>. ^. o^X^^' IMAGE EVALUATION TEST TARGET (MT-S) 5< .^^ >.*-? A^ ^ ^ ^^?^ « 1.0 ^i^lii u [40 ■ 2jO 1.6 6" Photograjiiic _Scieoces Corporation •17 « f\ v> ^ ^.\ 23 WEST MAIN STIHT WnSTII,N.Y. I45M ( 71* ) •72-4503 "W o^ '^ CIHM/ICMH Microfiche Series. CiHIVi/ICIVIH Collection de microfiches. Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques Ttchnical and Bibliographic NotM/Not«« tachniquM at bibliographiquaa Tlw Inatituta liaa attamptad to obtain tha baat originai copy availabia for fiiming. Faaturaa of thia copy which may ba bibliographicaiiy uniqua, which may aitar any of tha imagaa in tha raproduction, or which may aignificantly changa tha uauai mathod of fiiming, ara chacicad iMiow. D D D D D Coiourad covara/ Couvartura da couiaur |~~1 Covara damagad/ Couvartura andommagte Covara raatorad and/or iaminatad/ Couvartura raataurte at/ou paiiicuiia Covar titia miaaing/ La tKra da couvartura manqua Coiourad mapa/ Cartaa gtegraphiquaa an couiaur Coiourad Ink (l.a. othar than blua or blacic)/ Encra da couiaur (l.a. autra qua blaua ou noira) I I Coiourad plataa and/or iliuatrationa/ Planchaa at/ou lllustrationa an couiaur Bound with othar matariai/ RailA avac d'autraa documanta Tight binding may cauaa ahadowa ijr diatortion along intarior margin/ Laraliura arv/Aa paut cauaar da I'ombra ou da la diatortion la long da la marga IntAriaura Blank iaavaa addad during raatoratlon may appaar within tha taxt. Whanavar poaalbia, thaaa hava baan omittad from filming/ 11 aa paut qua cartainaa pagaa bianchaa ajoutiaa iora d'una raetauration apparaiaaant dana la taxta, mala, loraqua caia Atait poaalbia, caa pagaa n'ont paa tuA filmtea. Additional commanta:/ Commantalraa aupplimantairaa: L'instltut a microfilm^ la mailiaur .^xampiaira qu'ii iui a it* poaalbia da aa procurar. Laa dAtaiia da cat axampiaira qui aont paut-Atra uniquaa du point da' vua bibiiographiqua, qui pauvant modlf iar una imaga raproduita, ou qui pauvant axigar una modification dana la mithoda normaia da fiimaga aont Indlquia cl-daaaoua. n D D D H D D n Coiourad pagaa/ Pagaa da couiaur Pagaa damagad/ Pagaa andommagiaa Pagaa raatorad and/or iaminatad/ Pagaa raatauriaa at/ou pallicuiiaa Pagaa diacoiourad, atainad or foxad/ Pagaa dAcoloriaa, tachatiaa ou piquAaa Pagaa datachad/ Pagaa dAtachiwi Showthrough/ Tranaparanca Quality of print variaa/ Quallt* Inigaia da I'Impraaaion Inciudaa auppiamantary matariai/ Comprand du matiriai aupplimantaira Only adMon availabia/ Sauia MMoR diaponlbia Pagaa wholly or partially obacurad by arrata aiipa, tiaauaa, ate, hava baan rafllmad to anaura tha baat poaalbia Imaga/ Laa pagaa totaiamant ou partiailamant obacurciaa par un fauliiat d'arrata, una paiura, ate., ont 4ti filmiaa i nouvaau da fa^on A obtanir la maiilaura Imaga poaalbia. Thia itam la fllmad at tha raductlon ratio chackad balow/ Ca dooumant aat fllmA au taux da rMuotion Indiqui ci-daaaoua. Th to Th po of fill Or th4 aio oti fin aio or Th ahi Tl» dif bet rigl 10X 14X 18X 22X 28X aox • 12X 16X aox a4x 2iX 32X Th« copy film«d hM has b««n raproduesd thanks to th« ganarmity of: Brock Un^ariity StCMhariiMS L'axamplaira filmA f ut raproduit grica i la gifiArositA da: Brock Univtnity St Cctharints Tha imagaa appaaring hara ara tha bast quality posslbia eensidsring tha condition and lagibiiity of ttw original copy and in icaaping with tha filming contraet spseifieatlona. Original eopiaa in printad papar covars ara fllmad baglnning with tha front eovar and anding on tha laat paga with a printad or illuatratad impraa- sion, or tha bacic covar «vhan appropriata. All ottwr original eopiaa ara fiimad baginning on tha firat paga with a printad or illuctratad impraa> sion. snd snding on tho last paga with a printad or illuatratad impraasl^an. Tha laat racordad frama on aaeh microficha shall contain tha symbol ^^ (moaning "CON- TINUED"). or tha symbol ▼ (moaning "END"), whiehavar appliaa. I.aa imagas tuivantas ont 4tA raproduitas avac ia plus grsnd 'ioin. eompts tonu ds Is condition st do la nattat* da I'axamplaira film*, at an conformitA avac las conditions du contrst da fllmaga. Laa asamplairaa originaux dont la couvartura w papisr aat ImprimAa sont filmis sn comman^snt par (a pramiar plat at w tarminant soit par Is darnlAra paga qui eomporta una smprsinta d'imprassion ou d'iliustrstion. soit psr Is sscond plat, salon lo caa. Toua las autras axamplairas orlginsux sont filmte sn commsn^snt psr Is pramlAra paga qui eomporta una amprsints d'impraaaion ou d'iliustrstion st sn tsrminsnt psr la damlAra paga qui eomporta una taila amprainta. Un daa symboiss suivants sppsrsttrs sur Is damlAra imaga da chffqua microfiche, salon la caa: ia symbola -» signif is "A SUiVRE' . la symboia V signifia "FIN". Mapa. plataa. charts, ste.. may ba fiimad at diffarant reduction ratioa. Thoaa too large to ba entirely included in one expoeure ara fiimad baginning in the upper left hand comer, left to right and top to bottom, aa many framee aa required. Tha following diagrama illustrate the method: 1.00 cartee. planches, tableaux, etc.. psuvsnt *trs fiimAs i dee taux da reduction diff6rants. Lorsque ie document est trop grsnd pour Atre reproduitc en un soul clichA. II est film* i psrtir do i'sngie supArieur gauche, de gauche A droits, et de iMut en bas, sn prsnsnt Is nombra d'imsgae nAcessaire. Im diagrammes suivsnts illustrent ia mAttiode. 1 2 3 1 2 3 4 5 6 mmw iocicts of |it)(l |n0tneers AN ENLARGED WATER-WAY HETWEKX THE GREAT LAKES AND THE ATLANTIC SEABOAIID. BY E. L. CORTHELL, M. Can. Soc. CE. BY PERMISSION OF COUNCIL. EXCERPT MINUTES OF THE TRANSACTIONS OF THE SOCIETY Vol. V, Session 189L X nOJontreaf: PRINTED FOR THE SOCIETY By John Lovell & Son. 1891. The light ofpublicaiion aiul translation is reserved. 1 A The Society will not hold itself responsible for any statements or opinions which may be advanced in the following pages. " The papers shall he the property of the Society, and no publication of any papers or discussion shall he made, except by the Society or under its express pemiission.— By-Law No. 40. tl u f Thursday, 12th February. J. KKNNEDY, Vice-President, in the Chair. Paper No» 48, AN ENLARGED WATER-WAY BETWEEN THE GREAT LAKES AND THE ATLANTIC SEABOARD. By E. L. CoRTHELL, M. Can, Soc. C.K The object and scope of this paper should be clearly stated at the outset. The object is to discuss the question of the feasibility of makino- an enlarged water-way from the great agricultural and manu- facturing centres of the West, bordering on the Great Lakes, and tri- butary to them, to the sea ports on the Atlantic, and to the com- mercial ports of the Old World. By an enlarged wator-way is meant one capable of transportmg freely, and with the least possible delays, the largest freight carriers now to be found upon the Great Lakes. Any project for a commercial route that will not transport economically and with speed vessels weighmg, with their cargoes, 5000 net tons, with a draught of 20 feet, will be at once eliminated from this discussion. It would be a waste of time and of public thought to propose, or even dwell upon, any project that is not fully abreast of the commercial times. Again, let it be under- stood at the outset, that no narrow channel, even with the draught of 20 feet is to be considered as at all adequate for the wants of com- merce, or in consonance with the principles of this discussion. Care- ful and thorough investigation, comparing the cost of transportation by the present methods of rail and barge and ship canals, has made it evident that nothing but unrestricted channels of the very largest dimensions for laden vessels of large to.mage will at all compare with the celerity, economy and other and numerous advantages of transport- ation by rail, particularly in the United States and Canada. A glance over the history of the last half century will show that all water-way channels of an artiBcial nature have been far behind the demands of the rapidly increasing commerce and tonnage of vessels of 4 Corthell on Enlarged Water- Way. thu Great Lake?. This has been appreciated by the commercial men moHt conversant with the conditions, but to the general public the necessity for larger channels has not always been apparent, and appeals tor appropriations by Governments for such eilarged channels have been met with opposition. Without regard to state or national lines, commercial men of Can- ada and of the northwest of the United States have generally been in accord on the subject of an enlarged wat«r-way to the Atlantic seaboard. As long ago as 1863 a National Ship Canal Convention was held at Chicago, and 5000 delegates from all parts of the United States were in attendance. The special object of this Convention was to advocate the enlargement of the canals between the Valley of the Mississippi and the Atlantic. In 1865 it was urged by an able advocace of water-way enlargement that the commerce of the Northwest had increased to so great a magni- tude, that it had outgrown the Erie Canal and demanded a through route, not only to the Atlantic seaboard for its vessels, but to Liver- pool ; and it was asked : '* Why should the lake cities with their wealth and resources not import for themselves and transact their own business? The ocean is the prerogative of no ftate of the Union, and the West will seek the channel which conducts its commerce with the least cost and delay." Before the canals through New York State and Canada were even laid out, the inland seas of the continent were regarded as of so great importance, that a full and adequate ship canal from them to the ocean was looked upon as absolutely necessary. To obtain this has been the dream of commercial men during the last three-quarters of a century. That it has not been realized is due largely to the fact, that the natural water-way lies through two countries that have, as poli tical divisions, notbing in common. There has not existed the union of action necessary to fully carry out the great projects desired by commerce. These projects have therefore never been taken up as a connected whole and pushed forward to legitimate conclusions. It is well known that between the important ports on Lakes Michigan and Superior and Liverpool there are over four thousand miles of water navigation, and that only about 71 of them are re- stricted by natural obstacles in the channels. The object of this paper is to ascertain, if possible, how these natural obstacles plnocd here and there in the pathway of commerce may be removed, and bbeamships may be built on the Great Lakes to ply between their ports and the ports of the Atlantic seaboard and of the Old World. so b( nAa ■N Between the Great Lakes and Atlantic. 