1175 10 13636 https://digitalcollections.lakeheadu.ca/files/original/ec936570387bc673903f37d3834d538b.pdf 4e7b54b37d2a52af0026defc04fd4f88 PDF Text Text ���������������������� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource The Society of Directors of Municipal Recreation of Ontario Newsletter, Summer of 1971. Subject The topic of the resource Recreation Description An account of the resource The Society of Directors of Municipal Recreation of Ontario (SDMRO) Newsletter, Summer 1971. Subjects Include: Fellowship Papers, Recommended Reading List, and Offices of the Addiction Research Foundation of Ontario. Creator An entity primarily responsible for making the resource The Society of Directors of Municipal Recreation of Ontario Date A point or period of time associated with an event in the lifecycle of the resource 1971 Language A language of the resource English https://digitalcollections.lakeheadu.ca/files/original/0f01f1a4bf4ce658e70b11ed72f9d2f7.pdf ba173d10f31a2cfd3306b815d07d06a7 PDF Text Text ���������������� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource The Society of Directors of Municipal Recreation of Ontario Newsletter, Volume III No.7, 1970 Subject The topic of the resource Recreation Description An account of the resource The Society of Directors of Municipal Recreation of Ontario ( SDMRO )Newsletter, Volume III No.7, 1970 Creator An entity primarily responsible for making the resource The Society of Directors of Municipal Recreation of Ontario Date A point or period of time associated with an event in the lifecycle of the resource 1970 Language A language of the resource English https://digitalcollections.lakeheadu.ca/files/original/8565a4d4fd058014ee5ec66c7b570fc1.pdf e4d319e72d18b3b376599351a87c5107 PDF Text Text ������������������ Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource The Society of Directors of Municipal Recreation of Ontario Presidential Newsletter, November 1972. Subject The topic of the resource Recreation Description An account of the resource The Society of Directors of Municipal Recreation of Ontario ( SDMRO ) Presidential Newsletter, November 1972. Subjects Include; Ontario Recreation Society, Meeting Notes from the Ministry of Community and Social Services, and Meeting Notes from the Ontario Municipal Recreation Association. Creator An entity primarily responsible for making the resource The Society of Directors of Municipal Recreation of Ontario Date A point or period of time associated with an event in the lifecycle of the resource 1972-11 Language A language of the resource English https://digitalcollections.lakeheadu.ca/files/original/809b79c1ea409cf88fd17dfab095c598.pdf 57282f2bb8d11905a7c5c406e07479d8 PDF Text Text THE ST. LAWRENCE SEAWAY AND THE LA�EHEAU HARBOUR Canada's Mid-continental Seaport by R. B. CHANDLER, B. A. Sc., P. ENG., M. E. I. C. CHAIRMAN - LAKEHEAD HARBOUR COMMISSIONERS �THE ST. LAWRENCE SEAWAY AND THE LAliEHEAD HARBOUR Canada's Mid-continental Seaport by R. B. CHANDLER, CHAIRMAN - B. A. Sc., P. ENG., M. E. I. C. LAKEHEAD HARBOUR COMMISSIONERS JANUARY, 1962 �LAiiEHEAil HARBOUR COMMISSIONERS PORT ARTHUR ONTARIO FORT WILLIAM T R. B. CHANDLER. P. ENG. CHAIRMAN L. C. IRWIN D. B. MCKILLOP. P. ENG. VICE-CHAIRMAN G. F. McDOUGALL J. E. YOUNG �LOOKING back into Canadian History we find that Jacques Cartier, the venturous sailor of St. Malo, France, penetrated the St. Lawrence River basin as far west as the Lachine Rapids in the year 1 5 3 5. It "·as not until 1608, however, that Samuel de Champlain established the first French settlement in Canada on the St. Lawrence River at Quebec. Later in 1634 he landed at Montreal, to be followed by Maisonnetn-e in 1642, who is credited with laying the foundations for that great metropolis. J History has recorded the names of many adventurous explorers, missionaries and fur-traders who played a part in the advancement of civilization along our great inland waterway. The names of Frontenac, Marquette, Dulhut, La Salle and many others stand out for the contribution each made to the prosperity of Nevv France by extending her influence westward in Canada. Since these earlv davs the establishment of a trans-Canada transportation system that ~vould serve the purposes of quick, easy, economical despatch of incoming and outgoing commodities for the Canadian people, has been the concern of succeeding administrations. The utilization of the St. Lawrence Seaway, as we know it today, provided a water route from the Atlantic Seaboard to the head of Lake Superior. From this point on down through the years, the canoe, the wagon train and the railroad, each in their day, have served to complete the marvelous chain of transportation facilities which has stimulated immigration, given us Dominion status, and lifted our country to a high place in world affairs. Th:! St. Lawrence Seaway Authority-This view of the area of St. Lambert Lock is in the dhection of the entrance to the St. Lawrence Seaway. From the M,;1ntrea! Harbour, 1,000 miles from the Atlantic Ocecn, sh"ps enter the Seaway and, using it and the Great Lakes Channe!s, may sail ano'i'h ~r 1200 mi:es into the heart of the North American contine11t. r1,.~,.,., Cn•,rtew of St. Lawrence Seaway Authority �Canada is an to a large measure forests, our mines, goods available for exporting nation and our national economy depends on our ability to sell at a profit the products of our our wheat fields, and the surplus of manufactured export. This has been the goal of individuals, corporations, provinces and our national government since the first settlements were established. To this end, the progressive deepening and improvement of the St. Lawrence River and the interconnecting channels of our Great Lakes system has been given priority on numerous occasions in our national undertakings. LOCK DATA DIMENSIONS NAME Width I. 2. 3. 4. 5. 6. 7. St. Lambert ·----------------- ---Cote St. Catherine ____________ Lower Beauharnois ____________ Upper Beauh arnois ___________ _ Snell ·------------------------------Eisenhower ______________________ Iroquois ____________ ·-· ____________ _ 800' 800' 800' 800' 800' 800' 800' so·· 80' 80' 80' 80' 80' 80' NORMAL LIFT Depth Over Sill 30' 30' 30' 30' 30' 30' 30' 13' to 20' 33' to 35' 38' to 42' 36' to 40' 45' to 49' 38' to 42' 0.5' to 6.0' Improvement in Canal Construction on St. Lawrence and Great Lakes Channels 1779 to 1932 The controlling channel depth is 2 7 feet. The initial recommended vessel dimensions established by the St. Lawrence Seaway Authority were: length- 715 feet, beam 72 feet, maximum draft 2 5. 5 feet. Later the vessel dimensions were increased to length-730 feet, beam 7 5 feet, draft 2 5. 5 feet maximum, and these are the present day maximum permissible for St. Lawrence Seaway locks. ST. LAWRENCE RIVER CANALS THE WELLAND CANAL The first \Velland Canal between Lake Ontario and Lake Erie, completed in 1829, consisted of 40 wooden locks, 110 feet long, 22 feet wide with 8 feet of water over the sills. The first serious attempt to provide proper access to the upper reaches of the St. Lawrence River above Montreal without transfer of cargo was undertaken in 1779. It consisted of a series of three locks with a depth of 2. 5 feet. This initial canal was located between Montreal and Lake St. Francis at Coteau du Lac. The first Lachine Canal on the St. Lawrence River was opened in 18 2 5 with a 5 foot depth. During the years 1842 to 1849 five additional canals of 9 foot depth were constructed on the St. Lawrence River between Lake St. Francis and Prescott which provided proper access to Lake Ontario and the upper lakes. In succeeding years between 18 8 4 and 1901 the St. Lawrence River canal:, were deepened to 14 feet and this was the limiting depth of channel in the St. Lawrence River until the present-day St. Lawrence Seaway with its 2 7 foot channel was opened in 19 5 9. The New St. Lawrence River Canal System The second Welland Canal completed in 1845 had 27 stone locks, 150 feet long, 26½ feet wide with 9 feet depth. The third Welland Canal completed in 1887 consisted of 26 cut stone locks, 2 7 0 feet long by 4 5 feet wide by 14 feet deep. The existing reinforced concrete Welland Canal locks were officially opened in 1932 with a depth of 30 feet. There are eight locks in series, six of dimensions 859 feet long by 80 feet wide. One unit is 8 6 5 feet long and the guard lock at the Lake Erie end of the canal is 1380 feet long. Three lock sections are twin locks in flight permitting rapid movement of two-way traffic. Lifts vary from 4 3. 7 to 4 7. 9 feet with the exception of the Lake Erie end unit which has a maximum lift of 12 feet available to suit variable Lake Erie levels. The connectino channels between Lake Ontario and Lake Erie were deepened to 2 feet under the 19 54-5 9 program of construction to confonn with draft requirements on the new Seaway. 7° These include the following locks listed westward upstream from Montreal Harbour: THE SAULT STE. MARIE CANAL The first Canadian lock at Sault Ste. Marie was built by the NorthWest Company in 1798. The lift was nine feet. It was used primarily for the fur traffic and operated until 1814 when it was destroyed by U.S.A. military action. In 1881 a second lock was constructed by the U.S.A. with a lift of 18 feet which lock accommodated vessels up to 500 feet in length. Page 6 Page 7 Replacing the 14 foot lock system numbering some 2 2 units between Montreal and Lake Ontario, we now have 7 locks in the present Seaway, 2 of which are operated by the U.S.A. and the balance by the Canadian Seaway Authority. �In 1895 Canada built the existing Sault Ste. Marie lock. The lock is 900 feet long, 60 feet wide and 2 2 feet deep. It will not, however, accommodate full draft vessels under present seaway operation. The U.S.A. has built four additional locks to accommodate deeper draft vessels at Sault Ste. Marie as follows: THE POE LOCK-opened in 1896-Dimensions were length-800 feet, width-100 feet, depth-22 feet. THE DAVIS LOCK-opened in 1914-Dimensions were length-1,350 feet, width-80 feet, depth-23 feet. THE SABIN LOCK-opened in 191 9-Dimensions were length- I, 3 5 0 feet, width-80 feet, depth- 2 3 feet. THE MacARTHUR LOCK-opened in 1943-Dimensions were length-800 feet, width-SO feet, depth-31 feet. In addition to the above facilities the U.S.A. is remodelling the former Poe Lock to the following dimensions: length-1,000 feet, width-100 feet, depth-32 feet. Completion date is scheduled for 1965. International Authorization to Proceed with Seaway Difficult to Obtain Canadians have been vitally interested in the most recent program of improvement on the St. Lawrence Seaway. As early as 1895 the governments of Canada and the U.S.A. appointed a Deep \Vaterways Pictured here is a Great Lakes bulk carrier, a specially designed inland vessel 1 the largest of which are capable of 25,000 tons capacity. They can carry as much as 800 1 000 bushels of wheat which would be approximately the yield of a 40,000 acre farm. The ship is seen in the St. Lambert Lock, near Montreal. Photo Courtesy of the National Film Board Commission to evaluate possible routes from the Great Lakes to the Atlantic Ocean. This Commission reported in 1897 in favour of a deep water Seaway behveen Lake Ontario and Montreal. The report of the Commission was strongly criticized by certain anti-seaway groups in the U.S.A. Congress. In 192 7 the late Frank H. Keefer, K.C., M.L.A., of Port Arthur, one of the staunchest advocates of the proposed improving and deepening the Great Lakes system of navigation to accommodate ocean vessels, prepared for international distribution an authoritative pamphlet summarizing the data gathered to that date by various joint Commissions and Associations. He listed the apparent national advantages and strongly criticized sectional opposition. In 19 3 2 the first real progress was made after some 3 5 years of hard work on the part of advocates of the St. Lawrence development. A treaty designed to provide a basis for the undertaking was drawn up but never ratified. Again in May, 193 7, Mr. Cordell Hull, Secretary of State for the U.S.A., put forward a proposal for the settlement of problems affecting the entire Great Lakes Basin. Mr. Hull submitted a draft treaty for the construction of the deep waterway project, to include the development of power in the International Section of the St. Lawrence River between Cornwall and Prescott. Discussion of the Hull proposals were speeded up following the outbreak of war in 1939; was carried on in 1940 and on March 19, 1941, an agreement was signed at Ottawa. However, this agreement was not ratified by the U.S.A. Again in 194 7 progress was recorded when the Canadian Secretary of State for External Affairs on April 24th stated in the House of Commons as follows : "The Canadian Government was recently approached by the United States authorities regarding the possibility of reaching agreement in principle that the Seaway be made self-liquidating through an agreed system of tolls the details of which could be worked out at a later date. The Canadian Government has now concurred in principle with the proposal to make the St. Lawrence Seaway self-liquidating by means of toll charges subject to conclusion of arrangements satisfactory to both Governments for the implementation of this principle." In