The Great Lakes an River Waterways Association 4) ; Concerning he Central Riverway And Its Relation To You _ — _ ™~ = —__— ~ j The Great Lakes and Ohio River Waterways Association Concerning The Central Riverway And Its Relation ony Ou CONTENTS Contents... i: oss. ie0 gas tivlgd hee on 4 Map No. Vis acy ess Aiactle we wits ere eee Insert Concerning the Central Riverway and Tts:Relation: to You’. 35.05 anes ee 5-6-7-8-9-10 Map No. 25... vss ook ca 4a dees Oe 11-12-13 Map No. 65.555. 6: kielcdes coh bee Oh 15-16-17 What the Central Railway will Do for wour Commits: ok ta. noraneeae 19-20-21-22-23-24-25-26 Wall It: Payee... 2c beaows Oo vdeo 27-28 The Central Riverway is the Best Con- servation Project in the United tates. 6.0.4.4 ove ww ¢ adie Sees eee 29-30 Officers... sk sales cd dle a pepe ede ee ee 31 The Central Riverway Route No. 3 S3LVLS GALINA @ s}!sodap aso uo AHL 40 S4PAts apnea, <<-= sajno1 pasodosg yYaLNAD NOILYVNW1dxX3 T1VWOD ONIMOD ybsnast'd ok ( S3LNOY ONILISNNOD GaSOd0ud ONIMOHS ihe ete VOD ONIMOD aww 3HO NOU BHL 40 N33M138 YS3LNAD 3YO NOY! NOI93Y JO dVW The Great Lakes and Ohio River Waterways Association Concerning The Central Riverway and Its Relation to You OME Four Thousand Years Ago, a man with a long head chose for the avenue of his traffic, Waterways. And so he built the ark. In this year of grace, 1919, we applaud his sagacity with an interest no less intense and personal be- cause distantly removed. Since the days of Noah, waterways have been the main- stay of commerce; at once the channels of pioneer development, and the bearer of the commerce of the nations; dependable when the more artificial means have failed; neglected perhaps, but waiting only for a fraction of the outlay which has been lavished in countless millions upon the rail lines, to render an equally valuable service at no cost except for the vessel and its operation. In times past our Government has undertaken to give its citizens the benefits of this cheap and safe transportation. She built canals, and they fell into decay because competition had throttled them, as it has throttled traffic on our rivers, until that traffic was dead, and then the rates went up, and still up. Congress largely controls that situation now, through recent legislation; and the experiences of the war have awakened her to a new sense of the country’s need of navigable waterways. [5] In addition to work now in progress of canalizing the rivers, Congress passed on March 2, 1919 a bill (H. R. 13,462) au- thorizing surveys of practicable routes for one or more barge canals between Lake Erie and the Ohio River. An appropria- tion of two hundred and fifty thousand dollars has been au- thorized for the purposes of those and other similar surveys. T IS the Purpose of this booklet to point out wherein lies your interest in this enterprise, as a business man and a citizen on the logical and most feasible of the proposed routes; and to enlist your cooperation in making the Central Riverway a reality. GLANCE at the Map will tell the story more eloquently than words. Along the Lake Superior regions of Minnesota and Canada lie deposited two billion, seven hundred and fifty million gross tons of Iron Ore, rich and varied to meet every demand. In the mountains of Eastern Kentucky and West Virginia are the world’s greatest deposits of Bituminous Coals and vast fields of oil. Between these storehouses of boundless energy (Coal, Coke and Oil) and limitless commercial power (Iron), directly in the path, lies a route of easy water grades, sloping northward and southward from the divide at the lowest point in the State; a route which the rail lines have wisely chosen as the line of least resistance for transporting this very traffic. And along this route where the currents of ore and coal meet and blend, are scattered huge quarries of superior fluxing stone and im- portant fire brick plants, completing the union of coal and ore in the blast furnaces and steel mills, which make teeming workshops of the cities along the way. Traversing the center of industry and population of a State already a leader among the states of the Union in industry, [6] agriculture and population, and destined certainly to preemi- nence in those respects, what route could possibly offer more efficient service to a larger area than the Central? It is on the plumb-line from the Ohio through the