6 iai men blio the appeals els have The scope of a paper discussing so broad a subject, and one, withal, 80 important to the commerce and industry of great nations, must not be too circumscribed. The discussion must not be limited to certain special questions, but must canvass the entire situation, and, if pos- sible (being given the privilege of selection), point out the best route and give convincing evidence of its superiority. The question is not one that interests engineers alone, and there are other than engineering principles involved. We are led at once into an important commercial discussion and into the whole history of the great Northwest, particularly of the vast country tributary to the Great Lakes and the St. Lawrence River. It has to be borne in mind, also, that artificial lines of transportation — that is, constructed highways of commerce — have covered the country in every direction ; that the methods of transportation upon these constructed highways have been vastly improved over those of a quarter of a century ago, and that still greater improvements will be made in the near future. We shall, therefore, be obliged to take up the subject something as follows : — 1st. Its historical features, showing the development of commerce and the increasing capacity of the channel-ways by water and by land J 2nd. The physical conditions of the present and proposed routes ; 3rd. The financial and political questions involved j 4th. The commercial features of the subject. In reference to the historical, a brief sketch will be of interest, show- ing tlie changes in the dim history of the past made in the Great Lakes, adapting themselves finally to present conditions for the benefit of man. Briefly, though not pevhaps bearing duectly upon our main subject, a sketch will be given of the commercial improvement south- ward of the Great Lakes to the Gulf of Mexico. We will then take up the present canals and channels built between the Great Lakes and the Atlantic seaboard in relation to their history ; the history of the rail- road system and the growth of railroad transportation will be briefly outlined. It will be necessary, also, to give a brief history of the harbour improvements upon the Great Lakes, and then in some detail the history of commerce shown by the increasing size of vessels, the increase in tonnage and the movement seaward on the Great Lakes of the productions of the Northwest. A history, also, of the gradual reduc- tion in freight rates, both by railroads and canals on East and West routes, must be given. It will be necessary to trace briefly the growth in population, productions and commerce of the country tributary to 6 Cotihell on Enlargftl Water- Way the (rreat LakcH, aiul piirtieularly of thu more important laki; ports, such ad Chicago, Duluth, Cleveland, Buffalo, Toronto and Montreal. In discussing the physical features »t will be necessary to state t]w topo- graphical conditions of present and proposed routes, withostimatts of eosts and the capacity of these routes when couipletcd, and give a comparison of the length of routes now existing and projected. The author having found it necessary to discuss the feasibility and desira- bility of constructing at certain points on the routes ship railways, a general sketch and brief argument in favour of the practicability of such a method will need to be given, and a comparison made between thi.s method and that by ordinary canals and railroads. The financial and political subject will embrace the question of what it will cost each of the two Governments to carry out the plans pro- posed, or the cost to private companies of constructing the proposed routes ; and under this subject the relations of the two Governments to each other, so far as relates to commerce, must be briefly stated. In discussing the commercial features it will be necessary to predict the cftecto upon the various largo ports of the Great Lakes and the 8t. Lawrence, and, also, of the Atlantic seaboard, of completing and putting into operation the water-way, or the water-ways, recommended ; and to state also the probable changes in methods of transportation which will take place, and also the change in the methods of trade with the Atlan- tic seaboard and with Europe, when steamers of 5000 tons displace- ment weight, when laden, are built on the Great Lakes, and put in direct trade between lake ports and the ports of the Atlantic seaboard. Great Britain and the Continent. Great and astonishing changes have taken place in comparatively recent geological times in the basins of the (ircat Lakes. There are well defined high water marks to indicate, at least, that the three groat Northwestern lakes were probably 200 feet higher than they are to- day ; that there was a still greater lake, now Lake Winnipeg ; tiiat the immense overflow from all these lakes flowed southward to the Gulf of Mexico ; and that great areas of country now inhabited and cultivated by man were at that time submerged to a great depth. The great valleys of the Illinois River, the Minnesota River, and the Upper Mississippi as well, now occupied by comparatively small streams, prove conclusively that at a comparatively recent period there flowed southward great volumes of water, and that Lake Winnipeg drained southward, although now draining northward. A hypothesis was advanced, and an endeavour made to sustain it, by the late General Warren, to account for this remarkable change in the drainage of the Between the OrcU Lakes and Atlantic. 7 continent. Ho attributed it to a great cyclic change in the con- tinental slopes which depressed the northerly part of the continent and raised the southerly, as, for instance, the Florida Peninsula, as well as Cape Cod and other fornitrly subuii-rged portions of the Atlantic Coast. This great southerly currciit of the vast interior basins of fresh water of i!'e continent was hemnied in on the south by an ancient barrier, which evidently crossed the Mississippi near Grand Tower, 111. ; but the waters gradually cut their way through, and thus largely drained the great inland sea. Either by this uii'aiis or by the changes in the continental slopes, the waters were drained I'rom the land, and the conditions were slowly changed until we have the Great Lakes of to-day. At Chicago is the lowest line in the cross-section of the trough or " thalweg " through which the waters of the lakes flowed southward. The bottom of this trough is only about 8 ft. above the present level of Lake Michigan, with a natural drainage and a steep slope down the Illinois River Valley from the immediate suburbs of the city. At this location has been built within the last half century the second city of the continent, and at this point, connecting the lake with the tributaries of the Mississippi River, there was projected in 1670 a canal to the Illinois River. It was proposed by one of the earliest pioneers — Joliet — to dig a canal across the Chicago Divide for commercial and military purposes. In 1804 Albert Gallatin, secretary of the Treasury of the United States, spoke of the national character of this proposed water- way. In the first comprehensive report on internal communication, DeWitt Clinton and Gouverneur Morris in 1808 to 1825 urged the " proposed ship canal " as an extension of the Erie Canal to the Mis- sissippi, in order to open up water communication by the lakes from the Hudson River to the Gulf of Mexico. The Congress of the United States assisted in the project, and made a land grant of 284,000 acres in 1827 for the construction of the work. The first canal was opened for navigation in 1848. In 1865 the State of Illinois provided for its completion ; it was completed by the city of Chicago for drainage pur- poses in July, 1871, but the flow through it proved insufficient for the purpose, and in 1881 the State required the city to erect pumping machinery of a capacity of not less than 60,000 cubic feet per minute, which was put into operation in 1884. The original canal was six feet deep, sixty feet wide at surface, thirty-six feet wide at bottom in earth, and forty-six wide in rock, with locks, one hundred and ten feet long, eighteen feet lift and six feet on the miter sills. The rapid growth of the city requires a much more adequate drain- 8 Coiihell on Enlarged Wattir- Way age for its scwago thuD in now provided. This is nooosMary to prevent the pollution of the only source of itH water supply, and to carry the sewage awuy from the city as quickly as possible. A channel for drain- age purposes as well as for navigation purpimes has been authorised by the State Legislature. Nearly the entire area of the city hiis, under the State luw, been organized into a drainage district. The law requires (and this requirement it way be stated was demanded by the towns and cities located along the Illinois River) a continuous flow of not less than 300,000 cubic feet per minute, with a current not exceed* ing three miles an hour and 600,000 cubic feet per minute, when the population of the district draining into the channel exceeds 1,500,000, with a requirement for ii still larger volume when the population exceeds the number last named. It is specified that the water shall not be less than eighteen feet deep through the channel, and that the width nf the channel »hall not be loss than one hundred and sixty feet at the bottom. By a joint resolution the Legislature requests the United States Government " to aid in the construction of a channel not less than 160 feet wide imd 22 feet deep, with such a gra,775 miles. These railroads have in connection with the transportation facilities of the lakes built up great centres of popula- tion and trade. These cities lie directly upon what may be made a continuous and adequate water-way to the seaboard. The immense commercial business which is transacted annually at one of these great commercial ports may be appreciated by an examination of the follow- ing statement of the traffic at the city of Chicago in 1889 :- - r III Length of main lines of railroad terminating at Cbicagro. 54,411 miles. Number of freight cars received and forwarded. 4,248,769 Tons of freight received and forwarded 43,013,444 While the railroads with their important facilities carried a larger part of the products westward, the record of 1889 shows that there were transported on the like two-thirds of all the cereals that went eastward. HARBOURS. The United States Government has not only deepened the channels between the lakes, and vastly improved them for a large traffic and for the increasing size of vessels, but it has inaugurated a system of har- bour improvement of equal capacity. Its present policy is to improve the harbours of the principal ports, so that there will be a depth of 20 feet, the depth of the entrance channels to be the same. In harbours of minor importance the depth of the entrance to depend upon the improvements of the harbour and the facility with which it may be improved. The average depth at present in the harbours of the large and important ports is 16 feet. I 18 Corthell on Enlarged Water- Way COMMERCE. 