December, 19 5 I, Canada passed an act to establish the St. Lawrence Seaway Authority for constructing, maintaining and operating, either wholly in Canada or in conjunction with the U.S.A., a deep waterway between the Port of Montreal and Lake Erie. Later in this year Canada informed the U.S.A. that, if a joint project could not be agreed upon, then Canada was prepared to proceed with an all-Canadian development. Page 9 �In May, 19 5 3, the U.S. Congress finally passed the Wiley-Dondero Act authorizing an American agency to build the navigation facilities required in American territory in the International Rapids sections. Court injunctions filed by opposing U.S.A. groups against proceeding with the power development were successfully lifted by the United States Supreme Court on June 7, 19 5 4, and the first sod was turned for the power project on August 10, 1954. Work on the Seaway got underway in September, 1954. Thus a great international undertaking which was first considered in 189 5 and had been under comprehensive study since 1920, finally reached completion in 19 5 9. It had taken 64 years of international study, debate, and joint action to make this possible. Scope of the Work The following work was undertaken to secure a 2 7 foot channel from Montreal to the Lakehead at regulated low water levels on the Great Lakes system: ( 1) The St. Lawrence River between :Montreal and Prescott was improved by channel dredging and the construction of a system of dams and canals to provide a 2 7 foot channel replacing the former 14 foot channel system. The St. Lawrence Seaway Authority-Here at Iroquois, Ontario, is the Iroquois Lock, the most westerly of seven locks built for the St. Lawrence Seaway. The Iroquois Lake, like all Sea-. way rocks, has a length of 766 feet, a width of 80 feet and 30 feet of water over the sHls. Lift of the lock is from six inches to six feet. It was the first major completed structure of the S!?away. Canada has built five of the seven new locks and the Unlted States has built two. This rock provides access between ,the power pool or Lake St. Lawrence, at top, and ·~he Thousand Islands Section of the St. Lawrence River, at bottom, leading upstream to Lake Ontario. On the right; is the Iroquois Dam which controls the level of Lake O11tario. Photo Courtesy of the National Fiirn Board (2) Dredging in the \ Velland Ship Canal to deepen same to provide 2 7 foot in depth. (3) Dredging work now underway in the connecting channels between the upper Lakes Erie, St. Clair, Huron and Superior. (4) New deep draught American Lock at Sault Ste. Marie. ( 5) The construction of a single stage power development at Barnhart Island up river from Cornwall with generating capacity of 2,200,000 H.P. of which Canada and the U.S.A. each receive one-half. ST. LAWRENCE SEAWAY PROFILE Elevation above Sea Level Location St. Lawrence River-Montreal Harbour ....................... . Lake Ontario ............................................................... . Lake Erie ................................................................... . Lakes Huron and Michigan ........................................... . Lake Superior-Lakehead Harbour ............................... . 20.0 246.0 572.0 578.5 602.0 ft. ft. ft. ft. ft. Note-By means of some sixteen lift locks vessels are raised 5 8 2 ft. in negotiating the Seaway between Montreal Harbour and the Lakehead Harbour. COMPARISON OF THE FORMER 14 FOOT CHANNEL AND THE NEW 2 7 FOOT SEAWAY It will be of interest to compare the former 14 foot system of canals, locks, etc. with the 2 7 foot system in operation today. ITEM Former 14· Draft 1. Length in Statute Miles to Lakehead ....................... . 2. Number of Canals ............. . 3. Length of Canals in miles .. 4. Number of Lift and Guard Locks in series ................... . 5. Controlling Depth of Channel 6. Maximum size of Vessel Accommodated ................... . 7. CARGO CARRIED IN TONS ............................... . 8. Sailing TimePrescott to Montreal Present 27' Drnft 1216 8 74 1210 5 55 31 14' 16 27' 253'x44' Beam 730'x75' Beam 3000 Laker 1500 Ocean 25,000 Laker 11,000 Ocean 24 to 26 hours 12 to 14 hours Page 11 �DEPTH OF CHANNEL Generally speaking the safe loaded vessel draft provided for is 2 5. 5 feet. The actual governing depth of water varies in different circumstances. ,vhere the bottom is soft the clearance is less than where bottom is rock. The clearance allowances have been set at O. 5 feet for soft bottom in sheltered channels; 1. 5 feet in exposed channels with soft bottom; 1.5 feet in sheltered channels with rock bottom and 2.5 feet in exposed channels with hard bottom. In addition to the allowances for clearance which must be provided between the draft of the vessel and depth of channel, an allowance must be made for the "squat" of a vessel underway. Based on a speed of 16 to 18 miles per hour, the "squat" allowances which have been adopted vary up to a maximum of 2. 0 feet. THE ST. LAWRENCE SEAWAY AUTHORITY-Pictured here in the International Section of the Seaway, a short distance upstream from the Iroquois Lock, is a Great Lakes bulk carrier, ~·he largest of which are over 700 feet long and 70 feet wide. The bigger lake freighters can carry some 850,000 bushels of wheat. It requires approximately 40,000 acres of farm land to produce such a cargo. These large lake vessels which are considered one of the most economical form of transport in the wor:d are now able to come all the way down to Montreal from the Lakehead for the first time. Until the opening of the Seaway on April 25, 1959, this type of vessel could not reach Montreal with its cargo because of the shallowness of the St. Lawrence canals. Instead its cargo was unloaded at up-river grain elevators which it was picked up by smaller vessels for carriage farther down river for eventual shipment to overseas ports. The elimination of transhipment charges for the handling of the wheat and more economical movement in larger vessels will enable this Canadian product to be sold more competitively in ov~rseas markets. At upper left can be seen a portion of the town of Cardinal, Ontario. Photo Courtesy of the National Film Board Cost of the Seaway The overall cost of the Seaway and power project combined will be approximately $1.3 billions. The cost of the power project was $600 million shared equally by Ontario and the State of New York. The U.S.A. expenditure on navigation facilities in the St. Lawrence River and not including the improvement of upper lakes connecting channels ,, as $1 2 8 millions. Canada has spent $ 3 2 9 millions for navigation projects on the Seaway. The U.S.A. is now deepening all channels above Lake Erie, also has provided a new lock at Sault Ste. Marie and will bear the cost in this regard . The estimated cost of same will be: Detroit River Dredging --------------- --------·-------- $112,000,000 St. Mary's River Dredging -------------------------- 122,000,000 34,000,000 New Lock, Sault Ste. Marie -------------·--- ·--·----Straits of Mackinaw Dredging ___________ ________ _ 8,000,000 Total ______ .. ___ .. ____ ---- -- ---- ---- ---- --.----- --.... - $276,000,000 A fairly accurate detailed estimate of overall cost would therefore be as follows : ITEM Cost to Canada Cost to U.S A. Power Project $300,000,000 Navigation in St. Lawrence _________ _ 329,000,000 Upper Lakes Connecting Channels __ 140,000,000 New Lock at Sault Ste. Marie _______ _ $300,000,000 128,000,000 242,000,000 34,000,000 New Seaway Totals Including Power $629,000,000 $704,000,000 629,000,000 Grand TOTAL NEW SEAWAY cost including Power Development _______ _ $1,333,000,000 Seaway Tolls The Seaway operates a schedule of Tolls for vessels and cargo. These may be of interest. Page 13 �TOLLS (ONE WAY PASSAGE) ITEM Toll Toll Toll Toll Montreal to Lake Ontario Section per registered gross ton -------------------------- $0.04 per bulk cargo ton ---------------------------------- 0.40 per general cargo ton ------------------------------ 0.90 per passenger ------------------------------------------ 3.50 Welland Canal Section $0.02 0.02 0.05 4.00 Statement of Canada's Operating Income and Expense for Seaway The annual operating statement for the year ending Dec. 31, 1960, was as follows: INCOME 1. Tolls assessed including Welland Canal ---------------------------- $8,482,746. 2. Rentals, wharfage & miscellaneous 877,896. $9,360,642. EXPENSES Operation including maintenance and administration applicable to Seaway only _____________ _ $5,908,943. Net operating income prior to interest and depreciation on movable $3,451,699. equipment -----------------------------------Interest on loans plus provisions for depreciation on movable equipment $12,883,387. Net Loss for Year 1960 _______ _ $9,431,688. CARGO TONNAGE CARRIED ON SEAWAY The schedule of tolls was based on an estimated forecast of expected traffic to increase progressively from 25,000,000 tons to a maximum of 50,000,000 tons in 10 years. ACTUAL CARGO TONNAGE through the Montreal-Lake Ontario Section of the seaway was as follows : 1959 ------------------------------------ 20,593,142 tons 1960 ------------------------------------ 20,310,346 tons Registered gross tonnage of the 6809 vessel transits in 1960 was 25,131,200 tons, an increase of 1.4% over 1959. WELLAND CANAL TRAFFIC ACTUAL CARGO TONNAGE 1959 ------------------------------------ 27,536,558 tons 1960 ------------------------------------ 29,249,689 tons Registered gross tonnage of 7536 vessel transits in 1960 was 35,528,265 tons. OVERALL TOLLS ASSESSED IN 1960 St. Lawrence Section To Canada -------------------------------- $7,156,249 To U.S.A. ---------------------------------- 2,956,055 Welland Canal (Canada) -----------------Total Tolls (Canada) ------------------------ View of Welland Canal Locks. Photo Courtesy of St. Lawrence Seaway Authority Soult Ste. Morie Locks. Photo Courtesy of Soult Doily Star $10,112,304. $ 1,326,497. $ 8,482,746. �The Seaway Power Development Regarding the Power project, Ontario and the State of New York share equally the 2,200,000 Horsepower generated. The effective head at the Generating Station is 8 3 feet average out of a total of 92' available on the river upstream to Lake Ontario. Ontario's actual fixed assets in this plant as of Dec. 31, 1960, was $291,390,751. The Federal Government were quick to foresee the necessity of unified administration of the important harbours of Port Arthur and Fort William at the Canadian head of the Seaway. In 1958 an act was passed to incorporate the Lakehead Harbour Commissioners. This act was assented to on September 6, 1958. It provided for the combining of the harbours of Port Arthur and Fort William into one unit to be known as the LAKEHEAD HARBOUR. It established new harbour limits, which, incidentally, take in considerably more shoreline than was originally included in the two units, and provides for future expansion. The Act sets up a Commission of five members to administer the Act. Three of these members were appointed by the Federal Government and one each by the Corporations of Port Arthur and Fort \Villiam. The Economics of the Seaway Project ( 1) Transportation in Canada is primarily East and West. The elimination of the 14 foot draft canals on the St. Lawrence permits through traffic from the Lakehead to lower St. Lawrence River Ocean Ports for the great bulk carrying lake freighters and direct shipment overseas for ocean vessels, with reduced handling cost for all bulk cargo. This eliminates the cost of the former transfer to small canal size freighters of all grain for export. ( 2) It permits also the economical transportation of Canadian iron ore from Quebec and Labrador in large bulk carriers to the steel plants on Lake Ontario, Lake Erie and Lake Michigan. ( 3 ) Rail freight charges on grain from the Prairies to the Lakehead are exceptionally low AND FURTHER SAVIN GS ARE HIGHLY 11\IPROBABLE SO THAT the reduction in carrying charges for export grain due to the Seaway enhances Canada's export position in the markets of the world. ( 4) Quebec. It has created a great reserve of power for Ontario and ( 5) It will permit the utilization of our inland centres for the production of ships of all classes in time of war. The Lakehead Harbour So much for the Seaway-what of the important part the Lakehead cities will be called upon to play in the future transportation requirements of Canada? Page 16 The Commissioners were duly appointed and took office in the spring of 1959. The personnel of the first Commission includes Messrs. L. C. Irwin, J. E. Young and R. B. Chandler, P. Eng., as government appointees and Mr. D. B. McKillop, P. Eng., represents Fort William and Mr. G. F. McDougaJI, the City of Port Arthur. It is interesting to note the diversity of business experience represented on the Commission. Mr. Irwin is engaged in the grain trade as manager of Searle Term ·nal Grain Elevator, Fort William. Mr. Chandler is a retired consulting engineer with experience on water-front development across Canada. Mr. Young has wide experience in rail transportation. Mr. McKillop is the area engineer for Canadian National Railways at the Lakehead and Mr. McDougaJI is general manager of the Port Arthur Shipbuilding Company. Executive staff members appointed to date include Mr. K. McCuaig, Port Manager and Secretary, as of March 1, 1961, and