Detroit and St. Clair Rivers and almost the entire length of Lake Huron; the direct line from all the territory bordering upon the Ohio and Mis- sissippi and their tributaries to the crux of the lake traffic and centers of industry at Cleveland, Sandusky, Toledo, De- troit, and the “Soo”. To reach the same points or serve the same territory via either of the other suggested routes, the great bulk of the traffic must detour, through the one to the East, some four hundred miles, or through the route to the West, more than a hundred. Experience with these low grade heavy commodities teaches that the traffie will not bear such a burden of extra expense. HE Canal must be a National Asset. It cannot be justi- fied alone by local benefits to any one district or industrial center, however great those benefits may be. The object of its construction is three-fold: First it must be justified as a national waterway by standards of service to the greatest number of the people. Next in importance its justification must rest upon the service as a waterway, rendered imme- diately to the district through which it passes. And lastly its usefulness must be gauged by its service as a measure of conservation, flood protection and by its contributions to the development of power. As a connecting link in the great system of national water- ways, extending from the intercoastal system of canals along the Atlantic through the New York barge canal to the lakes and thence through the Ohio and Mississippi Rivers to the Gulf, the location of the Central Ohio route is its own best argument and justification. No other route can so fully or directly serve as great or important a portion of the Great Lakes as the Central, and that without detour from the main avenues between the Atlantic and the Gulf. The geography [7] of the Great Lakes establishes this as the logical eastern link of the proposed loop of waterways—of which the Illinois drain- age canal, now under construction, will serve as the remaining artificial channel—through which traffic may flow from Lake Erie to the Ohio on the east, or from Lake Michigan to the Mis- sissippi on the west, and so around the circle. And this scheme must not be discussed in terms of domestic commerce alone. Foreign commerce is equally concerned, and thus the system will be linked up with American ports on the Atlantic and the Gulf and beyond to foreign ports. That great and increasing volume of traffic should not be made to pay tribute to detour hauls upon any consideration of local benefits to any single community. No flight of imagination could perhaps overstate the local benefits which the riverway would bring to the communities so fortunate as to secure its construction. A city of less than five hundred thousand, on another proposed route, has proph- esied for itself an increase in growth to one million population within ten years from the canal’s completion. The tonnage which we know is available and which we shall presently exactly ascertain, of coal, iron and steel, brick, lumber, mer- chandise and farm products moving to the lakes; of ore, stone and manufactured articles moving south; assure us that the through and local traffic is abundantly present. The drainage basin tributary to the summit of Route 3, more than four times greater than that on any other route, assures us of abundant water for navigation. And the nec- essary reservoir collecting the surface flow from such an area of more than twelve hundred square miles would effec- tively remove the danger from floods, and might easily be made to contribute to the commercial demands for power and water supply at the cities along the route. HE Riverway will be a National Highway, upon which any person may operate his own equipment. The rate for water transportation will, if you choose, be of your own making, subject perhaps to a trifling canal toll. If you are groaning under a burden of transportation costs, this will be your shining opportunity to lighten the burden. HAT is Asked of You, as assistance in the effort to secure the waterway, 1S an accurate statement, or a conser- vative estimate, of the tonnage which you, your company or your association, has shipped and received, during any fairly representative year, to and from points or territories within a radius of fifty miles on either side of the banks of the pro- posed Central Riverway and