1st. Increase in the size of vessels. In 1859, 36 of the largest propellers on the Great Lakes averaged about 700 tons net register. The largest was 981 tons and the smallest of this number 583. The draft when fully loaded was about 11 feet, greatest draft 1 1^ ft. Without tracing the growth of intermediate steps, it may be stated that in 1890, what is called the business fleet of the Great Lakes consisted of 2055 vessels of 826,360 net register tons. Its value is $58,125,500. Of these 1153 are steam vessels, 232 of these rteamers are over 1000 tons register, 110 are over 1500 tons, and half of the larger class range from 1600 to over 2100 tons net register, and carry a cargo of from 2850 net tons to over 3700. The draft of these vessels is at present limited by the depths of the channels and harbours, being a maximum of about 16^ feet, but many of them could safely and profitably load to 19 or 20 feet. The Inland Lloyd Register of 1886 shows a total valuation of Lake vessels of $30,597,450 against $58,128,500 in 1890. Tlie type of vessels also has greatly changed. In 1886 there were only 21 steamers of over 1500 net register tons. In 1890 there were 110 such steamers. In 1886 there were six steel vessels on the lakes valued at $694,000. In 1890 there are 68 valued at $11,964,500. The Census of 1890 shows that there was carried on the Great Lakes in 1889 27,417,598 net tons of cargo. The increase of commerce upon the Great Lakes may be appreciated from the increase in and out of Lake Superior. In 1870 the entire amount passing through the St. Mary's Falls Canal was 690,826 net registered tons ; in 1880,1,734,800 tons; in 1883, 2,042,259; in 1887, 4,897,598; in 1889, 7,221,935; in 1890, 8,454,- 435; and the actual weight of cargo carried in 1890 was 9,041,213 net tons. The value of this tonnage has increased as follows : in 1881 it was $28,965,612.94; in 1885, $53,413,472. 13; in 1889, $82,732,527.- 15; in 1890, $102,214,948.70. An excellent summary and comparison of lake commerce made by London Engineering of date September 26th, 1890, is here given for the purpose of showing forcibly and reliably the vast importance of the commerce of the great takes: — " A recent article in Bradstreet's gives some surprising statistics of the commerce of the Great Lakes. During 234 days of navigation last year, tonnage passed through the Detroit River to the amount of 10,000,000 tons more than the entries and clearances of all the sea- ports in the United States, and 3,000,000 tons more than the combined Between the Great Lakes and Atlantic. 19 led tst Dt, DS. foreign and coastwise shipping of Liverpool and London. This does not include traffic between Lakes Superior and Michigan or Lakes Erie and Ontario, or local traffic between ports on these lakes. Nearly three times as many bouts yearly pass through the St. Mary's Falls Canal at Sault Ste. Marie as throu<;h the Suez Canal, with an aggre> gate tonnage of 7,221,935 in 1889, against 6,783,187 for the Suez Canal, though with only 234 days of navigation, wher<;as the Suez Canal is open all the year round. The figures for the lake ship- building are equally striking. Last year the tonnage constructed by lake builders was almost exactly equal to that of the Atlantic, Gulf and Pacific shipyards combined. The lake vessels numbered only 225 out of a total of 994 for the country (exc. sive of western river boats), but this fact shows that on the average the lake builders launched a better class of vessels. On the lakes were built only four less steamers than on the Atlantic and Gulf coasts, and their tonnage was more than twice as great. Of the whole steam tonnage of the United States, about a third is on the lakes, and of steamers between 1000 and 2,5U0 tons they have more than half the total. Naturally the sailing tonnage is not great, but it is half as large again as that of the Pacific slope. Last year there were twenty-one sailing vessels of more than 1000 tons on the lakes and 156 between 500 and 1000 tons. The growth of ship-building on the lakes has been very marked in the last few years. In 1886 87 there were thirty -one boats built valued at $4,074,000 ; in 1889-90 there were fifty-six built, valued at $7,866,000. The tendency, as elsewhere, has been toward iron and steel for large ships. Ten were built of steel in Cleveland in 1888-89, aggregating 22,989 gross tons. One of steel and one of iron were built in Detroit and two of iron in BuflFalo." The immensity of the long distance lake traffic will be appreciated from the following statement : — The traffic through the Detroit River in 1888 was about 19,000,000 net register tons, the number of vessels 31,404, exclusive of traffic between foreign parts; in 1889 it was about 22,000,000 tons ; in 1890 over 23,000,000 tons. The tonnage in and out of Duluth increased in the four years previous to 1889 from 1,372,233 tons to 2,452,113 tons. At Buffalo the tonnage of lake vessels was about 6,006,000 in 1888, and nearly 7,000,000 in 1889. The total lake arrivals and clearances at the port of Chicago in 1889 was 10,268,031 tons, in 1870 it was 6,033,207 tons, an increase of 72 per cent, in 20 years. While this unprecedented increase of commerce upon the Great Lakes 4 * I 20 Corthell on Enlarged Water- Way \ has been going on during tlie last few years, and is evidently destined to increase to still greater proportions, and while the railroads of the country are transporting much of this freight from what are practically the Eastern termini of the lake commerce at Bufifalo, Cleveland and Erie to New York, Philadelphia and Boston, the wator-ways out of the eastern end of Lake Erie and beyond to the sea have had no appre- ciable increase; in fact, thire has been a decrease during the last 15 years. The Erie Canal is carrying no more than it did many years ago, and through the Welland and St. Lawrence River Canals there has been practically no increase. In 1883 the total tonnage on the Welland Canal was 880,957, in 1887, 787,307 ; on the St. Lawrence Canals in 1883, 1,847,865 tons, and in 1887 1,715,295 tons. There is no question that one of the principal reasons fur the com- merce through the canals east of Lake Erie remaining practically sta- tionary, or decreasing, is the fact that they are not adequate for the business. The Welland Canal has 14 feet depth of water. According to the United States Bureau of Navigation lieport of 1889, there were 330 United States vessels in the Great Lakes above Niagara Falls which drew too much water when loaded to go through this canal, of which 86 were sailing vessels with a registered tonnage of 74,500, and 244 steam vessels with a tonnage of 369,692, or a total tonnage of 444,192, that could not jpass through the Welland Canal. Those that passed through in the season of 1889, most of which were United States vessels, were obliged to reduce their cargoes from a total tonnage of 71,502 to 63,283 tons in order to pass through. Improved methods of transportation by rail and increase in the size of lake vessels, the rapid increase in the cargoes and tonnage of the vessels, the rapid growth of steam transportation, and the rival com- petition which exists between the various lines and between the railroads have compelled a continual reduction in the cost of transportation to the public. From careful records kept by the United States Govern- ment Engineer in charge of the St. Mary's Falls Canal, it was ascer- tained that the cost per ton per mile of carrying freight an average dis- tance of about 800 miles was, in 1887, 2.3 mills and i^ 1889 1.5 mills. Rates on other lake lines favourably compare with this. It is estimated by Mr. Charles H. Keep, secretary of the Lake Carriers Association, in a paper addressed to the United States Congress, December 5th, 1890, that the value of the entire cargoes carried on the lakes this last season was $305,432,041.72. He estimated that the average distance of carriage of the entire commerce of the Great Lakes is 566 Ito the Illy lad of Ire- 15 ks sre the loe Between the Great Lakes and Atlantic. 21 miles, which would make the total ton mileage for 1889 15,518,360,- 468. The entire mile tons of railroad carriage iu the United States in the year ending June 30th, 1889, was 68,727,223,146; in other words, the freight service on the Great Lakes is 22.6 per cent, of the total freight service rendered by all of the railroads of the United States. At the average railroad rate of all the freight moved in 1889, according to the statistician of the Inter-State Commerce Commission, 9.22 mills pev ton per mile, the cargoes carried on the lakes in that year would have cost the shippers 0143,079,283.51. Adopting 1^ mills per ton per mile as the average cost of lake transportation the entire cost for the season of 1890 was 823,177,540.70. The saving to the public therefore by water transportation on the lakes in that single year was 0119,801,742.81. Much of the heavy freight has been carried for considerably less than 1^ mills pur ton per mile. Anthracite coal is carried from Buffalo to Duluth and Superior, a distance of 1000 miles, for 30 cents per ton, or ^^g mill per ton mile. The total tonnage of freight moved in the Central Northern and Northwestern groups of States, according to Poor's Manual, was, in 1888, 195,773,526. The increase of foreign trade at the Atlantij ports was, between 1870-89, from 9,155,659 to 15,952,119 tons. A detailed history of the reduction in rates between the Northwest and the Atlantic seaboard by river, canal and rail would be of great interest in this discussion. We cannot, however, give more than some of its salient points. During 1852 (tlie lirst year of free competition between canals and railroads) the New York Central Railway hauled flour from Buffalo to Albany for 60 cents per barrel, which is nearly 50 cents below the average price transported by canal for nearly 20 years subsequent to the opening of the canal. The above is equivalent to about $6.00 per ton, or a little over 2 cents per ton mile. On the railways of the State of New York in 1855 the average receipts per ton mile for freight were 2.79 cents. About this time a report signed by the superintendents of the four Trunk Lines claimed that the lowest rates at which ordi- nary freight could be carried and pay interest and expenses was an average of 2 cents per ton mile for heavy agricultural products, 3 cents for groceries, and 4 cents for dry goods. In 1858 the Lake Shore & Michigan Southern Railway forwarded from Chicago to New York 43,304 tons of freight at an average rate of 2.38 cents per ton mile. The average charge per ton of wheat from Chicago to New York during 1868 to 1872 was as follows : All-water route 5.54 mills per ton mile. The average of the four years, 1868 to 1872, lake and rail 22 CoHhell on Enlarged Water- Way I ] (( <( << i( (( « route, 6.66 mills; all rail 12.79 mills. The rate per ton milo by the present shortest rail route is about 5 mills. During 1878 the wheat rate by water from Chicago to New York was something under $3.30 per ton, or 2.3 mills per ton mile. During the season of 1879 grain was shipped from Chicago to Liver- pool for 17 cents per bushel, a rate but little greater than was paid for transportation by canal from Buffalo to New York, only ten years before, that is, in 1869. In 1890 grain was shipped from Chicago to Liverpool for 9f cents per bushel. The average lake rates from Chicago to Buffalo on wheat have been as follows : — 1861 11 cents per bushel. 