Captain D. A. Beaver, Harbour Master. View of Lakehead Harbour from Mt. Mc:Kay. Photo by Lockwood �No. 7 of the Saskatchewan Wheat Pool has accomplished on its own, loading of a lake freighter with 180,000 bushels of grain in one hour and 550,000 bushels in 41/2 hours. Under favorable conditions this elevator could ship 1,000,000 bushels in 10 hours representing the crop of 50,000 acres of western wheat land. The modern car unloading devices at this plant can receive into the elevator 283 carloads or approximately 500,000 bushels in 10 hours' operation. It is quite evident therefore that the facilities now exUing at the Lakehead Harbour for the movement of grain are without parallel in any other part of the world. MR. K. MCCUAIG CAPTAIN D. A. BEAVER PORT MANAGER & SECRETARY HARBOUR MASTER Mr. L. C. Irwin was accorded the honour of serving as the Board's first chairman. The Act gives the Commissioners wide powers. They have jurisdiction within the harbour limits over harbour-front lands, not including governmrnt property except when authorized by Order-in-Council, or private property, except as provided for in the act. The Commissioners may purchase, expropriate, acquire and hold, lease or sell buildings or property, real or personal, within the harbour required for development, improvement, maintenance and protection of the harbour. The Commissioners will have regulation and control over the use of harbour property. They will have power to construct harbour facilities and sell or lease same. Ultimate Capacity of Seaway The opening of the new deep draft channels with the r:::quired locks in the Upper St. Lawrence River in June, 1959, gave access to Canada's inland waters for a great flotilla of deep sea vessels. It also enabled our largest Great Lakes freighters to proceed direct to Montreal and other lower St. Lawrence River ports. A new era of navigation had dawned for the St. Lawrence Seaway. The connecting channels between Lake Erie, Lake Huron and Lake Superior are now being deepened to provide a 2 7 foot channel extending from Montreal to the Lakehead. This program is scheduled for completion in 1962. When completed, 80% of the world shipping can be accommodated. They may construct or lease railway facilities on harbour lands. All navigation in the harbour is under Commission control and to this end the Commissioners have prepared a comprehensive set of bylaws and general information regarding the control and operation of the harbour, also schedules of port charges which were enacted by Order-inCouncil P.C. 1960-53, dated January 14, 1960. Existing Grain Handling Facilities The Lakehead Harbour enjoys world renown for its ability to handle the western grain crop. The overall storage capacity available will total 106,000,000 bushels by the end of 1961. The potential shipping capacity of its 2 6 terminals has never been taxed to the limit. During the week ending December 7, 1961, the total grain loaded on vessels East-bound to Canadian ports was 20,608,000 bushels or an average of 2,944,000 per day. It is a matter of record that the great Terminal Page 18 British freighter "Manchester Progress" loading grain at Saskatchewan Pool 7, Lakehead. Pho to by Kayd en �New Seaway Terminal at Lakehead The Federal Government has recognized the necessity of augmenting the existing handling facilities in our harbour to provide for the increasing volume of waterborne commodities which it is anticipated will be shipped into and out of the Lakehead Harbour. Population growth in the ,vestern provinces will undoubtedly require an ever expanding flow of commodities to provide their requirements. To meet this situation the Federal Government has undertaken to construct for the Lakehead Harbour a fully modern Seaway Harbour Terminal which when completed should provide quick, easy and economical despatch for the increased traffic through our port. This terminal when completed will cost approximately $8.5 millions. The City of Port Arthur has provided the Government with the site for the new terminal. This site is located on the main harbour. The area to be turned over, roughly 180 acres, lies north of the intercity boundary extending to the McIntyre River outlet to Thunder Bay. It is adequate for docks, buildings, freight storage areas, access roads, parking areas, rail connections and marshalling yard included in the initial project and for future expansion. After establishing these figures, an annual increment of 3 % compound per annum, was added to provide for the normal rate of increase for package freight handled tl1rough the Lakehead Harbour. The present terminal has therefore been designed to meet the anticipated conditions applicable to 19 7 0. So much for the basic design handling data. Let us take a look at the facilities now under construction to handle the forecast tonnages. Terminal Facilities Provided ( 1 ) One spacious transit shed for lake freighter service with a storage area of 120,000 sq. ft., approximately 900 ft. in length x 13 5 ft. wide-clear span steel trusses. ( 2) One transit shed for ocean freighter service with a storage area of 60,000 sq. ft., 450 feet in length x 135 ft. wide-clear span without interior columns. ( 3) Complete site enclosing steel revetments. Aerial view of New Terminal looking North-November 4, 1961. Handling Capacity of Terminal The Consulting Engineers for the terminal, Sir Alexander Gibb and Associates, in their report presented to the Government in February 19 5 9 made a forecast of the package freight to be handled in future years. It was established that the average annual tonnage of package freight handled through the existing Lakehead facilities for the eight years 19 5 0 to 19 5 7 inclusive was: 392,000 short tons 239,000 short tons 631,000 total Westbound ··--·····-··-----------Eastbound -······-·-··········---- It was estimated that the effect of the Seaway and the natural development of the Western provinces might increase these tonnages by 1970 to the following: Westbound --·-··----------·-······ Eastbound --·-···········-·------- 730,000 short tons 615,000 short tons 1,345,000 total These figures \Vere arrived at by adding to the previous eight-year average handlings the estimated tonnage which the railways would lose to ocean and lake freighters with the St. Lawrence Seaway completed and open to navigation on a 2 7 foot draft basis. Page 20 Photo by Sir Alexander Gibb & Partners. �( 4) Concrete aprons 6 5 feet wide extending full length of both ocean and lake freighter berths. ( 5) Track loading platforms with roof cover to accommodate 96 freight cars at the lake freighter transit shed and 20 cars at the ocean freighter shed. ( 6) Two spacious truck loading sheds for road transports to accommodate 40 trucks loading simultaneously. ( 7) Adequate paved parking areas for motor vehicles in transit. ( 8) Office accommodation in sheds for auxiliary services, including Governmental authorities, stevedoring firms, vessel agencies, etc., as well as Harbour Commission employees. ( 9) Railroad marshalling yards to accommodate 200 cars with rail connections to both CNR and CPR. ( 10) Paved access roads and viaduct over railway yards and McIntyre River to provide truck route to Trans-Canada Highway and both cities. Terminal Entrance Building to accommodate the Harbour Commission executives and staff. ( 11) In general, as of January 1, 1962, the progress on existing contracts indicates that the final completion of the Terminal will be May, 1962, provided no unforeseen difficulties arise. Existing Harbour Facilities A description of the Port Arthur and Fort William sections of the Lakehead Harbour setting forth the extensive harbour facilities now available will be of interest and the following sections give this information in some detail. Port Arthur Section The wide expanse of fully protected harbour area fronting the City of Port Arthur occupies approximately seven miles of shore line. Approximately five miles of breakwater construction creates a sheltered basin varying in width from 2,000 to 4,000 feet, which provides ample accommodation for vessels entering, leaving, and manoeuvering in the harbour without the assistance of tugs. Three entrances are provided for vessels, one in each of the north, central and south sections of the breakwater. These add materially to the convenience for vessels using the harbour. The minimum harbour depth varies from 2 3. 5 to 2 7. 0 Page 22 feet, and by 1964 the whole enclosed harbour will be completed to this 2 7 foot depth to meet the St. Lawrence Seaway draft requirements, and the schedule of deepening the Great Lakes connecting channels. It is along this open roadstead that Port Arthur's pulp mills, grain elevators, ore docks, shipyards, railway freight sheds, and other industrial plants have been built. Each plant has ample berthing space in wide slips opening direct onto the main harbour. Total berthing now available totals 4. 5 miles. Grain elevator storage capacity in Port Arthur for the 15 units will total approximately 68,000,000 bushels when plant additions under way are completed in 1961. Railway trackage in Port Arthur totals 2 92 miles. The Neebing marshalling yard adds an additional 5 0 miles to the local total. The Federal Government provided the offshore breakwater protection for the harbour and down through the years has undertaken all dredging work in the harbour and its approaches. During the years 1 8 91 to 19 61 a total of 16, 10 5, 4 5 3 cu. yards of material were dredged from the harbour to obtain a navigable depth at a cost of $6,412,640.71. Breakwater structures total 24,337 feet in length of rubble mounds and rock-filled crib construction built at a cost of $8,864,995.35. Demolition of 7926 lineal feet of the original rock-filled breakwater crib structures, which became obsolete when the harbour limits were moved Swedish freighter "Figaro" fitting for grain at the Lakehead. Photo by Kayden �off-shore to provide more sheltered spaces for vessel manoeuvering, required an additional expenditure of federal funds in amount of $525,377.50. In all, approximately $15,800,000 has been expended to date on the Port Arthur section of the Lakehead Harbour, a relatively small outlay when one considers the important role our harbour plays in the scheme of East and \Vest Canadian transportation. The Results of Seaway Operation to Date at Lakehead Great hopes are being held locally for the use of the Seaway by ocean shipping formerly denied access to the Lakehead due to shallow draft channels in the St. Lawrence River. The record of arrivals of salt water vessels in our harbour for the years 19 5 5 to 1961 indicates a substantial increase. NOTE-Lakehead Harbour Commissioners figures (Dominion Bureau of Statistics figures). Fort William Section The main harbour facilities in Fort William are located along the banks of three rivers emptying into Lake Superior which have been dredged to navigable depths and widths under a program of dredging which was initiated in 1884. These are the Kaministikwia, the McKellar and the Mission Rivers. Over the years dredging work totalled approximately 46,535, 141 cu. vards at a cost of $11,442,020.36 and breakwater construction and , miscellaneous wharf construction involved an added cost of $3,410,050.00. All in all, Federal capital expenditures to date total $14,852,070.36 for the Fort William Harbour. Since completion, maintenance dredging of approximately 50,000 cubic yards per year has been necessary to take care of the annual silt deposits brought down by the spring freshets. The result of the enacting and completing of the master plan for establishing a national harbour at Fort vVilliam has been most gratifying. The movement of grain alone through its elevators, plus the coal shipments, amply justify the investment made by the Canadian people to enhance our national economy. Fort William now has 29,000 feet, or 5½ miles, of navigable river channels varying in width from 400 to 600 feet with a limiting depth of 2 5 feet. There remains still ample river frontage for industrial expansion. Grain elevator storage capacity stands at approximately 3 8 million bushels for the eleven plants located along its rivers. Other industrial plants include oil storage and refinery plants ► paper mills, coal docks, railway freight sheds, etc. In general, no tug assistance is required by vessels using the river channels although assistance is available if required. Adequate railway facilities have been provided to facilitate carmovement to and from the water front. Page 24 * Seaway 1955 1956 1957 1958 Nil 1 2 28 are shown, 1959* 111 except where noted 1960 1961 164 130 "DBS" officially opened. "What effect has the Seaway opening had on cargo tonnage in and vut of the Lakehead Harbour?" is a question that is frequently being asked. Other standard queries are "To what degree have foreign vessels cut in on the waterborne grain movement from the Lakehead ?" "What are the grain elevators doing to expedite loading to ocean-type vessels?" We will now deal with these aspects of the transportation problems as they affect the local Harbour. It will be of interest to note the comparative figures for the total shipping tonnages for the Lakehead Harbour for the years 1959, 1960 and 1961 in short tons. Grain is included under "All Commodities." SEASON 1959 Inbound All Commodities ------···· Pulpwood -------------------Total -----------------""DBS 1959 Total -------· 1,070,940 508,432 1,579,372 Outbound 10,406,889 159,700 10,566,589 No. of Ships Using the Harbour Domestic ships .. _____ .. _____ ...... ____ . __ .. _.. ________ .. Ocean-going ships (foreign) ______________________ Total 11,477,829 668,130 12,145,959 12,899,432 914 111 Total ------------------------------------------------ 1,025 SEASON 19S0 All Commodities _________ _ Pulpwood -------------------Total -----------------"'DBS 1960 Total ------· Inbound 1,077,255 408,750 1,486,005 Outbound 10,800,299 121,965 10,922,264 No. of Ships Using the Harbour Domestic ships -------------------------------------Ocean-going ships (foreign) -------------------Total _____ ---- . --------------------- --- ---------Page 25 Total 11,877,554 530,715 12,408,269 12,115,742 1,261 164 1,425 �SEASON 1961 All Commodities .......... Pulpwood .................... Total ------------------ Total Outbound Inbound 12,341,782 122,080 12,463,862 1,191,145 442,500 1,633,645 No. of Ships Using the Harbour Domestic ships ....................................... . Ocean-going ships (foreign) ................... . Total ............................................. . 