the Ohio or Mississippi Rivers and their tributaries, and within fifty miles of the shores of the Great Lakes, the St. Lawrence River and the New York State Barge Canal. Those figures should include traffic which has actually moved via either rail or water. In addition and in separate columns provided, you are asked for a conservative estimate of new or substituted traffic, export as well as do- mestic, which might reasonably originate and move through the riverway, which for reasons of the present prohibitive rail transportation costs may not now so move. The Division Engineer of the War Department has already commenced his preliminary investigations, and the associa- tions promoting the interests of other routes are very far along with their work. Each route must justify every expenditure of Government funds for surveys and construction, upon the single ground of commercial necessity; and that can only be demonstrated by tonnage figures. Without those figures the geographical and physical advantages of the Central Ohio route will avail us nothing. The accompanying form has been provided for those purposes and every report received will be treated in the strictest confidence for no other purpose than a general compilation of similar figures from other sources for submission in a single report to the War Department. [9] In your own interests and those of your community and in the interests of every other community along the route, you are urged to give this your early and earnest attention, assembling and submitting your figures to the Vice-President for your district, and he to the Secretary of this association with all reasonable dispatch. The name and address of your district Vice-President and of the other officers of the associa- tion will be found at the conclusion of this prospectus. In helping them you will be helping yourself. [ 10 ] Look at the Maps MAP No. 2 Compare: The direct Central Riverway (Route No. 3) with the circuitous Miami and Erie Canal (Route No. 4): The Summit Level Water Supply Directly Available: On the Central Riverway - 1,230 Square Miles On the Miami and Erie -~ - 260 Square Miles Notice: The low narrow divide on the Central Riverway, requir- ing a cut of only nine miles to unite the headwaters of the Sandusky and Scioto Rivers into a navigable reservoir forty miles in length. The possibilities of such a reservoir for flood prevention and the generation of water power. Estimate: The cost of canalizing the Scioto and Sandusky Rivers, forming the Central Riverway. And then the cost of exca- vating almost an equal distance along the Miami and Erie Canal Route. Read: “The Ohio Water Problem.’ Chapters I and VIII. Ohio State University, Engineering College Bulletin Number 15. [ 12] O O Ann Arbor JACKSON e} Adrian TOLEDO fe pivER 658 ) Defiance BLANCHARD piveR SPRINGFIELD CINCINNATI On% Ke CHART SHOWING DRAINAGE BASINS DIRECTLY TRIBUTARY TO SUMMIT LEVELS SCALE OF MILES ° 0 20 30 40 so BOUNDARIES OF DRAINAGE BASINS THUS sernnte 0.2 (0) | DETR "PR \ (he iE LAKE Y | S? CLAIR \) —— ——7 Wyandotte fi Monroe CLEVELANDY . " wrang~AS Fostoria fe} O Findlay ih Als NK >, Od “>, Massillon Nt Maen, » MANSFIELD 89 CYMARION =| HY 2 = G oe » “SCApawas PR. —————— Coshocton 5 EN ee @ NEWARK ce) coLumBus & a) et & LancaSter Circleville 6 - Ane 9 ), Shean d f° PORTSMOUTH Oy. 7 _\\ C © HUNTINGTON | : ” tes : K-~ 1 ova J EXPLANATION SA CHARLESTON PROPOSED ROUTES =*" IMPROVED RIVERS === , EXISTING LAKES GS 6 PROPOSED RESERVOIRS alt Ys FLOOD PREVENTION. “bouisa} FIGURES GIVE HEIGNTS ‘ OF WATER SURFACES P: ABOVE SEA THUS 483 + MAP No. 3 Compare: Distances from Lake Erie to Kenova, W. Va. Miami and Erie Route Central Route 404 miles 288 miles Elevations above sea-level at summits: Miami and Erie Route Central Route 940 feet 890 feet Consider: The movement of coal from West Virginia and Eastern Kentucky fields to Lake Erie, and ore from the Lakes to the Ohio River: Over the Miami and Ere route, coal must be lowered 57 feet from Kenova to Cincinnati; lifted 499 feet to summit level, and lowered again 367 feet to the lake. The total rise and fall resulting is 923 feet in a distance of 404 miles. Ore Southbound would reverse the operation. Thus the round trip for loads and empties produces a total rise and fall of 1,846 feet in a distance of 808 miles. Via the Central Riverway the same coal would drop 15 feet to