Il4 IMAGE EVALUATION TEST TARGET (MT-3) &< II 1.1 11.25 1.0 l^i^l^ £ m m U 11.6 HiotQgraphic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14S80 (716) 872-4S03 ^' ^^^ CIHM/ICMH Microviche Series. CIHM/ICMH Collection de microfiches. Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques Tachnical and Bibliographic Notat/Notas tachniqiiaa at bibliographiquaa Tha tot Tha Inctituta has attamptad ta obtain tha bast original copy availabia for filming. Faaturas of this copy which may ba bibliographically uniqua, which may altar any of tha imagas in tha raproduction. or which may significantly changa tha usual mathod of filming, ara chackad balow. SColourad covars/ Couvartura da couteur r~n Covars damagad/ D D D D D n Couvartura andommagte Covars rastorad and/or laminatad/ Couvartura rastaurAa at/ou palHculAa nn Covar titia missing/ La titra da couvartura manqua rri Colourad maps/ D Cartas gAographiquas an coulaur Colourad ink (i.a. othar than blua or black)/ Encra da coulaur (i.a. autra qua blaua ou noira) Colourad platas and/or illustrations/ Planchas at/ou illustrations 9n coulaur Bound with othar matarial/ RaliA avac d'autras documants Tight binding may causa shadows or distortion along intarior margin/ La re liura sarria paut causar da I'ombra ou da la distorsion la long da la marga intiriauro Blank laavas nddad during rastoratlon may appaar within tha taxt. Whanavar possibla. thasa hava baan omittad from filming/ II sa paut qua cartainas pagas blanchas ajoutAas lors d'una rastauration apparaissant dans la taxta. mais. lorsqua cala itait possibla. cas pagas n'ont pas M filmtes. Additional commants:/ Commantairas suppidmcntairas; L'Institut a microfilm* la maillaur axamplaira qu'il lui a M possibla do sa procurar. Las details da cat axamplaira qui sont paut-Atra uniquas du point da vua bibliographiqua. qui pauvant modifier una image raproduite. ou qui peuvent exiger une modification dans la mAthoda normala de filmage sont indiqute ci-dessous. r~| Coloured pages/ D Pagea da couleur Pages damaged/ Pages endommagias □ Pages restored and/or laminated/ Pages restaurias at/ou pelliculies Pages discoloured, stained or foxed/ Pages dicolories. tachaties ou piquies Pagas detached/ Pages ditachies Showthroughy Transparence Quality of prir Qualiti inigala de i'impression Includes supplementary materii Comprend du material suppitimentaira Only edition available/ Seule Edition disponible I I Pagas detached/ r~T| Showthrough/ I I Quality of print varies/ r~~] Includes supplementary material/ I — I Only edition available/ Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalament ou partiallement obscurcies par un fauillet d'errata, une pelure, etc., ont ite filmies A nouveau da faqon i obtenir la meilleure image possible. Tha pos oft fllnn Ori| bag the sioi oth firs sioi ori Th€ sha TIN whi Mai diff ent befl rigt req me^ This item is filmed at tha reduction ratio checked below/ Ce document est film* au taux da reduction indiquA oi-dessous. 10X 14X 18X 22X 26X 30X y 12X 16X 20X 24X 28X 32X Tha copy fllmMl h«r« has bMin rtproducsd thanks to tho ganarosity of: Library of tha Public Archlvat of Canada L'axamplaira filmA fut raproduit grica k la ginArosIt* da: La bIbliothAqua das Archlvat publiquas du Canada Tha imagaa appaaring hara ara tha bast quality poaalbia sonsldaring tha condition and lagiblllty of tha original copy and In kaaping with tha filming contract •pacification*. Laa Imagaa suh^antaa int 4t4 raproduKaa avac la plus grand toln, compta tanu da la condition at da la nattat* da l'axamplaira film*, at an conformity avac las condition* du contrat da fllmaga. Original copia* in printad papar covara ara fllmad baginning with tha front covar end anding on tha last paga with a printad or lllustratad imprat* •ion, or tha back covar whan appropriata. All othar original copiaa ara fllmad baginning on tha first paga with a printad or llluatratad impraa- •ion, and anding on tha last paga with a printad or lllustratad imprasslon. Las axamplairas originaux dont la couvartura an papiar aat Imprlmia sont fllmAs an commandant par la pramlar plat at an tarminont salt par la darnlAra paga qui comporta una amprainta d'Impraaalon ou d'illustratlon; soit par la sacond plat, salon la cas. Tous las autras axamplairas originaux sont fllmis an commandant par la pramldra paca qui comporta una amprainta d'impraasion ou d'illustratlon at an tarminant par la darnlAra paga qu! comporta una talla amprainta. Tha last racordad frama on aach microflcha shall contain tha symbol ^^ (maaning "CON- TINUED"), or tha symbol ▼ (maaning "END"), whichavar appiias. Un das symbolas suivants apparaltra sur la darnlAra imaga da chaqua microflcha, salon la cas: la symbols — ► signifia "A SUIVRE", la symbols y signifia "FIN' Maps, platas. char s, ate, may ba fllmad at diffarant raduction ratios. Thosa too larga to ba antiraiy included in ona axposura ara fllmad baginning in tha uppar left hand corner, left to right end top to bottom, es meny fremes es required. The following diagrems illustrete the method: Les cartas, planches, tableaux, etc., peuvent Atre fllmte k des taux da reduction diff Grants. Lorsqua la document est trop grand pour Atre reprcduit en mn eeul cllchA, 11 est film* A psrtir de I'angle supArieur geuche, de geuche A droite, et de haut en has, en prenent le nombre d'Imeges nicessalre. Les diagrammas suivants illustrent la mAthoda. 1 2 3 1 2 3 4 5 6 /a'^^ DEEPER WATERWAYS . • « ' • I . 'J ■ : : :•*: >'Ho»i-... .•■•.:'•. THH GREAT LAKES IX) THE ATLANTIC KEPOKTS OF THE CANADIAN MEMBERS OK THE INTERNATIONAL COMMISSION rnn\TED nr oRDtn of parliament OTTAWA PKINTKI) BY S. K. DAWSON. PRINTKR TO THE QUEENS MOST EXCELLENT MAJESTY 1^97 [No.. 16a— 1898.] ••• ••• ... .• . : : ... .. : ;.•. ..; . ... :;. : : ..: • •• • • • • • • • •• • t ••• • • • • • •••••• REPORTS OF CANADIAN COMMISSIONERS DEEP WATERWAYS COMMISSION. The Honourable The Secretary of State, Ottawa. ToHONTO, 13th September, 1895. Beau Sir,— I have the honour, on behalf of the International Deep Waterways Association, to inclose you coinmunications covering copies of the resolutions adopted at the Deep Waterways Convention held at Toronto in September, 1894, and forming the platform of the International Deep Waterways Association then founded. " It is my duty to respectfully request that you will kindly cause these resolutions, of which the fifth more particularly is of a broadly international character, to be forwarded through the proper channel to the various Governments to which tbev are addressed. ^ I have the honour to be, dear Sir, V^ery respectfully yours, 0. A. HOWLAND, Presid>'nt International Deep Watern-ays Association. ■ft Resolutions adopted hy the International Deep Waterways Association, in Convention at Toronto, 23rd September, ISO4. Whereas, Tiiis convention has assembled for tlie purpose of promoting the union of the lakes and the liigli seas hy waterways of the greatest practicable capacity and UaetuJness; and, recognizing the supreme utility of such waterways development: Resolved, Tliat the depth of all channels through the lakes and their sea-board connections l)e not less than 21 feet, and that all permanent structures be designed on a l)asis of not less than 20 feet, in order that the greater depth may be quickly anil cheaply obtained whenever demanded by the future necessities of commerce. Resolved, That this convention recognizes the utility of the natural route to the sea by the St. Lawience River as most (juickly and cheaply improvable, and is also impi-essed with the commercial necessity of the route reaching the Atlantic Ouean via the Hudson River. Resolved, That we recommend that the Governments of Canada and the United States appoint a joint commission to consider and report fully upon the advisability 16«— 1| " 4 ItEI'OliT OF COAf.WlSSKhyElfS of the two comitrH's unitin«; to establiHli dt^'p .ship ohiiniiols from the ^rwit lakes t • the sea, free and neutral, at joint expense, under joint control, as well as the pr. hahlo char- acter and expense thereof, toj,'ether with the e((uital)le shani that shoidd he cliar;,'vMl to each country, and whether tlie two countries may not co-operate in said undertakin;,' in all matters necessarily international fn character. Mesolved, That we cordially ap|)rove all projects desi;;ned to extend marine commerce by moans of waterways fmni the ;;reat lakes into new territory. Resolved, That as a preparation for the joint promotion of conmion interests, it is desiralile that a perniaiient court should he constituted for the decision by rules of law of all (juestions of an international character which may in any wise arise between the peoples and (Jovernments of the Hritish P^mpire and the United States. Resolved, Tliat these resolutions be respectfully communicated to the Govern- ments and Parliaments of (Jreat Britain and the Colonies of the British Empire and the Government of the United States. Certified, (>. A. HoWLANl), /'resident. FRANK E. l<^LOWER, Surr.tary. Ottawa, 18th SepteraV)er, 1895. Sir, — 1 have the honour to acknowledge the receipt of your letter of the l.'Uh instant, transmitting copy of the Resolutions adopted at the Deep Waterways Conven- tion held in Toronto in September, 1894, together with sealed communications twelve in number, said to cover copies of such Resolutions which you desire to have transmitted to the various Governments to which they are addressed. These communications T observe are intended, one for the Right Honourable Joseph Chamberlain, Secretary of State for the Colonies, and the others foi' the Governments of various dependencies of the Ikiti&h Empire. So far as that addressed to Mr. Chamber- lain is concerned, this (Jovernment is certainly the proper cln^nnel of transmission, but as regards the others there would appear to be no ade(|uate reason why the (lovernment should undertake to transmit them, or why they should n, Ottawa, Utli December, 1895. Sir, — I have to inform you that by an Order in Council dated the 30th ultimo, you have, in conjunction with Messrs. T. C. Keefer and Thos. Monro, been appointed a Conmiissioner on behalf of the Government of the Dominion of Canada to meet and confer with the Commissioners appointed by the President of the United States with regard to feasibility of constructing such canals as will enable vessels engaged in ocean commerce to pass to and fro between the great lakes and the Atlantic Ocean. The points on which you are to make in(|uiry and report are tuUy set forth in the Order in Council above leferred to (a copy of which is inclosed herewith), and I am to state that you will accept the Order in Council as your instructions in this matter. I am. Sir, You I' obedient servant. O. A. HowLAND, Esq., M.P.P., Toronto. J NO. H. BALDERSON, Secretary. (Similar letters to Messrs. T. C. Keefer and Thos. Monro.) Extract from a Report of the Committee of the Ilonourahle- the Privy Council, approved by His E.irdlevcy on the tSOth November, lS9o. On a Report, dated L'2nd November, 1895, from the Minister of Railways and Canals, submitting that by petition to Your Excellency in Council, the President and members of the International Deep Waterways Association have set forth that the Con- gress of tlie Tnited States has enacted as follows :— " The President of the United States is authorized to appoint, immediately after the passage of this Act, three persons who shall have power to meet and confer with any similar committee which may be appointed by the Government of Great Britain or of REPORT OF COMMISSIONERS the Dominion of Canada, and who shall make ini|uiry and report whether it is fcasiblo to build sucli canalM an sliall enable veHsels enj^aged in ocean coniniercts to pasB to and tro between the great lakes and the Atlantic Ocean, with an adc<|uate and controllable supply of water for continual use ; wlieie such canals can bo most conveniently louated, the probable cost of the same, with cHtimato in detail ; and if any part of the same shoulil be built in the territory of Canada, what regulations or treaty arrangements will be necossury between the I'nited States and (Jreat Britain to preserve the free use of such canal to the people of this country at all times; and all necessary facts and con- siderations reliiting to the construction and future use of deep water channels between the great lakes and the Atlantic Ocean. The {)ersons ho appointed shall serve without compensation in any form, but they shall bo paid their actual travelling and other nec- essary expenses, not exceeding in all ten thousand dollars, for which purpose the said sum of ten thousand dollars, or so much thereof as may be necessary, is hereby appro- priated." The Minister represents that, by a letter addressed, on the ftth instant, to the Honourable the l'"irst ^finister, by ^Ir. O. A. lio\vi,ind, the International President of the said Association, it was intimated thai th(' President had apjioi-ntt^d, in accord- ance with the afore.said enactment, three gentlemen as ('ommissioners for the purposes of this iiu|uiry, and it was asked that Your Kxcellency's (lovernment make similar appointments. The Minister, considering that the (luestion is one of sufficient importance to justify expenditure in the tlirection of inquiry indie ited by the .said Act of Congress, recom- mends that the undermentioned gentlemen !«• appointed to carry on such inquiry on the lines specified in the said Act ; and that they do meet and confer with the commit- tee appointed by the President of the I'nited States, and report to Your Excellency in Council as to the results of their investigation : nan\ely : — O. A. Ilowhmd, E.sq., M.P.P.. International President Waterways Association. T. C. Keefer, Esci., C.E., C.M.G. T. Monro, Es(i., ^1, Inst. C.E., • President, CanaEEr WATKfiWAYS COAfMISSlON, Tlio udjournod meeting of the Tntornational (/OininiRsion has Ijcen arranged to tako plac'ft (hiring the coming month of April. Ah tho meeting will \w an important one, for the purpose of agreeing, if possible, upon an identical interim rf|iort to bo laid before both (tovernni»'nts, and a large amount of material has been in preparation by the engineer members of both c'ommissidnH, the meeting may be expected to occupy a good many days and involve consideralde expense on account of tho Commissioners, and also for clerical expenses, itc. : we would, therefore, respectfidly ask that a sum of one thousand dollars (.^l.OOO) should bo placed at our disposal to cover expenses incurred. 1 am reipiested, at the same; time, on behidf of the Commission, to ask vou to con sider the propriety of embodying in an Order in Council tin detinition of tliebasis upon which the accounts of expenses of the Commissioners are to be rundered, vi>„, a ;>»'/• divni allowance of !?1U per day to eich Commi.ssioner, when absent from his place of residence, in addition to actual transportation expenses, and expenses for clerical assistance aiul rooms, when retpiired for holding meetings, postage, itc. I may state that the only account of expenses which has been kept hitlieito has been upon this undeistanding, and that it would involve the Commissioners in a great deal of troubl(> and annoyance to keep and make up accounts of details of living and minor expenses u|)on any other basis. I may add that (he personal experience of the Connnissioners to this date has been that they have found them.selves out of pocket fully to the extent represented by the above basis. I have the honour to be, Hir, Your obedient servant, (). A. I low LAN J >, Chairnmii, Canndifoi Ctitinuissiai) on Deep Water Navujatlon. PIIKLIMINAHY ItKPOHT. MoNTRK.Ai., 1 ^*h March, 1^90. The Honourable The Secretary of State, Ottawa. SiH, — The undersigned, appointed by Order in Council of 3Uth November last, as members of the International Connnission on iX^cyt wattsr navigation from the (Jreat Lakes to the Ocean, have the honour to submit for your information the following pre- liminary report of jjrogress. I'pon receipt, of our instruction.