1865 9.7 1870 6.2 1875 3.5 1878 3.1 1889-90 2.5 Large steamers with barges in tow can transport grain at 2 cents a bushel between Chicago and Buffalo with a profit. The growth in population of some of the lake cities will give an idea of the growth of the commerce of the country tributary to the Great Lakes. Population of Buffalo in 1850 was 42,261 " " " 1890 255,000 Cleveland in 1860 17,034 " 1890 262,000 Chicago in 1850 29,963 " 1890 1,100,000 The above general commercial statement has been compiled from a large amount of detailed information, which has been placed in the author's hands by the kindness of the officials of the United States and Canadian Governments, and by the officers of Transportation Lines and Secretaries of Boards of Trade of the lake cities, and obtained from other reliable sources. This one subject of the growth of the com- merce of the Great Lakes, the reduction in freights, and the actual cost of the same, and a description of the methods of transportation buthby rail and water, would of itself form a most interesting and important paper. It is necessary now with these general facts in mind to take up the physical features of the present and projected routes, and ascertain if Between the Grmit Lakes and Atlantic, 23 le It 10 r it is practicable to develop, wiithin a roasonabje cost, a oouiucroial route between the Oreat Lakeis and the Atlantic Heaboard. PHYSICAL FEATUKEB, The brief historical summary of the constructed or partially con- structed water-ways, with almout constant improvements and enlarge- ments, by both the United Status and Canadian Governments, to keep pace with the rapidly increaning commerce of the Great Laked and the increase in dimensions of vessels, and particularly in their draught, leads U8, in our discussion, to attempt to predict tor the near future, either by lake, river, canal or by other adequate means, an enlarged commercial highway between the Great Lakes and the seaboard. Any one who traces the very interesting hlHtory of the improvement of the water-ways up to this tim^?, and studies only casually the history of commerce on the Groat Lakes, will be led quickly and inevitably to a conclusion that the opinion outlined in the beginning of this paper is correct, that a channel large enough for vessels of a draught of 20 feet, the cargoes of which will average not less than 3000 tons weight, is absolutely necessary. The various projects, with their estimates follow- ing, are based on these requirements. The " Soo " Canal and lock, now being built by the United States Government, is fully equal to these requirements. The canal being built by the Canadian Government is not equal to them. To construct a lock costing, with its approaches, several millions of dollars for a draught of only 18 feet is, in the opinion of the author, unwise for reasons, some of which have already been given and for others which will appear as this discussion goes forward. -TTAWA SHIP OANAL BETWEEN GEORQIAN BAY AND MONTREAL. In 1858 a report was made on this project by Mr. Walter Shanley civil engineer to the Legislative Assembly of Canada. The route lay from Lake Huron up the French River to Lake Nippissingue, thence across the watershed of the St. Lawrence and Ottawa into Trout Lake at the head of the River Matawan, a tribu- tary of the Ottawa River, thence down the Matawan to the Ottawa River, and along its course to its mouth, thence by the Lachine canal to Montreal. The supply for the summit level was to be taken from Lake Nippissingue, which was to be raised by dams to the height of Trout Lake, 23 feet higher than its natural level, enlarging the area of w 24 Corthell on Enlarged Water- Way I ! 1 the lake from 12 to upwards of 300 square miles. At the rapids along this route dams were to be built .ud locks placed to overcome the dif- ference of level. The French River, and the tributaries of the Ottawa, and the Ottawa River, also, were to be made navigable by these dams and locks. The summit would require a canal 5 miles in length with a maximum cut of 30 feet through granite rock. The summit level was to be ^<3 feet above Lake Huron. The lockage from the summit level down to Montreal was 615 feet, a total of 698 feet. The total distance from Georgian Bay to Montreal is 430 miles. An examination of the manuscript copy of this report, which was kindly furnished the author by the Minister of Public Works, shows that, while Mr. Shanley was not able to obtain all of the detailed physi- cal data which he desired, yet his general conclusions can be relied upon as reasonable. The size of the locks of Mr. Shanley's project was as follows : length 250 feet, width 50 feet, and depth on miter sills 10 feet. His estimate for the entire work was $24,000,000. While his plan contemplated throughout dams across the streams, wherever neces- sary to overcome rapids, his general principle was to build canals rather than to resort to high and expensive dams across the rivers. In 1860 a second report on this project was made by Mr. T. 0. Clarke to the Commissioner of Public Works. Mr. Clarke's estimate wasaboutone-half thatof Mr. Shanley, being $12,057,680. His plan, however, was much different from Mr. Shanley's, resorting still more to making as long reaches of slack water navigation as was possible, thus avoiding to a great extent the excavation through very hard and refrac- tory rock which would be required by Mr. Shanley's project. On the other hand, Mr. Shanly preferred to cut canals at the sides of rapids rather than to raise the levels of large rivers like the Ottawa by artifi- cial structures. There was also a large difference in the price of rock excavation, Mr. Clarke estimating it generally at an average of about $2.00 and Mr. Shanley at $4.00 per cubic yard. Mr. Shanley also esti- mated the cost for enlarging the Lachine Canal, 8^ miles in length near Montreal, which Mr. Clarke did not ; but on the other hand Mr. Clarke estimated for a canal with 12 feet on the miter sills. Mr. Shanley esti- mated that the difference in cost between a 10 foot and a 12 foot canal must not be less than $5,000,000, nsak'ng his estimate for a 12 foot canal $29,000,000. It is difficult to explain the difference in the esti- mates. It is unnecessary to go into the details of the plans and esti- mates of these two projects, except so far as it is necessary to use the very complete details given in Mr, Clarke's report for making an esti- mate for such an enlarged water-way as this paper contemplates. ^ Between the Great Lakes and Atlantic. 25 )ng Hf- ira, Itms |ith fcvel lit kal For the purposes of comparison, it should be stated that Mr. Clarke's plan contemplated locks 250 feet long, 45 feet wide, and 12 feet depth on the miter sills, with a depth of 13 feet in the canals, widths in bottom of short sections 100 feet, and in long sections 146 feet, where it was intended for boats to pass, with a depth of 15 feet in the slack water reaches. A plan for the enlarged water-way proposed by the author is as follows : Locks 600 feet long, 85 feet wide, and 20 feet deep on the miter sills. The depth of canal prism 22 feet, with a width of 150 feet in short sections and 200 feet in the Ions s'"5tions, and with 24 feet depth in the rivers and in slack water reaches. The general methods of Mr. Shanley and Mr. Clarke to be adopted alterna- tively according to the conditions existing at special points. Employing the data given in Mr. Clarke's report, which appears to be accurate and quite complete, but using prices for rock excavation about midway between his and those of Mr. Shanley, and allowing for the many new obstacles which the enlarged water-way would meet in the deepening of rivers and of locks where submarine rock excavation would be required, in either of the earlier plans, the total cost of the work would be about $83,000,000, allowing for the enlargement of the Lachine Canal to the dimensions of the enlarged water-way. A careful examination leads to the inevitable conclusion, that a free unrestricted water-way cannot be found on the line of the Ottawa route at any cost which the traffic would bear. A ship railway, as an alternative, has been suggested. The course of the river is too tortuous and the cost of removing natural obstructions too great to give this alternative project serious consideration. GEORGIAN BAY AND TORONTO SHIP CANAL, OR ITS ALTERNATIVE, THE HURONTARIO SHIP RAILWAY. A project for a ship canal was initiated on this route as eavly as 1846, and an examination made by Mr. Kivas TuUy, civil engineer, of Toronto. In 1851 and in 1855 further examinations were made under the auspices of the Board of Trade of Toronto, to be used at a convention of delegates from various Western cities. The Hurontario route at that convention was favourably considered, and Mr. Tully was appointed to complete the survey. There was associated with him as consulting engineer Colonel R. B. Mason of Chicago, who, himself, examined the route in 1855. The survey was completed in 1858 and published with maps and profiles. The estimate was 26 Corthell on Enlarged Water- Way $22,170,150. The length of the route, which was by way of Lake Simcoe, was 100 miles, with 50 locks 265 feet in length, 55 feet in width, 12 feet lift, with 12 feet on the miter sills. Almost insuperable difficulties in the way of excavation were found at the summit, where for 10 miles there was a continuous cutting, the greatest depth of which was 197 feet and the average cutting 90 feet. A company was, however, incorporated in 1856 for carrying out the project. Its charter was amended in 1865 under the name of the Huron and Ontario Ship Canal Company. In 1881, when the late Mr. James B. Eads was engaged in the project of a ship railway across the American Isthmus in Mexico, he was requested by Mr. TuUy, the Hon. D. Blain of Toronto, and others associated with them, to give an opinion as to the feasibility of building a ship railway between Georgian Bay and Lake Ontario. His opinion was that it was not only entirely practicable, but that the route furnished one of the most favourable locations for such a con- the grades low. This strnction, as the alignment was good and opinion was given in 1885 after three or four years of consideration at various times by Mr. Eads The length of the route is 66 miles. There were to be three railway tracks of the standard gauge, 4 feet 8^ inches, with rails 110 pounds per lineal yard. It was intended to transport vessels of 1000 tons register, or say 2000 tons displacement weight and 14 feet draught. The estimated cost was $12,000,000. The author was at that time associated with Mr. Eads and familiar with the data and the discussions of the subject. In order to present it now in connection with other projects for an enlarged water-way, he has considered it important to re-examine the subject, and to have a personal examination of the country made by one of his associates, in order to supplement data already in existence, and to reform the estimates on the basis of a ship railway of larger capacity than was contemplated by Mr. Eads; that is, for vessels of a displacement weight of 5000 tons, with a draught of 20 feet, and the railway to be capable of transporting, during the navigation season, 8,000,000 tons of traffic. It is impracticable, except at great cost, to build the railway on a straight line between the two terminal points. There will necessarily be in the central part of the route two, and perhaps three, deflection tables for changing the direction. The grades, as ascertained from all available data, will be 33 feet per mile as a maximum, although on the larger part of the route the grades will be 11 feet and 14 feet per ml lei es rj Between the Great Lakes and Atlantic. 