necessitate a guard lock between Broad Island and Grande Island, with an embanked channel and regulating works at Thorn Island; also, dredging from Thorn Island to Prisoner Island in order to care for the heaviest floods and winter conditions.

This plan contemplates a 30-foot channel for $55,000,000 with a very easy power development at a later date at a cost of $125,000,000, or at a total of $180,000,000.

It seems likely that the demands for power will be so great by the time that this project will be completed that it will pay to embark on the second scheme of development rather than the first.

The Third Division of construction is the deepening and widening of the channel through Lake St. Francis. It is a distance of 28 miles and a channel 450 feet wide by 30 feet deep is estimated to cost $1,820,000.

The Fourth Division (Plate IV) of the development, known as the Inter

Div. 4- Lower Dam

national section of power development, comprises a distance of about 50 miles between Cornwall and Prescott.

The scheme that will probably be used is known as scheme "B" in the International Joint Commission's report which provides for the least amount of land inundated. This scheme calls for a two-stage power development making the total amount of land inundated 6000 acres.

The lower dam and power houses will be located between the lower end of Barnhart Island and the mainland on the Cornwall side intersecting Lock No. 20 of the present Cornwall Canal some three miles above the village. Another dam in this series is to cut off the main Long Sault Rapids and is located at the upper end of Barnhart Island to a point near the lower end of Long Sault Island.2 The third dam

2 The investigation of foundations by tunneling under the river was being carried out by U. S. Engineers in the summer of 1925.

will regulate the flow to the Massena Power Canal and connects the upper end of Long Sault Island with the eastern shore.

It will be necessary to carry out considerable dredging and enlarging of the channels in order to care for the volume of water at the several points in this portion of the development. The cut at Polly's Gut must be enlarged in order to care for the swift water and to lower the velocity of the river on the north side of Cornwall Island. A large amount of earth and rock removal are necessary at the Barnhart development; also, the channel must be widened and deepened between Shiek Island and Barnhart Island to bring full delivery to the forebay of the power house. An additional channel and control dam will be placed near the lower portion of Long Sault Island to care for extreme high water and to divert the flow during construction of the Long Sault dam. The proposed waterway channel necessitates a large amount of dredging to be carried out on the north side of Cornwall Island from the upper end of St. Regis Island to a point just southeast of the village where Lock No. 7 will be located. This lock will carry the level to elevation +200 feet. The canal will continue overland for about three miles to Lock No. 8, which will have a life to elevation +210; again continuing in a straight line to the stillwater north of Shiek Island which is created by a dam from the lower end of Shiek Island to the mainland and a dam which already exists from the upper end of Shiek Island to the present Cornwall Canal embankment. From this point to Morrisburg (Plate V), it is practically open water, but it will be necessary to do some dredging between Weaver's Point and the entrance to Lock No. 9 which will be located about a mile west of the village. A dam will

be built at this point from the mainland to Ogden Island, from Ogden Island to Clark Island, and from Clark Island to Murphy Point. Two power house developments will be located on either side of Clark Island, while the sluiceway and spillway will be in that portion of the dam that crosses the main section of the river. The Morrisburg dam raises the elevation to +242 feet, thus creating stillwater with only the proper amount of gradient from Morrisburg to Lake Ontario. Some dredging will be necessary above Morrisburg in order that the full amount of water may be easily discharged under a low velocity as it is now being discharged under the high velocity of the rapids. The total amount of water power developed at Barnhart is 1,250,000 horsepower and at Morrisburg 600,000.

The total cost of this division including power, 30-foot navigation and all damages, is estimated to be $212,000,000.

The Fifth Division, from Chimney Point to Lake Ontario, is 651⁄2 miles long, with a fall of about one foot. The channel is deep and wide, having a minimum width of about 500 feet through the Thousand Islands. A few points of rock found above grade of 30foot channel can be removed for an estimated cost of $100,000.

The total improvement, as outlined, is estimated to cost about $539,000,000, of which about $125,000,000 is chargeable to navigation, and $414,000,000 to power, averaging about $100 per horsepower developed.

REFERENCES

St. Lawrence Waterway-International
Joint Commission Report.
Ontario Hydro-Electric Power Commission
Report.

Report on Structural Materials along the

St. Lawrence River, Department of
Mines, Canada.