^ by letter of 1 Itli December, 1805, inclosing the Order in Council, your Commissiojicis held a meeting for ori;anization at Ottawa, on the 29th December, IS'Jo. .Mr, Mowland was elected Chairman, and ^fr. Monro under- took for the present the chars^'e of the I'ecords and memoranda of the Commission. .\fter a preliminai'y investigation of the materials in the possession of the Depart- ment of Kail ways and Canals, kindly placed at our disposal by the Ht)nourable the Minister, youi' Connnissioners notified tlieii- appointment to the members of the Inter- national Commission nametl by the President of the United States pursuant to the Act of Congress authorizing the creation of such Coninnssion. An in\itation was received from Dr. Angell, Chairman of the ('niteil States Coin- missiofiers, to meet them at ."Detroit, which was accepted, and a joint sitting of the two Commissions was held there im tli3 17th, 18th, 20th, and 21st .lanuary. 8 REI'ORT OF COMMISSIONERS The United States Commissioners held vheir first meeting on the 1 3th of January, and a nicetinjj; of the l^ake Carriers' Association then being hehl at Detroit, advantage was tiilson of tliis by them to obtain a hirge quantity of very useful evidence from many of thijse gentlemen on the subject of tlie statistics of lake commerce and the conditions of liiivigatioii and transport as tliey twist, and as they would likely be affected by an inii)r()\ed deep waterway outlet for the largest vessels to the ocean. A copy of this evidence wa-; placed at your Commissioners' disposal, and will form the subject of future reference. The j)riiuij)al business of the joint sittings was the considerition of the existing materials in the form of maps, charts, surveys, and reports, hitherto made at various times bv the (lovei'nmrnt of (Jreat Britain, Canada, and the United States. It was found that information already existed which was sutlicient to enable a provisional pro- tile to be made of >i \■^mW from Lak(^ Sii{)erior to tide-watt'r via the St. I^awi-ence and the Hudson, anil such a profile was sulimitted by the very able and energetic engineer member of the I'nited States Commission, Mr. liyman M Cooley, C.E. It was fourid, hosvever, that the information thus existing was insullicient to enable eitb.er branch of tlie (A)inmission to report as re(|uired by the terms of the Act of Con- gress referred to in* the Order in Council, as for instance, " Whether such canals as could enable vessels engMged in ftcean commerce to pass to a,xn\ fro between the Great Lakes and the Atlantic Ocean, can be constructed with provision for an adequate and controllable supply of water for continual use, also wher.- such canals could be most con- veniently located, and the probable cost of the .same, with estimates in detail." To report upon the hrct of these branches, requires an investigation of the con- ditions (>f the water levels of the (ii'eat Lakes, and an engineering inspection of the channi^ls of the llivers St. Mary, Detroit, Niagara, and St. Lawrence, with a view to ascertaining the practicability and nature of Works required to maintain and control tlu; water levels, and for this purpose legislation providing for an appropriation has been introduced at W.ishington. To report upon tti(> second subject, namely, the most convenient location for enlarged canals ui)o:i an international I'oute, reijuires examination of the territory on the I'^nited States side of the Niagara and St. Lawrence Rivers, and also a I'evi^ion of the surveys made of the link between Lake St. Francis and Lake Chainjilain, by way of the Richelieu Hiver, and further information oii that part of tlie route connecting Lake Champlain with the Hudson Hiver. It was accordingly arranged that the International Commis-ion should lie adjourned until a date in the month of April, by wliieji time the engineer members of the two Commissions hoped to be able to {)rocure such furtlier particulars nn these sidijects as W(juld enable a preliminary report to be prepared, em br-lying such infoi'mation on the foregoing particulars as is procurable with the me|)ecti\{' countries, and conduct as far as the means at theii' disposal allowed the necessary iiujuiries, to complete such information. The obi"c't of tixiiii; the date of the adjourned meeting for April next was in the hope and with th(^ expei'tation that the rejiort of the respective Con\missions might be agreed upon in joint session and laid before the I'nited States Congress and the Parlia- ment of Canada dui'ing the piesent sessions uf those bodies, so that tht^ necessaiy appropriations might lie made to enable the surveys to bs proceeded with and completed during the eoming summer. AVt are triad to be aide to I'eport that by the steps taken by Mi'. .Monro in tlu' inter\al siiiee the adjouj nment of the Liternational Commission, considerable progress lias been made in that branch of the investigation for which by the foregoing under- standing the Can.adian Commission is responsible, namely, tin; general levels and alignment of ii route between the St. Lawrences and Lake Champlain. It will be seen by .Mr. .Monro s rejiort hereto appended, fluH a pra"ti(al)le alignment has been ascer- tained |)ro\ iding for the reciuired deep water canal between Lakt^ St. Francis and the DEEP WA TEH WA YS COMMISSIOX 9 Richelieu River, and also the improvements required to complete a deep water channel througli that river to Lake Champlain. Mr. Monro's r>iport will also enable the Government to form a judgment as to the amount of funds "e(|uired to bo pro\ided for a more accurate survey and estimate of the cost of the Canadian j)orlion of i^aid works. The St. Lawrenc(^ and Lake Champlain section, together with the necessary branch to connect it with Lak(> St. Louis and ^Montreal, will comj)rise the Canadian portion of a deep waterway, which will co meet theiJreat Lakes with ^Montreal antl New York : and it is probably due to a strong conviction in the West that the oidy way by which New York (the most important market on the continent) can be reached by the largest vessels witiiout tratishipment, is by utilizing the wide and deep waterways of Lake Ontario, the St. Lawrence River, and Lake Champlain, that this International Com- mission has been created, and also b(>cause such a waterway could be readily connected with ocean navigation at Montreal, and thus s(!cure the shortest route to Kurope. While the Government of the J United States have acceded to the urgent and com- bined desire of the people of the Western States .and iiake Cities to undertake the in- vestigation of the most feasisle rcjute to the Ocean, whether national or intei'iiational in character, at the .same time there are large local interests naturally favoured by national sympathies which advocate a route completely within United States territory. These intluences have procured the introduction of an Act of Congress authorizing an appro- priation of )?r)0,OOQ for an examination into the jiossibility of an entirely United States route by way of the Mohawk Valley from Lake < hitario to the Huilson. It is submitted that means should be placed at the command of your Commission to enable an ecjually complete report, for comparative purposes, of the Canadian portion of an international route to be proceeded with with equal vigour. All of which is respectfully submitted. O. A. HOWLANL), ChairuHin. TilOS. C. KKEFER, THOMAS MONRO. SlPl'LK.MKNT TO PI? KM .Ml .VARY RKPORT OF .MARCH 10, 1896. CoTi;.\r L.woiNii, P. Q., KUJi IMaivli, IS'JC). Sii!, — In accordance with an understanding arrived at between the Canadian niembei,'. of tlu- l)('e|) Watei ways (^'onunis.sion at their meeting in Ottawa on the 29th December last. I beg to forward, as a contribution to tiie engineering data re(juired in considering the important (|uesiion of I'oute between the (!reat Lnkes and the Atlantic sea-board, certain maps, ju'otiles, iC-c, together with the following brief preliminary report on the subject. I. lj.\Ki; KlilK TO L.\KK OXTAKIO. The accompanying map (No. 1) was prepared, under my direction, for the London Exhibition of ISSG. It shows the country lying to the west of the Niagiira River and forming a pint of the pisninsula between the l/ikes, through which the W'cllantl Canal runs. A]ipeinied to this there is a j)rotile showing (he number and lifts of the locks between Port l)al!iousi(> and Port Colborne. Sheet No. 2 is a series of profiles, to uniform scales, of several lines projeeteil for a si.ip canal between I^akes Krie and Ontario, together with the Welland (^anal as constructed. 'J'liese are co:iipiled from various sources for purposes of comparison. 10 REPORT OF COMMISSIONERS A jflance at this document will indicate, to an experienced eye, the desii-ability of consfructing that link of the deep wsiterway between the lakes in (luestion on the eastern or ITnited States side of the Niagara River. The surveys and exaniinatinns made by Colonel Blunt in 1867, and revised by Captain Palfrey in 1889 serve to confirm this view. It is not considered necessary at present to refer to various conjectural locations on the Canadian side. In my opinion, however, satisfactory plans cannot be prepared for a channel of the contemplated dimen.sions to follow the summit level of the present Welland Canal. To attempt this the work would have to be largely done in winter at greatly increased cos>\ and its execution would interfere with the free working of the existing line of naviga^.on and endanger its structures. It is therefore to be presumed that an enlargement necessarily involving such risks would not be sanctioned by the (lovernnient. :.'. RivEi! St. Lawrexci; and Caxals. The series of canals between the Galops Rapids and Luke St. Francis are being built for a fourteen-foot navigation along the north shore of the river, jvnd are no\y, as a whole, well advanced towards completion. From my knowledge of the location and construction of these canals it appears to be (|uite inadmissible to permit an attempt to be made to deepen them to twenty feet or more, for similar reasons to those above stated in reference to the Wellaml Canal. A reconnaissance has been made, and a few levels taken on a line sho'wn upon the accompanying trace (No. 3). This will serve to indicate (in cmintction with the soundings shown on the chart) that the United States, or south side of the St. Lawrence offers a fair site for a deep waterway from the head of the Galops to Lake St. Francis, opposite Cornwall. ;]. Lak.. St. Fhancis to Lakk Cuampi.ain. As this part of the deep water channel must |iass through Canadian territory should the St. Lawrence route be foliowrd, 1 have endeavoured to collect as much information on the suhject as the limited time and m( ans at my disposal would permit. The accompanyin,^ charts of Lake St. Francis show a generally wide and deep channel following its north shore to McKie's Pdint, a distance of al out L'2 miles from where the line 4;") crosses the St. Lawrence. A comparatively small outlay, would establish a channel of thi» renuired dimensions between these points. There are some shoal places near the U[)f)er end and middle of the lake, but for the most part the depths are from 2") to ')0 feet with a mud bottom. From .McKie's Point the lake must be traversed to the proposed entrance of the St. Francis — Champlain Canal in Hungry Ray — about 8 miles, the total distance being about 30 miles. TIkmc will be heavy exi'avation at this approach, as the shore shoids up slowly. The character of the material is not known, but is conjectured to be boulders and clay. Rock may, however, be encountered abo\(> the level adopted for canal grade. Plan No. T) is on a scale of -I miles to the inch. It was kindly given to me by the hireclor of the (ieological Sur\ey. and siiows clearly the linewhicli it is projiosed to follow bi^tween Lake St. Francis and Lake Champlain. This runs in an easterly direction across the dei)ressions or valleys of the St. Louis and Chateauguay rixrrs, and after skirting (about thn "-'Ttli mile) tlii' high ground near Ste, Pliilonn'nc, bends almost due east and strikes for St. .lolins on the Uichclicn River -the total length of main canal being about ^)0 miles. I pro| ose to locate the branch connecting with Lake-St. Louis in a dif!'erent position from that hitherto contemplated. It will leiive the main bne at the 17th mile, and run diicctJy for tiie Iftke shore at a point about 1 mile west of Reauharnois N'illfige. 'i'he length of this branch is only about .■{;,' miles, and the descent of X2^ feel, could be made by tln'ee locks. The cuttings at the lower end would be largely in rock, N\iiicli is wanted in connection with the structures and ■3 DEEP WATERWAYS COMMISSION. u lining of the canal. By following this plan the east bound traflBc would be thrown on to Lake St. Louis at its upper end and follow its wide and direct channel to Laohine. This would shorten the distance by canal, and the import trade would also be best suited by such location, together with that via the Ottawa, whilst the shoals and swift currents opposite Caughnawaga would be entirely avoided. The profile (No. 8) will show that the route between Hungry Bay and St. Johns is, as a whole, very favourable. The numerous streams running north and crossing it have cut deep ruts into the clay, and there are but few indications of rock in the vicinity. But information lias not yet been obtained sufficient to determine this point. It is. however, certain that the level of Lake St Francis can be carried right through to the Richelieu, and the descent into that river made in the vicinity of St. Johns by two locks, each of about 29 feet lift. At the St. Francis end of the canal a guard lock will be built for obvious reasons, and intervening guard gates, %vill probably also l)e found necessary in the valley of the Chateauguay River. Plan and profile No. l) shows the Richelieu River between St. Johns and the Inter national Boundary. It will be seen that to obtain a i?.5-foot channel at lowest water the excavation will be very heavy. The distance is about 23 miles, but the estimate will include tlie cost of extendiny the channel to deep water in Luke Chaiupiain. This channel is shown to be 300 I'eet wide where straight, with a large increase of width at bends. The main line will be crossed by a large number of bridges and cannot, therefore, be safely navigated at high speed. The prism area adopted is about 5,000 square feet, or say five times the cross section of the largest cliiss of lake steamers. The (juestion of resistance wiuh reference to cross section in artificial channt'ls is doubtless of much scientific intei'est ; but tliH speed wliich can be judiciously made in canals is practically governed by otiier conditions. If the pa.s.sage l)etween Lakes St. Francis and Champlain (abou.t 7'^ miles) is made in 1") hours it will be as fast as could reasonably be expected. A vast deal of information must be collected, and a large amount of careful sur- veying done, befoi'e tins important subject of a deep waterway can be authoritatively dis- cussed. The present contril)ution to a knowledge of the matter is merely preliminary, liut it will .serve to indicate the direction in which fuither investigation should in my opinion, be proceeded with. Judging from previous experience I should say that from 15,000 to 20,000 dollars is at least required to make sucli surveys, plans, etc., as would enable the Canadian Commissioners to state definitely their views on the location and cost of that portion of the deep waterway which must pass for over one hundred miles through our territory should the St. Lawrence route be adopted. The branch to connect this with Lake St. Louis should be constructed so as to meet the wants of the increased trade to Montreal, which wouUl doubtless follow the completion of such a magnificent line of navigation as that now contemplated. •t. Lkvki.s of St. Lawuknci', Rivkh. the 1 to erly and nost lain <()uis I' at St of the • ■lid and This (piestion has an obvious and di:ect I'clation to the construction of any canal route along the river. All previous experience has sliown that its lluctuations of surface are so great as to apj)areiitly preclude the possibility of arranging the navigation so as to have at all times the available depths intended. During la'it wintiu- (1)^91-5) levels were I'un under my direction between iving>t(>n and Coteau Lauding with i\ v'u'.sv of approximately determining the fall in the River St. Lawrence between these points. The discovery was then made that there is l)ut a slight declivity (ab'iut 030 feet) between Kingston and I'rescott, inste.'ul (if several feet as was heretof. re believed and otHciall}' stated. In November, 1S9.">, the water in Lake Ontario and the River St. Lawrence was lower than ever known before; lower even than in IS 1 9, which was .