13,532,927 564,580 14,097,507 1520 130 1650 Based on Dominion Bureau of Statistics Monthly Shipping Statistic al figures for the years 19 5 9 and 19 6 0, and Lakehead Harbour Commissioners' monthly statistical figures for the year 1961, comparisons are as follows: Increased Tonnage 1961 over 1960 .......... 1,981,765 tons-16.35% Increased Tonnage 1961 over 1959 ........ 1,198,075 tons- 9.28% Percentage Increase for Vessels Using Lakehead Harbour 1959 Domestic __ 914 Ocean-going l Foreign) 111 1025 Total Increase '60 over '59 1961 1261 347-38 % 1520 259-Increase 21% 164 1425 53-47% 400-38% 130 1650 - 3 4-Decrease 20% 2 2 5 - Increase 15% 1960 Increase/Decrease '61 over '60 1960 Exports Total Imports 1961 Exports In 1961, grain shipped in ocean-going vessels totalled 25,916,000 bushels, which represented 7.9% of all grain shipments (324,711,000 bushels) from the Lakehead. Of this amount, 14,603,000 bushels (or 4.5%) went overseas, and the balance, 11,313,000 bushels (or 3.5% ) were loaded into ocean vessels trading in Canadian coastal waters. This comparison indicates the magnitude of the grain movement in foreign vessels since the opening of the Seaway. It is relatively small compared with the over-all movement. Our Lakehead Harbour facilities are internationally famous for their ability to handle the unloading of grain from railroad cars and transferring it to ships for movement Eastward to Ontario for domestic consumption or for export overseas. We have at the Lakehead 26 of the most modern grain elevators in the world designed for this specific purpose. The existing facilities for loading ships have been designed to gfre the maximum despatch to vessels of the Upper Lake freighter class. The use of this large capacity shipping equipment for loading ocean vessels would be most inefficient due to the design of the vessels. Furthermore the height of boat spout pivots at present on most local elevators is not sufficient to permit swinging the shipping spouts aboard the ocean freighters. This would require the raising of the boat spouts to permit the loading of foreign vessels in the standard manner. The non-interruption of present day extremely rapid loading to lake freighters is considered of paramount importance to elevator owners. Foreign Vessel Tonnages (Overseas) Imports bushels) from the Lakehead. Of this amount 21,113,140 bushels or 7. 6 % went overseas and the balance 4,261,504 bushels ( or 1. 5 % ) were loaded into ocean vessels trading in Canadian coastal waters. Total Commodities (excl. of grain) 28,907 48,147 77,054 9,143 26,471 35,614 All Grains ...... 617,799 617,799 451,727 451,727 28,907 665,946 694,853 9,143 478,198 487,341 Total The Grain Movement During the 1959 season ocean-going vessels loaded out 31,736,052 bushels of grain or 11. 1 % of total grain (286,620,772 bushels) shipped from Lakehead elevators. Of this amount 18,222,153 bushels, or 6.4 % , went overseas and 13,512,899 bushels or 4. 7 % were loaded into ocean-going vessels trading in Canadian waters. The past two seasons of grain handling to ocean vessels at the Lakehead would hardly justify the expenditure of heavy capital funds to provide extra facilities to load foreign vessels in a manner that would not interfere with normal operations at the majority of Lakehead terminals. However, several elevators have undertaken to provide some high spouts where conditions were favorable. In new construction work now underway we note that facilities are being provided to permit the loading of ocean vessels in locations that will not handicap the overall loading arrangements. At the United Grain Growers' Port Arthur terminal a new gallery system of transporting grain shipments and loading same to ocean vessels has just been placed in operation. In 1960 grain shipped in ocean-going vessels totalled 25,374,644 bushels which represented 9.3% of all grain shipments(277.945,000 On November 3, 1961, these new rapid handling facilities, which include special shipping belts capable of delivering 25,000 bushels of grain per hour to any one of six new high level boat-loading spouts, Page 26 Page 27 �successfully loaded the "Manchester Shipper" for overseas delivery, greatly decreasing the previous loading time for deep-sea vessels. As a matter of record on November 1, 1961, in 15½ hours loading time, the ocean vessel "East River" took aboard 415,015 bushels of No. 2 northern wheat, representing 11,116 long tons, at the Saskatch€wan Pool Terminal No. 4, which indicates the substantial progress made in grain handling to ocean vessels since the Seaway opened. The Lakehead Harbour Commissioners look forward to the completion of the new Seaway Terminal. It will provide the most modern equipment for moving package freight and will complement our existing outstanding handling facilities for grain, coal, iron ore and other bulk commodities. Ranking third for tonnage handled in Canadian ports in 1960, the Lakehead Harbour, ·western Terminus of the St. Lawrence Great Lakes Seaway, is assured of a great future. As Canada grows in population and expands its industrial economy, the Lakehead will undoubtedly be called upon to play an increasingly important role in the scheme of trans-Canada transportation. The Lakehead Harbour Authorities are determined to meet this challenge. Liberian freighter "Continental Trader" unloading at the Lakehead. H. Lockwood � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource The St. Lawrence Seaway and the Lakehead Harbour: Canada's Mid-continental Seaport Subject The topic of the resource Business and Industry Description An account of the resource Booklet, "The St. Lawrence Seaway and the Lakehead Harbour," by R.B. Chandler, Chariman of the Lakehead Harbour Commissioners. January 1962. Part of NODA fonds. Creator An entity primarily responsible for making the resource R.B. Chandler Lakehead Harbour Commission Date A point or period of time associated with an event in the lifecycle of the resource 1962-01 Format The file format, physical medium, or dimensions of the resource PDF Language A language of the resource English Type The nature or genre of the resource Text 1962 R.B. Chandler St. Lawrence Seaway the Lakehead Harbour Commissioners https://digitalcollections.lakeheadu.ca/files/original/dfc81db41ef0aa1cf122260ea6e39f4c.jpg 00db8c334bce20e5703b9c95e2da3142 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Thunder Bay Finnish Canadian Historical Society Collection Subject The topic of the resource Finnish-Canadians Life in Thunder Bay Description An account of the resource Photographs collected by the Thunder Bay Finnish Canadian Historical Society from a wide range of collectors, documenting Finnish immigration to and life in Thunder Bay. Creator An entity primarily responsible for making the resource Thunder Bay Finnish Canadian Historical Society Publisher An entity responsible for making the resource available Lakehead University Library Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource The Stalhammer residence Subject The topic of the resource Churches Description An account of the resource The Stalhammer residence, Intola, Ontario. Provided residence for itinerant missionaries in the area. Donor: Mrs. Mary Stahl. Format The file format, physical medium, or dimensions of the resource JPG Type The nature or genre of the resource Still image Identifier An unambiguous reference to the resource within a given context MG8_D25Di152 Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Canada - Ontario - Intola https://digitalcollections.lakeheadu.ca/files/original/8/1689/The_Terminal_Grain_Elevators_Lakehead_Harbour.pdf 5a3310081175828164ba00cfaaca148d PDF Text Text ��������������������������� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Lakehead University Alumni Collection Description An account of the resource Material kept by the Lakehead University Alumni Association, or donated by Alumni to the Association. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource The Terminal Grain Elevators Lakehead Harbour Subject The topic of the resource Universities Description An account of the resource This publication includes an industrial survey covering waterfront, Lakehead grain terminals, and pictures of ships of the Great Lakes. Creator An entity primarily responsible for making the resource Lakehead University Date A point or period of time associated with an event in the lifecycle of the resource 1996-03 Alumni Alumni Association Alumni Association of Lakehead University Lakehead Lakehead Harbour Lakehead University The Terminal Grain Elevators https://digitalcollections.lakeheadu.ca/files/original/ec72348bdab3e5f9bdcca2bad63dd65c.pdf c61cda0f6c6062978a269169e21f08be PDF Text Text THE TERMINAL GRAIN ELEVATORS LAKEHEAD HARBOUR Canada's Mid-Continent Seaport �THE ~AKEHEAD HARBOUR p CANADA MALTING CO. LIMITED N. M. PATERSON & SONS LIMITED FEDERAL GRAIN LIMITED JAMES RICHARDSON & SONS LTD. This Port, with 25 Terminal Grain Elevators having a storage capacity of 106,000,000 bushels, is recognized as one of the world's greatest concentrations of bulk grain storage. The potential receiving and shipping capacity of its Terminals has never been taxed to the limit. The Harbour plays a most strategic and important role in forwarding Western Canada grain to the markets of the world. DD MANITOBA POOL ELEVATORS SASKATCHEWAN WHEAT POOL McCABE GRAIN COMPANY LIMITED SEARLE GRAIN COMPANY LIMITED NATIONAL GRAIN COMPANY LIMITED UNITED GRAIN GROWERS LIMITED PARISH & HEIMBECKER LIMITED WESTLAND ELEVATOR LTD. ! I PUBLISHED LAKEHEAD BY THE HARBOUR COMMISSION MARCH 1966 �SIX STEPS OF GRAIN SAMPLING LAKEHEAD HARBOUR TERMINAL GRAIN ELEVATORS and the size and spacing of the buckets. The normal eleva• tor receiving and shipping legs in our Terminals are equipped with an 84 inch head pulley and operate at a belt spread of 688 feet per minute. Our Terminal Elevators are world renowned for their grain storage capacity, rating among the greatest for world ports. Only limited information is now available, however, as to the combined potential of the receiving, cleaning, drying and shipping capacities of the equipment installed in the 25 Terminal Elevator plants. These basic operations are primarily responsible for the part our Harbour plays in moving Canada's exportable grain to world markets. Conveyor belts in general operate at a speed of 850 feet per minute with capacities depending on the width of belting. Each carlot of grain is discharged into and accumulated in the garner bin located on the garner floor directly below the top floor of the workhouse. It is then dropped by gravity into a hopper scale on the scale floor immediately below where it is weighed under government supervision. In the year 1964 our Terminal grain Elevators moved 445,319,081 bushels of Western Canada grain and were responsible for 68.4 % of the total tonnage handled by the Lakehead Harbour (12.8 million tons out of a total of 18. 7 million tons). Forecast figures for the 1965 Western Canada grain crop indicate that in excess of seven hundred million bushels of wheat will be harvested, near an all-time record. Canada's export commitments already assure a maximum movement through Ihe Lakehead Harbour during the 1965-66 crop year. From this point on, the grain may be dropped by gravity directly into a small workhouse bin to enable its further cleaning, processing or seperation. It may also proceed directly to the large storage annex bins via a belt conveyor located on the bin floor. Likewise, the procedure in shipping grain out from the Elevator via vessel or rail car is more direct than the receiving process. Grain in storage is drawn from the storage bins and carried on a basement conveyor belt back into the workhouse section. Here it is elevated to the top floor on a shipping elevator leg. It passes through the shipping garner and scale units and finally reaches the raII car via a special car loading spout, or it discharges into a small upper shipping bin and from here it reaches the waiting vessel via a boat loading spout operated from the dock level. During the past two years the Harbour Commission has cooperated closely with the Canadian Wheat Board and the Board of Grain Commissioners in providing harbour tours for Trade Commissions from numerous countries overseas. Thousands of tourists from Canada and the U.S.A. have also visited our harbour. Many ques.tions have been asked regarding the Terminal grain handling facil ities and the Lakehead Harbour Commission feels that a brochure in this regard would be most informative. IIJI l Early in 1965 the management of all Grain Companies having Terminals at the Lakehead were unanimous in their approval that such a brochure would be beneficial. Complete information was provided by the elevator operators regarding their respective plants based on questionnaires distributed to all Elevators. These were later reviewed by a personal visit of representatives of the Harbour Commission to all Terminals. · ~ Grain bein . ....c! the Su e ~ mspectec1 Boarc1 Po?