effect the Ottawa navij»ation scheme would have nn the business of exportini; cattle, I may say I believe it would revolutionize that trade. With fast boats specially built for carrying live stock, making the distance from Chicago to Montreal in less than icx) hours, the Ottawa River and Canal would compete .strongly for the traffic. These boats could be thoroughly ventilated and easily kept clean. Cattle could be given more space than on the cars, the facilities for fcediiig and attending them would be better, they would be kept much c