HE President appointed a Commission March 14, 1924, to advise upon the development of a shipway from the Great Lakes to the sea. He named the following men to the Commission:

Herbert Hoover, Chairman
William C. Brood of New York
James P. Goodrich of Indiana
James E. Davidson of Michigan
Charles L. Allen of Massachusetts

James R. Howard of Iowa

James P. Noonan of Missouri
Stephen B. Davis, Counsel

Charles P. Craig, Executive Secretary

In 1919, the International Joint Commission between United States and Canada made an investigation of the proposed river improvement between Montreal and Lake Ontario, setting forth its conclusions and recommendations in a report under the date of January 6, 1922. That Commission endorsed a plan for improvement of the St. Lawrence River and recommended that further study be made of the economic and engineering features. Therefore, in accordance with this recommendation a Commission was appointed by the President and a similar one by the Canadian Government known as the National Advisory Committee of Canada. It was agreed by the two governments that a Joint Board of six engineers should be created and a complete survey be made.

By the Rivers and Harbors Act, approved March 3, 1925, an item of $250,000 for this survey was allotted and the Board of Engineers of the United States Army were directed to make the examination.

The Department of Commerce, at the request of the Commission, undertook a full examination of the economic questions involved and its report was completed and transmitted in January, 1927.

All this data together with numerous studies on the part of the members of the Commission have brought it to the following conclusions:

1. The construction of such a shipway from the Atlantic to the Great Lakes, as is proposed, will be of great economic benefit to the lowering of present transportation costs to the interior of the continent and particularly to the region around the Great Lakes. This territory embraces the following states: Ohio, Indiana, Kentucky, Illinois, Iowa, Missouri, Kansas, Nebraska, North and South Dakota, Montana, Wisconsin, Minnesota, Michigan, Michigan, Pennsylvania and New York. It also includes a large part of Canada.

More than forty million inhabitants not only gain their livelihood from the basic industries within this territory, but produce a large surplus both from agriculture and manufacturing.

The building of the Panama Canal brought the eastern coast nearer to the western in cheaper rates. But the gain was of much greater advantage to the eastern coast region than to the interior.

If we take for illustration the cost in cents carrying a ton of staple goods at the present rate, using the cheapest route, we find that previous to the war, New York was 1904 cents away from

San Francisco, while it is now only 1680 cents. Chicago, which was 2610 cents away from the Pacific coast before the war, is now 2946 cents away. In other words, Chicago has moved 336 cents away from the coast, while New York has moved 224 cents nearer.

Similarly it can be shown that Chicago has moved about 594 cents away from the markets of the Atlantic Seaboard and South America. This same ratio applies to other mid-western points.

The increases in rates have affected this section from 6 to 18 cents per bushel upon grain, while similar increases have not taken place in competing countries, which have greater access to the seaboard. Hence, this deduction of freight rates comes out of the mid-continent farmers' receipts. The effect of completing such a shipway as the proposed St. Lawrence improvement would be to gain a substantial reduction in the cost of transportation, and would be a direct cause for raising the price levels of all grain in the lakes transportation area.

Other industries would be affected by the same type of economic reaction. It has been estimated that the returns in a single year to the farmers would equal the capital cost of the waterway. 2. There are three different routes proposed:

(a) The reconstruction of the present canal from Lake Ontario to the Hudson, using the new Welland Canal now under construction by the Canadian Government to connect Lake Ontario and Lake Erie. The United States has treaty protection in equal treatment in the use of the Welland Canal.

would duplicate the Welland Canal.

(c) By using the St. Lawrence River under joint agreement with Canada.

3. Depth of Shipway. It is proposed to build all permanent structures for a depth of 30 feet, but to make the connecting canals only 25 feet, as that draft will at present admit 88 per cent of all ships entering American ports.

The capacity of this canal is estimated at 30,000,000 tons per year if a single chain of locks is used. This capacity can be increased to almost any desired amount by constructing parallel locks.

4. The Department of Commerce estimates the following tonnages by

5. The United States Engineers report of December 6, 1926, estimate the cost of construction of a ship canal: Lake Ontario-Hudson route, $506,000000; All American route, $631,000,000; St. Lawrence route, $123,000,000 to $148,000,000, depending upon the quantity of hydro-electric development. The All-American or Lake Ontario-Hudson routes would not develop power.

6. The development of the St. Lawrence for power is inevitable. Complete development will give about 5,000,000 installed horsepower of which 2,250,000 horsepower lies in the international section. It is profitable to develop this river for power, and this would eventually create a shipway even though the other routes are undertaken.

7. The requirements for power by the Province of Ontario, New York