27 Lake leet io jerable Iwhere )th of was, Its and Q the 0, he thers ■J of tario. tthe con- fhis )Q at mile. The s-immit to be surmounted is 670 feet above the mean level of Lake Ontario. The streets, public roads and railroads to be crossed can all be easily provided for. The material to be moved is entirely ea.th, no rock being found on the route. The harbour improvements at the termini will not be expensive. The cost of the railway fully equipped for the kind and extent of the traffic contemplated is $15, 459,318.09. At the proper time the author will make a comparison between this route and the Ottawa route, as to distance, constructive features and other navigation features. In reference to the physical features of the two routes the advantages are altogether in favour of the ship railway. The material to be removed on the Ottawa route is almost entirely rock and of granitic quality, being syenite and gneiss, these rocks, according to Mr. Shanley's report, " thrusting themselves forward harsh, naked and repellant over the whole of the more distant portions of the line"...." On the nearer sections from the Chats Rapids to St. Ann, the formation to be dealt with, though of less impracticable character than that named above, is still rock — rock everywhere." The rock on the western part of the line is Laurentian, the very hardest that can be found. Insurmountable obstacles exist, such as the flooding of the country around Lake Nippissingue. At the time Mr. Shanley and Mr. Clarke made their reports this was an almost uninhabited country. Since then along the northern part of the lake, which would be the shore to be submerged, there is now the main line of the Canadian Pacific Railroad, and there are several towns aad settlements and an improved country over nearly the entire area. It is questionable whether the plan proposed in 1860 could be carried out in 1890. Again, the fluctuation of 12 feet in the level of the Ottawa River (being 24 feet at the city of Ottawa) is a serious objection to canalizing this route. Again, the examinations show that to obtain a depth such as is proposed by the present enlarged water-way submarine excavations in hard rock must be made at various points in rivers and lakes not necessary for the depths proposed in 1860. Another disadvantasre of the Ottawa route is the difference between it and the Hurontario route in the opening and closing of the navigation seasons, a different latitude making the navigation season nearly a month shorter than by the Toronto route. Another important difference is the difference in time of construc- tion. The Hurontario Ship Railway could be built within three years, and no doubt, if the Government of Canada would make the necessary 28 Corthell on Enlarged Water-Way appropriations, the St. Lawrence canals between Lake Ontario and Montreal could be enlarged within five years, while it would probably require 10 years time to build an enlarged water-way along the Ottawa route, and it is not improbable that 15 years would be required for this work. As propositions for ship railways at other points will be brought forward in this paper, the author reserves the general discussion of the question of feasibility of ship railways and of their physical and com- mercial advantages for a subsequent point in the discussion. WELLANr CANAL. The present size of this canal has been given in a previous part of this paper. It is now proposed to enlarge it according to the standard dimensions of an enlarged water-way already given in connection with the plans of the Ottawa navigation. It has cost to enlarge the Welland Canal, from about 10 to 14 feet, $16,000,000. The estimate for deepening it to 20 feet and greatly enlarging the locks is $25,000,- 000, which is a low estimate considering the previous cost of enlarging this work. Bl an lir T< NIAGARA FALLS SHIP CANAL. The United States Government has taken more or less interest in this project since 1867, Congress having at that time by joint resolu- tion instructed the Secretary of War to have an examination made. This work was performed by Col. C. E Blunt of the United States Corps of Engineers. His project was for a canal of 14 feet depth with lock chambers of 275 by 46 feet. He examined six routes, some of which present great difficulty in the ascent of what is called the Nia- gara Terrace. In 1888 Congi'ess appropriated funds for an examina- tion for a water uay around Niagara Falls, its capacity to be sufficient to float ships drawing 20 feet of wator. The surveys of Col. Blunt were used for the purpose of ascertaining the feasibility and cost of building such a canal as Congress proposed. The dimensions con- sidered were : width of canal at bottom 100 feet, depth 20| feet, length of lock chamber 400 feet, width 80 feet, depth over miter sill 21 feet and the lift in general to be 18 feet. The route is 25 miles long, number of locks 18, estimated cost $23,617,900. A revision of this estimate on the basis of larger locks and larger canal prism, and of an increase in price of rock excavation, which the author considers advis- able, makes the total cost $35,000,000. 10 and lobablj |g the lid be lought I of the com- Between the Great Lakes and Atlantic. NIAGARA PALLS SHIP RAILWAY. 29 The estimate is made on the Twelve Mile Creek route of Col. Blunt's surveys, begioDing east of Cayui^a Island^ Niagara River, and ending at the mouth of Twelve Mile Creek. The length of th© line is 18^ miles. The maximum grade surmounting the Niagara Terrace is 50 feet per mile, a continuous jrrade of 4^ miles. The total estimate on the same basis as the Hurontario Ship liailway, namely, for vessels of 5U00 tons displacement weight, 20 feet draught, and an annual traffic of 8,000,000 tons, is 810,731,613.71, fully equipped. MICHIGAN PENINSULA SHIP CANAL AND RAILWAY. It is proposed to build a ship canal of the standard dimensions above given across the Michigan Peninsula, from Benton Harbour on Lake Michigan to near Monroe on Lake Erie, a distance of about 160 miles. It would require 65 locks and the crossing of 19 railroads. The estimate is 6138,405,432. A ship railway across this peninsula fully equipped will cost not over $39,000,000, and the grades will not be heavy. The height to be surmounted at the summit is 475 feet. LAKE CHAMPLAIN ROUTE BY WAY OP THE OAUGH.VAWAGA RIVER. The estimates made at various times for a canal with locks 270 feet by 45 feet by 12 feet, from the St. Lawrence River about 8 miles above Montreal to Albany on the Hudson River, is about $20,000,000. To build this on the plan of the enlarged water-way uow designed, and to deepen the Hudson from Albany to Hudson City, and to deepen Lake Champlain over long reaches, where there is now sufficient depth of water for a 12 foot navigation, but not for 20 feet, would cost at least $50,000,000, and for the purposes of an unrestricted adequate water-way for deep draught vessels from the Great Lakes to tlie sea- board, is apparently impracticable. ERIE CANAL AND OSWEGO CANAL ENLARGEMENTS. To build such a water-way as is now proposed between Buffiilo and Albany would cost probably $250,000,000, and wc would then have nothing but a continuous canal where the speed of vessels would be T 1 30 Corthell on Enlarged Water-Way restrioted. The Oswego Canal eDlargement can be dismissed also with the opinion, that to enlarge it for deep draught vessels is imprac- ticable. It has been suggested to build a ship railway instead on one or the other of these two routes. The author considers this impracticalle, not only on account of its expense, but on account of the natural and artificial obstacles that at points would prevent its construction. The Mohawk Valley is entirely occupied by two rj;il- roads (six railroad tracks), the Erie Canal, the Mohawk Eiver and an almost continuous line of cities and towns for long distances, these natural and artificial conditions being hemmed in on either side by steep and rugged bluffs of hard rock. ^ ST. LAWRENCE RIVER ENLARGEMENTS. There remains the consideration, briefly, of the enlargement of the St. Lawrence River and its canals, to give an outlet to the seaboard for either the Hurontario Ship Railway or the ship canals or ship railways at Niagara Falls and across the Michigan Peninsula. The very voluminous records of the Canadian Government extending over many years, the reports of the Chief Engineer of Canals, numerous other descriptive and statistical documents, and the examinations, maps, charts and profiles kindly furnished by the Department of Public Works of Canadp have enabled the author to make an estimate for the enlargement of the canals and the deepening of the channels in the river itself between Montreal and Kingston. This estimate is based on the standard dimensions for an enlarged waterwiiy used in making estimates of other routes. The total cost, asfuming that the present canals have already been deepened to 14 feet (this work is now being done by the Canadian Government), is $27,000,000. li COMPARISON OP COMMERCIAL CONI -ON. A statement of the commercial conditions of the proposed routes is necessary in order to make a comptirison between them. These con- ditions have an important bearing on the general question of location and advantages, and are, therefore, stated in full in the body of this paper. '' The sailing distances " are steamer distances, and are compiled from many records, a selection being made from the most reliable. The time per hour forming a basis of the total time on t.ach route is open to amendment, being in some respects a matter of opinion, but formed from much study of the subject and from definite records of speed under practical and similar conditions. Between the Great Lakes and Atlantic. 31 The cost of transit is made up from the actual average cost on lines now operated on rail, lake, ocean, barge and ship canals. As to the speed, time and cost on a ship railway, while there is no actu.