•dways suppu.sed to represent the lowest stage, f iiave had a profile prepared (No. 10), w liioh shows the fall at the various canals and river reaches from Kingston to Montreal. 'I'his document is unitiuo : because it not niily represents tlie river surface at its lowest known level, but the relative heights above mean sea level are shown with at least 12 liEPORT OF COM MISSION BUS approximate accuracy. This profile will at all events answer the purpose until the precision-levels of the Public Works Department shall have been extended as far west as Lake Ontario. . , , . ,n, xi a 1 subjoin a list of plans, profi!e.s, A-c, now handed in. These were mostly prfpared by my principal assistant en-,nneer, Mr. John L. Allison, Assoc. M. Inst. C.E., aided by other -rentlemen on the staflF, to all of whom I desire to express my thanks for the zeal they have shown in collecting a considerable amount of information in a very short space of time. I have the honour to be, Sir, Your obedient servant, THOMAS MONRO, M. Inst. C.E., Canadian D. W. W. Comntissioner. O. A. HowLAND, Esq., M.L.A., Ontario, Chairman D.W.W. Commission (Canada), Toronto, Ont. LIST OF PLANS. 1. Map of part of Niagara Peninsula showing line of Welland Canal and profile o same. 2. Protiles of various routes Lake Erie to Ontario. 3. Trace of St. Lawrence chart. ( J alops to Cornwall. 4rt. ) Chart of Lake St. Francis. 5. Map (Geological Survey) showing proposed line of canal Lake St. Francis-Cham- plain with branch to Lake St. Louis. 6. Chart of Lake St. Louis. 7. Old trace map of country between Lake St. Louis and Champlain. Caughnawaga Canal, Lewis line, &c. 8. Protiles of proposed St. Francis-Champlain Canal and of branch to Lake St. Louis. 9. Plan and profile (combined) of Richelieu River. 10. Profile of St. Lawrence River at lowest known stage of the water (November, 1895) showing rise at canals, itc. n. Plan of lock 525 X 60 X -J I and 26 ft. lift. ' *" March 13, 1896. THOMAS MONRO Note. -No. 5 is the only one of the above plans published in connection with t report. DEEP WATERWAYS COMMISSION. 18 Dkpaht.mknt of the SECRETAnv OK State. Ottawa, 30th March, 1896. O. A. Rowland, Escj., Chaiiraun, Canadian Commission on Deep Water Navigation, Department of Railways and Canals, Ottawa. SiK, — I have the honour to acknowledge the receipt of your communication (with inclosures) of the 26th instant, setting forth that the Canadian members of the Inter- national Commission had agreed upon a preliminary report r'' progress, and asking, for the reasons therein set forth, that a sum of one thousand dollars ($1,000) be placed at the disposal of the Commissioners, and to state that your said letter and the docun.ents covered by it have been referred for the consideration of His Excellency the Governor Genera! in Council. I have, (fee, JOSEPH POPE, Actiny Under-Secretary of State. CANADIAN DEEP WATERWAYS COMMISSION. Second Interim Report. Montreal, 20th August, 1896. Sir, — The Canadian members of the International Commission, on Deep Water Navigation fi-om the Great Lakes to the Ocean, have the honour to submit for your information the following as their second Interim Report of Progress of the work being carried on by them, pursuant to the instructions contained in Order in Council of 30th of November, 1895, and accompanying letter of instructions of December 14th, 1895. It was stated in our first Interim Report of March lOtti, 1896, that after organiza- tion, progress up to that date had consisted : In the first instance, in a preliminary investigation of the materials in the possession of the Department of Railways and Canals ; followed V)y a meeting with the Commissioners appointed by the President of the United States with similar autliority, held at Detroit on the 17th, 18th, 20th, and 21st of January, at which an understanding was come to between the two Commissions as to the collection and interchange of information. The report further contained a general reference to information collated by the Canadian Commission pursuant to that understanding down to the date of the first Preliminary Report. It was then stated that it was found that the information existing was insufftcient to enable either branch of the Commission to report as required by the terms of their respective appointments, viz. : " Whether such canals as would enable vessels engaged in ocean connnerce to pass to and fro between the Great Lakes and the Atlantic Ocean can be constructed, with provision for an adequate and controllable supply of water for continual use ; also where such canals could be most conveniently located, and the probable cost of the same, with estimates in detail.'' It was stated further that the report upon that division of the subject which relates to the most convenient location for enlarged canals upon an international route, required examination of the territory on the United States side of the Niagara and St. Lawrence rivers, rew surveys between Lake St. Francis and Lake Champlain, by way of the Richelieu River, and on that part of the route connecting Lake Champlain with the Hudson River. 14 HE/'OllT OF COMAflSSIONlSRS % It was further stated that it was agreed that each Coiuinisaion shouhl collate all the int'ormatioii obtainable in their respective countries, and conduct, as far as the means at their disposal allowed, surveys and intiuiries to complete such information. Consequent upon this report, the sum of $5,000 was placed in the Estimates and voted at the late Session of the Parliament of Canada. Youi" Commissioners judged it to be the best policy to devote as much as possible of the limited fund at their dispo?al to a preliminary survey of the section between Lake St. Francis and the Richelieu Kiver, l)ecause should the ultimate report of the United States branch of the Commission favour an international route for the improved system of navigation, this section of the route will become one of commanding necessity. The prominent object of the producers in the Western States is to procure the com- pletion of the most eHicient route by which their i)roducts can be transported, without breaking bulk, from the Lake ports of the far West to the city of New York, the centre of their own local mai'ket upon the Eastern sea-board. Another consideration whicii is second only in importance to them is the possession of an alternative outlet to tide-water in the St. Lawrence River, as an assurance of lom- petition and increased transportation facilities, and as giving them by far the shortest route to Europe. W^ith regard to the feasibili-y of this intcrnatioiiiil route, the preliminary examina- tions already made indicate that the natural features of the country, adjoining the Niagara and the St. Lawrence Rivers, will probibly admit of the construction of the enlarged canals reijuired, upon the United Stal.es side of those i-ivers, as far down as Lake St. Francis. From this point it is only through Can.dian territory that such a route can reach tide-water, either on the St. Lawrence or the Hudson River. To domonstrate the feasibility of this necessarily international link of the route in an un- ar.swerable manner appeared to be the first pressing duty before your Conmiissioners. With the means at our disposal a satisfactory advance has been made in this direc- tion. Particulars on the subject will be found in the special report of Mr. Monro appended. The work done and the lesults arrived at cannot be fully laid before you until the completion of accompanj'ing plans and profiles now being lithographed. The result will be found to be confirmatory of the view stated in our first Prelim- inary Report, viz., that a favourable location is available for a deep water canal between Lake St. Francis and the Richelieu l?iver near St. Johns, on a scale adapted to the large craft which may be employed in the l/pper Lakes, and which are really of sea- going dimensions. From St. Johns deepening will be required to a considerable extent to complete a suitable channel through that river to Lake Champlain. A second meeting with the Unitfid States Comraissioneis, tirst aj)pointed by them to take place in the mouth of April, was at length held at Niagara Falls on the L'Jth July, for the purpose of exchanging rejjorts of prt)grcss. It was ascertained that the L nited States Commission had not completed to theii' satisfaction the whole of the woi'k of which they had taken charge, including an investigation of routes from the Lakes to the sea-bcjai'd upon United St itcs teriitory. As appears by the schfilulc appended, these in(iuiries are of the most comprehensive character. They are being [)rosecuted in a reiuarkiihly able and vigorous manner, and promise \ery interesting and important results, for the information of both nations. Your Cumitiissionei's have to record their indebtedness to the membtu's of the United States Commission for a lai-ge mass of information in thi' form of plans, profiles, statistics iind other data, courteously connnunicated by them, to exhibit the })rogr'ess of their in(iuiries, although not at this stage available for formal publication. Cordial relations exist lietweeii the two Commissions, and the work has so far proceeded with the utmost harmony of aim and cooi)eration. Arrangements have been made for holding an adjourned meeting of the two Com- missions at Montreal early in September ne^t. It is expected that both Commissions will then be in a position to present complete reports to their respective Covernments upon the materials made available with the means hitherto resiu'ctivijly voted. Information of a valual)le and interesting character has been procured for the Com- niis-iion, through the courtesy of Mr. Andrew Allan, President of the Allan Steamship DEEP WATEIiWA YS COMMISSION. 15 Company, from captains of its fleet as to navigation in the artificial channels, through Lake St. Peter, at difl'erent stages of the river and with different draughts of water ; these reports having been requested for the purpose of determining the speed at which large and deeply-laden vessels may he able to navigate the deepened channels in the St. Mary's, St. Clair, and Detroit Rivers, as well as the Richelieu above St. .Fohns, and also any portions of the St. Lawrence above Lachine which may require deepening, through shoals, or in the approaches to the canals. These inquiries are being continued. Commercial tables of a special form have Ijeen kindly prepared by the Secretary of the Roanl of Trade, giving details of the commerce of >[ontreal as compared with competing seaports. Tht? two Canadian Trunk Railways have also been applied to for information as to their transportation in connection with the Ureat Lakes. Interviews with merchants and transportation authorities have also been had with reference to the effect of deeper waterways from the Oreat Lakes, upun the commerce of the St. Lawrence. Acknowledgment is due to the valuable assistance on many points cheerfully furnished to your Commissioners, and also at their retjuest to the United States Com- mission, by the Chief Engineer of Railways and Canals, the Dominion Statistician, the Director of the (ieological Survey of Canada, the Meteorological Office, Toionto, and the Crown [«inds Department of the Provinces of Ontario and of (.Quebec. Much remains to be done for estimate purposes on the route between the St. Lawrence and Lake Champlain, and also to ascertain the cost of carrying the deep water navigation on a similar scale from Lake St. Louis to the port of Montreal. For these purposes, your Commissioners desire respectfully to recommend that a further vote of the sum of Ten Thousand Dollars, as estimated by Mr. Monro in his report annexed, should be placed at the dispo.sal of the Commission as .soon as possible, so that tlie woi'k can be vigorously continued during the open season of the present year. All of which is respectfully submitted. O. A. HOWL AND, Chainnan. THOS. C. KEEFER. THOMAS MONRO. To the Honourable the Secretaiy of State. SCFIEME OF INQUIRIES BY U. S. COMMISSION TO ACCOMPANY SECOND INTERIM REPORT OF 20tii AUGUST, 1896. U. S. Dekp Watkhways Commission, CiiicAcio, ;}Otii June, 1896. SCIIKMK OK ix,i-,sti(;ation. Si'/iudi'li' ".I. '— /'/'((//Vw It/' .]fajig and Water lioufis. The Lakes and Atlantic Waterway — Cliicayo and l)uiutli-Su[ieri<>r to the sea-board through the Creat Lakes and by the St. Lawrence River and by the Hudson River. 1. General I'rofile (with distance diagram). General Koiite Map. Notes of Explanation. '2. Ijake Siipt-rior to Lake Huron. .'?. Lake Michigan to Lake Hui'on. 4. Lake Huron to Lake Erie (with sketch and profile — St. Clair and Erie Ship Canal). 5. Lake Erie to Lake Ontario (with outline map). 16 REPOHT OF CO.UMJSS/ONEh'S LfiUe ( )ntario U> outline map), Lake St. Francis through tiie .St. Ijawreiice Hiver (with I . 8. 9. 10, 11. U(i 12. i;}. 14. 15. Lake 8t. Francis to Lake Chaniplain and to Montreal (with outline map). St. Lawrence Hiver from ^[ontreal to deep water below (^Juehec. Tlie Chaniplain Hudson Valley, from 8t. Johns, P.Q., to Troy Dam, JS.Y. Hudson Uiver from Troy Dam to Atlantic Ocean. Lake Ontario to Hudson Kiver through the Oswego-Oneida- Mohawk Valley. Map (.same) with protile, showin;n also Chamf)lain-Hudson Valley. (Georgian Hay to Like Ontario throu^di Lake .Simcoe (with outline map, half scale). The Ottawa Houte, from Cieorgian Bay to Uichelieu Uiver (half scale). Early canal systems — Erie and'Champlain System } (^.^^.f^.^rth scale). Uideau and Trent System j ' ' Inter-Lake routes — Superior and (Jreen Bay Canal ^ Cir.ind Saginaw Koute W small scale). Michigan and Erie Route ) :l I Schedule " B."— Hi/droffraphic Data. 1. Elevations for the Great Lakes and for the St. Lawrence and Hudson rivers. 2. Water levels for the Great Lakes and St. Lawrence Rivers (18'60-1895)— Tables — 15 in number. Diagrams — -t in number. Notes — Manuscript. 3. Basin of the (rreat Lakes and of the St. Lawrence and Hudson Rivers (map and manuscrijl). 4. Effects of gales on Lake Erie — Diagrams (3 in number). Manuscript. 5. Water levels for the Great Lakes and St. Lawrence River (prior to 1860). 0. Rainfall and discharge. (Not taken up.) Schedn/e " C.'' 1. Ice periods, lake and seaboard region. (Tables, map, diagrams and notes.) 2. Winter commerce (notes). 3. Steam carrying fleet, dimensions and draught. 4. Resistance of ships in restricted channels. 