890 10 13080 https://digitalcollections.lakeheadu.ca/files/original/eefd02a702b5f332e6397a2c89e4c67c.jpg edeb036a0b48055aa4bd527ea9abfc92 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 Mr. & Mrs. Valle Kiviluoma Subject The topic of the resource People Description An account of the resource Mr. & Mrs. Valle Kiviluoma. Donor: Mrs. Anderson. Rights Information about rights held in and over the resource Public domain 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_D11Fi13-5 https://digitalcollections.lakeheadu.ca/files/original/95aa34d2056edce44bc90348ded79c05.jpg a714ea31ac94ab92b4e21c718d2c1c9b 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 Mr. & Mrs. Nosi Subject The topic of the resource People Description An account of the resource Mr. & Mrs. Nosi. Donor: Mrs. Anderson. Rights Information about rights held in and over the resource Public domain 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_D11Fi13-6 https://digitalcollections.lakeheadu.ca/files/original/37abf246659c5ebfc37338b85108e1d0.jpg bdddaa2d046d6c7f6fb6e9b8fa42d25b 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 Wilho & Fiina Kivilahti Subject The topic of the resource People Description An account of the resource Wilho & Fiina Kivilahti. Donor: Forsberg & Laine Family. Rights Information about rights held in and over the resource Public domain 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_D11Fi14 https://digitalcollections.lakeheadu.ca/files/original/9bdd95b9d52261574b286db3584eb10b.jpg 2c134ba5cc86f015e5ecec4a5df68070 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 Wilho & Hilma Niemi Subject The topic of the resource People Description An account of the resource Wilho & Hilma Niemi. Donor: Forsberg & Dr. Laine Family. Rights Information about rights held in and over the resource Public domain 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_D11Fi15 https://digitalcollections.lakeheadu.ca/files/original/c60e626c46cd1f86bd13bb8e32cf2c2c.jpg 18343c444fd035d104e99224d97ca11f 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 Fred Paju & Viola Erkkila Subject The topic of the resource People Description An account of the resource Fred Paju & Viola Erkkila, Port Arthur, 1912. Donor: Ellen Karila. Date A point or period of time associated with an event in the lifecycle of the resource 1912 Rights Information about rights held in and over the resource Public domain 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_D11Fi16 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 Canada - Ontario - Port Arthur 1912 Fred Paju People Port Arthur Viola Erkkila https://digitalcollections.lakeheadu.ca/files/original/2b99013dd3c920491a3c5fdbddb17a22.jpg aaae2eaeeed38888abeb623017d67a72 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 Oscar Hautamaki & Selma Lind engagement photo Subject The topic of the resource People Description An account of the resource Oscar Hautamaki & Selma Lind engagement photo, 1919. Came to Canada 1920-1921, celebrated 50th anniversary at Mokomon, Ontario, 1969. Donor: Mrs. B. Melo. Date A point or period of time associated with an event in the lifecycle of the resource 1919 Rights Information about rights held in and over the resource Public domain 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_D11Fi17 1919 1920 1921 50th Anniversary Canada couple engagement Mokomon Ontario Oscar Hautamaki People Selma Lind https://digitalcollections.lakeheadu.ca/files/original/8a19ce3455515b35fe16da9745badaae.jpg 6ecf4a6eeb44e707f210741866baa681 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 Erkki & Hanna Fraaback Subject The topic of the resource People Description An account of the resource Erkki & Hanna Fraaback. Rights Information about rights held in and over the resource Public domain 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_D11Fi18 couple Erkki Fraaback Hanna Fraaback People https://digitalcollections.lakeheadu.ca/files/original/fb4e6ec10f37e09172dad48eea09a23e.jpg 2aff11d9d50912281b7b1ee28aef70e7 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 Mr. & Mrs. Oskari Selkamaa Subject The topic of the resource People Description An account of the resource Mr. & Mrs. Oskari Selkamaa, Port Arthur. Donor: Cairine Budner. Rights Information about rights held in and over the resource Public domain 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_D11Fi19 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 Canada - Ontario - Port Arthur couple Oskari Selkamaa People Port Arthur 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/a0c380d604bc27e1390696b4a91b4fee.pdf d8d1369c237e1ccdaa945c908472576c PDF Text Text KING'S ELEVATOR