Portsmouth; would be lifted 407 feet to the summit level, and lowered 317 feet to the lake, with the reverse for ore. Here the total rise and fall is 739 feet over a distance of 288 miles, producing for the round trip a total rise and fall of 1,478 feet in a distance of 576 miles. Notice the Result: For the movement of that vast tonnage of coal and ore the Central Riverway distance is 232 miles shorter with 368 feet less rise and fall, per round trip. Estimate: The additional construction and operating costs, and the delays to traffic. Read: Professor Sherman’s article in the Ohio State Engineer of May, 1919. ; [15] MIAMIAND ERIE ROUTE Summit feted 940 feet above sea. 498 feet above sea leve/ i Ohio River level at Gncinnatr T oe ee 1 1 0 40 miles imi. 253mi. 278mi i i = 1 KENOVA,WVA. PORTSMOUTH CINCINNATI (Entrance to Coal Fields.) COMPARATIVE PROFILES CENTRAL ROUTE Summit Level 890 feet above sea. 40miles LAKE ERIE Elev. 573 ! t ! 185 mi. i. 288mi. 318mi. KENOVA,W.VA. py ess (Entrance to ‘ORTSMOUTH COLUMBUS 1 TOLEDO Coal Field: icles) LAKE ERIE 0) 40 miles 288 mi — r ie 1 he KENOVA, W VA PORTSMOUTH COLUMBUS PORT CLINTON TOLEDO DETROIT EXPLANATION All elevations are in feet above mean sea-level at Sandy Hook, N-Y. Distances are taken from U.S.Geological Survey maps from Lake Survey charts,and Army Engineer reports. The profiles herewith do not show the exact number of locks nor lengths of levels obtainable except at the sum- mits. They show correctly the elevations to be overcome. Bet! Level 940 feet above sea. 25 miles ae nonnatt 253mi. 278mi. E PROFILES t above sea. eae Ce -3/7 - >] LAKE ERIE Elev. 573 1 318 mi. | ni. 288 mi. PORT CLINTON TOLEDO LAKE ERIE —= 288 mi. nani PORT CLINTON DETROIT M oa eee vase Wa s Sf Qt | Fle. 573 above sea. TOLEDO DETROIT EXPLANATION All elevations-are in feet above mean sea-level at Sandy Hook, NLY. Distances are taken from U.S.Geological Survey maps from Lake Survey charts, and Army Engineer reports. The profiles herewith do not show the exact number of locks nor lengths of levels obtainable except at the sum- mits. They show correctly the elevations to be overcome. What. The Central Riverway will do tor Your Community Advantages of the Central Riverway To Detroit All water-front plants could receive West Virginia and East- ern Kentucky high-grade coal, 25c to 50c per ton cheaper than is possible by any other water or rail route. The Detroit city waterworks, gas and electric light plants are on the water-front, and can receive their coal cheaper by the Central Riverway than by any other means possible. If city docks are provided, all private consumers in the city may have the smokeless coals of West Virginia and Kentucky motor-trucked to them direct. Detroit uses annually about 7,000,000 tons of coal exclu- sive of its water-front plants. Water-front plants along the river in and near the city use nearly 5,000,000 tons more. All this great tonnage (12,000,000 tons annually, which is rapidly growing) will be directly affected and its cost cheapened by the Central Riverway. The Central Riverway will reduce coal costs in Detroit be- yond all other means that are possible. Toledo It is 85 miles shorter from Toledo to the coal fields via Central Riverway than by the next nearest route—the pro- posed Miami and Erie canal-route—a saving to each barge of 170 miles per round trip. Each coal barge would require to be locked up and down a total vertical height of 923 feet via Miami and Erie route between Kenova and Toledo. Only 739 feet of lockage is required on the Central Riverway. Besides this, the wide waters of the Central Route will afford greater barge speeds than will be possible on the neces- sarily restricted channels (outside of Maumee River beteewn Toledo and Defiance) of the Miami and Erie Route. [ 20] The result 1s Kentucky and West Virginia coals can be put into Toledo via the Central Riverway 25 to 50 cents per ton cheaper than is possible by any other route on water or rail. Fort Wayne, South Bend, Chicago If the Maumee River is to be improved and a canal built from Fort Wayne to Chicago, the Central Route is the only feasible route that has sufficient water supply to take care of future growth of traffic to Chicago and the points named. The Chambers of Commerce of Ft. Wayne, Elkhart, South Bend, Michigan City, Gary, Indiana Harbor and Chicago should support the Central Route for