~o'! staff of b~ one_ of ram Com . ~nad,an m,ss,oners. . Board of Grain Commissioners Main inspection roomd Lakehea. Pertinent facts covering the combined potential of all Terminals for receiving, cleaning, drying and shipping to vessels and to railway boxcars for each Terminal Elevator are included in this brochure as an appendix listed as TABLE No. 1. The following totals cover the combined potential of all Terminal Elevators: Grain in Canada is handled in bulk. The normal procedure is to preserve the identity of every car of grain only until its grade and weight has been established under government supervision at the Lakehead. Subsequent to this procedure the general practice, for convenient handling purposes, is to bulk together carlots of grain of the same type and grade. Storage R oom of sa mp/es taken b -·· Commission- 'Y Board of G~a. 2 (1) There are 25 Terminal Elevators located on the Lakehead Harbour, 14 located on the open roadstead and 11 on the River systems. (2) The combined storage capacities for all 25 plants are as follows: Workhouse Capacity-8,621 ,900 bushels- 8.12% Storage Capacity- 97,543,000 bushels-91.88% Cars are hauled into the track shed section by means of a motor driven car puller cable and spotted directly over a receiving pit. The grain is then unloaded using hand operated shovel equipment or the more modern automatic boxcar unloader. The complete contents of each car is dumped into a track receiving hopper. The grain then passes along a conveyor belt to an elevator leg which, in order to take advantage of the gravity flowing quality of grain in bulk, lifts the grain to the top floor of the elevator workhouse. This elevator leg is equipped with a vertical rubber belt carrying small steel buckets. These legs vary in carrying capacity depending on the width of belt ,J View of moisture tester-Board of Grain Commissioners Lakehead In general the typical modern grain Elevator at the Lakehead Harbour follows the design shown on sketch No. 1. Sections through the working house and storage units are included to indicate the various floors and the location of equipment thereon required to perform th"' normal primary functions of grain handling, including the unloading from cars, cleaning, elevating, weighing, and conveying e;rain to the storage bins. The equipment required to ship grain bY. both rail car and lake vessel is also shown on this sketch. '" Total Capacity-106,164,900 bushels-100.00% NOTE: TABLE No. 2 gives combined storage figures for elevators 3 �operated by the various Grain Companies at the Lakehead. The effective working capacity of the Terminal Elevators is said to be approximately 95 million bushels. (10) Grain Drying Equipment Some 22 of the Lakehead Harbour's 25 Terminals are equipped with grain drying equipment. There are 30 drier units with a combined drying capacity of 22,700 bushels per hour. Units vary from 300 to 1000 bushels per hour capacity with an average of 748 bushels per hour. (3) Twelve plants are switched by both C.P.R. and C.N.R. Nine plants are switched by C.P.R. only. Five plants are switched by C.N.R. only. Grai.n drying is accomplished by passing dry heated air through the grain. Drier units are provided with intermittent discharge mechanisms and may be arranged for both continuous flow or batch drying. (4) Railway trackage on elevator sites will accommodate 1675 loaded grain cars. (5) Railway trackage is also available at the sites for 1633 cars from which grain has been unloaded. Driers are rated on their ability to reduce the moisture content of grain. For instance a 1000 bushel unit would be required to reduce the moisture in the grain by 5 % when operating at 180 "F and with humidity not over 80% at a rate of 1000 bushels per hour without damage to the quality of the grain. (6) Unloading Equipment NATIONAL GRAIN COMPANY LIMITED Automatic boxcar dumpers -21 units are located at 8 plants. Hand operated shovel pits -179 units located at all 25 plants. Combined unloading capacity-180 cars per hour or approximately 360,000 bushels per hour. The purpose of reducing the moisture content in grain is to enable the elevator operator to store it in a bin without the hazard of deterioration by heat· ing, etc. Grain with a moisture content in accordance with the percentage limitations established by the Canada Grain Act is considered to be in warehousing condition and may be stored indefinitely without resulting damage. (7) Elevator legs UNITED GRAIN GROWERS LIMITED (THUNDER BAY) No. of Receiving Legs- 73 units for transferring grain from boxcar to Elevators. No. of Shipping Legs -105 units for loading out grain to cars and vessels. No. of Special Legs -197 units for cleaning and drying grain and for handling elevator screenings. TOTAL The heating unit in the drier installation may be fired with coal, oil or gas. (11) Shipping Capacity to boxcars 104 cars per hour can be loaded out via 84 car spouts. All Terminals are equipped f,:Jr car loading (12) Shipping capacity to vessels All Terminals are equipped with boat loading spouts. Our survey indicates that 1,380,000 bushels per hour can be loaded out via 128 boat spouts of which 16 are high level provided for convenient ocean vessel loading. -375 units I (8) Grain Hopper Scales No. of Receiving Scales - 76 units varying in the main from 1000 to 2500 bushels cap. No. of Shipping Scales -102 units varying in the main from 1000 to 2500 bushel cap. TOTAL SASKATCHEWAN WHEAT POOL No. 11 (13) Mileage of Rubber Belting Conveyor Belts -52.86 miles Elevator Leg Belts-28.58 miles TOTAL -178 units (14) Screening Pelletizing Plants Three Terminals have provided pelletizing equipment with a total estimated production of 90,000 tons of pellets per year. (9) Grain Cleaning Equipment No. of Screen Type units-371 No. of Cylinder units -343 No. of Special units - 40 TOTAL The combined figures set out above covering the various basic operations are based on the information supplied by the operating Superintendents at the various plants. The capacity for unloading cars per hour at the Elevators is, in our opinion, conservative and represents what is considered to be the normal output. The maximum -754 units Approximate combined cleaning capacity per hour 287,000 bushels. NOTE: See Table No. 3 for listing of types of cleaning equipment installed in local Terminals to remove foreign material including other cereal grains generally referred to by elevator operators as dockage and separate cars of mixed grain into their respective groups. SEARLE GRAIN COMPANY, LIMITED ELEVATOR "A" -81.44 miles for all 25 plants. 5 �SUPERIOR ELEVATOR COMPANY LIMITED PARRISH & HEIMBECKER potential for this operation, based on records already established where automatic car dumpers and where manual unloading shovel equipment are in use, would indicate that in some instances, under the most favourable overall operating conditions, the unloading figures for cars unloaded in an 8 hour day were 50 % greater than the average given. December 7, 1961, the total grain loaded on vessels eastbound from the Lakehead was 20,608,000 bushels or an average of 3,443,666 bushels per day. based on a 5 day work week. It will be apparent therefore that based on the survey just completed end taking into consideration the added handling facilities made available since 1961 our Lakehead Harbour grain Terminals have not as yet been taxed to their full potential. Dealing with the capacity for shipping grain to lake freighters we would point out that during the week of ,11--1 I - , ~ I. LAKE SHIPPERS' CLEARANCE ASSOCIATION The contribution made by this o~ganization in expediting the movement of grain is outstanding. Organized in 1909 by the grain shippers themselves it operates as a clearing house for grain documents, combining same from various shippers, whereby the maximum dispatch is rendered to vessels taking on cargo. In the same manner it augments movement by rail by arranging the most advantageous distribution of cars to terminals for loading with a minimum of switching operations. RICHARDSON TERMINALS LIMITED year requiring approximately 254,000 boxcars annually during the five year period 1957-8 to 1961-2 according to Board of Grain Commissioners for Canada statistics. The impact of the 1965 Russian grain purchase in amount some 215 million bushels in itself will require approximately 114,000 boxcars and 500 ocean going shiploads according to transportation authorities. The delivery period for the Russian order terminates in July 1966 and the eastbound rail movement to the Lakehead for transshipping will average approximately 350 cars per day, Sundays included, to meet this schedule. Superimposed on the normal movement under the current boom economy in Canada the task confronting our railroads today will require a major effort on their part. Warehouse receipts issued by any Elevators are tenderable in satisfaction of any purchase of grain made in the grain markets. Without a clearing house for handling such documents a vessel would be required to take on grain at every Elevator against which the shipper held a warehouse receipt causing serious loss of time due to vessel movement in the Harbour. By combining warehouse receipts and permitting maximum loading at any one Elevator, the movement of grain is expedited and the cost of marketing same Is kept at a minimum. However the Canadian Pacific Railway and the Canadian National Railway have demonstrated that they can jointly delivered to their Lakehead marshalling yards over 1000 cars daily with existing rolling stock. Marshalling yard space at the Lakehead includes 126.1 miles of C.P.R. trackage and 93.08 miles operated by the C.N.R. It is a matter of record that during the crop year 1963-4, August 1st, 1963 to July 31st, 1964, grain deliveries to Lakehead Terminals by the C.P.R. and C.N.R. were as follows: The Association, handling as it does all outward shipments, and having on call at the Terminal Elevators large quantities of grain at all times, is in a position to place boats at Elevators that are full and would otherwise have to close down for want of storage space. By this action the Association keeps all Elevtors unloading cars to the maximum degree possible and the overall unloading capacity of the Port is maintained at its maximum at all times. FEDERAL G NORTHWEST::NIN LIMITED TERMINAL Canadian Pacific Railway 116,511 cars Canadian National Railway 111,030 cars TOTAL The operators of the Lake Shippers' Clearance Association have proven that it is rendering to the grain trade, the Terminals and the transportation companies a most valuable and indispensable service. It is admitted by all interests that the business of shipping and transporting grain could not be economically or successfully carried on without its activities. The maximum calendar monthly delivery in November 1963 was as follows: THE GRAIN MOVEMENT The Elevators operating on a 22 working day month basis unloaded the cars delivered in November at a rate of approximately 1400 cars per working day. Canadian Pacific Railway Canadian National Railway T O T A L for month Average per day The chain of transportation facilities required to move our Western Canada grain from the farm to the several export outlets viz: westward to the Pacific Coast, north to Hudson Bay, east to the Lakehead and on to the AtfanHc Ocean, includes some very important links. Our two great transcontinental railways, a number of Canadian shipping companies operating vessels on the St. Lawrence Seaway, together with ships from overseas under foreign registry, cooperate to provide this service. It will be of interest to note that with existing diesel engine power solid trains of 125 loaded grain cars are moved regularly to the Lakehead by both railroads. These trains are rough~ ·one and one haH miles long. Trains of empty grain cars returning to the West for reloading RAIL TRANSPORTATION The movement by rail from the wheat growing area to the seaboard averaged about 482 million bushels per FEDERAL GRAIN LIMITED STEWART TERMINAL McCABE GRAIN COMPANY LIMITED 6 227,541 cars 7 15,000 cars 15.664 cars 30,664 cars 1,022 cars �handle in excess of 200 cars in some cases. 