5. Canal prisms, locks, lifts and dams. 6. p]xcavation, new method therefor. REPORT OF THOMAS MONRO, C.E., ON PROGRESS OF SURVEYS, TO ACCOMPANY SECOND INTERIM REPORT. CoTKAU Landinc;, 15tli August, 1896. Sir, — I beg to supplement the information contained in my Report dated 13th March, 1896, by the following brief .statement of what has .since been done in surveys for a lint> of navigation through that portion of Canadian territory which must form a link of the System of Deep Waterways, shoufd an international route be adopted. As you are aware, a resolution was passed at our Toronto meeting on the 16th May last, authorizing me to spend §2,500 (out of the sum of 85,000 voted by Parlia- />A'A/' WATEinVAYS OOMAt/l?SI(hy. 17 ment) in ohtaiiiiri},' sufli additional information as could be collected for this small amourib of money, and in the limited time available. Accord in jj;ly, T organized a force of two parties of enj^ineers and as-istanls, wlio weie at omo placed in the field, as th(! work conlemplated had to be completed before the end of the llscid year (UOth June), at whi(.h time the unexpended portion of the approjiriation would lapse, A f;lanco at the* small map which ace mipanies this letter, will show that no pracliiidile route for a c.inal (an Ik; had between tlu; St. [jawrenco Hiver anil i^ake CMiamjilaiM to the south of the International Houndary line of 45 , which runs from St. Rej^is at the head of i^ake St. Francis to Rouses Point, X.Y., a distance, appro.ximately, of (>r» miles. A -^liDit stuily of the subject Itsads to the conclusion that to secure an unfailing supply of water for the contemplattnl navigation, it must be fed from the St. Lawrence ; and to I'cduce the lockage to a minimum, the descent fro* the river to Lake Champlain should be conlinuou.s. A rapid examination of the country to be tiaveised shows that in order' to fulfil these leciuirements in the best and most economical manner a line must bo located, the profile of which shall be adapted as far as practicable to the phine assumed for the bottom line of the canal. For the presimt the surveys have been direct»'d towai'd finding a suitible i-oute for a channel between Lake St. Fi'ancis and the iiivcr Richelieu, the bottom width of which shall l)e loO feet with 2o feet of water at the lowest known stage of the lake. Accordingly a line was projected on the map, and surveying operations were begun about the '2iMh May. l>y the first week in July this line aiifl the l)ranch to Lak*' St. Louis weie run out, measured, and levelled. The main line from Hungry l?ay to St. Johns is 4()'|' miles long, aiul the branch is about three miles in length. These will serve as bases from which a proper location can be made, .\lthough only preliminary, and suscepti-ble of much improvement, they show conclusively that the {)liysical features of the country traversed an; very favourable for the construction of a great canal. r>ut they as cle irly demonstrate the fact that bcfon any reliable idea can be had of approximate cost, further and much more (>xact surveys art; rc(|uired, together with complete and reliable data as to the nature of tlu^ materials thrijugh which the line will jjass, and also full information as u> the (piestion of land damages, railway and roatl diversions, farm crossings, etc., etc. The proj cled route may be briefly described as follows: -Supposing that the descent from Prcscott to the International l>ouiidary line at St. Regis is made by deep waterway canals constructed on the south or United Slates shore of the St. Lawrence, the channel from this point would follow generally the north side of Lake St. I'rancis to nearly opposite St. Zoti<|ue, from which j)lace it would crossover to the proposed canal entrance in Hungry Hay. In this distaiu'cof about 29^ miles, there is generally a depth of from 25 to .jO feet of water, and comparatively little work would be re(iuired to secure through- out the wiflth and depth contemplated. From a point in Hungry Bay about 2.1 miles west of the upper entrance to the iJeauharnois Ciinal the line strikes inland in a direction a little north of east. The land lying between this bay and the St. Louis River is so low that the latter is fed from the l^ake by a small canal or ditch in shallow cutting. A comparatively slight rise in the surface of Lake St. Francis would overflow a large area of flat territory near its south-eastern end, and its waters would find their way not only into the valley of the St. Louis, but also int(j the lower part of that of the Chateaugua)\ This clearly indicates the best route iov the first l.'3A nnles of the canal, or to the lower crossing of the St. J^oiiis Kiver, about three miles to the .south of the village of Beauharnois. It is just before crossing this river that the branch to Lak(> St. !.iouis strikes off from the m .in line. .Tt will be al)out 3 miles long, and in this distance the descent of S2.', feet will be made by three locks to a point on the shore about midway between Beauharnois and IMeloclieville, where a good entrance can be had. From this point, through Lake St. Louis to the head of the l..achine Canal (l^\ miles), a 2o-foot channel can be formed with (.'omparative ease, and the canal itself might be deepened so as to jjermit of the passage of ve.ssels drawing 20 feet ; thus connecting the deep waterway system ItJa— 2 t6L 1 ,-^' 18 HEI'OliT OF COMMISSIONERS i' ' with the L'Ti feet chnniiel for oecnii steamers, which reaches inland tt» the Harl)our of Montreal. The crossing,' of the ('hnteauguay is at ISA miles from tiie liead of the canal, and at a favourable place for the purpose. This is tlie most formidable stream travt.'r.sed ; but the at|ueduct to carry it under, although a considerable structure, will pre.sent no engineering difficulties. The river bwl is about .. feet below the bottom line of the canal. The grade to the west of this will be in tting from 4 to 1 1 feet, which is favourable in many respects. It will be ob.st.ved that the depth of the proposed navigation assists in renilcring the present line feasible. The bottom of the canal .should not be above the natural level of the ground : and shallow canals like those in vogue half a century ago to carry the level of Lake St. Fi-ancis, lould n that the accom- panving profile can be much improved, as previously stated. The total distance from Hungry Jtay to St. Johns is -iOij' miles. The descent of 5o feet into the Richelieu can be matle by two locks as shown. The gemral character of the excavation has been roughly got at by e.xanuning the wells along the route, and it is probable that the rock to be taken out for the canal need not be much more than that necessary tn form the concrete locks and other structui'es, and provide for the protection lining of the main line and its branch to Lake St. Louis. IJetween St. Johns and det^p water in i^ake Champlain a large amount of deepening must be done at .several points in the River Richelieu to secure a channel of suitable width and depth. There is nothing yet to show conclusively the nature of the material to be exciivjited tlieie, so fliat the cost of this work, which is about 27 miles in length, cannot be e\en approximately estimated. It is not intended to go into furthei' detail at present. Emmgli has been said to show that ;dthough a consideraiile amount of valuable informatinn ha.' been already obtained, a great deal is yet wanted befoi'e a reliable ojiinion can be given as to the outlay red by the Commissioners that this principle would be recommended by the then Premier, the Hon. Sir Mackenzie Bowell, as a fair and reasonable principle and they would once more ask that some principle for the account should be thus settled by the Covernment. All of which is hereby duly certified and submitted. O. A. ROWLAND, Chairman. To the Honourable the Secretarv of State. 16a— 2J HI ItHrOIlT OF COMMISSIONEHS Enciinkkh'h Okkick, CoTEAU Lanuino, P.g., 2nd October, IWOfi. Siu,---T send you by »'xpreHH, litliogriiplied copies of plan and profUes connectwl with the Caniulian Dtn-p Wat.'iways C.'ominih.sion. Slii.uld it Ih^ dtu-ided that t!i») St. Lawrence River otVors the most advaiitaKeous route between the '«ur Commissioners have now to report a third meeting held at Detroit, in December last, by invitation of the United States Commission, preparatory to tlie reports of both Commissions. The United States Connnissioners presented their repoi't to the President of the United States in Janvary last, and it has since been printed aiul distril)uted. It has also been reprinted at Ottawa aiifl is appended to the Hejjort of the Mini-ter (jf Hailway.s and Canals. This report is most imi)ortantin that it asserts the entii'e feasibility of consti'ueting a Deep Waterway adequate to any scale of iia\igation whieli may lie recpiired between the several great lakes and the seaboard ; and, also, that it will be wise to pi'ov ide for securing a channel iiimeiidations " in this rejMM'l in the followirv^' woi'ds :--" That comiilcte surveys iiiid investigations be made, ;irid all needful data be procui'ed. to matur'e projects for contr'olling tlie level of liike JMie, and pi'ojection to the Nia'jiara Shiji Caaal ; developing the Oswego ( )neida-l\b)hawk route; developing the St. Lawi'ence and Cliaiiiplain route; improving the tid.al liudson Kivei-, mid Iniiu'ovinL;' intei'inediate channels of tiu^ lakes." Inasiiiuch as New ^'ork and the .\tlantic States (iru'luding all New i'aiglaiul ones) t'orm by far the most important nuii'ket both for home consum|)tii>n and for' exportation, no di'cp waterways route which is not the best for reaching: that mar'kt't wouUl be consider'ed by the originators of this Inter'national Connnission. The fact, ther'efore, th- * such a commission has been est;il)lishe(i inrlic'ites m belief, on theii' pai't, th.it an international route may jirovc to be the iiesl, if not the only praeticMble one to reach the Amer-ican seaboard at New Yor'k, as it cerlainly wimkl be the shortest and best to r'earh tidewater, and al-o Ldce ChaMipliiiii with its Xew I'aigland frontier'. The sirprerne \alue, to the Norlh-Westirri States as well as to the Can.'ulian piair'ies, of an intei'iuitional I'oute for deeper' water'ways, is that it, will combine the shortest route to the Caiiadian sc^a boar'd, p]ur'ope, and Lake Cliamplain, with thebr'oadest, deepi'sl, ami most speedily navigated waters, and, therefore, the ((uickest route from the heirt of this rior'therii continent to Ne\s ^'ork. 24 liEPOliT OF COMMISSIONERS The probable loute of such an international work will bo one by which all the new lar«e canals r("(|iiireil between Lake Hrie and the Hudson ]>iver will be located along the Nortlicrn and Kasteru bouhdary of the State of New York, with the single exception of the one between the Hiver ;Ht. Lawience and Lake Chaniplain : which is the only one necessarily within Canadian territory. Tile Order in Council establishing a Oan;idian Deep Waterways Commission declares thiit " this ipiestion is one of sutlli:ient ini]iorlance to justify expenditure in the direction of the iM(|uiry indicated in tlit> Act of Congress," and instructs us " to carry on such in(|uiry mi the lines spcciliiMJ in the said Act. ;uid to meet and confer with die Coinmittee appoiiiicd by \\w I'lesidcnt of the I'nitcd States, and tf) rejiort t;i His KxcelliMicy in Coimcii. No joint action ot the two C mmissions is pro\idc(l for by either ( iovei'nincnt. Tiie resjiousiiality ot' recoiiiincnding the route to lie fidopted, of ascertaining the cost of tiie same with e-tiiiiates in detail, as well as of i)r>>nouncint; upon the feasibility of the scheme, rests exclusively with the three persons appointed by the Pri'sidtmt of I lie I'nited States, viz.: — Jas. 1>. Angell, LL. D., President of the L'niversity of .Michigan. ex-L'nited States .Minisier to China, and recc^ntly appointed Minister to Turkey; ,loliii I'l lUissell, ex Member of the Cnited States Congress, of Leicester, Massachusetts; and layman K. Cooley. Civil l'!lngineer. Chicago !)rainage Canal. The ])oweis and duties of these (aimmissioners are delined in the l.nv of March "Jnd, ISi)."), in the following words:- — '"To meet and confer with any simihir Commjittee which may be apyioiiited by the (Government of (^reat l>i-itain, oi' the Dominion of Canada, and mak(! in(|uiry and report, whether it is feasible t ) build such canals as shall enable vessels engiigid in Ocean commerce to [lass to and fro between the (Jreat Lakes and tin? Atlantic Ocean, with an adeijuate ;ind controllal)le supply of watei- for continual use : wiiere such canals can be most eonveni ntly located, and the probnlile cost of the same, with estimates in detail ; and, if any pait of the same should be built in the territory of Caiiiida, wli:it regulations oi' treaty arrangements will be necessary between the United States and (Great ihitain to pre^er\e the free use of such canals to the people of this c(nuitrv at all times ; and all nece.ssary facts and considerations relating to the construction ;iiid futuie use of deep water channels betwc^en the (iieat Lakes and the .\tlantic ( >cean." The alxjve instructions for the American t^)mmission ate fully set fortii in the Order in Council appointing the Canadian one, and we are ilirected "to acce|)t the Order in Council as oui- insti uctions." and thus empowered to co-opi cate with the I'nited States Commission. The I'nit d States Comniissionei's, in their report, say of their investigations: — "They are tentati\e in purl .and ignore the liouiidarv line, and are intendetl lo present in loL'ical sei|uencc tiie leadiiig (dnsideratioiis which determine tiie choice of routes, and the character of an enterpiise, ,is well as the collateral be.aring of the sime.' 'J'liis is the spirit in which your Commissioners iia\e been met throughout by theii' I'nited Stilt es colleau'ues, and it apjjears to us to be tin- proper spirit to gi\e etl'ect to the tiaie intent of an international commission of this naluic. Tt would, moreiAfi'. be premature for the Canadian Contmission now to deal with the many imjioi'tJint (|Uestions which are inxolved in so gre.it a proposition from an exclusively Canadian sta-iflpoint. unless ;inen Lake (Milnrio and r.iake Champlain, and have made a preliminiirv survey of a ti'ial line between Lake St. FiMiicis .and the liichelieu Itiver, wlii.li. while it deiiiotistrati's the remaik.ably fa\ouiable character of the coiintrv, is not upon thi' shortest piactic.ible route between Lake St. !'"r,incis and L.ike Cham[)lain, DEEP WA TKli IIM YS COMMISSION. the the ited within Canadian teriitory. If the International Conimi-sion is continued, such a survey will he needed, accompanied l)y all the information necessary "to estimate the cost in detail,' as well as a sui"ey of the same character for the extension of this inter- national deeper waterway, upon the iiest I'ou'.e, from Lake St. Francis to Montreal. To this e.xtension no special referenc is made in the report of the American Commissioners (possibly in order to emphasize the New York tiMiuinus for an international route), but they point out that it is practicable '• to c-mstruct in separate sections so that benefit shall follow closely on expenditure." Thus, the completion of the Niagara Ship CVnal would lirini; Lake Ontario into commu'iication with the great steel licet above N'iagara (wiiicli is valued at many ten-^ of millions), .'HjO of .lie vessels of which are unable to jiass rhe Wellaml Canal. In like manner tlu! completion of the section between Lake St. h'rancis and jjake Champlain in advance of new deep water canals on the south s'de of tlie St. jjawrence, and of the connection of Lake Champlain with the Hudson ]»iver by a similar deep water canal, would Ijiing New lOngland at once into coinu-ction with the whole (ii'cat Lded if recpiir'ed, so that, if Corigr'ess cotrt-rrites the Irrter'nat ional Corrrmiss'on and pr'ovidcs the means to complete its W(M'k, C^inad.i trray ire irr a position to pr'oceed with the sur'^■eys arul esti- mates in tlrat por'tion of the rorrte which lies within her' ter'r'itory. wrth an i)\ - oirr- •for'e with ada, the an !