PORT ARTHUR - BUILT 1883 HISTORICAL FACTS GRAIN ELEVATOR CONSTRUCTION AND SHIPPING LAKEHEAD HARBOUR 1883 - 1964 ONE OF THE LAKEHEAD'S MOST MODERN EI.EVATORS PREPARED BY: • . J. E. YOUNG. ESQ. Chairman LAKEHEAD HARBOUR COMMISSION February 1985 �In the report of the Officers of the Thunder Bay Historical Society for the year 1909 and 1910, Mr. Harry Sellers submitted a paper covering the "Early History of the Handling and Transporlaiion of grain in :the Thunder Bay District". This report covers grain handling and grain elevator construction from 1883 up to 1910 and reported sorne 15 elevators built and operating up until that time. A number of these elevators have since disappeared and others have been buiit. At this date at the Lakehead, covering the waterfronts of Port Arthur and .F'ort William, we now have a total of 26 large and some very modern grain elevators receiving and shipping between 300 and 400 m1llion bushels of all grain3 each eight month shipping season. In the ea~ly 1930's, Vancouver and Churchill became grain shipping Ports. The development of Vancouver as a grain shipping port ,Nas referred to as "Stevens Folly" promoted by Hon. Harry Stevens who was then the Minister of Trade and Commerce in the Federal Government. Churchill was developed. as a grain shipping Port at the demand of the Wes'~,2rn farmers as a shorter route to the Sea - thus reducing rail rates. Both of these Ports have become very important in this trade as the following figures will show, and have thus established very direct competition with the Canadian Lakehead which had become a "Captive Route". With only a few days to go to close the crop year for 1963 - 04, as of July 31st reports show that the two railways have moved 7:56.8 million bushels of wheat - nearly 28 million more than total farm deliveries of Wheat, Oats, BarJey, Rye, and Flax to licensed elevators. The C.P.R. moved 198,724 cars with 396 million bushels to the Lakehead and Vancouver, and other milling destinations. To the same points, and also to Churchill, the C.N.R. moved 182,397 cars with 360.8 million bushels. Both railways delivered some ;i2,000 cars of grain to the Lakehead Elevators during the month of July 1964 and grain shipments from the Lakehead Elevators by water during the same crop year amounted to 442.6 million bushels. The number of vessels required are not available, but the new and larger lake vessels have reduced the number required considerably; for instance, the Canada Steamship Lines vessel ''Saguenay ', 730 feet long and 75 feet wide. established a record when she cleared the Lakehead on August 28 with 945,596 bushels-60 lbs to the bushel-total cargo 28,368 tons. Vancouver duiing the same crop year shipped 220.7 million bushels and Churchill 21.7 million, with these three ports being quite capable of handling and shipping all the grain Western Canada can grow. It would appear reasonable to presume that new elevator construct10n at the Lakehead has about reached its limit in keeping with present -1- �crop production. The exception being reconstruction of some of the old workhouses and additionai storage bins which would also increase the Lakehead shipping capacities. Therefore the purpose of this paper is to provide as full a coverage as possible from records available of all grain elevators built at the Lakehead since 1883. Also showing the additional storage bins built to these elevators since their original construction which now totals some 106,000,000 bushels. In addition listing those elevators th3.t were constructed and operated and have since disappeared, either being torn down or destroyed by fire. This information I feel is necessary in order to give a complete and full coverage of the present days total which represents an investment of well over 200 million dollars. Mr. Sellers points out that when the first grain arrived here from the West in 1883 it was stored in warehouses built on the Kaministiquia River bank and at ±i:5 Dock 'Marks Dock" in Port Arthur. ·whe2lbarrows were used to mov~· the grain from the railway cars to the sheds and also for loading of vessels. The " S. S. ERIN" took the first load of 80,000 bushels. The inadequacy of this method of handling grain was soon replaced by the construction of "Kings Elevator" at Port Arthur, later known as "Horne Elevator" and replaced now and known as "Manitoba Pool 2". I will attempt to list all Grain Elevators built at the Lakehe3.d in keeping with the yec?.r of construction or reconstruction - as follows: CANADIAN NORTHERN RAILWAY A. B - Who had built a raihvay through from Port Arthur to the grain fields in the West, built a large elevator