1- z ~ <I') 2 ~ :::, z < zffi u iii <I') "' 0 I~ ~ LU <I') a:, "' t:l t:l t:l l'.) u "' tn ~~~ 85 ~ ~ 0 00 I - I - I - c2 c2 5 :::, oomo =-= 0 V) <I') WATER TRANSPORTATION With the splendid service rendered by the Lake Shippers' Clearance Association which expedites the rapid loading of the great lake freighters and ocean going vessels, the Lakehead Harbour Elevators, based on combined survey figures, have a maximum shipping potential of 13 million bushels per day. This quantity could be loaded out by its 25 Elevators. This figure is contingent on proper grades being available to meet export commitments, on vessel space being available here at all Elevators and depends on the ability of elevator facilities at Eastern Canada Terminals to unload the lake freighters and reload the grain to ocean bottoms with equal dispatch. Any delays at the St. Lawrence River Terminals or at lower Lake Ports due to lack of ocean cargo space would curtail the movement and our Lakehead output would Qf necessity slow down with reducing Port handling. CC a.= w.l 0 ;::: m z 0 8X z< -= < ~= ~c .... ....1:z: =e .... Q LLIM.I C ..... I- ..... :c ....= 1- ::.::: Ct- -> '-' cc (3) Monitor Screening Separators of the Huntley Co. Design These machines have also been in service for many years for reclaiming usable grain and seeds from the screenings removed by the receiving separators. As many as nine sets of screens provide numerous separations and machines are equipped with two air separations. Local installations number 20 units. (Style "A") (4) Monitor Flaxseed Separators of Huntley Design Separators of this type are also used to clean flaxseed in many Terminals. Both screen and air separation are provided in this operation with remarkable efficiency. Local units installed number 24 style No. 8A . It would seem apparent, however, that the present urgency of demand of Canadian wheat particularly on the Continent of Europe and in other world ports would require adequate ocean vessel space being made available at our export outlets during the 1965-66 crop year. < w.l :z:~ -c al: These separators provide an initial air separation which removes immature grains, light impurities, chaff, dust, etc. The grain drops onto a roughing screen where stones, sticks, strings and coarse refuse are taken off. Additional screening operations take place which remove other cereal grains and a further air suction is applied to remove impurities not caught in the initial air suction. The cleaned grain discharges to conveyors thence to an elevator leg. This equipment has been in use for many years. Local installations include 178 Style No. 11 B, 27 Style No. 108 and 41 Style No. 98, a total of 246 units. <I') I- >::, Huntley Design The survey shows that with favourable operating conditions including appropriate weather in Western Canada and vessel space being available at the Lakehead the 19634 average handling record can be greatly exceeded. 0 ::I :c 0 < (2) Receiving Separators, Style "B", Monitor Type, During the rush season before the close of navigation on the St. Lawrence Seaway, grain cars numbering 1,400 could arrive daily via our two railroads, be unloaded at our Terminals, and returned to Western Canada's country elevators for further grain shipments. .... C .11'1 ~ With great lake bulk carriers operated by Canadian Companies and their affiliates, as per TABLE No. 4, carrying single cargoes up to 1,000,000 bushels approximately plus the ocean cargo vessels loading in the Port for direct shipment overseas, our water movement potential is, in our opinion, adequate. Cargoes as great as 1,000,000 bushels have been loaded out at a single Lakehead Terminal in ten hours. With their numerous hatches and wide unobstructed holds, lake vessels can be loaded much faster than ocean vessels . - :::, <I') l'.) LU ....J "' 0 ~ 0 c.. gi <I') All in all some 290 machines of Huntley design are in service in Lakehead Plants. <I') !:; (5) Cylinder Type Separators of Superior Separator Co. Design Equipment of this design is installed in many plants. These cleaners provide two air separations and up to five selective cylinder separations for handling various types of grain. Screenings are handled by similar equipment in a number of plants and some Terminals are equipped with Superior Width Graders for wheat and oat separation. LU a:, All in all 353 units of Superior Separator Design are in use at the Lakehead. As in the case of all modes of transportation it is essential that industrial harmony prevails and that labour unrest does not interrupt this phase of the transportation system. ....J LU A. / CR I- :J I II WL < I I mr WW rn r:;; ' l'-=1"'"- tl,I WV,L < 1'4"] /;, I I \ 1L-11 ◄ l"4 "~ TI ~, I I .....r1 'l!V/ 111 . - I~ - i l11v/ - ~ WL < ·j W/ I Of several designs are used for removing pebbles. nineteen units are installed. During the calendar year 1964 some 963 lake freighters and 80 ocean vessels loaded grain at the Lakehead Harbour with a crop movement of 447,453,212 bushels. In addition to the above grain 151,497 tons of grain screenings including the pelletized product were loaded out on lake vessels. Our shipping potential to vessels greatly exceeds the 1964 crop movement. (7) Threshers ( 1) Electro-Magnets (8) Cylinder Machines, Uniflow For breaking up wheat heads. Eight are in use. Type by Hart-Emmerson Co. Over each receiving conveyor belt an electro-magnet is located to remove from the incoming grain all metal particles such as nails, wire, bolts, and screws, etc., which would damage equipment used later in the cleaning process. These machines are used in some plants. Styles No. 44 and No. 45. total of 56 units are in service. 9 /2 ,__ // J ....2!"""'·-I-N....iiiiiiil.,__~,:-f/t1 (6) Destoners ~ ~ ' --> A :f. .,./__!_ �INDUSTRIAL SURVEY COVERING WATERFRONT TERMINAL GRAIN ELEVATORS WORKHOUSE DATA PICTURE ON PAGE ELEVATOR Canada Maltlng (:o. Ltd. 16 Stewart Elevator 6 LOCATION ON WATERFRONT REGISTERED OWNER Port Arthur Section Canada Malting Co. Ltd. South End Group Port Arthur Section South End Group • Northwestern Upper Kam River 16 Manitoba Pool No. 1 Canada Molting Co. Ltd. Federal Grain Ltd Federal Groin Ltd . Manitoba Pool Elevators 1923 1923 Federal Groin Ltd 1926 Manitoba Pool Elevators 1914 1962 TYPE OF CON• STRUCTION Concrete CAPACITY IN BUSHELS 279,000 251,000 Concrete 326,000 Concrete Concrete Concrete 50,000 330,000 --380,000 ,ATA TYPE Of CON• STRUCTION DAT£ BUILT 19U 1927 1961 CAPACITY IN BUSHELS Concrete Concrete Concrete 1917 1919 1922 Concrete 1914 1916 1962 Concrete Concrete Concrete Concrete Concrete Concrete --2,668,300 . --3,D25,500 100,000 1923 Concrete 1,300,000 16 Manitoba Pool No . 3 Port Arthur Section South End Group Manitoba Pool Elevators Manitoba Pool Elevators 1924 Concrete 100,000 1923 1929 1960 1961 Concrete Concrete Concrete Steel 1,300,000 2,150,000 2,500,000 1,650,00D 1917 1927 1930 Concrete Concrete Concrete Port Arthur Section t,,torth End Group Alberto Wheat Pool Manitoba Pool Elevators 1916 Concrete 80,000 --7,600,000 McCabe Grain Company Ltd . 1912 Concrete 580,000 1912 Concrete 2,670,000 National Fort William Section Mission Turning Basin Notional Grain Co. Ltd. National Groin C=. ltd. 1909 Concrete 750,000 1909 1912 Concrete Concrete 2,500,000 2,500,000 Port Arthur Section South End Group Parrish & Heimbecker Ltd. Parrish & Heimbecker Ltd. Parrish & Heimbecker • Paterson's Elevator 6 Richardson Elevator Saskatchewan Wheat Pool No. 4A 14 Saskatchewan Wheat Pool No. 48 14 14 14 14 N. M. Paterson & Sons Ltd. N. M. Paterson & Sons Ltd. Port Arthur Section North End Group James Richardson & Sons Ltd. Richardson Terminals Ltd, Port Arthur Section North End Group Port Arthur Section North End Group Saskatchewan Wheat Pool Saskatchewan Wheat Pool - 1918 1918 Saskatchewan Wheat Pool 1917 Saskatchewan Wheat Pool 1918 Soskotchewon Wheat Pool No. 5 Fort William Section Lower Kam. River Saskatchewan Wheat Pool Saskatchewan Wheat Pool 1909 Saskatchewan Wheat Pool No. 6 Port Arthur Section Central Group Saskatchewan Wheat Pool Saskatchewan Wheat Pool 1919 Saskatchewan Wheat Pool No. 7 14 Fort William Section Upper Kam River 1922 Saskatchewan Wheat Pool No 8 Port Arthur Section South Group Fort William Section Lower Kom. River Saskatchewan Wheat Pool Saskatchewan Wheat Pool Saskatchewan Wheat Pool 1928 Saskatchewan Wheat Pool 1904 Concrete Concrete 152,500 Concrete 500,000 Concrete ond Brick Concrete 500,000 -- Tile Concrete Concrete Steel 16 Saskatchewan Wheat Pool No 10 Fort William SE:ction Lower Kam. River Saskatchewan Wheat Pool Saskatchewan Wheat Pool 1913 Concrete 4 Saskatchewan Wheat Pool No 11 Fort William Section Lower Kam. River Saskatchewan Wheat Pool Saskatchewan Wheat Pool 1907 Concrete ,--- 100,000 400,000 100,000 600,000 900,000 495,000 1922 1927 1961 Concrete Concret• Concrete 1918 1922 1928 1930 Concrete Concrete Concrete Concrete 1918 1922 1930 Concrete Concrete Concrete 1917 1919 1923 Concrete Concrete Concrete 1923 1927 Concrete Concrete 1909 1914 1917 1923 Tile Concrete Concrete Concrete 1902 1904 1912 Tile Tile Tile 1928 1948 Concrete Concrete 1909 1915 1928 Concrete Concrete Concrete 261,000 1913 80,000 19D7 1909 • 4 185,000 532,000 813,000 --1,530,000 3,055,000 1,489,000 1,750,000 Tile Concrete 920,000 750,000 --1,670,000 1,750,00D 1,750,000 Saskatchewan Wheat Pool Saskatchewan Wheat Pool 1904 Wood 250,000 1904 Tile 1,500,000 Searle Terminal Elevator and Feed Mill Fort William Section Minion River Searle Groin Co. Ltd. Searle Groin Co. Ltd. 1928 Concrete 200,000 1928 1928 1930 Concrete Concrete Concrete 1,400,000 1,400,000 2,000,000 Searle Terminal "8" Fort William Section Upper Kam, River Inter-Ocean Groin Co. Ltd, Searle Groin Co. Ltd. 1916 Wood 100,000 1916 1926 Concrete Concrete --4,800,000 900,000 4 United Groin Growers "A" Limited Port Arthur Section North End Group United Groin Growers ltd. United Groin Growers Ltd. 1927 Concrete 500,000 1927 1948 1961 . ~::::::: Concrete --7,750,0D0 8,250,000 1,474,000 United Groin Growers: (Thunder Bay) Limited Port Arthur Section South End Group United Groin Growers Ltd. United Groin Growers Ltd. 1909 Wood 312,00D 1909 Concrete 1,162,000 6 Westland "D" Fort William Section Lower Kam River Westland Elev. Ltd. Westland Elev Ltd 1908 Steel & Tile 325,400 1912 1896 1913 Concrete Steel Concrete 1,766,000 1,602,000 4,167,600 I TOTALS FOR 25 ELEVATOR TERMINALS (14 ift Port Artrur Section, 11 in Fort William Section) 8,621,900 I I 1D00 - 54 54 - 6 2 3 3 2 3 2000 II 10 2 I 500 32 16 - • 2 3 B 3 3 2000 35 13 2 2 56 60 2 2 l 14 2 3 2500 20 25 I I CPR 36 36 5 2 I 4 2 I 2000 4 CNR 63 63 6 2 4 s 2 4 1500 18 13 4 2 2 4 2 2 2000 10 9 20 5 s 11 s 5 2000 19 20 5 s 9 s s 2000 - 4 3.4 - - 2 3.. I • 1000 I • 500 - - 2 4- S 2 1000 I I ,.,. 2 2-5 4 3-5 1-5 5,00D - • - - - 2 I· 1000 1- 500 2 I 500 18 2 2 I · BOO I · 800 8 24 3 2 I . 750 I · 750 - - I 8,000 40 40 - - - - - - - 2 2 2-S CPR 68 68 CNR CPR 92 120 CPR 29 29 - 2 1 2 - 2 I 2000 3 5 I I 400 CNR CPR 40 40 - 8 2 2 11 2 2 2500 14 8 - 2 1-150 I . 650 1 a.oo, 2 2-5 CNR CPR 75 75 - 12 3 4 8 3 4 2000 32 11 - 2 I 1000 I . 1000 I 15,000 4 5-4 CNR tPR 92 92 - 16 4 4 10 4 4 2000 18 17 l I 1000 - - B 6-4 2-1 CPR 60 60 2 2 2 3 9 2 3 2000 11 17 5 - - - - 2 6-5 CNR (:PR 53 58 - 9 5 9 10 5 7 1600 23 13 3 - - - - • 6-4 tNR 100 100 4 4 4 5 12 4 5 2000 12 21 - 5 CNR 190 190 s 5 5 6 18 5 6 2000 ,a 27 - 2 3 12 2 I I -2000 2. 500 6 3 6 s 3 6 4 2 4 4 2 4 0 - I 1000 - 3 I 1200 I 12,000 s 7-4 .7 s 6-4 1-8 2-5 5-1 2-t 6 9-t 2·1 32 20 1 - 6 11 I - - 1600 s 10 2 I 900 3 -1600 3 • 2000 5 7 I I 500 CPR 42 42 CPR 44 44 CPR 36 36 - 8 4 4 4 4 4 1500 ll 5 I I 300 CNR CPR 87 72 3 2 2 2 6 3 4 2500 14 17 3 2 I · 1000 I• 500 CNR CPR 32 - 8 I 3 3 I 3 3 • 2000 I -1400 3 5 - I 500 CNR CPR 84 3 1 3 4 12 3 4 2S00 25 20 I 2 I • 1000 I • 1000 - - ' - - 4 - 4 2-: , - - 3 4-• 2 2• 1-, 1~ 32 . - - 1 - - 4 •- - - 3 l· - 2 1( 48,000 84 - 1,000,000 2,500,000 1,000,000 4,250,000 4 4 s,000,000 400,00D 500,00D --- 12 CPR Concrete Fort William Section Mouth Kam. River 2000 9,000,000 497,800 771,000 1,291,200 Soskotchewan Wheat Pool No 12 3 7,334,100 6,000,000 2,100,000 --8,100,000 2 BO LO SPC 3,100,000 2,244,700 2,244,700 2,244,70D -6,734,100 3 - CAR IN BUSH LOAD. PER HR. SPOU1 1,900,DOO 800,000 1,125,000 230,000 845,000 -3,000,000 CAP. NO. 6,500,000 500,000 1,000.000 --1,500,000 CAP. IN BUS. PER HOUR ... .... , -~- 5,500,000 2,000,000 2.000,000 2,000,000 --6,000,000 ~ftltl.11 4,000,DOO 1,500,000 1,500,000 2,000,000 --5,000,000 NO. UNITS ftBV 1,630,000 499,000 648,200 980,000 1,720,300 --3,847,500 ,Ii 5, 750,000 --2,560,000 - 14 --5,000,000 r-a 3 CNR 3,250,000 McCabe Groin Company Ltd. 4 .,,,.,, •• 7,700,000 2,000,000 Port Arthur Section South End Grau:, u I --1,920,000 McCabe Grain Elevator • t ~ .. SCREE! CYL. TYPE TYPE SPEC. UNITS UNITS UNIT 2 CNR CPR 400,000 520,000 1,000,DOO ' UNIT CAP. IN BUSH. ~n ,,,.. 