^l trans- portation of this kind in existence, yet, the results of ten yea-s of careful study of the subject on the two principal ship railway projects of the world— the Tehuantepec and Chignecto— are used in this state- ment. Though made from different conditions and by persons work- ing independently, the results closely agree and may be considered the concensus of the best thought on the subject. The figures, however, await the actual test of practice soon to be applied at the Chignecto Isthmus. TABLE OP SAILING DISTANCES, SPEED, TIME AND COST. Table of Sailing Distances. Statute Miles. New York to Liverpool ^^^^ Boston to " ^211 PhUadelphia to " 3625 Baltimore to " ^^^'^ r, „Kn„ fn «< 3065 Quebec to Quebec to Straits of Belle Isle »;^b Straits of Belle Isle to Liverpool 2239 Montreal to Quebec Montreal to Liverpool 3225 ALL RAIL DISTANCES. The all-rail distance from Chicago to New York is 913 miles via the Penusylvania Lines, 932 miles via Nickle Plate & Lackawanna Railways, and 949 miles via Nickle Plate and West Shore Railway. The all-rail distance from Chicago to Montreal is 837 miles via Grand Trunk Railway and 859 miles via Wabash and Canadian Pacific Railways. SAILING DISTANCES PROM CHICAGO TO MONTREAL. Ist. Via Huratitario Ship Railway and the St. Lawrence River. Chicago to Northern terminus of Ship Ry 570 milee Ship By (2 lifts and three deflection and turning tables). 66 '* Toronto' to Montreal ") Canal and 26 locks. 43.63 miles y Lake Ontario Ibl.dT jSt. Lawrence River 160.00 365 " Chicago to Montreal 1<>01 miles 82 r III ,11 Corihell on Enlarged Wafer- Way 2nd. Fta Ottawa Navigation. Chicago to mouth of French River 648.00 miles. Ottawa River & CanaH Canal 29.32miles Lakes and river i each 401.44 " 430.76 " 64 Locks Chicago to Montreal 978.76 miles. 3rd. Via Lakes, Wetland Canal and St. Lawrence River, Chicago to St. Clair River 568.00 miles. St. Clair River 41.00 Lake St. Clair 16.00 Detroit River 27.00 Lake Erie 218.25 WelJand Canal (27 Locks) 26.75 Lake Ontario 161.00 St. Lawrence River f Canals 43.63 (River 161.37 205.00 Chicago to Montreal 1263.00 miles. 4th. Via Michigan Peninsula Ship Railway, Lakes, Wetland Canal. Lake Michigan 61 00 miles. Michigan Peninsula Ship Ry 158.50 " Lake Erie (to Pt. Colburn) 230.00 " Welland Canal 26 75 " Lake Ontario (to Kingston) 161.00 '* St. Lawrence River \ Canals 43.63 miles. j River (proper) 161.37 " '205.00 " Chicago to Montreal 342.25 miles. 5th. Via Michigan Peninsula Ship Ry., Lakes, Niagara Falls Ship Railway and St Lawrence River. Lake Michigan Michigan Peninsula Ship Ry 158 50 Lake Erie (to terminus of Niagara Ship Ry.) 252.00 Niagara Falls Ship Railway 18 50 Lake Ontario 146 00 St. Lawrence River \ Canals 43.63 miles. J River (proper) 161.37 " 205.00 61.00 miles. tc 841.00 miles. Between the Great Lakes and Atlantic. 88 (( (( 6th. Via Michigan Peninmla Ship Ry., Lakes^ Niagara Falls Ship Canal and St. Lawrence River. Lake Michigan 61.00 miles Michigan Peninsula Ship Railway 1^8.50 Lako Erie (to terminus of Niagara Ship Canal) 252.00 Niagara Falls Ship Canal 25.00 Lake Ontario ^^^'^^ St. Lawrence River ) Canals 43.63 miles. I River (proper) 161.37 " 205.00 Chicago to Montreal 841.00 miles. DISTANCE BY DIFFERENT ROUTES. 1st. Hurontario ShipIRailway 1001.00 miles 2nd. Ottawa Navigation ^nn 3rd. Lakes, Wclland Canal & St. Lawrence River 1263.00 4th. Michigan Peninsula Ship Ry. & Welland Canal. 842.25 6th. Michigan Peninsula Ship Ry.,Niagara Falls Ship Ry., etc ' ^^^-^^ 6th. Michigan Peninsula Ship Ry., Niagara Falls Ship Canal 841.00 RATES OF SPEED (STEAMERS). Rate of speed on the Ocean and Lakes, 15 miles per hour. " Ship railways and Rivers, 10 miles per hour, from Montreal to Quebec, 10 miles per hour, on the Canals, 7 miles! per hour. « Welland and Niagara falls Canals, 4 miles per hour. Lockage and Ship Railway lifts and deflection tables, 30 minutes each. SCHEDULE OF DISTANCES AND SAILING (STEAMINO) TIME FROM CHICAGO TO MONTREAL. 1st. Lakes, Hurontario Ship Railway and St. Lawrence River. hours. By Lakes (570 and 160) = 730 miles at 15 miles per hour = 48 67 Bvl^iver 161.37 '' 10 " " 16.14 ^y cftnn «« 10 " " 6.60 By Ship Railway 66.00 10 • By Canals 43.63 ^' 7 " ^^ 6.23 By detentions on ShipRy " " " in locks (26 at 30 minutes) ' ^^'"^ (i Sailing time Chicago to Montreal. 93.14 34 Corthell on Enlarged Water-Way 2nd. Ottawa Navigation. By Lake 548.00 miles at 15 miles per hour 36.53 hours. By small lakes 200.72 " 16 «' 13.38 " By Rivers 200.72 " 10 " 20.07 " By Canals 29.32 " 7 " 4.19 " By deU'utions in 64 locks 32.00 Sailing time Chicago to Montreal '. 106.17 hours. 3rd. Lakes, Welland Canal and St. Laicrence River. hours. By Lake— Chicago to St. CI lir River 568 mi. at 15 mi. per hr. 37.87 By St. Clair River and Canal 41.00" 10 " 4.10 By L»ke St. Clair 16.00 *' 15 " 1.07 By Detroit River 27.00" 10 " 2.70 ByLakeErie 218.25" 15 " 14.55 By Welland Canal 26.75" 4 " 6.69 By Lake Ontario 161.00" 15 " 10.73 St. Lawrence River 161.37 " 10 " 16.14 " " Canals 43.63 " 1 " 6.25 By detention in Welland Canal — 27 locks — at ^ hour each 13.50 <' " in St. Lawrence Canals — 26 locks at ^ each 13.00 Sailingtime Chicago to Montreal 126.58 4th. Via Michigan Ship Railway, Lakes, Welland Canal, etc. By Lake Michigan 61 mi. at 15 mi. per hr. 4.07 hrs. By Mich. Peninsula Ship Ry. 158J " 10 " 15.85 " By Lake Erie (to Pt. Colburn)230.00 " 15 " 15.33 " By Welland Canal 26.75 " 4 " 6.69 " By Lake Ontario 161.00 " 15 " 10.73 " By St. Lawrence River 161.37 " 10 " 16.14 " " Canals 43.63 " 7 " 6.23 " By detentiovs on Ship Ry 550 hrs. ♦« '♦ in Welland Canal 13.50" «« " in St. Lawrence Canals .13.00" Sailing time Chicago to Montreal 107.04 hrs. Between the Great Lakes and Atlantic. W 6th. Via Mich. Ftmnsula Ship Ry., Lakes, Niagara FalU Ship Railway and St. Lawrence River, By Lake Michigan 61 mi. at 15 mi. per hour 4.07 hours. By Mich. Pen. Ship. Ry. 158^ " 10 " " " JB.So By Lake Erie 252.00 '' 15 " " " IfO - By Niagara Falls Ship Ry. 18i " 10 " " " l-»» ^^ By Lake Ontario U6.00 " 15 *' " *' ^^ ^^ By St. Lawrence River 161.37 " 10 " " " 16.U ^^ By St. Lawrence Canala 43.63 " 7 " " " 6-^^ ^^ By detention on Mich. Pen. Ship Ky °- ^^ «« Niagara Falls Ship Ry 1-^" ^, <« in St. Lawrence Canals " ^^"" Sailing time Chicago to Montreal ^^-^^ ^°**"* 6th. ria Michigan Peninmla Ship Railway, Lakes, Niagara FalU Ship Canal and St. Lawrence River. By Lake Michigan 61 miles at 15 m per hour 4.07 hr.. .^Mioh.Peo.shipBy. i58i '' ';_ ;; _1. „ " Lake Erie 252 l& .. Niagara FalU Ship Canay 5 " ;; ^ ;; -^0 ^^ "Lake Ontario 139i l^ ., iria « n* 1«1 Q7 " 10 '* " 16.14 " St. Lawrence River 161.37 ^^ lU ^^ ^^ ^^ ^ ^^ ^^ " St. Lawrence Canals 43.63 ^ • ^^ By detention on Mich. Peninsula Ship Ry. o- ^.^ « « " Niagara Falls Canal ^-"V ^^ « n "St. Lawrence Canals ^^' 98 39 " Sailing time Chicago to Montreal RECAPITULATION. hours l8t. Via Lakes, Hurontario Ship Ry. and St. Lawrence River ^93.14 2nd. Via Ottawa Navigation • 3rd Via Lakes, Welland Canal and St. Lawrence River 126.58 4th. Michigan Peninsula Ship Ry. Lakes. Welland and Niagara ^^^ ^^ Falls Canal, etc. ' 5th. Michigan Ship Ry. Lakes & Niagara FaUs Ship Ry. 90.67 6th " Ship Ry. Lakes, Niagara Falls Ship Canal, etc. 98.39 It is necessary to give the following notes for the purpose of ascer- taining the correct hasis of the cost per ton per .tnile. On this hasi* the tahles which follow have heen prepared :— Corthell on Enlarged Water- Way ACTUAL RAIL RATES, SEASONS OF 1889 AND 1890. The lowest summor ruto from Chicago to Now York was 20 oents per 100 pounds on grain, flour, etc., or $4,00 per ton, 4i*o mills per ton per mile via shortest line. About ^0 ^^ ^^'^ freight East and West comes under classes 4, 5 and 6. At 25 cents per 100 pounds Chicago to New York (the regular schedule rate), or $5.00 per tun, the rate per ton per mile is 5 ~ mills. The mean of these two rates is almost exactly one half cent, per ton per mile. The summer rate from Buffalo to New York is 11 cents per 100 pounds, or 02.20 per ton = 5iVi) mills per ton per mile. The regular rate on grain from Buffalo to New York is 13 cents per 100 pounds, or $2.60 per ton = d^o^o mills per ton per mile. OHIOAQO TO BOSTON. The summer rate on grain is 25 cents per 100 pounds, or $5.00 per ton ^ 5 mills per ton per milo. The winter and all year rate is 30 cents per 100 pounds = $6.00 per ton, or 6 mills per ton per mile. The average rates from Chicago to Montreal are the same as from Chicago to New York, which would make a higher rate per ton per mile than is given above from Chicago to New York. Taking rates per ton per mile from Chicago to New York and applying on roads from Chicago to Montreal will give the following : — Chicago to Montreal, summer rate $3.68 per ton. Regularrate $4.58 " " Taking same rates from Chicago to Montreal as rule to New York, we have : — Chicago to Montreal, summer rata, about 4} mills per ton per mile (4^^ mills), and regular rate equals almost 6 mills per ton per mile. It is safe to assume that the rates from Chicago to Montreal on export freight will never be much, if any, lower than those to New York. Inasmuch as the ocean voyage from Montreal to Liverpool is only 190 miles shorter than from New York, the difference in rates could not be more than 10 cents per ton. From the above it is safe to assume ^ cent per ton per mile for the railroad rate over all lines. Assuming this as the rail rate, and the following rates over different portions of the water route and over ;l Between the Great Lakes and Atlantic. 37 Bhip railways, wo have the table given below. In order to fairly compare routoH, tho rato per ton per mile covers cost of ..peration ot Bhip railways and canals and hIx per cent, iutcrest on cost of construc- tion. TABLE. RATE OVER HURONTARIO 8UIP RY.— 3-jL MILLS PER TON MILE. Rate over Niagara Falls Ship Ry ^ mills per ton mile. '* on Lakes "^a '• " Ocean. a ^ ^^ " " Michigan Peninsula Ship Ry 3^ i< * (f <' *' Canal... 8 5 11 (( (( '< V^iuiv,a X.V...... " " St. Lawrence Canals. « «< " Nia-^nira Falls Ship Canal 12.5 '< " Welhind Canal 10 " One of the conditions importantly aifecting the various routes to the seaboard under consideration is the time lost during the year by the ri.'or of a Northern climate. The effect which this suspension of navigation, of from 126 to 150 days out of the 365, will have upon the transportation question it is difficult to estimate. A careful examination has been made of the length of time each year that different harbours will be closed by ice. The table prepared by Mr L E. Cooley, late chief engineer of the Chicago Drainage District, appears to be the most reliable, although authorities differ, and it is used to determine the length of time that each of the routes will probably be open for business. gUT" "Sfoser Date Date Remarks. LOCALITY. tion. average. closlnK. opening. Erie Canal 20 153 Dec 3 May 6 Official closing Welland Canal 20 136 «9 Apr.24 Actual closing Buffalo,N.Y. 10 126 ^^ «^^ 16 Say 126 days Detroit River 7 121 " 2 J » i.nj . Straits of Mackinaw 20 140 "20 ' 140 days St. Mary's Canal 10 147 « 3 " 29 Actual closing Duluth 9 132 « 26 May 7 rdrRiver 19 lo^ « ^h. It Albany,N.Y. rrMicrCanal 1? 