the above reason. It affords their best opportunity to secure most cheaply the high- grade coals of the Eastern Kentucky and West Virginia region. Five million tons of this coal are now shipped annually to Chicago, and the amount is increasing. Sandusky Can receive coal from Kentucky and West Virginia at 20c to 30ce cheaper than by any other possible way. The Central Riverway would connect directly with Sandusky via Sandusky Bay. This would make the whole Sandusky Bay region one of great potential possibilities for manufacturing. Fremont Would take about the same rate as Sandusky on high- grade coal for domestic use, that is, a rate 20c to 30c less than possible on coal shipped in any other way. Water Power: The 32-foot falls in Sandusky River at Fre- mont would be converted into a valuable water-power project, because the flow of Sandusky River would be completely regulated by the reservoirs used for navigation purposes. Floods: The project would banish floods from the city for the same reason that water-power would be furnished, namely, the river would be completely regulated. [21] Tiffin This city would be completely relieved of floods. Nine- teen lives were lost here in the 1913 flood. Coal costs: The fine steam and domestic coals of West Virginia, would be reduced at least 20c per ton. Water Power: There is one of the finest water projects in the State near Tiffin. From the city north, five miles, the Sandusky River drops 72 feet. The regulation of the river by the reservoirs up stream would make one of the finest water-power projects in the State, possible at this place, where cheap power is needed because of its distance from the coal fields. Marion In midsummer of 1915 more than 25 square miles of very fertile land just west of the city was flooded and the crops ruined. The Central Riverway affords the only means of relieving this territory. It would furnish an outlet for floods into the great reservoirs to the north where such flood waters would be stored for power generation. Coal could reach Marion 15 cents per ton cheaper than by any other means possible. It would make Marion a splendid manufacturing center not only because of cheaper coal and an immense water supply for all time, but also be- cause of the splendid waterway outlet for shipping cheaply the steam shovels, dredges, road machinery, and other heavy articles now manufactured at this center. Columbus The benefits to this city would be wide and far-reaching. It is at present threatened with a water-shortage because of the insufficient supply of water now impounded by the storage dam on the Scioto 6 miles above the junction of the Olentangy. The summit-level reservoir of the Central Riverway would impound 40 times the quantity of water now impounded at the storage dam. [ 22] Flood damage would be completely eliminated from the city and the river changed into a pleasant stream through- out the year, with barge traffic proceeding over what now is a filthy low-water flow in summer. The river front throughout the city, instead of a place to be shunned as it now is, would be converted into desirable manufacturing sites, owing to the regulated water-supply and the practicability of receiving barges of coal and of iron ore directly at the plants, on the water-front. The great limestone quarries at Marble Cliff would secure a direct outlet to the blast furnaces in the Southern Ohio district and along the lakes. Circleville This city les in the most fertile valley of the State. No other valley in the United States deserves flood protection more than does the valley of the Scioto from Columbus south. It lies in the heart of Ohio, rapidly becoming one of the great- est industrial and manufacturing states in the country, and its great agricultural products will have ready access by water to all cities north as far as Detroit, and to all cities south along the Ohio River. The Central Riverway would reduce floods and furnish cheap transportation for the agricultural products of the fer- tile Scioto valley. Chillicothe In addition to the advantages named for Circleville, the following advantages would result to Chillicothe: For water supply for navigation purposes on the Scioto, a reservoir would be constructed on Paint Creek at Mackerly’s Bend. This is an ideal place for a reservoir not only for fur- nishing water supply for navigation at low-water stages