at Port Arthur known as Elevator A - B. of wooden construction in 1902, with Tile storage tanks - capacity of workhouse 1,000,000 bushels - Tank capacity 5,000,000 bushels. of wooden construction in 1902 as a workhouse - capacity 1,000,000 bushels (B) house was dismantled in 1919 and replaced 1920 with a modern concrete structure installing mechanical dumping tables with shoveling hoppers at the rear for part or divided cars of grain now known as Saskatchewan Pool #6, (A) house was later torn down but not replaced. INLAND ELEV A TORS "FEED MILLS" THAT HAVE BEEN TORN DOWN OR DESTROYED BY FIRE NATIONAL FEED MILL 2nd Avenue, Port Arthur Built in 1905 of wooden construction - destroyed by fire 19i4 rebuilt 1915 again of wooden construction -- was torn down in 1936 - capacity 65,000 bushels. R. B. McLEANS KING'S ELEV A TOR Built 1883 - workhouse of wooden construction-capacity 350,000 bushels - later storage tanks were built of tiie and concrete. This building later was demolished and replaced with a modern building known to the trade as "Manitoba Pool 2" and will be listed with the elevators operating today. Corner of Atlantic and Athabaska Streets, workhouse of wooden construction - capacity 60,000 bushels. Later torn down. Dates are not available. R. B. McLEANS X Corner McLaughlin and Pacific Avenue, built in 1920 of wooden construction metal clad - capacity 70,000 bushels - torn dowa in 1934. CAPITAL ELEV A TOR CANADIAN PACIFIC RAILWAY ELEV A TORS A - B - C - D A B C D - Built on the north bank of the Kaministiquia River at the foot of Victoria Avenue. of wooden construction in 1885 -· capacity 1,039,880 bushels of tile construction in 1889 - capacity 482,000 bushels of wooden construction in 1890 - · capacity 1,195,000 bushels of steel tanks construction in 1902 as storage tanks for elevator (B) capacity 1,976,000 bushels As new private Terminal Elevators were being built the railways decided to vacate the grain handling business, therefore these elevators were all torn down at various stages. The last company to operate these elevators was the United Grain Growers of Alb2rta, who built the U.G.G. Elevator at Current River and moved in and commenced operation m 1928. -2- Corner Arthur and Brunswick Avenue, built in HJ17 wooden construction - capacity 60,000 bushels - torn down in 1935. PATERSON ELEV ATOR (K) Corner Yonge and King Streets, built in 1912 of wooden construction - capacity 60,000 bushels -·· torn down following the rebuilding of Paterson workhouse in 1927. MOUNT McKAY FEED Corner James and Gore Streets built in 1921 of wooden construction - capacity 10,000 bushels - destroyed by fire 1928. PARRISH & HEIMBECKER ' had a small wooden elevator situated almost at the corner of -3- �South Syndicate & Mary Street which was torn down when the same company built the Superior Elevator in Port Arthur in 1922 and is covered on Page 9. JAMES DAVIDSON, FEED MILL Corner Arthur and Marks Streets torn down in 1963. capacity 20,000 bushels - used for a few years and as the surplus grain was sold they were torn down, leaving the concrete floors intact. On these concrete floors several smaller industries have sprung up, for instance at the Ogi~vie Elevator a Butler building was erected and is now used for the storage of Bulk Cement by the St. Lawrence Cement Company. This cement is sold to the local building trades. INLAND ELEV A TORS STILL IN OPERATION DAVIDSON AND SMITH Corner Fort and Vickers Streets, built originally as a Matress Factory - reconstructed into a Feed Mill in 1917 and 1918 oi: concrete and brick with pannel walls - capacity 100,000 bushels. BOL1ES ELEV A TOR Hardisty Street, of wooden construction -- capacity 20,000 busl1els - built in 19'13. ' ELEVATORS BOTH INLAND AND ON THE WATERFRONT THAT WERE DESTROYED BY FIRE AND OTHER CAUSES CANADIAN NORTHERN B.AILWAY (B) Workhouse Poj_•t Arthur, by fire 1919 - rebuilt 1920. NATIONAL FEED MILL Workhouse Port Arthur, by fire 1914 - rebuilt 1915. LIST OF iE LEV A TORS PRESENTLY OPERATING AT THE LAKEHEAD SHOWING DATES OF ORIGINAL CONSTRUCTION AND DATES OF ADDITIONAL STORAGE ANNEX'$ UNITED GRAIN GROWERS OF ALBERTA (U.G.G.) Built in 1927 -- of concrete - original capacity 3,000,000 bush2ls, a 4,300,000 storage annex built in 1960 - total capacity 8,250,000 bushels. With the rebuilding of the Lakeside storage annex in 1962, the most modern type of loading gallery was installed capable of loading vessels with 25,000 tons or 1,000,000 bushels in eight hours. ALBERTA POOL #9 SASKATCHEWAN POOL #5 Current River now POOL 4B Workhouse Port Arthur destroyed by ''Dust Explosion" 1945 rebuilt 1946. UNITED GRAIN GROWERS OF ALBERTA The original storage annex on lake side slipped off its foundation and into the slip in 1961 - rebuilt in 1962. BLACK AND MUIRHEAD Kam River, destroyed by fire 1919. PATERSON (0) Kam River, workhouse destroyed by fire 1926 - Formerly the UNION TERMINAL ELEVATOR built in H.116-17 original capacity 300,000 bushels. 