126 Nov. 26 Apr. 1 Offieial closing Illinois River 11 & 34 70 Dec. 25 Mch. 4 Mor"s, Ilh Mississippi River 25 30J " 23 Jan. 23 St. Louis, Mo. if 38 Corthell on Enlarged Water-Way Using the above mentioned table, and 30 days for one month, wo find the various routes will be opened for business, as follows: — DESCRIPTION OP ROUTE. No. of Routes. I>ays open. 1. Hurontario Route 225 days. 2. Ottawa Navigation 205 3. Lakes, Welland Canal & S^.. Lawrence River 225 " 4. Peninsular Routes, Lakes, Welland Canal, etc... 229 " 6. Peninsular Route, Lakes, Niagara Falls Ship Ry. and St. Lawrence River 234 " 6. Peninsular Route, Lakes, Niagara Falls Ship Canal and St. Lawrence River 229 '* The following table gives the results of all of the preceding tables, relating to length of route, time of transit, cost per ton, and length of time that each route will be open. CHICAGO TO LIVERPOOL. Description of route. No. of days No. of Routes : Length Time Cost route is miles in hrs. per ton open. 1. Hurontario Ship Ry., Lakes and St. Lawrence River 4226 313.47 $3.48 225 2. Lakes and Ottawa Naviga- tion 4203.76 326.50 4.59 205 3. Lakes, Welland Canal and St. Lawrence River 4488 346.91 3.fl7 225 4. Mich. Peninsula Ship Ry., Lakes, Welland Canal, etc. 4067.25 327.37 3.66 229 5. Mich. Pen. Ship Ry., Lakes, Niag. Falls Ship. Ry.& St. Lawrence 4066 311.00 3.53 234 6. Mich. Pen. Ship Ry., Niag. Falls Ship Canal and St. Lawrence 4066 318.72 3.70 229 7. All rail to Montreal 4062 328.33 6.25 234 8. All rail to New York 4353 337.33 6.74 365 Note. — Should the Canadian Grovernmjnt enlarge the St, Lawrence Canals at its own expense, deepen the river where required, and Between the Oreat Lakes and Atlantic. 39 of remove the tolls to commerce from Lake Ontario to Montreal, as it has done seaward of Montreal, there can be deducted from total cost of trans- portation from the Great Lakes to Liverpool by this route 20 to 22 cents per ton. The Hurontario route to Liverpool will then compare with the all-rail route via New York as $3.26 per ton is to $6.74, that is, less than one-half the cost by rail, or a suving to com- merce in one year on 8,000,000 tons of traffic, of more than the on! ire estimated cost of preparing the enlarged water-way from the foot of Lake Ontario to the sea. The competition in English and other importing markets of Europe between the wheat of our Northwest, the Pacific Coast, India, Russia and the Argentine is so close, that a substantial advantage in cost of transportation like the above to both Canadian and Utited States cereal producers will at once work a revolution in trade, and lead to an important development of agricultural products and to a material prosperity over the 450,000 square miles, comprising the basin of the Great Lakes, and extending to the lands outside and remote from it, but capable of reaching, by rail or water routes, its seaports, as the great cities of the lake will then be. SHIP RAILWAY DISCUSSION. The author has, without any hesitation, placed on an equality, as transportation methods, the ship railway and tho ship canal. The former he considers superior in many respects. 1st. The cost of construction at each special location is more than 50 per cent, less than the cost of a ship canal to handle the same clas s of vessels and an equal amount of traffic. 2nd. The cost of operation and maintenance will be less. 3rd. The rate of speed will bj greater, and there will be much less detention en route. These features have been brought out fully in the plans of the Tehuantepec and Chignecto Ship llailways,and in the discussions which for ten years have been before the world, comparing the methods by railroad and barge canal and by ship railway and ship canal . The most extended, minute and careful examinations and investigations have been made. The results in the case of the Tehuan ucpcc Ship Railway were : — Ist. The Mexican Government became so well assured of the practicability of the method, that it agreed tc guarantee the interest on the cost of the railway up to $1,200,000 per annum. Wi 40 Corthell on Enlarged Water-Way i!i 2nd. The leading and most experienced naval architects of this country and England gave their fuUjapproval to the method and the plan. 3rd. Many vessel owners and navigators of England and this coun- try expressed an entire willingness to entrust their vessels to the ship railway. As to the Chignecto Ship Railway, the Dominion Government wisely adopted the plan of the ship railway instead of the ship canal, and guaranteed the interest on the cost of the work. Enirlish capital is CO istructing it, and the leading engineers of Great Britain, if not of the world, have charge of its construction. ' The United States Government, after an exhaustive examination in this country and Europe, by a Board composed of three Govern- ment engineers of high rank and ability, adopted a ship, or a boat, railway to avoid the rapids of the Columbia River in Oregon. The well-considered detailed plans of the Tehuan tepee Ship Rail- way, worked out carefully by the late Mr. James B. Eads, and wh'ob. contemplated a railway for the transit of vessels of a displacement weight of 5000 tons, have formed the basis of the plans for the Hur- ontario, Michigan Peninsula and Niagara Falls Ship Railways pro- posed in this paper, and the cost of transportation, carefully ascer- tained by Mr. Eads and his associates, has been applied to these rail- ways, taking into due account the difference in conditions. The author had the good fortune last summer to examine person- ally the route, the constructions and the detailed plans of the sub- structure, superstructure and the mechanical appliances of the lifting docks, and the equipment as well, including the motive power of the Chignecto Ship Railway. There is no doubt in his mind of entire success in the construction, operation and economy of this railway There is nothing novel in the methods, only in the combination of methods. Vessels are at present raised out of the water continually, whether loaded or unloaded, on hydraulic lifts, by marine railways and by floating docks. The views and the advanced thought of ship builders on the Lakes may be seen from the following extract from a letter of date Decem- ber 19th, 1890, by Mr. W. I. Babcock, manager of the Chicago Ship Building Company, which is now engaged in building large steel ves- sels at Chicago, on Lake Michigan, and to whose Company the author had written to ascertain if it was prepared to build vessels of 5000 tons displacement weight, when laden, with a draft of 20 feet, to navi- gate the route between Chicago and Liverpool, 66 miles of which Between the Great Lakes and Atlantic. 41 [this the )UII- |ship lent ml, [ital 'not would be over a ship railway between Georgian Bay and Toronto Mr. Babcock, on behalf of his Company, replies as follows : — " The question of the size of vessels that can be built here seems to be the only one on which Mr. Corthell desires information, and I would, therefore, say, that at this yard we can build anything from 400 feet over all, 50 feet beam, and any depth, provided that a chan- nel such as he specifies can be used to salt water. There would be, of course, no reason why we could not build vessels for any service there if we get money enough for them. As for transporting such vessels on a ship railway between Georgian Bay and Toronto, I believe such a carriage is entirely feasible, and that no special arrangement would be required on the vessel herself at all. It w juld, therefore, be entirely immaterial to us as ship builders what was done with the vessel after she left the yard." The increasing size of rolling stock, both motive power and freight cars, on ordinary railroads, has proven the great advantage in carry- ing greater and greater loads at one time, A few years ago 1 ton cars were the rule in this country. Now, 30 tons are becoming more and more numerous. Cars for still larger loads for special purposes are becoming more and more common, and the locomotives have increased in weight and power from 30 and 40 tons to 90 and 100 tons, and the cost of transportation has been reduced from 2J cents to \ cent per ton mile. A ship railway is the logical result of the continual improvement in railroad methods from the time of the first railroad to the present. If it is possible to raise vessels and transport them over land with safety and economy, why should they be compelled to make gr«jat detours costing time and money ? If the immense business between the St. Lawrence and the coast of New Brunswick and Taw England can save 500 to 700 miles by oper- ating a railway 17 miles long across the Chignecto Isthmus, why should it continue to take this long and dangerous voyage around Nova Scotia ? If engineering skill can provide lifts and a railway and motive power that can haul vessels weighing 2000 to 2,500 tons, as already arranged for at Chignecto, who will say that it cannot design, con- struct and successfully operate a railway that will handle vessels weighing 5000 tons ? Necessity knows no law, and this applies to commerce as well as to other things ; and the demands of this com- merce and of a great people, seeking the markets of the world by the least expensive route, will be satisfied with nothing less than the most approved and economical methods which it is in the power of man to provide. 42 Corthfll on Enlarged Water- Way ■i »ll ii The question now arises, how can the desirev^ and best route be pro- vided ? VtTill the mutual interests of two g eat countries between which the St, Lawrence River is a dividing line, in part, and through one of which, having passed an artificial and arbitrary line, it finds its way to the sea, bearing the commerce with it, be willing to uiiltc t^ construct the ship canals and ship railways necessary to remove the obstructions to navigation ? Will the Great Northwest, both of the United States and Canada, with its millions of people, its rapidly growing cities, centers already of finance and commerce, with the con- stantly increasing business of the Great Lakes — a common heritage of both nations and free to both, and God-given — will these two nations, with so much in common, permit longer arbitrary national boundary lines to remain a barrier — a Chinese wall — to the commerce of both ? Shall cities like Chicago, Milwaukee, Duluth, Buffalo, Cleveland and Toronto be longer compelled to send their exports to Europe and receive their imports by expensive channels, when they can load them for Liverpool or Havre at their own wharves, and receive their imports directly at those wharves from the ports of the Old World ? If these two Governments, so closely united in commercial relations, cannot, on account of grave political reasons, unite in the construction of the desired route, then why should not Canada herself undertake the task and assume the burden of its cost ? The reasonable plan appears to be for that Government to enlarge the St. Lawrence Canals and the intermediate river reaches, where necessary, for the navigation recommended by the author, and to encourage the construction of the Hurontario Ship Railway by guaranteeing the interest on its cost, as it has already done on that of the Chignecto Ship Railway. That Govern- ment must now provide these new and enlarged channels of commerce, or see the vast amounts already expended practically lost through its inability, or its unwillingness, to meet the demands of commerce. It will inevitably see the greatest commerce of the world diverted from its natural channel, and taken out of its domains into the artificial chan- nels of its neighbour's territory, to enrich and develop a country lying along these artificial routes. The commerce and financial importance in every way to Montreal and to other cities, both Canadian and United States, situated on this enlarged natural water-way, can scarcely be over-estimated. To be in the pathway of such a commerce, as will move from the great Northwest to the Old World and back again, will insure to any city situated upon it a prosperity — commercial, industrial and financial — surpassing the most sanguine anticipations. The argument may be brought forward that, on account of the close Between the Great Lakes and Atlantic. 