in the Scioto, but also for flood protection for the fertile Paint Creek valley between Mackerly’s Bend and the Scioto, and for water-power development. [23 ] If the citizens of Chillicothe will cooperate with the Na- tional Government it would result in uniting the steam-power plant in the city as an auxiliary with a water-power plant on Paint Creek to form one of the best power-development proj- ects in Ohio, available alike for the uses of the citizens of Chillicothe, and for light and power at the adjacent United States post, Camp Sherman. It must not be forgotten that the Central Riverway would furnish cheap transportation for both Chillicothe and Camp Sherman to points north on the Great Lakes, and to points south up and down Ohio River between Pittsburgh and New Orleans, when improvements now being made on the Ohio River are completed. Portsmouth When barges, proceeding north with coal to Lake ports, return, they could bring iron ore and limestone south at cheaper cost than is possible by rail. The Central Riverway would tap three Lake ports at which iron ore is receeived—Huron, San- dusky and Toledo. No other waterway between Ohio River and the Great Lakes has such lake terminal possibilities as the Central Route. In addition, and in contrast to all other routes across the State, the Central Riverway lies in a limestone gorge for 30 miles from Columbus north. In this region are the greatest limestone deposits in Ohio, available for shipment south to all Ohio River points. Paving and fire brick and similar heavy wares could be shipped directly by water without transshipment from Portsmouth to Toledo, Detroit and other points north which are destitute of clay-ware raw materials and plants. Ironton, Ashland, Huntington, Charleston All these cities could receive Lake Superior iron ore by the Central Riverway cheaper than is possible by any other way, either rail or water. [ 24 ] All clay-ware manufacturers in the regions of these cities, such as brick, cement, and other similar products, could be shipped cheaply by water to northwestern Ohio and southern Michigan points, regions which are destitute of clay and clay products. The Coal Fields Coal loaded at the tipples along the Kanawha and Big Sandy Rivers could be delivered in the original barges with- out transfer direct to the water-fronts at Detroit, Toledo, San- dusky, Fremont, Tiffin, Marion, Columbus, Circleville, and Chillicothe, at rates ranging from 10c to 50c per ton cheaper than by rail. Tank boats loaded at the refineries in the oil fields could ply to all lake ports, greatly reducing transportation costs. Farm Lands Along the Lower Scioto The valley of the lower Scioto is one of the most remark- able in the country on account of its peculiar geological his- tory. It stretches like a broad level floor a mile and a half wide from Columbus to Portsmouth, a distance of 100 miles, dropping only 200 feet in this distance. Practically the whole valley floor of 100,000 square miles is under water in time of high flood. Much damage was done by depositing sand and gravel on this level floor by the extremely high flood of 1913. The Scioto-Sandusky riverway would reduce these flood damages and improve this whole rich agricultural region, by diverting a large portion of headwaters into Lake Erie, by supplying navigation water through the summit level, and by holding back the waters of lower tributaries for power and other purposes. All these works would unite not only in re- ducing floods throughout the fertilest valley in Ohio, but would also furnish a modern waterway throughout the entire valley, giving outlet north and south to its bountiful crops. [25 ] In General The Central Riverway offers the following benefits superior to all routes: 1. A waterway costing less per mile and having greater transportation capacity than the completed Erie barge canal across New York State. 2. Lying directly on the route between the greatest known ore and coal deposits in the world. 3. Protecting from floods a far more valuable agricultural region than does any other project. 4. Securing necessary flood protection to all cities throughout its 248 miles of length. 5. Securing for the future, water supplies for industrial and municipal purposes to all communities along the way which otherwise will be at much ultimate expense for such supplies. 