2,907,000 1,400,000 Concrete .. ... ····- 3 51 CNR CPR 6,080,000 1923 ' NO. NO. NO. NO. OF OF REC. SHIP SHIP. SPEC. SCALI SCALE 3,276,500 --5,700,000 Manitoba Pool Elevators AUTO ~~R•. NO. CAR SHOV OF DUMP PITS REC. I u,t I CNR CPR 350,000 l,OD0,000 4,350,000 Manitoba Pool Elevators "At."'"" CAP. CAR EMPTY BY U.KEHIAD HARBOUR COMMISSION .. -- 51 2,947,300 255,000 470,00D 1,8S6,000 --2,581,000 0, ELEV. CAP. SWITCH CAR BY LOADS CNR 936,000 936,000 1,153,500 Port Arthur Section Centre Harbour Alberta Pool No. 9 TOTAL PLANT CAPACITY IN BUSHELS 964,500 1,093,400 610,400 Concrete Concrete 1923 1927 1960 <T•TJ<T,rt Manitoba Pool No. 2 6 ,-- Port Arthur Section South End Group DATE BUILT 1 16 16 - Fort William Section Federal Groin Ltd. I OPERATING COMPANY STORAGE --7,535,600 7,861,000 97,543,000 106,164,900 84 CNR CPR SI 51 - CPR 136 100 - 1675 1633 21 9 3 3 6 3 3 1500 9 9 I 1 1000 9 3 12 6 l 12 10 • 1500 5 • 1000 13 16 2 I 500 179 73 10S 197 76 102 371 343 40 30 22,700 j 5 I 2•' 1~ . - 3-• 6-- 12 �INDUSTRIAL SURVEY COVERING WATERFRONT TERMINAL GRAIN ELEVATORS WORKHOUSE DATA ING ~y Malting Id I I DATE BUILT 1923 1923 1926 Id ---a Pool s 1914 1962 1 TYPE OF CONSTRUCTION Concrete Concrete Concrete Concrete Concrete STORAGE CAPACITY IN BUSHELS DATE BUILT 279,000 1923 1927 1961 251,000 326,000 50,000 330,000 --380,000 1923 1927 1960 1917 1919 1922 1914 1916 1962 TYPE OF CON• STRUCTION Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete ••'l"A ,A " 964,500 1,093,400 610,400 --3,025,500 --2,581,000 --5,700,000 6,080,000 1,400,000 100,000 1923 Concrete 1,300,000 1924 Concrete 100,000 1923 1929 1960 1961 Concrete Concrete Concrete 1,300,000 2,150,000 2,500,000 1,650,000 s ....• Poo l 1916 Concrete Groin •Y Ltd. 1912 Concrete I 1909 Concrete :o. Ltd. & cker Ltd. Paterson Lid. son 1ls Ltd. hewan Pool 1922 1918 1918 1917 hewan Pool 1918 hewan Pool 1909 hewan Pool hewan Pool hewan Pool 1919 1928 1904 Concrete Concrete Concrete Concrete and Brick Concrete Tile Concrete Concrete Steel 80,000 1917 1927 1930 Steel --7,600,000 Concrete 400,000 520,000 1,000,000 Concrete Concrete 3,250,000 1912 Concrete 2,670,000 750,000 Concrete 2,500,000 2,500,000 100,000 152,500 500,000 500,000 400,000 100,000 600,000 900,000 495,000 1922 1927 1961 1918 1922 1928 1930 1918 1922 1930 1917 1919 1923 Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete Concrete 1923 1927 Concrete Concrete 1909 1914 1917 1923 Tile Concrete Concrete Concrete 1902 1904 1912 Tile Tile Tile 1928 1948 1909 1915 1928 Concrete Concrete Concrete Concrete Concrete --5,000,000 185,000 532,000 -3,847,500 --5,000,000 --6,000,000 -1,500,000 -3,000,000 --6,734,100 3,055,000 1,750,000 1907 1909 Tile Concrete 920,000 750,000 -1,670,000 1,750,000 hewan Pool 1904 Wood 250,000 1904 Tile 1,500,000 1,750,000 :irain 1928 Concrete 200,000 1928 1928 1930 Concrete Concrete Concrete 1,400,000 1,400,000 2,000,000 G.roin Grain Ltd. 1916 1927 Wood Concrete 100,000 500,000 1916 1926 Concrete Concrete 1927 . Concrete 1948 Concrete 1961 Concrete -4,800,000 Wood 312,000 1909 Concrete 1,162,000 d I 1908 Steel & Tile 325,400 1912 1896 1913 Concrete Steel Concrete 1,766,000 1,602,000 4,167,600 3 2 3 2000 12 4 1 1 1000 - 54 - 6 2 3 l 2 3 2000 11 10 2 I 500 16 - 8 2 3 8 3 3 2000 35 13 2 2 1 .. 1000 1- 500 60 2 2 l l 14 2 3 2500 20 25 1 1 1000 1 - BOAT LOAD SPOUT BOXCARS UNLOAD. CLEANING CAPACITY IN BUSHELS BXCR. LOAO OUT - 4 3-4S' 32 88,000 16 - - J 3 ..0• 54 50,000 20 32 - - 2 4.55 • 48 144,000 16 CNR CPR 56 5,000 1 6-68' 100 150,000 CPR 36 36 CNR 63 63 - s 2 1 4 2 1 2000 4 8 6 2 4 s 2 4 1500 18 13 - - 2 - - 2 2-57' 40 1 • 1000 1- 500 1 8,000 4 3-50' 1-55' 60 40 40 CPR 68 68 CNR CPR 92 120 CPR 29 - 4 - 2 2 4 2 2 2000 10 9 2 1 soo - - 2 2- 57' 40 80,000 - - s ?::f 40 - 5 6-41' 1-80' 75 - - 2 2 -S5' 6' ' 20 s s 11 5 s 2000 19 ,a 2 2 1 • 800 1 • BOO 20 s s 9 s 5 2000 8 24 3 2 1 .. 750 1 • 750 29 1 2 - 2 1 11 2 - 2 - 8 - 12 - 16 4 4 10 4 2 2 3 9 - 9 s 9 4 4 4 5 5 5 2000 3 5 1 ' 400 CNR CPR 40 CNR CPR 75 CNR CPR 92 CPR 60 40 2 TO VESSELS LOADING IN BUSHELS MILEAGE RUB . BELTS CONVEYOI ELEV. LEG BELTS BELTS CAPACITY OF PELLETIZING PU.NT FOR SCREENING 1.30 .70 - 1.50 .so - 400,000 1.41 .81 - 100 650,000 3. 75 1.50 - 85,000 20 240,000 o.,o 0.50 - 100,000 40 500,000 3.75 .15 - 20 240,000 .55 .89 - 120,000 17 400,000 1.25 1.50 180,000 20 584,000 2 .60 1.20 20 12,000 24 280,000 .87 .20 - - 300,000 300,000 - noo 14 8 - 2 1 .. 150 1 .. 650 1 8,00t 2 2-50 ' 40 44,000 16 320,000 1.42 .76 2000 32 11 - 2 1 -1000 1 .. 1000 1 15,000 4 5-48 ' 90 80,000 IS 500,000 2 .30 1.20 4 2000 18 17 3 1 1000 - - • 6-40'6" 2-83' 60 80,000 64 480,000 2 3 2000 11 17 5 - - - - 2 6-52'0" BO 136,000 31 480,000 10 5 7 1600 23 13 3 - - - - 4 6-45' 60 65,000 32 400,000 2 .00 2.00 - 5 12 4 s 2000 12 21 - 1 1000 - - 5 5-50' 2-90' 104 80,000 32 660,000 1.50 u o - 6 18 5 6 2000 2B 27 3 1 1200 12,000 6 9-60' 2-85' 120 240,000 100 1,200,000 6.00 2.25 1 -2000 2 .. 500 6 11 1 1 2-46'6" J1 40,000 u 300,000 1.50 1.25 3-40'0" l2 60,000 36 320,000 0.76 0.90 2-37' 1-60' 40 100,000 16 320,000 1.00 .75 2 2 75 3 4 8 3 4 92 1 Plant in use. (Data not available) 5.50 60 2 CNR CPR 53 CNR 100 SB 100 190 190 32 20 1 - 2 3 12 2 1 - 1 - - - CPR 42 42 - 6 3 6 5 3 6 1600 5 10 2 1 900 44 44 - - CPR 4 2 4 4 2 4 3 -1600 3 - 2000 s 7 1 1 500 - - 2.50 - - 4 4 --7,535,600 7,861,000 97,543,000 106,164,900 - 36 36 - 8 4 4 4 4 4 1500 13 5 1 1 300 16 19,000 24 250,000 .60 .70 72 - 4-40' 87 - l CNR CPR 3 2 2 2 6 3 4 2500 14 17 3 2 1 -1000 1- 500 - - 2 2-47' 1-58' 1-66'6" 70 85,000 30 450,000 2.10 2.05 CN R CPR 32 3 3 1 3 3 .. 2000 1 -1400 3 5 1 5 00 - - 3-47'10" 20 24,000 24 240,000 .95 .47 CNR CPR B4 4 12 3 4 2500 25 20 1 2 1 .. 1000 1 .. 1000 - - 4 4-27'9" 6-33'0" 90 140,000 50 500,000 4.50 1.50 CNR CPR 51 - 3 3-40'5" 30 4B,OOO 32 350,000 1.05 .58 CPR 136 - - - 2 10 40 32,000 20 400,000 3.90 1.62 - 5 48,000 84 1433 2,282,000 831 11,064,000 52.86 28.58 32 - 8 1 . - 84 3 1 l , 8,250,000 1,474,000 - CPR 1,000,000 2,500,000 1,000,000 4,250,000 1909 3 OPERATING STATISTICS FOR AVE 8 HR DAY . ..... .:•••,. CAU" CAP. CAR IN BUSH LOAD. PER HR. SPOUi 5,000,000 400,000 500,000 Groin Ltd. 8,621,900 I --900,000 --7,750,000 2 CNR CPR CPR -2,560,000 80,000 3 -~- ..~. 9,000,000 497,800 771,000 1,291,200 Concrete NO. 1 54 CNR --8,100,000 1907 CAP. IN BUS. PER HOUR "· 7,334,100 6,000,000 2,100,000 1,489,000 •-•••- 3,100,000 2,244,700 2,244,700 2,244,700 Concrete ftDV 1,900,000 800,000 1,125,000 230,000 845,000 1913 "" 6,500,000 500,000 1,000,000 261,000 ftD 5,500,000 2,000,000 2,000,000 2,000,000 Concrete ·-···- 4,000,000 1,500,000 1,500,000 2,000,000 1913 UNIT CAP. IN BUSH. ., . 1,630,000 499,000 648,200 980,000 1,720,300 hewan Pool :~ii., SCREEI CYL. TYPE TYPE SPEC. NO. UNITS UNITS UNIT! UNITS 5,750,000 813,000 --1,530,000 hewan Pool ~ft -·· NO. SHIP SCALE 51 CNR CPR CNR 2,000,000 1909 1912 .. ,. NO. 7,700,000 --1,920,000 580,000 NO. NO. OF OF SHIP. SPEC. 2,907,000 350,000 1,000,000 4,350,000 Concrete AUTO ~~l NO. CAR SHOV OF DUMP PITS REC. 3,276,500 255,000 470,000 1,856,000 1923 51 CAP. CAR EMPTY BY U.KEHEAD HARBOUR COMMISSION ., ·-- ' --- ,~u •• o, 2,947,300 936,000 936,000 1,153,500 Pool ELEV. CAP. SWITCH CAR BY LOADS CNR -2,668,300 ,a Pool s -a TOTAL PLANT CAPACITY IN BUSHELS CAPACITY IN BUSHELS D• 1675 51 100 I 1633 21 9 3 3 6 3 l 1500 9 9 1 1 1000 9 3 12 6 3 u 10 .. 1500 S • 1000 13 16 2 1 50 0 73 105 197 76 102 371 343 40 30 22,700 179 - 128 2 California Pelletizing Mach. 4 100 H.P. Grinders 1 50 H.P. Grinder 30,000 tons per year 1 unit 6 tons per hour 30,000 tons per year estimated 3 Plants �COMBINED TOTALS FOR OPERATING GRAIN ELEVATOR COMPANIES 01peratmg Car Uni. Equip. Elevator Trackage Grain Cleaning Equip. ...., ..,.,....,,_.., "' "' stat1st1cs for Average 8 Grain Drying Equip. Hour Dav Shipping Capacities Mileage Rubber Belts "'O .., ~ C ::, ~ ..-.s: >, • ·-"' ~~c6 0 C. :i:J.!: NAME OF COMPANY >, • ., .., .s: "'(5 ..,~cc::, c,•- V'I en~.= - "' .., C. >, . D....-.s: ·-"' ~ ~'6 "'O 1-U,_ ...J 0 n, C "' "' 0 .,"' ·.;:; C. E w Canada Malting Co. Ltd. 279,000 2,668,300 2,947,300 51 Cars 51 Cars Federal Grain !..td . ............... 577,000 5,606,500 6,183,500 86 Cars 70 Cars .... 660,000 16,520,000 17,180,000 McCabe Grain Elevator ........ 580,000 2,670,000 3,250,000 68 Cars National Manitoba Pool Elevators 195 Cars 199 Cars 68 Cars ...... ···················· 750,000 5,000,000 5,750,000 92 Cars 120 Cars Parrish & Heimbecker .......... 100,000 1,530,000 1,630,000 29 Cars 29 Cars Paterson's Elevator .............. 152,500 3,847,500 4,000,000 40 Cars 40 Cars Richardson Elevator ............ 500,000 5,000,000 5,500,000 75 Cars 75 Cars 3,586,000 32,553,100 36,139,100 300,000 5,700,000 6,000,000 Saskatchewan Wheat Pool . Searle Grain Co. •••••••u••••••••• Vl I- UI- = <I, 0.. >, >, C. V) ·c ::, 0 z ..: ..,,.,::c... -~ ~ C. "' • ::, UCO "'O "''-"'O ., "'><"' oc .., 0 CO::> .[.f~ "' c.CO '3~ .!: C n,::, "'O "'"'...'-'-0 ., >< "'.., 0 0::, C0...JO .; "' . .,,.,,.s::: =:: .!: g: >~al ~.3.: ... 0 >, ~~ c- 0., UCO .,"' . "' >...,_ -wco ., ...J 3 12 4 1 1 1000 32 88,000 16 300,000 1.30 .70 14 46 23 4 3 2000 102 194,000 36 700,000 2.91 1.31 2 17 52 55 3 4 3000 240 415,000 180 1,630,000 8.85 3.64 - 20 19 18 2 2 1600 40 120,000 17 400,000 1.25 1.50 20 8 24 3 2 1500 75 180,000 20 584,000 2.60 1.20 2 3 5 1 1 400 20 12,000 24 280,000 .87 .20 2 800 40 44,000 16 320,000 1.42 .76 2 2000 90 80,000 15 500,000 2.30 1.20 1 - - 14 B 32 11 - 649 Cars 642 Cars 12 54 121 121 19 6 4900 544 820,000 351 4,410,000 18.86 11.85 119 Cars 104 Cars 3 10 17 22 3 3 2000 90 109,000 54 690,000 3.05 2.52 3 10 34 29 2 3 2000 120 188,000 82 850,000 5.55 2.08 9 13 16 2 1 500 40 32,000 20 400,000 - - - -- --- -- 30 21,700 2,282,000 831 812,000 8,912,000 9,724,000 135 Cars 135 Cars 7,535,600 7,861,000 136 Cars 100 Cars --97,543,000 ~~ .., >, "'O C ;;; ·.:; ., 8 325,400 8,621,900 ::, C 12 United Grain Growers Ltd. . Total for Lakehead Harbour 0 ~ .,... c.D.. "'EO::, 0 .., ... -gj "' ::C"'_g <(U Vl - Westland Elevator ................ --- :;:::iE 106,164,900 1675 Cars 1633 Cars - 21 179 ,-- 371 -- 343 40 1433 11,064,000 3.90 1.62 -- -- 52.86 28.58 �LAKEHEAD HARBOUR GRAIN TERMINALS STORAGE CAPACITIES 1965 SURVEY FIGURES NO. OF PLANTS ELEVATOR COMPANY TABLE No. 2 WORKHOUSE CAPACITY IN BUSHELS STORAGE CAPACITY IN BUSHELS TOTAL ELEVATOR PERCENTAGE OF CAPACITY TOTAL HARBOUR IN BUSHELS STORAGE 0::: Cl 0 2 ~ UJ 1--en I - <C => <C Cl United Grain Growers Limited 2 812,000 8,912,000 9,724,000 9.2% Saskatchewan Wheat Pool 8 3,586,000 32,553,100 36,139,100 34.0% .....J UJ Manitoba Pool Elevators 4 660,000 16,520,000 17,180,000 16.2% z:O- Federal Grain Limited 2 577,000 5,606,500 6,183,500 5.8% Searle Grain Company, Limited 2 300,000 5,700,000 6,000,000 5.7% McCabe Grain Company Limited 1 580,000 2,670,000 3,250,000 3.1% 0 Canada Malting Co. Limited 1 279,000 2,668,300 2,947,300 2.8% 0 Richardson Terminals Limited 1 500,000 5,000,000 5,500,000 5.2% N. M. Paterson & Sons Limited 1 152,500 3,847,500 4,000,000 3.7% c..:> ::c en UJ en UJ en c.:::, .....J Parrish & Heimbecker 1 100,000 1,530,000 1,630,000 1.5% National Grain Company Limited 1 750,000 5,000,000 5,750,000 5.4% Westland Elevators Limited 1 325,400 7,535,600 7,861,000 7.4% 25 8,621,900 97,543,000 106,164,900 100.0% TOTAL en c.:::, => z <C ::c 3:: 0::: 0 :::s::: ::c o::: en c.:::, U....C) z 3:: ~ ~ ~ z UJ Cl z: 1--j::: UJ <C ~ C/) :::s::: ::= <C 0 en c..:> o::: 0 <C O z: 0::: 0::: I - 0 c..:>1---enc..:> NOTE: The total elevator capacities shown here are in accordance with data received on questionnaires and in some cases vary from the rated working capacit ies for Terminals. In general, the trade considers 10% of space is required for normal handling operations which reduces the effective capacity to approximately 95,000,000 bushels. ~ a. ~ ~u ~ ~ . .E '5 ..Q j .E m B GRAIN BEING LOADED ON 730 FOOT VESSEL AT THE LAKEHEAD 12 13 �·..., ,.....,...-· ,,,-••' - • • · .:. f , •• •• • • • • • ,1•1· 1• ' I ,. (9) Carter Disc Machines of Strong Scott Design ( 10) Eureka Receiving Separators of S. Howe Co. Design Carter Disc Machines for wheat and oat separation have been in use for many years in several plants. sixteen units are in service. Machines of this design are in use in several Terminals. Twelve machines are in service. FORECAST OF COMBINED POTENTIAL OF BASIC OPERATIONS AT OUR 25 TERMINAL ELEVATORS SASKATCHEWAN WHEAT POOL No. 6 navigation based on existing survey figures could proceed at a rate of 100 cars per hour or 800 cars per 8 hour day, approximately 190,000 bushels per hour, if market conditions required same and railway equipment was available. Under the most favourable operating conditions with 84 car loading spouts some elevator authorities point out that the above figures can be greatly increased . Under entirely favourable operating conditions including weather, adequate rail movement to the Lakehead, availability of vessel space, etc., a fair estimate of what might be handled in a normal work day during the fall rush by our 25 Terminals would be as follows: (1) Railroad Trackage available at our Terminals and Car SASKATCHEWAN WHEAT POOL No. 7 Unloading Potential Loaded cars spotted at Elevators (100% track full)-1675 cars all of which could be unloaded in a normal day's operation. Based on 2,000 bushels per car, 3,350,000 bushels per 8 hour day could readily be taken into the Terminals. On a conservative basic figuring three cars per hour for automatic car dumpers and one car per hour for hand operated shovel equipment the output would be 200 cars per hour for the 25 Terminals or approximately 1600 cars per 8 hour day. With five automatic car dumpers one of our largest Terminals has unloaded 283 cars in ten hours or 5.6 cars per hour per dumper. (5) Potential for Drying Grain Adverse weather conditions in Western Canada such as prevailed during the fall of 1965 stress the importance of having adequate facilities for drying grain. Our survey indicates that the Lakehead has available some 30 standard grain drier units with a combined capacity of 22,700 bushels per hour. This indicates a potential for drier use of ten cars per hour or 240 cars per 24 hour day, should wet and