■ a t\er', rrot lain. ^'our- Corrrmissioiieis have, in the foi'egoing, set forth all which they beliexe to be ncccssar'y to show how far' they lra\e dischar'ged the ditties irrtpo' to tire for'rnal iorr of an I rrti'rriat ional Commission, arrd some of the reasons irr suppru't of it, as well as some r'cfercrrce to Canada's interest in the (prestion. which may pr'ove of fuirirc ser'N ice. We consider- this to Ire the rrror'e net^cssary since our' Amerit'arr col- l('agLie< lra\e alr-eady pronottrrced irr favoirr lioth of the feasibility and desirairilitv of this deeper' water-wiiy, and have det'iar'ed tlrat "the cmrrpletiorr of the entire sysKMir as (prickly as plans i-an be nraluti'd and ecorrornically execrrtcd, is fully justilie I. " With this corrclusion of our- I'lriled States colleagues Iroth as to feasibility .-md desir'aliility, as well as to earliest possible com|)letiorr, yoirr' Coitrrriissiorrers frrlly concur'. REPORT OF COMMISSIONERS CONVENTIONS. International, and deeper waterways, by other than existing routes, have been agitated for many years. As early as 1849 a convention was held in Burlington, Vermont, for the purpose of considering the connection of Lake Champlain with the St. Lawrence canals by a shorter route of larger and deeper dimensions than the Chanibly Canal ; in consequence of which the Cauglinawaga Canal route was surveyed by the Canadian Government over 40 years ago. Opposition from the Canadian side, and the absence of any similar outlet from Lake Champ'ain to the Hudson River prevented further effort in that direction. Deep water conventions were held at several points in tlie Upper Lake region since the General (Joveinment assumed the Michigan Canal at Sault Ste. Marie in 1881, which assumption has sincie led to the deepening, by that Government, of the Detroit, St. Clair, and St. Mary's rivers, for "20 feer draught at a cost; of over )?10,000,000. This work was to have been ciimpUtcd in 18i»5, but in conseiiuence of the extreme low water of that year, has fallen short of '10 feet. The etl'ect of this deepeniiig, however, by doubling the tonnage of the vessels, has been to " cut previous rates of fi'eight in two," and has given strength to the agitation to extend tliis deeper waterway to the sea-board in the firm conviction that it will agair out existing rates (Ijetween Lake Erie and the sea-board) " in two." After a dozen conventions had been held, at various United States cities and in the Luke region, and after twu Bills had been inti'oduced by Congressmen from Minnesota, the tirst of whiob (in 1892) invited negotiations with Canada for the 'speedy completi(m and deepening of the St. Lawrence route, a l)eep Waterways Convention was called by the City of Toronto, in 1894, to which representatives from the United States lake cities were invited. These came in force and joined tlie Canadian delegation in the formati, i of an " International Deep Waterways Associatiitn," which held its first Convention at Cleveland in 189"), and from these proceedings the Act of Congress creating an International Commission originated. rPPER LAKES TRAFFIC. It is impossible to convey, within reasonable space, an adetjuate idea of the ex- traordinary development of inland water transportation on the I'p) er Lakes, — which for rapidity, extent, ecou.nny, and etticiency has no counterpart even on the Ocean. More than half of the tjest >teamships cf the Un ted Siates are imprisoned above Xiagaru Falls, and more than half of the tonnage l)uiltin the I'nited States in 189(> was launched upon the lakes. Of the exclusively passenger steamers, the •' North West '' and the ''North Land ' (5,000 tons displacement, 7,000 horse-juiwer, with a speed of over 21 miles pi'i' hrjur, and a capacity of 550 first class jiassengers), built at a cost of 8700,000 each, are unsurpassed except by the recent Atlantic Liners. ( )f ;U steamers built in 1895-6, the side-wheel passenger steaiiici' •' Bullalo " was valued at •':=;i75.0OO, and a steel " car ferry steamer " at 8300,000. This inland water conmierce has liuilt up twelve cities on the southern shores above Niag.ira, five of which have o\er 2(JU,000 population, one over a million, and the remainder above 20,000 each, and within these Siime limits there are 27 dry docks, the largest of which is on Lake Superior and is 5()0 feet long, 5l) feet wide, with 18 feet water. There; are (j.i life saving stations upon these lakes, ten of which are Canadian. Of the 53 United States lakV' stations, all bit tlve are above Niagara. The economy of this inland water transportation is the result of deep water {)rimarily, and, in the seeond jilace. of pvaetieally uidimitcnl dimensions in other respects for the vessel ; there being but the lift of one lock (of ample dimensions) U] reach l^ake Superior, and none at all between Bulhdo and Chicago. The lai'ge cai'go steamers take twd or three sailers in tow, each carrying thousands of tons, and, with their triple expansion engines, show a coal consumption (for the liest practice) of 2 lb s, per develoi)ed horse-power per hour. Actual runs give four-fifths of , "^iin ounce (jf coallconsumed per ton of cargo carrii-d. Thirdly, the economy results from t special port faciHtie.s, to be found nowhere else, by which loading and discharging is DEEP WATERWAYS COMMISSION. 27 efifected in the shortest possible time by specially designed plant and with the least amount of manual labour. In some cases ore is excavated us in a gravel pit, by steam shovels, and dumped from the cars into the hold of the vessel. Five thousand tons of ore can be unloaded in twelve hours by the " ten leg " King plant, specially designed for this purpose. The United States " Business Fleet " of the lakes above Niagara Falls consists of steel freight steamers and saileis value been about 400 vessels with 200,000 tonnage and valued at abcut 86,000,000. Ikon OHrc 'ritAKFic. Tlie iron ore tr'ade is the pr'irnar'v cause of tire wontler'ful developrrrent of the steel •' business lleet ' of the Upper Lakes. It has led to an incr-eased coal trade for whieh it provides airrple tonnage at the lowest I'ates, as well as to the uranufacture on the spot of the steel used in iioat corrstr'Uction. Over 100 nrilliori tons of this ore have beeri nrined in the Lake region within the last 40 yea"s, 75 per' cent of which has beorr pr'oduced within the last ten year's. The estirrrated capital engaged in mining arrd trarrsportirrg this or'e, 1)V r'ail and water', to the 120 fur'naces irr Ohio, . Pennsylvania, Builaio, and ('hicago is over 623U,00O,00O, distributed as follows :— Capital irr rrrirres $ 96,000,000 Or'c ilocks and equiprrrerit in Lake Superior' arrd Lake Michigan 14,000,000 Miniirg ra'ih'oads 32,000.000 ( M-e lleet 46,000,000 ihe docks at Lake Erie poi'ts 15,000,000 Railroads to furnaces 28,000,000 Totii' !i!231,000,000 $18 REPORT OF GOMMISSIONRRS Sixty per cent of the iron ore used ia i.he United States is carried upon these Lake-, and, as seen above, tlie ore fleet is valued at over two-thirds of the total valuation of tlie Steel liu^iness Fleet (.*(;4, 000,000) of iho lakes. Iron is the most important of the metals and the United States already claim that their production exceeds that of any other country, and, of this, Lake Supeiior is the must important district, as it certainly is, in situation, quantity and quality, one of the most remarkable. There are over two hundred mines in five separate " Ran<,'es " known as Marqu.'tte, Menominee, (iojj;el)ic, Mesabi, and Vermilion, on the United States shores, besides large (|uantities of excellent, ore on the Canadian side which has not yet been touched. The ores are " hard" and "soft ' l>essemer, and " non Bessemer,' the latter of .•^uch cliaracier and vari(!ty that some are the complement of others, which, in proper j)roportion-^, produce from two non-liessemer ores, a I5essemer V)lend. Analysis of 1 00 carxtent, and will directly influence the greatest luimber of individuals. Each reduction extends the area of cultivation in those districts (like the Dakotas and the Canadian prairies,) which are entirely dependent on the l^ake Superior route, and also extends the area of attraction towards the lake route fiom the more southern districts luiving a choice of routes to the Atlantic. The total receipts of ^'rain (including Hour at 4i bushels to the barrel) at North Atlantic tide water, in IHUC), from the Cliesapeake \o the St. Lawrence was over 350,- 000,000 bushels, of which wheat and Hour formed th- largest number of bushels, or l.">0,000,000. Corn came second with 107 million l)ushels, and oats seventy- four millions — the remainder being barley and rye. New York received much the largest quantity, 145,000,000 bushels, exceeding Haltimoie, Boston, and Philadelphia combined, more than doubling the receipt of any other port in every kind of grain, except corn, in whi( h Baltimore anfl the Chesapeake (Newport News and Nor- folk) approached hei- closely. Corn receipts were larger than usual at all points of ex- port on account of the low price in \X9i'}. Montreal, tlie only sea-port which can reach a lake port in the same bottom, is, in " Receipts,'' at the foot of the list ; — is below Boston, Philadelphia, and the Chesapeake, all of which have only rail connection with the lakes or the corn belt; but exceeds botli Boston and Philadelphia in '' Sliipments. " The receipts of wheat, corn and Hour, in \H[)6, were: — Buffalo.. Montreal Wlieat. husui'ls. 54,400,000 9,400,000 foru. IJuslu'ls. 47,800,000 0,000,000 I'limr. Biinvls. 10,384,484 1,590,000 All of Bufl'alos ten million barrels of Hour came by lake. Of Montreal's million and a half, only 133,000 barrels came by the St. Lawicnce, while 207,000 bai'rels went to Ogdensburg by watei". ()i the total movement to tide-water' of I.IO, 000,000 bushels of wheat and Hour, Montreal r'eceived 10,600,00t>, about II percent. Of the total movement to tide-water of 107,000,000 bushels of corn, Montreal i-ecived 0,000,OUO, about per cent. Of the total 19,035,377 barrels 6 was the banner year for Montreal's grain trade (inclurling tlour) tlie trade lias been so tluctuating, and non-progressive by decades, in comparison with all other Atlantic ports that it may be clissed as stationary. It first attained the twenty million mark in lf*7l^, reached 2(5 milli(ms in 1K80, dropped to IG millions in IS82, rose to 21 millions in 18H(i, drooped tol4milli(ms in 1888, rose to 28 millions in ]8i)2, dropped to 1(5 -nillions in 1804, and for the Hi.st time in its iiistory attained the 30.000,000 mark in 1890, when it reached ;?0, 100,801) bushels, including pease and local receipts. Buffalo's receipts, l)y lake only, for the same yeai were 215 million bushels (including tlour as grain) while Montreal's Hour receipts were chiefly by rail. The tlour receipts of .Montreal in 18(5;i were 1,1!);5, I8G barrels. This quantity was not exceeded until IS!*") ; the receipts of that year as well as of 1890 being each 50 per cent over the average of j)receding year.s. Until 189:1 there were only .'? years in which floui- receipts at .Montreal rciiched one million barrels. The wheat receipts at Montreal were highest in 1879 when they reached 11, '513,000 bushels. This has not been e(jualled since. Montreal grain receipts in 1878 were 22 million bushels nearly ; in the 19 years which followed (including 1878, the first twenty million year, and the i)anner year of 189(5) the average is less than the r-ceipts of 1878, shewing practically no advance in the last twenty years. There is apparently no other explanation of this failure to secure a largi^r sliaie of the inland water commerce by our principal seaport, than the want of deeper water- ways and therefore lower freight rates from the lakes. The larger locks of the Vv'elland Canal have been opened with 12 feet water since 18S1, and with 14 feet since 1887, and the effect has been felt at Ogdensburg ; but the St. Lawrence is still with less than 9 feet. Of 34,400,000 bushels of Manitoba wheat shipped from Lake Superior in 1894, '\)'i and 9(5. 14,800,000 were exported trom New York and 4,700,000 f''om Montreal, the greater portion (2,498,000 bushels) in 189G. LAKE ERIE. There is no fresh water or salt water' lake in the woild the commerce of which can compare with that on Lake Erie, in annual tonnay;e and value, despite its almost total suspension by winter for about one-fourth of the yi'ar. Besides being the receiving reservoir for all the water boi'ne agricultural produi'O of Likes Huron, Michigan, and Su])iM'ior, and for he rorts for ore and the shijiping port^ for coal as well as agricultural exports. The number of \essels with tonnage owiu-d, and ore received at these in 189G, are : — Port!'. Vessels. Toiiniii,'!'. ( )r.. Toledo.. . .Sandusky . lluvoii. . . Loiaiiie (Uevchind . Fairjiort . Aslitabula Erie ... . Coimeaiit . Buffalo ... 80 0(1 2(i7 •m S!)4 'j!i,no5 4(i,375 271, l'.il,-t4.'"> L',;ii:<.i7u llll.HC. 2,27l',S'_'2 .'<»7,S4!» :«7,(iL';{ r)45,10l 073.41.3 H,02r),4H2 DEEP WATERWAYS COMAflSSIOX. a The tonnage is tliat n'gistered in the oustoms (listricts and includes adjoining ports. Cleveland lias the largest tonnage and tlie highest aveiugo per vessel (1,000 Ions), and her district alone einhraces "JO per cent of all the I'nited States tonnage (ahout 1,300,000 tons) on all the lakes, intiliiding Ciiainplaiti. The Lake Krie ports have nearly half the total tonnage of the five (Jreat Lakes, and if Detroit (which is within a few miles of the head of liake Erie) is taken as a Lake Krie port, with her three hundred vessels (jf about 17o,000 tons, tiiis lake would represent al)out CiO per cent of the total of all the lakes. It is claimed for Cleveland that, with the exception of the Clyde, she is the large.st ship-huilding poit, asshe is the largest iroti ore market in the world. Her population is said to have (piadrujiled in the last twenty years, being in the first rank in the L^nited States in iron and steel production ami their allied industries, as well as the chief centre of receipt and distriliution of ore and coal ; ami also because nearly half of the popula- tion of the I'nited States is s lid to be found within a radius of 400 miles. Tlie.si; facts explain the strong sentiment in favour of unrestricted communication bet.veen Lake Krie and the ocnan, and tlm combination of agricuhiral and shipping interests at the Clevelaufl (Convention ol |S9") and its icsuts. Of the eight shipbuilding yards above Niagara, two are in Cleveland, one at ButTalo and one at Toledo (making half the nundier on Lake Erie), one on the Detroit River, and one each on Likes llurotj, Michigan, and Superi«)r. HuH'alo, the scond (rity in population of Aw Empire State of New York, and the third upon the (Jreat l^akes, is as pie-eminent in the grain, flour and cattle business aa her sister city is in oi'e and st(!el. Each of these Lake Erie cities largely exceeds in population any Canadian one. The po|iulation of Rutfalo is stated at "over .■56r),000," and tliere are there 52 elevators with strjriige of over l(),000,()00 bushels which handled 170 million bushels grain in bSDd. The.city .^aiii.s the lai'gest flour ilopot, and the largest cattle market "in the world", the receipts of flour (by lake) in 18il() exceeding ten million barrels, and of liv(! Nt(;ck over seven million head. The principal receipts by lake are flour, grain, ore, lunibei-, copper, pig iron, glucose, lai'd and pork, whi'e the pi-incipal shipments by Ijike in lSi»0 were lJ,f0^),O06 tons coal, l.-_'00,000 baiivls sugir, 670,000 barrels cement and piaster, and O)l!1.000 i)arrels salt ; aggi-egating nearly :'>,000,000 tons. This enormous ti-ansfer l)usiness is now threatened by a Clev(>land steel fleet of bargi's for direct siiipment from lake ports through the Erie Canal to New York. This fleet consists of a propeller (cost, i^lo.OOtl) and five 250-ton barges (costing $l).000 each), total .$15,000. Two trips were made iti lS<).i, successfully encountering Luke Erie stoi'ms (where an additional tug boat is usutl), anil two or thi'ce additional fleets were put on in 1S9(). Nisf'i:ssrrv koi: 1)ki:i' NN'atkh Oitlkt. ICxpericnce with large vessels on Lake I'aie between ISSD.