6. Using a larger proportion of natural (river) channels permitting greater barge speeds. (Restricted canal channels necessitate slower movement of traffic). 7. Its reservoirs lie directly along the route and would form 50 miles of the navigable waterway. [ 26 ] Will It Pay? HE Central Riverway would have a greater transport- ing capacity than the New York Barge Canal which cost $150,000,000 before the war. It also has far greater traffic immediately in sight, for it connects directly the two greatest raw material regions in the world. The Central Riverway is therefore worth more as a transportation route than the New York Barge Canal. In addition the value of the ultimate project to farm lands alone will exceed two million dollars. Flood protection to the cities between Portsmouth and Sandusky should be worth ultimately $20,000,000. The value of water power along the ultimate route should reach $5,000,000. Water made available for municipal and industrial uses should exceed five million in value. The saving in bridges to rail- roads and counties in combined future maintenance, and sav- ing in future construction, should be worth two million or more. In addition, the value of all other miscellaneous pur- poses served, remains to be computed and added. [ 28 ] The Central Riverway is the Best Conservation Project in the United States Because: THE CENTRAL RIVERWAY It is the greatest and best Conservation Project yet pro- posed in this country, because: It is the most direct route between the two greatest raw material regions in the world. It joins most directly, by cheap transportation, the popu- lous regions of four states. It joins the two greatest waterways in the country. It is the best transportation route between the St. Law- rence and Mississippi basins. It affords more cities protection from floods. It drains more swamp lands. It furnishes more water power. It supplies more cities with water for industrial uses. It relieves more agricultural land from floods. It offers the least engineering difficulties of any route be- tween Lake Erie and Ohio River. It crosses the divide at the lowest elevation. It has the greatest summit-level water supply directly available. It has the most wide-waters, allowing greatest barge speeds. It requires no specially designed equipment. It offers the most wide-spread benefits. It will cost least for the benefits produced. The Central Riverway with locks 56 feet wide, 10 feet deep, and 400 feet long, would permit all Ohio River barges now in use, to proceed directly to Toledo and Detroit. The Central Waterway is not a canal, it is a riverway. It uses river channels conserving the floods and turning the streams themselves into public servants. It is the greatest conservation project that has yet been proposed in the United States, excepting none. It can be put through by cooperation of State, United States and local communities. [ 30 ] THE GREAT LAKES AND OHIO RIVER WATERWAYS ASSOCIATION. President Henry A. Williams, Columbus, O. Vice-Presidents 0 LESS Se a Ashland, Ky. MeN EVENLY os.os cscs vs scaocecectis ockasassndvvcn Sedacdcdiorsdant Bluefield, W. Va. Bea E RECEP ESC IN ccc csesessss vaccssgascosoncesencdevscaocarencdascantanesd Chillicothe, O. BE ERT eM MS PERT EDD 6... kdl acts esnsoasscondcsecdestoniencctecenece Circleville, O. LES NECA LAT Charleston, W. Va. RR has yasissecl ecient kaciesscnsdantideunsnincs Delaware, O. ta 16 EC Detroit, Mich. DELO TULANY oe cdcscervactosccsecaisd ancchidcasardy aanamrvce Fremont, O. BEY PINGS osc ccrcscicesssrersccccsionccnnrmocsonns Huntington, W. Va. EE EE PRTI TONE oo ooo. oeeaccaccseiaceiccccansccvercxiccrdergreesemco(actac Ironton, O. TMCS oa secasssastvvsaesiasastsecnsissvastenscees Marion, O. PRET Pre ENC TEL IVEAIN ccc csnteccanseecaccezvnssonen Paintsville, Ky. BI GON ORE CL EAN chess cciecionsssessssascseseceaideaisscaccbosoed Portsmouth, O. CO cseisceriaesyeinrtersarrnciiatentninse Sandusky, O. MeN er AUN AL SOTK 5 ccc cencsescascaccccccanscaatintssdasiaisedbors Tiffin, O RE oe ca cnneec Toledo, O. ae ha caus ccancarleniesaontcghachcatnf cece Upper Sandusky, O OLS DO) a cr Waverly, O. SL ace posi ssaces opeacesiganicncinseatnnion Williamson, W. Va. James T. Daniels, Secretary CARE OF Columbus Chamber of Commerce, Columbus, Ohio. PROCTER & COLLIER PRESS CINCINNATI A 0 o “ © ” 9 z ° 2) z w Q MCL HE393.503G7 CONCERNING THE CENTRAL RIVERWAY AND ITS , a Ro ee ? 7