damp grain require treatment to reduce the moisture content of same and insure it was in warehousing condition . (2) Cleaning Potential SASKATCHEWAN WHEAT POOL No. 8 SASKATCHEWAN WHEAT POOL NO. 12 Drier units in general are rated at from 500 to 1000 bushels per hour, based on an average of 5 % moisture extraction. Based on normal cleaning capacity of 287,000 bushels per hour the 3,350,000 bushels unloading from cars as above could be cleaned in 11 hours approximately. Cleaning operations, however, in grain Elevators can proceed on a 16 or 24 hour basis depending on the export requirements and the convenient availability of vessel space for shipment to Eastern Canada. On a 24 hour basis our Terminals' cleaning potential therefore is upwards of 6 million bushels with average grades and dockage content according to the survey data. (6) Dust Collecting Systems To eliminate the hazard of dust explosions and provide the best possible atmospheric working conditions for elevator employees, our Lakehead Elevators are equipped with the most modern systems of dust control. The movement of grain through the Elevator creates objectionable dust and to collect same whereever possible air suction is provided to collect dust particles and discharge same to dust collectors us ually located on the exterior walls of the Elevator. The dust collectors separate out and retain the heavy particles of dust and the exhaust air discharges to atmosphere. (3) Shipping to Vessels Potential SASKATCHEWAN WHEAT POOL No. 5 With vessel loading restricted to the normal eight 'hour day for the period April 15 to December 15, and not considering vessel movement delays, the combined shipping potential to vessels for the 25 Terminals based on 50% only of maximum capacity would be approximately 5.5 million bushels per eight hour day. This is about twice the 3,443,666 bushels per day record established in 1961. It was significant to note in passing that one single Elevator in one of our largest Elevator groups loaded onto a Great Lakes Bulk Carrier vessel 1,000,000 bushels in ten hours. It also demonstrated its ability to load 180, 000 bushels to the same Great Lakes Bulk Carrier in a single hour and 550,000 bushels over a 4½ hour period averaging 122,000 bushels per hour on this occasion. Other Terminals have demonstrated their ability to load vessels at a comparable rate. To illustrate the modern dust control system installed in a typical Lakehead Terminal Grain Elevator, your attention is drawn to sketch No. 2. This sketch clearly indicates the many locations of dust collecting equipment and the number of exhaust fans which provide the required air suction to operate the control system. We would strongly recommend for those interested in the crop movement in Canada that they obtain a copy of the Canadian Wheat Board Bulletin No. 2 issued in (4) Shipping to Cars Potential Rail movement of grain subsequent to close of SASKATCHEWAN WHEAT POOL No. 4A & B 15 �September, 1963, dealing with the storage, transportation and grading of grain in Canada. This informative bulletin gives capacity statistics for Elevators in the interior and at all ports in Canada and explains in detail the control exercised by the Board of Grain Commissioners in the operation of our Elevators under the Canada Grain Act. It describes also the grain movement from the farm to the ultimate consumer. It outlines the facilities provided to handle grain shipments in the country, at our Lake Ports and on the seacoast. It explains the official inspection system used to establish the grade of grain under consideration so as to maintain the high standard enjoyed by Canadian grain in the markets of the world. The duties of the Canadian Wheat Board set up by the Canadian Government are explained. (This Board controls the sale of all grains entering commercial facilities. It regulates the delivery of all prairie grown wheat, oats and barley from the farm to country Elevators using the quota systems to obtain the orderly marketing of the exportable crop.) AUTOMATIC GRAIN SAMPLERS MANITOBA POOL ELEVATORS No. 2 SASKATCHEWAN WHEAT POOL No. 10 all modern grain Terminals in Canada and the U.S.A. Small metal buckets on moving chains pick up samples from the stream of grain on the belt conveyor. Every receiving conveyor belt is equipped with this device. The identity of every car of grain unloaded at ou· terminals is usually preserved until the weight and gradt of same has been established by representatives of the Board of Grain Commissioners for Canada. When this information has been obtained the Elevator operator is permitted to route the grain to a storage bin containing grain of the equivalent type and grade. Shipments out of Terminal Elevators are sampled continuously by similar automatic samplers or by an official of the Board of Grain Commissioners of Canada to insure that the shipment meets the grade specifications in every respect. To insure an official representative sample of the grain being obtained automatic sampling machines are in use in SUMMARY bour, more grain from Western Canada of the type required to meet the demand of world markets must be delivered to our Terminals. By maintaining a constant flow of cars to our Terminal Elevators their combined unloading capacity will be greatly increased. The survey, in addition to tabulating the facilities available at all Lakehead Elevators for receiving, cleaning, drying, and shipping grain in transit to Ports •in Eastern Canada and for direct shipping overseas, clearly indicates that the maximum potential for these operations, based on records already established, has never been fully realized. It is equally important that adequate vessel space be made available to enable shipping operations to proceed at a speed in keeping with car deliveries over rail transportation. It would seem apparent therefore that to insure an increased movement of grain through the Lakehead Har- SCHEDULE OF CLEANING EQUIPMENT INSTALLED IN LAKEHEAD ELEVATORS ALBERTA POOL TERMINAL No. 9 (OPERATED BY MANITOBA POOL ELEVATORS) MANITOBA PO 1965 Survey Data (6) Eureka Receiving Separators-S. Howe Co. Table No. 3 (7) Threshers-Woodside Bros. (1) Huntley Manufacturing Co. Receiving Separators (Screen Type) OL ELEVATORS No. 3 NOTE: Above schedule based on questionnaire completed 1965. 1. Style No. 118 2. Style No. lOB 3. Style No. 9B Superior Grain cleaning machine of the type used in Terminal Elevators Flax Separators (Screen Type) Style No. SA Screening Separator (Screen Type) Style No. 9A MA.NITOBA :POOL I (2) Superior Separator Co. Equipment 1. Style No. CC16A-No. 8 Terminal No. CC12A-lndent Cylinder Types 2. Style No. S-6-Screen Types 3. Width Graders 4. Fractionating Aspirators-Destoners .., (3) Hart-Emm1>.rson Uniflows No. 44 and No. 45 -Indent Cylinder Type (4) Carter Disc No. 5-Strong Scott Co. -Disc Type (5) Destoners-Kipp Kelly Co. MANITOBA POOL ELEVATORS No. 1 CANADA MALTING CO. LIMITED 17 �Both Lake and Salt Water Vessels Call at the Lakehead Terminals M. V. "SILVER ISLE" Mohawk Navigation Co. limited, Montreal, Quebec M. V. "LAWR£NCECLIFFE HAU" Hall Corporation of Canada Montreal, Quebec M. V. "RED WING," Upp~r Lakes Shipping Ltd., Toronto, Ontario M. V. "SAGUENAY" M. V. "JOHN A. FRANCE" Canada Steamship Lines Limited, Montreal, Quebec Scott Misener Steamships Limited St. Catherines, Ontario M. V. "PROSPERO" Bowring Steamship Ltd., London, England M. V. "MANCHESTER RENOWN" Manchester Liners Ltd., Manchester, England S. S. "HAMILTONIAN'' Papachristidis Co. Ltd., Montreal, Quebec M. V. "SIR DENYS LOWSON" Algoma Central & Hudson Bay Railway Company, Sault Ste. Marie, Ontario 18 S. S. "GROVEDALE" Westdale Shipping Limited, Montreal, Quebec S. S. "COMEAUDOC" N. M. Paterson & Sons Limited, Fort William, Ontario 19 S. S. "MENIHEK LAKE" Carryore, Limited, Montreal Quebec �Algoma Central & Hudson Bay Railway Co. Canada Steamship Lines Ltd. 'Jor assistance in t/,e preparation of f/,is report Carryore Limited Laf:e/ieaJ DOMESTIC VESSEL COMPANIES AND SUBSIDIARIES USING LAKEHEAD HARBOUR IN 1964 AND ENGAGED IN TRANSPORTING GRAIN • • • • • • Hall Corporation of Canada Yankcanuck Steamships, Ltd. CANADA STEAMSHIP LINES LTD. CARRYORE LIMITED HALL CORPORATION OF CANADA HINDMAN TRANSPORTATION CO. LTD. MOHAWK NAVIGATION CO. LTD. Upper Lakes Shipping, Ltd. PAPACHRISTIDIS CO. LTD. N. M. PATERSON & SONS LIMITED Hindman Transportation Co. Ltd. QUEBEC AND ONTARIO TRANSPORTATION CO. LTD. OUR THANKS Co,n,nission is inJcbteJ f'-"" t'1c • • • • • • • • • • THE CANADIAN PACIFIC RAILWAY COMPANY THE CANADIAN NATIONAL RAILWAYS THE LAKE SHIPPERS' CLEARANCE ASSOCIATION Certain p/,otourap/,s anJ stefr/,es were s11pp/ieJ • • SCOTT MISENER STEAMSHIPS, LIMITED ~anagc,ncnf THE SASKATCHEWAN WHEAT POOL THE MANITOBA POOL ELEVATORS THE FEDERAL GRAIN LIMITED THE UNITED GRAIN GROWERS LIMITED THE SEARLE GRAIN COMPANY, LIMITED NATIONAL GRAIN COMPANY LIMITED THE CANADA MALTING CO. LIMITED THE RICHARDSON TERMINALS LIMITED N. M. PATERSON & SONS LIMITED THE McCABE GRAIN COMPANY LIMITED PARRISH & HEIMBECKER LTD . WESTLAND ELEVATORS LIMITED ALBERTA WHEAT POOL BOARD OF GRAIN COMMISSIONERS FOR CANADA ~ ALGOMA CENTRAL & HUDSON BAY RAILWAY CO. Jlarbour f/,c i~ . C. D. HOWE COMPANY LIMITED NORTHLAND MACHINERY SUPPLY CO. LTD. UPPER LAKES SHIPPING LIMITED The Lakehead Harbour Commission is deeply appreciative of the services rendered by Mr. R. B. CHANDLER, B.A. Sc., P. Eng., M.E.I.C., in the preparation of this report. WESTDALE SHIPPING LTD. YANKCANUCK STEAMSHIPS LIMITED Mohawk Navigation Ltd. Scott Misener Steamships Ltd. (Vessels under Foreign Registry are not listed above) A former consulting engineer with wide experience in Industrial Harbour Developement in ports across Canada and the U.S.A. including the bulk of grain elevator plants on the Lakehead Harbour, Mr. Chandler served as Chairman of the Harbour Commission and was a member of the Board during the years 1959 to 1965. We extend to him our sincere thanks for his preparation and analysis of the questionnaires submitted by the Elevator Companies and his observations thereto. Papachristidis Shipping Ltd. Reoch Steamship Co. Ltd. LEHTO PRINTICAS L.TO. • PORT ARTHUA, ONTARIO Quebec & Ontario Transportation Co. Ltd. N. M. Paterson & Sons Steamship Division Table No. 4 �.-- ... ..,... ........ . . ..,-,_, 1-,, ' \ ....__......., . • ,' ,, -- . - --- ....... . 1' ,' I ' [ii Owuuan r;od/« A farm yield of 51.000 acres is required to produce a vessel cargo of 1,000,000 bushels. It would take approximately five trains totalling 566 boxcars to transport this grain from the prairie country elevators to the terminal elevators at the Lakehead in order to fill the holds of ONE of these giant lake freighters. These million-bushel bulk carriers are approximately 730' long and 75' wide and draw 25 ½ feet of water. � Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Lakehead University Alumni Collection Description An account of the resource Material kept by the Lakehead University Alumni Association, or donated by Alumni to the Association. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource The Terminal Grain Elevators. Lakehead Harbour Commission. Subject The topic of the resource Business and Industry Description An account of the resource The Terminal Grain Elevators. Lakehead Harbour, Canada's Mid-Continent Seaport. Published by the Lakehead Harbour Commission, 1966. Creator An entity primarily responsible for making the resource Lakehead Harbour Commission Date A point or period of time associated with an event in the lifecycle of the resource 1966 Format The file format, physical medium, or dimensions of the resource PDF Language A language of the resource English Type The nature or genre of the resource Text https://digitalcollections.lakeheadu.ca/files/original/d254af677fd5befbc2bc0a1653851cc9.pdf 41b0fd30c0c3f2cf38809b2b696d7306 PDF Text Text �� Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource David Belrose fonds Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. 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Creator An entity primarily responsible for making the resource Pride Central Format The file format, physical medium, or dimensions of the resource JPG Language A language of the resource English Type The nature or genre of the resource Still image Coverage The spatial or temporal topic of the resource, the spatial applicability of the resource, or the jurisdiction under which the resource is relevant Canada - Ontario - Thunder Bay https://digitalcollections.lakeheadu.ca/files/original/4/1506/UG6-AW-I-33.jpg 72a0216a9ae6afa53579e811e41b4657 Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource Lakehead University Collection Description An account of the resource Photographs from Lakehead University's history: people, events, and campus. Dublin Core The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/. Title A name given to the resource The Very Reverend Lois Wilson, Kelly Breutigam with her parents Subject The topic of the resource People University Life Creator An entity primarily responsible for making the resource Nor’-Wester Date A point or period of time associated with an event in the lifecycle of the resource 1993 Identifier An unambiguous reference to the resource within a given context UG6-AW-I-33 Kelly Breutigam Nor’-Wester People Portrait Reverend Lois Wilson