-ind IS'.K), and up to date, iuvving been to reduce previous rates of freight, between LuHalo and Lakes Sujierior and INIicliigan, about one-half (representing many millions of dollars siived in transjiortation charges), has convinced the rcpresentati\es of the hundreds of ndlliotis of capital engaged in the connncrce of the I'pjiei' Lakes, that an extension of deep water to the Atlantic sea-board will eflcct an annual sa\ing of more millions than will be retjuired to p:ty the interest on the cost of sui-h a work, gr«!at as that may be. One steamer brought into Bufl'alo last, year, lSi)r>, 20C,I)7."j bushels corn, or 5,787 net tons; another, 17<),S00 bushels wheat, or 5,304 net tons. These were the largest I'ai'goes known on the lakes. It is also evidiMit from the foregoing that such a waterway would only be under- taktMi upon the best rout(! to New York, and Canada's interest in the (juestion is, whether that will be an international one I Tiiere is otdy one international route possible, which is that via the St. Lawrence and Lake Champlain, which is also one which permits of the extension of this deep water .system to Montreal and thence to Europe on the shortest possible line. This fact, 88 liEroirr of co.\f.)fissiox/iifs togetlier with tlu' coiiHidi'mtioii tliiit tli« St. Lnwivnce Chain|ilain route gives tlio great- eat extent of wide and deep water, the least mileage ot' artifieial channel, and the niiniuiuui of lockage has given rise to this rnteinatioiial Commission. Caiiad.i's interest in .such a watciway is only .■second to that of the United States. It would give an oj)j)ortutiity of doing what our canals were intetuUd to do, hut have failed to do : that is, to obtain the maximum amount of the western trade for the St. Lawrence loute ; and, in addition it would afford a most direct navigation upon the largest scide between Montreal (as well as the Ottawa), and Lake Champlain with its Xew England frontier, and with the Hudson |{iver, and New York : as also th(( most economical connection possil)le with Chicago, Duluth, and Kort William on Lake Superioi'. The late John B. .lervis, one of the most distinguished engineers of the L'nited State.s, the builder of the Croton Water Works, chief engim er of the New York ('entral and Hudson River Railway, Erie Canal and Western Hallway, in his report, 13th Feb- ruary, IS.jo. thus speaks of the effect of the construction of the Caughnawaga Canal, when accompanieil by the connection, on the same .scale, of Ijike Champlain with the Hudson Hiver: — " Regarding the vast magnitude which the lake trade must reach, and the extent and excellence of navigation, this route i)resents an inland navigation which, for grandeur in outline and for conunercial importance has no e(|ual on the globe. The idea of a vessel oOO to 700 tons loading at an iidand port and proceeding (without breaking bulk) 2.000 miles, without meeting currents in either direction, to reach a port on the ocean, can nowhere else be indulged in.' Nothing shows the marvellous advance of iidand navigation on the Creat Lakes more than the above reference to vessels of oOO and 700 t(»ns, now that so many are plying above Niagara, carrying 5,000 (ons ami over. Some tables are appended, showing receipts and shipments of produce at St. Lawrence and Atlantic ports, as also the movement of tonnage in both directions upon the St. Lawrence, Weliand and Sault Ste. Marie Canals ; and freight rates on grain from the Cpper Lakes to tide-water for a series of years. A memorandum prepared b}' the Chairman of this Conunission relating t(j tieaty arrangements necessary in connection with an international route — as referred to in the Act of the United States Congress, and also in the Canadian Oi-der' in Council thereon — was submitted to and approved by the U. S. Commission at their last meeting at Detroit, and is, at their request, attached to this Report as Apj)endix A. O. A. HOW LAND, THOMAS MONRO, THOS. C. KEEPER. DEE I' WA TEH WA YS COAfmSSIOX. 33 LIST OF APPENDICES. A. Meinurandiun of Chairniau necessary for an international route. B. Memorandum by Mr. Monro respecting surveys of Commission, respecting treaty arrangements Statistical Taules. 1. Flour and grain received and shipped at Montreal, 1893, 1894, 1895, and 1896. 2. Receipts of above by rail and canal, Montreal and New York, same years. 3. Receipts and shipments of above at Montreal and six Atlantic ports, 1892 to 1896. 4. Receipts and shipn)ents at Atlantic and Gulf ports compared with Montreal in 1896. 5. Receipts at New York by all routes showing percentage by each route in 1895 and 189{). 6. Arrivals of grain at Montreal by canal and railway for 14 years. 7. Through tratHc between Montreal and Lake Erie, 1881 to 1896. 8. No. of vessels, total tonnage, and U. S. transit tonnage, Welland Canal, 20 years. 9. East and west bound U. S. transit tonnage through Welland Canal, 15 years. 10. Details of articles of U. S. transit tonnage through Welland Canal, 2G years. 11. Transhipment of grain in Canadian and I'. S. vessels at Kingston, 13 years. 12. Details of traliic thrt)Ugh Welland Canal for 2(1 years. 1.3. Details of tratHc, Welland, St. l^wrence, and Sault Ste. Marie Canals, 1896. 14. Details of conmierce, Sault Ste. Marie Canals, U. S. and Canadian, 1895 and 1896. 15. Iron ore trade. Lake Erie ports, 1892 to 1896. 16. Analysis Lake Superior iron ore. 17. Grain freight rates from Upper Lakes to tide-watei-, 1887 to 1896. 18. Canadian wheat shipped from Lake Superior, 1894, 1895, and 1896. 19. Canadian wheat, oats, and barley fron; Lake Superior with destination in 1896. ■m 16«— 3 «i HErORT OF comm/ssioxkhs APPKNDIX A. ii ON AX INTKHNATfoNAL COUHT. Memouandum. — Siiltmitli'il ''// Vlitiiniiini nf Cii iiiu/iiiii ( 'nnnniMnion and ApjjroViU tti/ f/in I iili'riKiliohdl Coiiimw'iiin, I MniiuiT, -Jlst Dt'cember, 1890. I?v the tciins of tlic ('niiimissitui issued \)\ tin- I'lcsidciit of tlie I'liitcd Stiitcs under iiutliority of Act of {"oiinics-, wliicli ti'rms luixc been followed liy tiu' oi"et to which circumstances seem to make it })roper to de\ote sonu> attention at this sta^e. It is denifmstrable that the acceptaliility to li ith nations of any international terms or arranLCenients will be materially intluenced by thi' existence or want of satisfactory machinery for preventin<,' or settliiii,' disputes (hat mij,dit afterwards arisit in the interpr(!lat ion and execution of any tri'aty embodying the international ar'r established by treaty, it will seem proper in the first instance to call attention to certain \i(;ws which ha\e already been uiuhn' consideration by certain large popular cnn\eiitions, which althoui^h of a voluntary nature, had in the elements consti- tutinj; lliiin, a consideraltle representative character, 'i'lie lirsl of these assemblies was an interiialional ::a(hi'rinL;' wliic.'h took place at Toronto in (lie mondi of Sej)tember, 181)4. The .second was the ineeting known as tht> .Mississippi ( 'onirfess held at St. Louis later in the same year, and constituted by delegates of commercial bodies and munici]jali(ies from a very wide area in tlie Western States. The third meeting was the first annual (Convention of the Int»'rna(ional Deep Waterways Association held at I'levclatxl, Ohio, in September, 181)0, at which were present a very large number of men of coiiunercial, legal and political eminence, includ- imiSr WATUKWAYS COMMISSION. 36 iiig t'fl|ir(iHHiitativeH in many cases otKcially iippointud from the (roverntiientH ut' Htaten, Citios, Cliaiiiboi'H of ('oiniiu^roo, and otluT ('oiiiinwirial IxKliusand Municipalities, derived from sixteen States of the Union and eiijlit I'rovinees and Territories of tlie Dominion (if Canada. Memliers of Wotli HoiiHeH of Conjjress, of State Lei^islatures, of the Parlia- ment and I'roviniui L"|{islatiirersof the legal profession were amon^' the delej^ates. At each of llicse llnee popular assendiliea the subject of the necessity of un Tnternational Couit between the I'nited States and (Jrcat IJritain was made a leading subject of discussion, and the following resolution (originating at the tirsi mentioned Convention at 'roi'onto) was unaiunmusly adopted ))y all three (Mmvontiono : *' Resolved, that as a prepaiution for the joint promotion of counnon interests, it is desirables that a permanent Court should be constituted for the decision by rules of law of all (juestions of an international character which may in any wise arise betwt'en the peoples aixl < !(i\criim((nts of the Ibitish luiipire and the Cnited States.' l>y the Mississipj)! Cniii.'feNH the worcis "and .Mexico" were added tl, a cojiy of which is aiuiexed. [t will bt! found that they are laigely dii'ccted to the fullowing points : — 1st. Tliat for a new itileinatioiial institution of this nature the relationships in constitution, ieijal system and mutual interests between tlu^ Ibitish l'jn|iire and the I'nited Stntes maU(! those two States a pei^iiliiirly appropriate lleld for the experiment. ■Jnd. That the institution should take the form of a permanent Court, and not of appointees af the two nations, and not by an arbitrator appointed by or selected from some foreigri nation. r)th. Thfit if tlie.se conditions ar-e observed, it is argued that the Court would con- stitute a fciieral union foi' judicial purposes lietween the two countries, and ]iroduce on that !tcc((iirit the itest guarantee for' the decisions of tire (.'oiirt corrriiianding respect and obedience by both nations, cNen if ilieir- enforcerrrent be left as now to local legislative arrd administrative action. While the time has not arr'ivi'd, nor- has the opportunity existed for the Com- mission to ripen its \ lews upon this extrcrnely weighty matter, to the point of expressing delinite rccommendatiorr, it feels thai it is per'for'rrririg a duty \n calling the attention of the proper' authorities to these expros.sions of opinion from so many popular bodies, and also to \\w I'easoning which appears to ha\'(! I'omniaiuled their apjiroval. The Commission would make one further- observation. The hesitation which is likely to ln> felt at entering into binding treaty obligations on the subj(!ct of a permanent Inter-national Court seems most likt'ly to arise from doubts as to the effectiveness of decisions gi\en by such a tribunal. Its decisions would from the nature of the case approximate more nearly to the recommendations of a presiding judge to a jury on 10a— 3i 36 REPOliT OF COMMISSIONERS matters of law on wliifli tlii'ir finding was to be based, than to decrees of an ordinary court which the superior pv)wer of the State as a whole may be invoked to execute against individuals and localities. There can Ih' no corres|)onding powei- to carry the fin.iings of a joint court into (execution in the territoi'ies of one of the two nations con- cerned. The assurance of execution and obc'lience must rest in the last resort upon the assent of the people of tlic two nations. This assent is niort; likely to be given to the action of a judicial institution, forming a point of unconstitutional union and mutual confidence, than to the action of a body having foreign constituents to any extent, and by its very existence marking division and distrust I'ather than a union between tiie ' wo peoples concerned. On the other hand, were it made generally understood that the court constituted a permanent pi'inciple of union, in the same manner as the Supreme Court of the I'nited .Stales is i'.n element of the federal union of those States, by pro- viding for the observation of nmtual justice between tlie subjects and Goveinmeiits of the two greater Stales, then the problem of securing obedience to its decrees would be gre;itly simplified. Actions of States inust take place through acts of persons as agents and a procedure might be framed and executive power provided which would give efl'ect to decrees by operating mandatively or prohiI)itively upon the acts of individuals. Such acts would then become unlawful and thenceforth fall under- the purview of the local courts of original and appellate jurisdiction. While local partiality sometimes in fact intei'feres with tlie course of justice where claims of subjects and foreigners are in confiict, it would be a too tremendous indictment to allege that justice is not now rendered in the majority of such instances. And it is to be observed that the very tendency of the institution, of a connnon court of law, if constituted upon the principles proposed, would lie in time «to oblitei'ate in con- tentions between subjects of these two nations the invidious distinctions and jealousies of nationality. The vast importance of such a i-esult to the hajipiness of the tw^i peoples, and to the cause of civilization, coupled with its coiniection with the matters sulmiitted to this Commission, seem to justify the respectful isubmission of those representiitions for the consideration of the respective Go'-ernments. DEtn' WATERWA YS COWMISSIOX. 37 APPENDIX B. M E.MORA NDUM. 'Sir, — I beg to submit the following brief synopsis of technical information prepared by me with a view of aiding the Uiiitcd States Deep Waterways Commissioners in their researches : also some remarks descriptive of the surveys, S;c., made of that part of the route between Lake Erie and the Atlantic sea-board which must pass through Canadian territory should the line via the St. Lawrence-Champlain be adopted. Levkls. A system of precise levellings was begun .some years ago by the Public Works De- partment of Canada with a view of determining mean sea level in the (Julf of St. law- rence and which should serve us a datum for all interior heights. These opei'ations have not been cariied westward of Lachine and ai-e therefore not available for the River Canals. Tn 1875-G an attempt was made by the I'niled States Army Engineers to fix, with some degree of accuracy, the heiglits of the (xreat Lakes al)ove mean sea level at New York. Tlie results showed the mean surface of Lake Ontai-io 1800 7") to be 246'()1 feet over tliat plane. It is not considered necessary to I'efer to these levels further than to state that in connection with them a R M. was fixed by the L'nited States Coast and (Jc(p(letic Surve\' at Rouses Point, N.Y., tlie height of which is stated to be IIO'OO over mean tide at (Jovernor's Island, New York Harbour. When, in 1X91, I was engaged in making surveys for the Soulanges Canal, it was determined to coiniect this B. M. with the head of tlie Jieauharnois Canal, where records of the height of the water in Lake St. Francis had Ijeen kept since 1819, and then continue these levels up the IJiver St. Lawrence to Lake Ontario, where tlie cinniit could be completed with the inean level of tlie lake previously stated as J MvOl above datum. This was of some interest, as a. sci-ious eri'or was known to exist in the accejited heights between [..ake St. Francis and Kingston. The results may l)e stated in a few words. The lev(>Is run between House's Point and Valleytickl showed the mean level of Lake St. Franci-; to be 151-80 over the sea. Therefore the fall in the St. Lawrence be- tween Kingston and the head of tlie Reauharnois Canal should be "JlCrHl — l.")4S0 '.'1'81. r>ut the otHcial r« poi'ts showed a fall of 9l''(>7 feet in the river and canals be- tween Prescott (s east of Kingston) and Lake St. I''rancis ; and it was also sup- posed that the fall in the river between Kingston and Prescott was from o.', to 5 feet, although this does not ever seem to ha\e been measured instrumentally. Levels run under my direction in the winter of 1894-5 made the fall bet.,'een Kingston and Prescott to be about thi-ee tenths of a foot ; a result which accords fairly well with the obsei'vcd velocity and discharge of the river. The lines between Lake St. Fiancis and Kingston were run in opposite directions by two observers with oidi- nary wye levels. l(, is not pretended that they are levels of "precision," but when any discrepancies were found, the work was done oNcr again in many cases se\<'ral times. The circuit 91 "SI having clo,sed with only a slight error, the results may be considered fairly reliable and can 1 e accepted until the accurate levels of the Public Works De- partment shall iiase readied eastward to Lake Ontario. A great deal of work was also done ill endeavouring to establish e.vti'eme low wat«M' surface of this lake. The I'iscords at Charlotte, Oswego, Port Dalliousie, Toronto, and Kingston were ol)tained and the results sent to the I'liited Slates Commissioners. The levels of the canals and river reaches of the St. Lawrence are slu)wn on the lithographed profile which accompanies tins memorandum. The profile is of peculiar interest, as it shows the surface of the St. Lawrence at its lowest known stage in November, 1895. It will be observed that there was then only aliout 12i feet on the mitre sill of some of tiie " enlarged '' canals. 