43 pro- reen lough Is its the If the )idly con- competition between the present routes by way of the several ports along the Atlantic seaboard to Liverpool, there is such slight difference in rates, that no advantage would accrue from an enlarged water-way commensurate with the great expenditures required to obtain it. Granted that the case may even be similar to that of the Mississippi River, upon which the United States Government is spending already vast amounts in removing the obstructions from its mouth nearly to its source, but which does not have upon it the amount of business antici- pated — the railroads being able on shorter lines to move the freight to the seaboard — nevertheless it stands theio as a great regulator and minimizer of freights. When for any reason the slightest increase in rates occurs over the rail routes, the freight is given to the barges and boats, and the products then reach New York and other Atlantic ports via the mouth of the Mississippi, and the rates again come down to a water rate. If an enlarged water-way shall compel the slightest reduction in through rates to the Atlantic seaboard and Europe, the producers will reap the advantage, whether the new route obtains the larger part of the business or not. If this route can carry freights to Liverpool cheaper than the present rates, and shall do so to any extent whatever, then all the other routes must come down in rates to meet it. There is, however, no question about this enlarged channel from Chicago, Duluth and Port Arthur to Liverpool obtaining a large part of the European business. The enlarged facilities proposed will vastly increase the volume of the carrying trade between the Northwest and the Old World. The advantage to the country bordering on the Great Lakes and the St. Lawrence can scarcely be over-estimated. The increase in commerce everywhere, and the material prosperity sure to quickly follow the opening of such a route outlined in this paper, is beyond conception. It is estimated by statisticians that the Mississippi Eiver gives a direct advantage to the producers of the Mississippi Valley, amounting to from 50,000,000 to 100,000,000 dollars per annum. The St. Lawrence route will give a direct advantage not only to agricultural producers but to manufacturers, importers and merchants, and through them to all the people. " Direct trade with Europe " should be the demand of the Northwest and of all the country tributary to it. The direct pecuniary advantage to the people should not be estimated at less than $200,000,000 per annum. As civil engineers we should promote in all possible ways the development of these commercial routes, and lend our good offices to 44 Corthell on Enlarged Water-Way I ; the patriotic effort to improve the commercial conditions of what is after all a common country. The author is greatly indebted to the officials of the Dominion and United States Government, and to other persons, for the information necessary to compile and to write this paper. He is particularly indebted to Sir Hector Langevin, Minister of Public Works of the Lominion of Canada ; and Mr. Baillairg^, Deputy Minister ; Mr. H. F. Perley, chief engineer Public Works Department ; Mr. John Kennedy, chief engineer of the Montreal Harbour Commission ; Mr. G. P. Brophy and Mr. Thomas C. Keefer of Ottawa, Mr. Walter Shanley of Mon- treal, M. P., Superintendent U. S. Census ; United States Commis- sioner of Navigation ; Chief of the Bureau of Statistics U. S. ; Colonel 0. M. Poe, U. S. engineer ; Capt. W. L. Marshall, U, S. engineer ; Hon. D. Blain, Mr. Kivas TuUy and Mr. Joseph Blakeley of Toronto, also to AJr. Chas. H. Keep, secretary Lake Carriers' Association; secretaries of the Boards of Trade of Buffalo, Cleveland, Chicago and Duluth ; Mr. L. B. Cooley, president Western Society of Engi- neers ; and to the author's associate, Mr. A. F. Robinson, civil engineer. From the drawing accompanying this Paper Plate II has been prepared. civil DISCUSSION ON MR. CORTHELL'S PAPER ON '' ENLARGED WATERWAY," ETC. TORONTO BRANCH DISCUSSION. Mr David Blain said he fully endorsed Mr. Corthell's views, andMr.Biain. considered the Ottawa River and Trout Lake route as now imprac- ticable, and that the Georgian Bay and Lake Ontario route offers greater advantages. Professor Galbraith said the fact of there being at present no ship Prof. Gaibraiih railway in operation, and hence that no practical knowledge exists of its working, must not be lost sight of. The speaker would introduce Captain Crangle.who would give his views. Captain Crangle said he was a practical sailor, having had 35 years Capt.Cra«gie. experience. That there is being now introduced a new type of vessel called the " Whaleback," the object being large tonnage capacity at minimum amount of material used in building ; and he was of opinion that a vessel of this kind would suffer serious injury by being carried on a ship railway. He would not like to say a steamship railway is not feasible, but it is as yet unproven. He considered the Chignecto Ship Railway may be feasible for small coasting craft, but he had grave doubts whether a vessel 250 ft. in length could be transported bv a ship railway without occasioning damage to the vessel the weight of the vessel and cargo being 3,000 tons. He considered that the vessel should be in a cradle on a pivot, so as to keep it always level ; that one of the greatest objections he sees to a ship railway is that it is similar to dry docking a loaded vessel, and in his experience he could always see places where unequal straining had occurred by such a process. Mr Redway observed that the question of carrying a loaded vessel Mr. Redway. bv railway had been discussed in England 10 years ago, when Captain Eads presented his projected Isthmus of Tehuantepec Ship Rai^^^^^^^ and it was then generally admitted to be feasible. That a the Edin- burgh Exhibition, held a short time ago, there was a model shown of the method of transporting a loaded vessel in water over a ship railway, and that the Commission appointed to report considered that a ship w w 46 Discussion on Enlarged Waterway. and cargo weighing 5,000 tons could be safely carried any distance on a properly constructed ship railway. Prof. Oaibraith Professor Galbraith said it is the carrying out of the principle on a large scale where the difficulty arises, the tank would have to be trans- ported with the same care as the ship. Mr. Redway. Mr. Bedway replied, it is not a tank. Prof. Galbraith Professor Galbraith observed it is a vessel floating in a tank, whether there is ^ of an inch of water or 16 feet of water. The experiment on a small scale may be successful, but carried out practically the trouble increases in geometric ratio. Mr. Tuiiy Mr. Kivas Tully said he felt obliged for the invitation to be present. He considered that raising loaded vessels out of water and carrying by railway had been pronounced upon as feasible by eminent experts; that personally he had no doubt it could be done ; that a ship railway is not subject to a difiference of grade ; that no curves are less than 20 miles radius ; that deflections are done by turn-tables. The plat- form will be rigid, the cars supported by a large number of wheels, none of which will carry more than five or six tons ; that if any one doubted the feasibility of lifting a vessel out of water and carrying by a ship railway, he would refer him to the model in New York, made under the directions of the late Captain Eads. Mr.Macdougai Mr. Alan Macdougall considered it difficult to discuss the engineer- ing question involved in the carriage of loaded vessels up to 5,000 tons gross by ship railway without experience, and that the operation of the Ghignecto Ship Railway would be awaited with interest. CORRESPONDENCE. The Hon. Edward Murphy of Montreal considered the undertaking Hon.E.Murphy too great, and that it would involve a serious loss of time to vessels in transit. Mr. Thos. C.Clarke endorses Mr. Corthell's views as to the supe- Mr. ciarke. rior advantages of a ship railway over any other means for connect- ing Lakes Huron and Ontario. Mr. Henry A. Budden of Montreal considers the operation of the Mr.Buddon. Chignecto Ship Railway necessary to establish the feasibility of the project aimed at by Mr Corthell. Mr. Budden considers transporta- tion of grain by barges from PortColborne on Lake Erie to Montreal, and thence by ocean steamer, as the best means of transit. Mr. R. F. Tate is satisfied that a ship canal as proposed can be Mr. Tate, constructed and successfully operated, and considers that Mr. Cortheil is right in his dimensions for securing ample water-way— both breadth and depth. Mr F N. Gisborne considers the economic capacity for grain- Mr. Giaborne. carrying vessels must be considered independently of their mode of transit by canal or ship railway, and he considers the route via the Peace and Saskatchewan Rivers, via St. James Bay and St. Johns Lake to Seven Islands Harbour in the Gulf of St. Lawrence as offering in the future an effective route to England for the North West. Mr H N Ruttan of Winnipeg points out a practicable water route Mr. Rutun. to Liverpool from Fargo and Winnipeg, via Lake Winnipeg, the Nelson or Hayes Rivers and Hudson Bay. That both the Nelson and Hayes Rivers offer practical routes to the sea from Lake Winnipeg, and that by improving the Nelson River and the construction of ship canals or ship railways, ocean steamers may be brought into Lake Winnipeg, and possibly to the mouth of the Red River, offers an alternative route between Lake Winnipeg and Hudson Bay. 48 Correspondence on Enlarged Waterway. That the Hayes River is open fr m about the 20th May to the 20th November, and that Hudson Straits are navigable for at least 4J months in the year. That the distance in miles from Winnipeg via Hudson Bay to Liverpool is 3,262. H i I 1 s' V > the 20th least 4^ lipeg via «!»3^« /•