38 REPORT OF COMMISSIONERS Surveys. At a meeting of the Coiiiniission held in Toronto on the 16th May, 189G, T was authorized to expend about $2,500 in making preliminary surveys for a line of canal between Lakes St. Francis and Champlain. This was aeooniplished in May and June. The line starts from the lower end of the lake in Hungry Bay, about 2^ miles west of the head of the l.eauharnois Cannl. From thence it runs in -.n easterly direction across the valleys of the Ht. Louis and Chateauguay rivers. It skirts the high ground near Ste. Philomcne, then bends almost due east and strikes for St. Johns on the Richelieu River into which it descends by two locks of about 2S feet lift each. At the l.'ith mile from Lake St. Francis a branch W'l miles long i-uns north to I^ake St. Louis, which it I'eaches about \\ miles to the east of the village of Beauharnois. The descent of 82^ feet in this branch will be made by three locks. From this point the distance across the lake to the head of the Lachine Canal is about 1 3 miles. Jiy deepening the channel west, of Lachine and making the canal of suitable draught for a 20-foot navigation a direct connection would be made with ocean vessels at Montreal. The lithographed profile of this line, which was measured and levelled throughout, shows how favourable the ground is for a channel of large dimensions. Good crossings can be secured both of tiie St. Louis and Chateauguay I'ivers. The latter is a large sti-eam and liable to heavy freshets. I>etween Ste. Philomene and St. Johns the numerous small rivers running north have worn deep channels in the clay. The excavation will be chiefly eartli, but rock will be met with near St. Johns, and also in the branch to Lake St. Louis. A jilan and profile of the Richelieu River be- tween St. Johns and the international bountlary has al.so been litliographed. To make this river suitable for a 20 foot navigation will r(!(iuire the removal of a \erv large amount of material, the character of which has not been whoUv ascertained. A second piofile has also been })rinte(l which shows the line located by Mr. J. B. Jervis in L'^OC. The (|ueslion of conn(;cting the St. Lawrence with Lake Champlain was fully discussed ov^'i- forty years ago. The same pi-inciples will govern the location of to-day if the feed is taken, as it nuist be, from the St. Lawrence. The chea|)est line to construct would piohaijjy be that following a contour of about 20 feet below low water of Lake St. I'ranci^. lUit this would be necessarily circuitous ; probaVjly 20 or 25 miles longer than a line run in the general direction of the Canada Atlantic Railway, which would, howevca-, involve cutting of over- 100 feet in d(>f)th in rock, but would run directly for the north end of Lakf Chani{)lain. No definite conclusion can be arrived at as to the respective merits of these routes until accurate surveys ami estimates shall have been made. A canal cai'rying with it the level of r^ake St. Francis and connecting it with Lake Champlain is not practicable to the south of the intertiational boundary line as the high spurs of tiie Adirondacks stretch across this into Canada— otherwise the navigation now contemplated nnght be carried from Lake Erie to the Atlantic entirely in Uniteil States territory. 1 may aXso state that some rapid reconnaissances were made last year along the south shore of the St. Lawrence with a view of ascertaining the feasibility of constructing a canal there for a 20-foot luivigation. There do not seem to be any insuperable difliculties in the way of this. But owing to the height (»f the river banks it is probable that it would involve very considerable outlay. \ours, i^c, O. A. HOWLAVD, Esq., Chairman, Toronto. T. M. DEEP WA TER WA YS COMMISSION. o a s o I— « Q !z; w Ph _ < ^ • ST i I J : 50 i, Ci CS -B wi I, < I! 7* ^ V, 1 4^ -t ?i s r. Ci^ .? •^ 3 M ^ I- ip go a 3 r^ M v: *r, o 1 5J tf ■M ll r. CC *Tj U *^ Cu •J X T. S ■jC I- r-f I* •O -(• CO o -X o o ■y P3 fi Is o 'iT l-i" I-T ^ I :a: 3 ; «— ' ■/. •itr* 9 ^ y. u 1) ^ ff 'T* CI c-t tH • -" j_r y^ *i i-^ X " r-< ■X ci f -f' -/. *! *** Tl X O X X •r 1^ "7" I— « '^' ^ ,*'^ —^ "Tl rf ^ -* ,* Irf ?2 X ,-' Tl cc X X 1.-5 fC .^,.._ '2 ^ ~. i^ .-. r^ Tl lO — i-> ^ t>- ' ■ I- .^ Tl 1- s ?i 1" X l~ M Tl o 1- Tl --f -r y. 1- •I" " 1- i~ ■M •^ '.1 X I- 5 15 3 C '* 1-t ffj K mv 40 REPORT OF COMMISSIONERS ir»i O I a CM 5 Q tf iz; ^ H Z < 1 O o IS 'S U ;3 •so M - - i>.o S £ 3:? S^ Vi ■r^ ? ii 1 i co 50' •* ?s © Tf< I ->• 00 e; %% Is C0O5 I 00 05 o o 55 1-^00 S ;5 pa 33 1^' i»t ^^ 1 fi ^^ 1-3 5iS o" '-r M f ^o I- •M -C X cv' t- 00 s as CO IS in' &' a * o ..-. I -^i. = 5 ; ^_^ i 2 £.0 5. o S .1 i ^' 5 ri I " " ■M X «c C-: : fe ?! : *i 5 • oc «' • x' ■ •" S "t r-' c -¥ i - j^t ;-' •r if I DEEP WATERWAYS COMMISSION. 41 APPENDIX No. 3. Reoeipts and Shipments of Gi-ain, Flour, and Meal at Montreal and Six Atlantic Ports. liustim. Clie8ai)eakp^ X.-w Vcik. I'liiliulflpliia. Haltinioi-e. ^'ewIWt News Norfolk. Montreal. 18!»2. K(,'ceii)ts . Sliipiuonts Bus UllMll, Bush Busli, ]8!t;<. Keceipts Sh ecei| mieiits. 38,874,440 . 1.5.771,3(i4 i, 554 38,750,775 1 (i2,(>42,195 .34,639,789 30,UM>,809 to ! 17,0(!5,6.53 53,248,633 .34,639.789 27,847,821 i 42 ItEI'O/fT OF CO^f^fISSIONKRS APPENDIX l{i;cEiPTS AM) Siiii'MKNT.s of (jiraiii, Flour iiiid Meal (in bushels at compared with those at New Vorli . . . Hiiltiiiioru. . , . I{i)stcm riiilmlflplna.. Fr-oru. WllKA'l Corn. « a: ^ Bush. JJush. I I'.usli. Husli. Busli. 2«,3C8,(;07 •J(),8!)o,!»7r) 2,S,-_'(i4,0i>7 •Jl,700,alvf — NfwiiDrt News. 7,253,784 2,',l43.r)07 :i,ill0,!>20 l,Sfi3,88»i 2!t,l('.2,!l50 18.801,7114 42,007,750] 10,453,018 27,724,535, 20,382,182 10.l28,8."iol 0,010,518 0,805,873 5,803,200 8,002,OOh| 1,910,077 ' I 11,043.128 S,820..37(i 5.230,010i 438,824 r.2.")3,784 17.327 17,327: 10,3TO,02."> 10,.370,025 3,750,054. 3,750,054 Norfolk. "Montr-ill 275,112; 275,112 ; 112,801,285.12,801,285 74,102l 74,102 7.100,200 ",370,022; 0, 472.1107 7,0.")2,;!S," 'I'otuls of t'lichj articli of I'ro- (luco at all Port« S5.314,,-)03 50,100,520 0,05,3,0(m;: 0,705,104 I Xcw OilwuLs.... 2,403,802! 1,202,003 04,084,770 5(1,120,350 I(i7,6o8,302: 4.031,740! 2,082,,525 80,000,575 74,52.5,0.38 32.237.718 (!alve.AIII,KY. I!yk. I'KASK. Mk. Kiisli Hun Hus « !» Illisli, Bush. Totals receivt^d of ill! kinds for caoli Port. Bush. TotalH shipiMM) of ill kinds for I'neh I'ort. 11,772,;«M) S,()S7, 3.-.1, iH):{,074 1,S78,124 174,213 273,793 .30,100,80!) 2(;,il9.3,52C 13,42.'),792 8,(l(Mt,307 (;,29."),ri01 231,870 2,003,074' l,ll()1,913 174,213' 273,793! .3r)4,0Ml,2il9 247,r)(),-)„324 17,700 Si"), .351, 894! 30,028,875 9,915.0,53 44 RErOllT OF COMMISSIONERS APPENDIX No. 5. Receii'TS at New York of Grain atid Flour, in bushels by all routes, in 1895 and 1896, showing percentage by each route. Ronti'M. R... N. V. C.iiti-al k Hudson R. K. R. . . , ErifH. It Pc'iin-iylvania R. K Deliiware & Ijuckawaniia K. West Shore K. K Leliigli Valley R. R nultimore ^- ()liio R. R Vai'iuu.s routes IJv river and coa.stwise. . IS!)"). •10,(»S(),!t3!t 2(1,7!I7.5C2 7,0!t2,it37 2,172,733 13,220,131 11.733,872 1.177.444 843,832 8!)8,254 B.v t-mal 14,000,100 Percentaofft of Total b.V each Route. BuHhelM of (irain. itc. Percentage of Total bv each ftoutf. 18!»0. Total reeeipts | 118,707,744 33.76 33,220,O!(2 22.03 22.57 2r),85(i,225 17.14 5.118 7,0!ll,868 4.70 1.83 2,320,025 1.54 11.14 21,754,005 14.43 !).8!» 21,702,410 14.45 O.it'J 1,08.'), 51 4 0.72 0.71 4,015,725 3.06 0.76 5()3,3(i0 0.37 12.37 32,517,800 21.56 100.00 150,827,120 100.00 The remarkable change in the percentages of the New York Central and Erie roads, and of the Erie Canal, in these two years, is due chieHy to a cut of about 50 per cent in the lailroud rate of preceding- years between Buttalo and New York, forcing the canal rate down to an average of 24 cents per bushel -for wheat. This was done to defeat the vote of .■?9,000,000 for the enlargement of the Erie Canal, but not having the desired effect, the old rates (and old percentages) were restored in 1 89G. APPENDIX No. 6. The quantity of barley, corn, oats, pease, rye, and wheat, arrived at Montreal by St. Lawrence Canals, Grand Trunk, and Canadian Pacific Railways, foi- a period o'f fourteen years, is reported as follows : — Year. ; V'ia CJrand 'i'runk Riiil- uay and Canafiian ' '• Pacific I 1 Railway. Via .St. Lawrenci' Canai.s. Vear. Via (irand Trunk Rail- way and (^anadian Pacific Railway. Via St. liaw pence Canals. Ton.'-. Tons. 1883. 1884. . 188.5. 1886. , 1887. . 1888. . 1889. . 08,(172 263,.Sti8 142,231 174,40ti 160,821 134,824 1(15,613 272,133 101,760 237.881 113,704 166,101 04,043 275,414 1800. 1801. 1802. 1803. 1.S04 1805. 18^6. 'J'ons. 1885 was the only year in which Railways brought down more tiian the Clanals. Tone 110,208 242, .571 184,410 320,434 201,680 302,800 147,610 5.32,084 60,()66 288,015 51,114 247,550 l:t8,20t! 311,;i80 UEEP WA TBii WA YS COMMISSION. 46 APP3NDIX No. 7. THROUGH TltAFFIO liETWEEX MONTREAL AND POJITS ON LAKES ERIE, MICHIGAN, kc. The total quantity of freight passed " Eastward " and " Westward " througli the AVelland and St. Lawrence Canals, from Luke Eiie to Montreal during fifteen years is as follows :— ' \'e.ir 1881. 1882. 18S3. 1884. 188.">. 1886. 1887. 1888. I Ea.st\varf) ' N\%'.stward to 1 from Montreal. .Montreal. Tons. I(!!l,213 108.835 20.".,3i>4 1(18,715 132,008 244,514 213,834 183,801) Yeitl Tons. j I 37,100 1S80 24,488 I 1800 27.488 1801 0,425 1802 1(1.115 1803 1(1,801 1804 14,075 , 1805 • 10,310 I 1800 Kastwiird Westward to from Montreal. .Montreal. Ton^. Tons. 208,107 25,370 231,740 31,051 300,503 14,000 203,144 0,452 508,010 10,545 202,101 9,430 200,050 10,555 480,077 1 10,050 Canadian AVestbound or back freight from Montreal to Lake Erie onlv one-twenty- sixth of the Eastbound. United States Westbound from Lake Ontario is one-third of their Eastbound. f 46 RE POUT OF COMMISSIONERS APPENDIX No. 8. TIio follo\vin]U' Htatemeiit shows tlie agyrcifate miiiil)er of vessels, and the total (juantity of freiglit jiasseil thi-ough the Wellan(i Canal, and the (juaatity passed between United .States Ports during the years 18()7 to 181)5 inclusive. 18(!7 ]8(l!i. 1S70. 1S7I 187-2. 1S7.S, 1874 187.V 187iiintitv fr<.in ('nitcil NiiiiiKci- tniiis|iiirtiMl (111 of till' W.lliiiid .Stii.ti'.-* Ports ti. VcSNt'Is. ('.■mill. I iiitcd .St.itis J. 5405 !i;w,2(lM 4.5S,.386 6157 1.1(11.821 641,711 6061) 1.2:il,!l(« 68S,7(M» 7H50 i,;ni,o.">i; (4( ,:.(>i 7720 1,478,122 772,75(1 606.3 i,.3:i;!.in4 (106,627 (5425 l.."i(l(!. 184 (1.5(1,208 5814 l..S8!l,I7.3 748,.557 4242 l,(i;{8.(l.".() 477,80!! 4780 1,0!I!I,S1(( 4.8,8,815 5120 1,17.\:!08 40.3,811 4429 , 068,758 .37.3, 7;!8 3060 8(;5,6(i4 281,(143 4104 810,0.34 . 17!l,(105 ima (i8(i,506 1114,17.3 •i»U 70(1,64.3 282. .80(1 3267 1,(I(I5.1.5(! 432,611 31.38 8:i7.8I I 407,070 ■ 27.S8 784.! 128 .3,S4..5(l!l .3580 !I80.1;C) 4114,478 2785 777,018 .340, .501 2647 878,800 434,7.53 2075 1.(1.8.-., 27.3 .5(13,584 2883 1,(11(1,165 533,! 1.57 2,504 !I7.5,(I13 .5.5,3,800 2(il5 055,554 511,0(15 2843 1,204,.82:! 631,(V17 2412 1, OILS, 221 5! 12, 267 2222 .8(i!i,.51l5 460,770 27ii6 1,270,087 6,53,468 Tlii.s table shows tliat the total toiina.:,'e, and tlie total V . .S. transit tonnage through the Welland Canal was greater befoi'c 1,S70 than at any time since. It also shows tlmt the number of vessels has been reduced to less tlian half, but their size is so increased that 2,7(iG vessels in 189G carried more tonnage tlian 0,000 vessels in 18(j'J. DEEP WA TER WA YS COMMISSION. 47 APPENDIX No. 9. UNITED STATES TRANSIT TRADE TH HOUGH WELLAND CANAL. FREIGHT FROM INI'IKD HTATKS I'dins TO t NITKI) STATUS POUTS. The total quantity of freiijht passed eastward and wostwai'd througli the Welland Canal, from United States ports to rnitcd States ports, for a pei'iod of fourteen years, is as follows ; — Y.ar. KnMt\MH'(l, W'cstwiiid. 'I'nta T mis 1HH2 1883 1H84 1885 : 188(1 1887 1888 • 188ft ' 18!tO 18111 ..' ! 18112 ' 181(3 i 181)4 isitn 18!)G i I ii(i,2S(; 174,!tlL' KlU.HllS lliS.L'lL' 224,1110 1811.427 221.11(12 2ii7,;fr):< .•ns,2.")ii 30(1,257 .•!IM),7;f3 3S4.5r)ll :i(il,3iu 2.")r),2"i!l 385,(11(5 Tuns, 172.52(( 2.57.(llil( 2l3,osi 21(1,21(7 2;)1»,5(12 151,(174 213,(1S!) 2(1(1,231 21.5,(1118 247,543 24(1,332 247, K'S 23(»,1(4S 214,520 2(17.773 'I'., M.S. 2S2,8((ri 432,(111 4((7,()7!t 3S4,.5f)!» 4(14,478 340,501 434,761 5(13,584 533,!)57 553,800 541,0(15 (131,)ltl7 5112,207 4(;il,77i» 0.53,4(18 48 heihhit or com mission tnis 5. f I ^ A -f it r. I . I - ?. Ti — -r — i f. vt f I — I* S f — X r. rt 't, '^ \. i ^ ii S .'^ - J-; 's-: I : ji ^i '^ | x' I : S 3 x 7. ';- ■£ ?' ^' \ Z."=' iJ r^ 2 2 '- '-3 '- 7 :* 3 r 9 ?i ^ ^ V- a' ?. •'; : i.f rr tT ?-r -i I-' —' :c' I - ^;o•^.-^;Ti»l••— — • ; Ti r. -I- ir; ■— :t I - x -^ -r f ■- .i — 2 -r -ri - 1; — •' •/ I - -f I* ij ^ ?. — -^ -7 i-i . M I - r. Vi Ti ?. ?5 iS I- Ti - I . — 7. ! 5 ■/ -" J = ■/ .^ -j; r. ft H A X ^: 5: fi f- /. t-ffi.-?i 3 J: Ti -r T ' :; ■/ — ^ — I - 1 - r ^. - 2j 5 c x - J-. I - -r -. T « rj ■/. r. — I . - I- _ .* >\ = ?. I- i~ n ^_ '2 1^ iT f 1 1* ?-. f i ti •T ^: re -/-f i-' x' c'm rt'i"' •<■' -i' r-1 1-: -•' p-'—' x .-r^.vj-n: ip '-2 2 2 :«'2 'SlSS X , ri -r r- 9 U :-i r, i '.: I^ rr ;^, 5 ;p i.' X Ij 5 5 5 1.'^ r -£; 5 S y /S t! c- MM ?: ^1 S ^ .^_« '>:^ •. • ! -.^>I.^r'= '1 '^!^'' 3 5: Ik c5 ^ -7 2 I- -r ^: -r'l-Ti C*x' 1- x'l-f -r ■?r-rx'Ti i-c-r.c'i*'rf -i^'r— 'x'cfo' :5 ^; -ri - 1 - v; 7 M X -r .; :r r: — — I - iT X S I - i.-f "f ^ c. X i X T I X c ^: ^: — — • c 1" r. c I — . x 1- 1 - 1.-: ? 1 t 1 •: 1 c •♦■ i c - - ■: 1 = — -r -- — — I . I - = 15 c ji r. — r-. .r^ -r 1- t 5 5 ^; M r. f -r f^ 1- — t 1 x 1* ti -r r- r: r; -t k 1 - — Its — — ^ — — ■Ti fi :e c^ -2 -r ^: I'i '^lig^ . X i. X ^ t- X X C O-t- 1. X ^ 2" X ::: ' ' ■ — -r 71 '5 ■? ; IN c « 1- c '-' c i- • 1 - x_ vj r. i 1- =r c X 3; -Jt «; i ri — fi ?i ?i o M f 1 M rJ PH I ■M — i ^^ : -; - — -r i-o Tl CI Tl — -^ -^ -^ .- •* X S«i-! ■ "T '■ S X iS r. .-. 1 - 1- l- i'H:=4liSi- .Tl . w^ cH X'x' -r -i 56 t- — 35 — r. I - X -,c c •-; ^ II — r5 X I- r- X r ir. ti -i< ji 1- r. 'M f T -.3 f I Tl X ^^ i Tl = *i r: ?i CI c f I -I- ^: I - f T c: ill- M 1-H r. — i-^: :c 1- — Ti^oi"— c -r i-i-T[^= -r c-^s :it -r ■fii-ifti-: i •—'r-' —'.":' -I- x'o' ='«•.£ c Ti'v: X C5 I- r^'Tri-^'i-^'x' s'©*i;f - X c Tl It I.*, -i -2 ?: — ft ?: -^ .•; — 3: X = f 5E Tl « - — 5 1- 1; i£ I- K TJ I - '^ Tl — — p I- TI -^ I- X X 3. OS I- t- C l- -X — X ^ ov Tl ■;: M t s '^ ~ — •' i' ^ '- ^c 1- I - 3i 51 Tl ^ is X -n" X I - c - 1-.S X TJM01-- rDTifi r. TiTi-^ 3-. Tn-: c 3: 1-1 X 2_x —' 1" I - jC M ■» I - ' "' 55 ?' "T — ' I- c' m' m' I -' T. 3^ --' T f — ' x' 5C I - 1' >- Tl Tl Tl ^ ^ C ■■; i."; ft C^ M ".t -t O i.t M M ft « CCIM C-1 i^ Tl rt Tl i-i i-i Tl -^ .-c -H Tl ir. O — I- Tl -C 3". X X — « X X T i— 1:: •^ -r X Tl X — cc cc i-H 3: Tl M t ir: !fi t^'Jj z ■' l-t^l-l«l-I~l.l. X X X X X -X X X t---i^MI-TT1XX0 3-. -n" n -< C I - — m I - is © T 1 X C i?5 I- — T I — li 2 2 li -■3 3 s -/« -a V sM i 'J- I — X *> .a- bo ■:: 1. c ■■ is.S 211 2 S 2 ^ Cm S i = 2 St ^ ij ce is 3; S = — M — i~ ^ X i.-. 3: v3 — vc I- © ,; '*f * X ?. ?. ^ 5 ./5 ^ * s -^ SiO'- C c a -Hi' '5 J C 1 c 1 li liEKP WATERWAYS COMMISSION. APPENDIX No. 11. TRANSHIPMENT OP GRAIN. The quantity of (Jrain passed down the W»)llanfl Canal in Canadian and United StatcH vesHels to Kingston for thirteen years, is as follows : Year. Cavaihav. 1884. . , 1885. . . 1880. . . 1887. . . 1888. . . 188!». , . 18!Mt. . . 18(11... I8i»2. . . 1803. . . 18!M. . . 18!t.5. . . 18!t0. . . No. of Vesftt'ls. Ill car^dOH, 75 244 284 182 208 203 2m 158 14U 125 123 „ . TonH. 70,475 45,6;«t 143,;«0 178,233 143,025 166,117 184,275 190,6 V CO a •c a (8 I M X I- «s 15 P 5 ^ p w x 3; in ?. w*- -- 35 ot 3; p 1.1 p -p » P5 i^ ►- =5 S "-x t i *•■ '~ X 3c X p f 1 1- P P op X -f — -^ 3: ■-H p I-. P P_^W 10 ift^rarH l~ P P — P i-H !>. p. -ri^ S I- cc M f 1 p X « lO c i-'rf M ni-Tx'p x'lrf p'p'ioin'jfrt tCrf t--r p p'x':c i-ffi'in" a i--:i-cccpr-pS5-ri.xaePWPi-ii-.np. ^9rt-fpp»{ jH; K-rOTt»• 1-1 « « — Tl M in Tl M — 1-1 P ob Coal. ' 1 e2 p ri p rS p — p X t~ p CO p X -H Ti p M -< in -T -r p p X p i-i CO « p p — p -H in X -J in m i^ 1- in p i~ p X -c 1-1 S p p ■♦ — ppisSnxpiPp. --ii:;p-rV)rf?-x«c%pp&px'? CO p" pr c<5 rt X CO 1 n i4' p' x' I C t,: -1." x" --' 1 .n CO x' ^r "T -4' CO CO op 05 P X 50 l-l n X ?i p P 6 M CO P (•- ^ L- -r CJ 2 p 51 — CO P S M ,-. ^ CO CO CO ?i ?t f 1 -H ^ rt t1^ c5 n ?) 4-I ri Ji 55 if) f 1 IN M S ^ N •li H 37,153 4»,243 17,157 9,579 9,'.Mi2 20,.S27 l-i,6S6 17,796 22,273 30,(kS2 17,327 17,037 3,242 14,243 12,324 M r- ^ • ^ o 5_i p I - 1^ in o x n • CO ri p in X CO 1-1 -r — f X X I - — 'f I - T) CO X Jl 01 O CO P P P CO P h- in 'M O IN II T m p X p. p ,-1 p. — — -r 01 in in 01 CO fi t- m •— p i- 1- -r ?o p. i-H I- p m p. p m I- X p CO P. p p — P II -r i» p m p p 01 eo 1 CO P P P CO p 1^ in II o IN n II CO 11 t-m .— p i..i-.-r CO ? — p II -r i-p_^in p p II eo fp'inco'if >-'— "(m'co'p'p" -fi-coiii — ^ppiipin p — u r: — m « •- X -r X p -' -- -- - •l-X XP ■ CO p. i-p — CO I- :tT3- :!22? -1 in -1" r- J 1- P I - vj X — CO "*• i^i'n II P -t" in II — p CO — 1 - p c? p. — X ; -f X s " X X P P X P X II CO p — t^ X -r p. 1 . 7-1 1.-5 P M — c — X CO p^i-.-< -T lO — CO -r CO I- P. X p. I- P II r- -rii -r -f p _ '.i x'p'i-i-p'-f'co' x'm'p p'co'i'Tco'-i''-* r'lpp i-i-in — 'p'pr - c:oi~-r--pppM-»'-.rci--i--«p — ^r-iPiipp XX •^ 1* lO m P -t "T •»• -r -^ -r 1 1 CO CO M 1 1 ■n" CO -r m o CO m X o "Ti- %s ^ ^ *i; i^inr-i-i-x m II "^ p p coco X m-co X 01 p II m — CO CO f CO -f I- 1- cj p i,^ p -T X X c X -.r ^ in CO p in 1- ^ 7-1 X I- p r. .- n eo X p CO II II n — II p p. — -t II CO X p X II p p p m '— r- — »- — CJIICOCOP'* •ffxc*:!..-*". -cp-rpiip --r •,-icopxii-Hi^i^p PP — r-inco -r !■ 11 -!■ n • • - — i--rXPi-ppp p. m p. -r -r i> c x 11 p co • 1 n ■ x P m r. co p m P -r ■ 1 1 T -r CO p p X p. 1 - — — p p — p — . p X p. CO CO 1 1 p X • in ~ in X P — X CO I • • — M -r — •— in II in II in I- x p co 1- i--> p. CO -T X p II -r p 1-.1-— p. r; p CO i-p " II p. II — . t-— in CO -Mieo i-H p — -riijrxi-iii-— i-xx — .-niniiuncocoii— III >1 i •/ « f . S3 * s ^ Q r" rt ■r. * ^ M *^ ^ •i. P ^ r. ,; Ph •■ — 1^ .0 — — in c p in II r: p p 1*. — m -r p 11 c r: co n co p. x in CO II I.. n I* I- 1- in I- r II CO in p p I- 5 I- CO — CO p. m X -.i p c II X I- -r X p. p 1-1". — -r — X in in p. II / — -r .n CO — CO p. II p. — p. — p — p X lO r; p — p II X P in -f p X 11 co t -r p c -.: in -r r p CO c CO 1 - p p — CO -r c^ X p p X. -f p. CO p. -r in p '— — I.- 1^ — p 1^ I - r 1^ II X »" --r p X in CO — '^ c 11 x -^ - -^ c'»-' co' -t" p' -I- co'-— '-1- iT ■/.'"i.^ rr-f'^-i^co (.Tinir— 'p^ -1^ p' II in X J. ^ -" p X -r p p in X — — >- — p. in 11 x p -r p p 11 _ 01 — — — — .- — — — r- _ _ _oi_ _co CO — — -r — rt CO ;^ X I - 1 1 1^ P CO 1 1 r C IJ P 3^ •; P P 1_- CO -T 1^1 -,5 P 1 1 CO X CO X p x_ il '/ ^^ p P I n c X c f- 'x ?j ^ p p p i -i ~ CO r; P S - p'p'in co'co— 'co'— '-1-' 11' I -iniT-r -r-f'— c' p' x x' li x' p'^co'p' r- — CO m — in ^ in r: I- -T II — in -f II in II — II — p CO in 1- p II r- coiico-riiiiii — nil — II — — — — 11 — — — — iiiiiiiico -T — .n p -T X X — ~ r. p •— — CO -r — p :-: — — I - '.; 15 x -t> i.n i-in ■.: — p i.in II — 1-1* p I- X CO i--r X CO •.: — -t CO II -r II — p p c P 1 - in — I - p p^ii -r p CO -t- p -. p 'T in p II p p -t I-. p'p'^' CO in CO p' e'li p'^ii m'co'co'p CO p'i--r co' i-m' co "t if -rllCOn — — — — ,.- — — II— r1 — — — CO^f A "a a. p. iifo I- in p i-x p. z — II CO T m p I- X p. p — II CO -rm p P I -I - I - I - I - I - I - I- X X X X X X X X X X P. P P P P p. ^ X -I. X X X X X X X X ■/ -j£ •/ ■/. -f. /. /. X / X X /: x x x x |x »-H p ;z p. < DEEP WATERWAYS COMMISSION. SI d .2 -^ a 6 f-H 4 i y. < a is 1 1 - i ;5S^^| ^ III 1 xn la cc 1 "a tit c8 pi a; 1= . . : ■ :-? • • s p ?; "5 ■ -n- c M a —',_'• o'y; 8 c u 1 ^ 5 13. I the Welland, St. igation in 1896. ►- - f) 1 ::rMh::i;"; i 1 !2 1 APPENDIX No ned Articles passed througl is during the Season of Nav ».^ \ •r. el '^1 ■« 5 :::::::•:■■ :-5 :d c 1 i" . . : : : : : :S^iS : :' :« 1 ::■•::. -^^-A \ \ T- ^ ::::•■■• '*■:::'" •:■::: ■ ■ ■ ■. %6 ^ 1 < • 5 <— ' u. : : : ■ • • ■ ■ 1 1 :? ^- ' : • : : : : : '1^ » i 1 1- St ■41 16a— 4^ REPORT OB' COMMISSIONERS S <1 r! eo I so * < £2 §^ ^ o -^ s a 'I I .2 § 2< lO X -H ^ ift in ;p 'O lo i-i i Ha IP - < go S M - C Ed «7 1^ to H K is o Q O S5 «I5 X N I -l-H » s o H "*• 1-1 >-i 3: t~ c o ^ a % O g s 1 i F O H 5.^ a •5 - ^ « < H OS £• 1 ^ a o H S rt iO a "-X ® '05 1-4" i-Tr-T s o oc — I- : :S S il iO JS O X -Xi i ri ".D ^ C «-! © t" S5 so 55 *n in ft i~ » Wl^W 1-1 ino'in" I r~ 1-1 IN $S% ?:«* lO rH 00 1-t ;i •«»< s ^ si" in o" l;-t^i-l 5i JiS cc ^ ^ c -5! o K w H H X c b <- V tffi St O H a S o -2 ^ e« 1 ''■t* a 2 I - - tf ^aaofafeca.w^:cMOJao 1 ZJ^JS;/' WATER i^'AYS COMMISSION. 53 ■ M . "»• S; -r r-ii- C-. ,-1 1ft -« irt iM 55 . i-T 1-1 iO -I* 'xi-H Ah ff •flf g :^!r2J=j :$^ •§§!§ : :2 § r-1 . 10 . ■n' 3 » . of ^ , ■ • --^l '"Si § : i;?g2| Is T '■ .i • ; C • • -i- • t-c; M?i 5 i : • im" : ! i^r : :«r-;c<;— " I . . , . XrH 3 • '• »— ' 1 : : ^ : ;S ;::■-: : i - s • • '* r". CO IN -H -f c: VS _^^ ;••••;■ 1 ■. xr-. ; 'A < : . . ■ ?■ ~ *" 5 '■ <^ • ' • 1 : ' < . -t- -r 1— I- . X '^ ■ (M » ^ "0 1^ . i-l . ^M . -t" : . ri rH : c^)' : ■ wT • ■ • C ■ • -- • -.5 X © ■ ■« ■ -1- ■ . Cl X — — 1^ . . . . oc ■ • — (M -f M I 1" •»< fj « ■} 1-.-H a: ) o : :© . : . :c., : . -t, : : :8 : : : :^ : : :" : rH ^. < : j^r ;.:??;; : • ^ i? . • • '■ -t-. ■ ■ eg 1ft ? i?^ H ''■'■'■ ifl -''t •* i M '- •■= I H I- 1 ' Mlft ^X • • :« • • •S!^ : :i : : :^ : 1-- i ^'" l^ I-H ?5 :^i : i : ; :!2 -^KSS ^ : ^ ::::;" : :"^^ g 3 .i 'C rt *H »«^ U -%- ;::;;;: -i 4^ *y • . . , +J ■"■ ■1 i ^ : : ; : ; 1 ■ -1 5 t • *^ i : ; ■■ — ::• 1; c ^-g> ^ ' 1" rS C >: r3 -y; n . D .■_-•= —T i '5a'-a=>-':«.'X,'.SC— -c;-j= (g«eSSc;tM';;^i6;5o~c 51 REPORT OF COMMISSIONERS 60 lbs. iier bushel. APPENDIX No. U— Continued. 189(5. MOVE]\[ENT OF WHEAT. 33f, bushels to the ton. Quantity parsed through the Welland . Distribution — Tons. Transhipped from Kingston to Montreal 197,245 " Prescott " .S4,()05 Ogdensburg " 18,411 Quantity taken to Toronto ' Portsmouth ' Oswego ' Cai>e Vincent. .. . ' hunk in Cornwall Canal 4,6ir, 1,225 2,579 938 (!79 (Quantity remaining in Kingston 19,99;) '" Prescott 25,360 " Ogdensburg 12,470 Tons. 317,527 249,061 67,866 10,037 57,829 57,829 In addition to the above quantity passed down the Welland Canal during the year 1896, there were 5,290 tons passed down from Kingston to ^Montreal which had lieen stored there in 1895. MOVEMENT OF CORN. 56 lbs. per bushel. 35 • 7 bushels to the ton. * Tons. (Quantity passed through the Welland . 320,444 Distribution-- Tons. Trai'shipiied from Kingston to Montreal 74,512. Prescott " 50,815 " Ogdensburg " 5(1,(WS 181,995 138,449 Tons. Quantity takt'U direct to Montreal 664 " Cardinal 651 " from Prescott to Cardinal 4,.592 " Ogdensburg " 280 5,.523 " to Oswego <),38!) " to Cape Vincent 5(i() 16,136 122,213 Quantity remaining at Kingston 518 " Prescott 7,218 " Ogdensburg 114,.577 122,313 MOVEMENT OF OATS. 34 Ills, per bushel. 59 liushels to the ton. Tons. Quantity p.a,s.>jed through the Welland 28,178 Distribution — , Tons. Transliipiied from Kingston to Montreal 3,().'«i Prescott " 7,551 " Ogdensburg " i,7S6 12,373 16,805 i DEEP WATERWAYS COMMISSION. APPENDIX No. 13—Conchtded. Tons. Tons. Quantity remaining at KingHton 173 " Prescott 1,281 " Ogdtnsburg 14I351 15,805 MOVEMENT OF PEASE. 60 lbs. per bushel. 33^ bushels to the ton. Tons. Quantity passed through the Welland 9 non Distribution— rp^^j^; ^'"^ Transhipped from Kinstston to Montreal 2,3(i6 " Cornwall ...'..,' '06O 3,020 10 Quantity remaining at Kingston . . . 10 MOVEMENT OP RYE. 5fi lbs. to the biishel. 35-7 bushels to the ton. Tons. Quantity jjassed through the Welland 8 97O Distrilnition - Tons.' Iranshijjped from Kmgston to Montreal 4,271 " Prescott " 3,'5»)2 " Ogdensburg " 4('i,(ill Ashtabula i 2,555,41 P 1,-I4(i 2,272,822 847,849 327,023 545,101 8,112,228 8,02(),4.32 APPENDIX No. 16. Average Analysis from 400 cargoes best Hard and Soft Lake Superior Ores. Designations. Metallic Iron. Silica. I'lKW- pliorus. 041 0147 0-040 215 Alu- mina. 0-35 0-27 2 ()9 1-99 Lime. Mag- nesia. 111 141 142 213 Sulphur. Man- Kiuiese. 0124 142 440 0-371 Organic and Volatile Matter. Hard liesstinier 07-65 (>7-22 0208 02 74 2-06 2 .51 5 90 12 080 122 0-224 18(> 028 0,S5 0030 048 48 Hani non-Bessemer Soft IJessenier Soft nou- Bessemer ... 0-.52 1 78 1-42 REPORT OF COMMISSIONERS Yeak. APPENDIX No. 17. Grain Freight Rates from Upper Lakes to Tide Water. 1887. 1888., 1889 . 1890.. 1891,. 1892,. 1893.. 1894.. 1895. . 189(i.. By Kail and Canal, Buffalo to Nkw Yokk. By Lake. Publiwhi'd Rail Kate. Erie Canal Rate, Average. Chicago to Buffalo, Average. Diiluth to Buffalo, Average. Cents. 7,V to 9 <1IT 7,17 6A 7 •< < in < f 5 7A 7ft Cents. Cents. 4ft -•ft 3ft 2ft ■1ft 2ft 3ft 1ft 3ft 2ft 3ft 2ft ■Ift 1ft 3ft 1ft 2ft 1ft 3 1ft Cents. 5 to 8 2 2 2 H 2i n n 2 o 5 5 9A 4 3i 3 (i 3 Duluth to Kingston, Ont., Average. Cents. 6i to n 4 5 4 2i 3 3 3 5S 3i Si 41 5 H The lowest canal rate was in June, 1895, l.j\yC. per bushel on wheat. The lowest lake rate was in July, 1895, 1 c. per bushel on wheat (1 ,-' c. in May and June), making total lowest freight (lake and canal) Chicago to New York, 2~^„c per bushel. '10 f The lowest lake rate, Chicago to Buffalo, was | of a cent per bushel in 1894, and the lowest rate reached in 1891, 1892, 1893, and 1895 was Ic. per bushel. Adding 21 c. per bushel transfer charges at Buffalo and New York to these lowest rates from Chicago by lake and canal, 2 J^c, wheat may have been put on board the ocean ves^sel at a total cost from Chicago of 5Jc., though 6ic. is an average, the 1895 rate on the Erie Canal being due to temporary railroad policy. The current freight rates on wheat from Lakes Michigan and Superior to Montreal by water are 2|c. and 3c. respectively to Kingston, and 24c. from Kingston to Montieal, making oc. and o^c. respectively, inclusive of tolls. The freight rates on coal from Buffalo to Chicago, Milwaukee and Duluth in 1896 svere : 8th Aug. to 10th Oct.— 20c. per ton. 10th Oct. to 14th Nov.— 30c. per ton. 1 4th Nov. to close of navigation— 40c. to 60c. per ton. The average freight rate on coal from Eake Erie ports to Duluth for the past ten years was 54 cents per ton. Ore and grain are the chief eastbound freights frcm Lake Superior, and the chief tactors in the development of the steel business fleet of the upper lakes. The contract DEEP WATERWAYS COMMISSION. rate for ore from Lake Superior to Lake Erie ports was 55c. to 60c. per ton in 1894 and 1895, Railroad competition for east bound grain at Lake Superior is out of the question during the season of navigation, with such craft as are now available for water borne traffic. Ori the other hand, eastbound shipments from Chicago, 1891 to 1895, both inclusive, show that an average of 44 per cent were oy rail and 56 per cent by water, but in the last year (1895) the rail took 66 per cent and the lake 34 per cent. Ten ilifferent railways, embracing all the trunk lines, took part in this competition. The total shipments from Chicago in 1896 were: Flour Barrels. Wheat Bushels. Corn 7,832 10,204,044 18% 4,4S4,5U 2,4!t8,133 *0,]r.7,407 l.S, 000,0.54 14,847,412 4,702,054 14.55!),270 34,508,730 • This includes 2,456,03(( buHJiels for W. W. Ogilvie, Montreal. The Corn Exchange Committee of the Montreal Board of Trade in the report of 1896, attribute the exportation of Manitoba wheat via New York to the lack of Cana- dian lake tonnage suitable for bringing it to Montreal. This committee suggests reci- prci'ity with the United States in the coasting trade, or a bounty for the purpose of increasing Canadian tonnage, and in the meantime permitting United States vessels to carry grain from Fort William to Montreal for export only. The committee says : " It is found that these 'large United States vessels plying on the Upper Lakes ' can carry grain at a minimum cost, and it is necessary, if Canada is to retain the carrying trade of its own North-west, that there should be an ample supply upon the lakes of Canadian vessels of similar capacity." Seeing that all these " large United States ves.sels " are unable to leave the Upper Lakes owing to the inferior dimensions of the Welland Canal, the above (]UOtation em- braces the whole "Deep Waterways " qiKistion in a nutshell. DEUP WATERWAYS COMMISSION, 61 APPENDIX No. 19. Memo, of Bulk Grain shipped from Pjrb Arthur and Fort William Elevators. SEASON OF NAVIGATION, 1896. Ik'HHEL.S. Wheat. Oats. 4.30,239 289,6.35' Barliy. Ciiiiiicliiin Pacific Line 628,104 383,017 12,078,933 60,797 Beattv Line Outsiders 2C,0(X) Totals 13,090,054 719,874 86,797 New York (export). Montreal (exiKjrt). . , •Ontario, local Totals. DESTINATION OF GRAIN. 4,434,514 2.498,1.33 «, 167,407 13,090,054 204,178 354,526 161,170 719,874 16,000 50,8.38 19,959 86,797 * This item includes 2,456,036 bushels for W. VV. Ogilvie, Montreal. w REPORT OF CO.VMISSIONERS 17th June, 1897. SiH, — r have the honour to iu'kuowhHlj,'e tho receipt of your communication of the l()th in lant, transmitting the joint report of the Connnissionors appointed by minute of Council of the ."JOth November, 1895, members of the International Commission on deep water navigation. This report shall be submitted for the consideration of His Excellency the Covernor General in Council. I have the honour to be, Sir, Your obedient servant, JOSEPH POPE, Under-Secretary of State, 0. A. HOWLAND, Esq.. Chairman, International Deep Waterways Commission, Toronto, Ontario. CoTKAU Landing, P. Q., 21st June, 1897. Sir, — I understand from the Chairman (Mr. O. A. Howiaiui) that the report of the Canadian Deep Waterways Commission has been forwarded to you. I now send a set of lithographs to accompany and illustrate thn* 'lifument. In this roll you will find a sketch map of the di ;tric(. ill Canada thr. "i.'h vhicli a canal must pass should an International Route be eventually adopted. On this map the line is shown which was surveyed, under my direction, in 1890. It si.oulct in ny opinion be lithographed also, as it is essential to the understanding of the (juestii/n and will show the extent of field work acc()mi)lished with a small money expenditure. The map would have been lithographed but the Conunissioners fell short of funds. I am. Sir, Your obedient servant. THOMAS MONRO, M. Inst. C. E., Commisaioner. Hon. 11. W. Scoi'T, Secretary of ^.ate, (Jttawa. • ' p ! I I immmm wmmmn f^ lb %l J The elevations on this map are referred to Mean Sea Level^ New York. Along the Railway lines, the elevations have been taken from the profiles of t^' various roads. Low Water of the Lakes &.. Rivers tn the lowest recorded water, which occurred in November, '8g3. DEEP WATERWi^ LAI APo< SKETCH 7IX Lm. 68.65 H.W. 77.30 ^ I «* on im tw Mi Mi ^ ^^ I WAYS COMMISSION .i LAKE ST. FRANCIS RICHELIEU SICALE StatiiteMiles. 20 30 z^BQ^D/A 18 HELIEU RIVER DISTRIC 20 — I CoteaiL LcLncUng, Que. October 1S96. ContpiUei •A\ 18 9 5 TRICT CompiUd CLnd Drawn by ., , ^ ^ ^ ., « ^ ^ „ from Greenwich Greenwich -I • I «•! tup c 15