2nd storage annex added in 1917 - 600,000 bushels 3rd storage annex added in 1927 - 900,000 bushels The wooden workhouse was torn down in 1930 anci rebuilt of concrete adding 1,000,000 bushel storage - total capacity 2,800,000. SASKATCHEWAN POOL #4 (A) UNIT Built in 1917 of brick and concrete - capacity 2,500,000 bushels. 2nd Unit built in 1919 - capacity 2,000,000 bushels 3rd Unit built in 1923 -- capacity 2,000,000 bushels SASKATCHEWAN POOL #4 (B) UNIT rebuilt 1927. GILLESPIE ISLAND #2 Kam River, destroyed by fire 1923. MOUNT McKAY FEED MILL Kam River, destroyed by fire 1928. ?riginally known as (B) house, later changed to Pool #5 built m 1918 ·- concrete workhouse and storage bins 2,200,000 bu~hels. 2nd Unit built in 1923 500,000 bushels 3rd Unit built in 1927 - 1,000,000 bushels Total capacity of both (A) and (B) houses - 8,700,000 bushels. The original Pool #5 was destroyed by dust explosion in 1945. RICHARDSON ELEV A TOR DISTRESS GRAIN STORAGE HOUSES During the large quantity of storage room at a sheds were built years of 1939 - 40, Canada found itself with a very surplus grain that it was unable to sell, which p'.aced premium - result about 15 temporary wooden storag~ adjacent to the various elevators. These sheds were Operated by EASTERN TERMINAL ELEVATOR CO. 1st Unit built 1918 - concrete construction workhouse and storage bins - 1,905,000 bushel capacity 2nd Unit built 1922 - bins 1,500,000 bushel capacity 3rd Unit built 19:30 - bins 2,000,000 bushel capacity Total capacity 5,405,000 bushels. -5- ��2nd Unit built 1928 - capacity 3,000,000 bushels -- concrete 3rd Unit built 1948 - capacity 2,100,000 bushels -- concrete Total capacity 9,000,000 bushels This elevator has FIVE automatic rail car dumpers - unloading capacity in 8 hours - 200 rail cars. l\1ANITOBA POOL #2 This elevator replaced the old KING'S ELEVATOR built in 1883 of wood later concrete and tile bins were bu ilt in 1904. I feel it safe to say that a second wooden wor khouse was built and torn down and replaced with one of concrete in 1923 total capacity 1,400,000 bushels. This elevator differs from the others in vessel loading in that a gallery is used to carry the grain on conveyor belts to vessel loading spouts. THUNDER BAY ELEV A TOR Originally built by the CANADIAN CONSOLIDATED GRAIN CO. later purchased by the UNITED GRAIN GROWERS OF ALBERT A built 1909 wooden workhouse with concrete storage bin.:, capacity 1,500,000 bushels. SASKATCHEWAN POOL #6 Originally built and operated by the CANADIAN NORTHERN RAILWAYS in 1902 with two wooden workhouses. The three storage units had a capacity of 6,734,000 bushels. The (B) workhouse was dismantled in 1919 and was replaced in 1920 with a new concrete structure with modern automatic rail car dump2r.s (the first at the Lakehead) increasing the capacity by 600,00:l bushels - the other wooden workhouse (A) was then torn down total capacity 7,334,000 bushels. MANITOBA POOL #3 Originally the RELIANCE ELEV ATOR CO. first unit built in 1924 of concrete 1st Unit built 1924 - capacity 1,400,000 bushels, concrete 2nd Unit built 1929 - capacity 2,150,000 bushels, concrete 3rd Unit built 1960 - capacity 2,500,000 bushels, concrete 4th Unit built 1961 - capacity 1,650,000 bushels, Steel Tanks Total capacity - 7,700,000 bushels. CANADA MALTING CO. Originally the BA WLF ELEV A TOR CO. 1st Unit built 1923 - capacity 1,250,000 bushe}s - concrete 2nd Unit built 1927 - capacity 1,100,000 bushels - concrete 3rd Unit built 1961 - capacity 535,000 bushels -- concrete The 3rd Unit is a malting house for the processing of malt whic~1 started some few years earlier - total capacity 2,885,000 bushels - this elevator has one dumping table for rail car unloading and two shoveling tracks. STEWART ELEVATOR Originally buill by MR. JAMES STEWART, Esq. by the FEDERAL GRAIN CO. 1st Unit built 1923 - capacity 1,250,000 bushels 2nd Unit built 1927 - capacity 1:000,000 bushels 3rd Unit built 1960 - capacity 1,200,000 bushels Total capacity 3,450,000 bushels. later purchas2d - concrete --- concrete - concrete capacity 3,900,000 bushels - -8- I' , Originally built by the CANADIAN GOVERNMENT in 1913 Total capacity 3,250,000 bushels - of concrete construction. MANITOBA POOL #1 1st Unit built 1914 - capacity 400,000 bushels - concrete 2nd Unit built 1916 - capacity 1,000,000 bushels - concrete 3rd Unit built 1962 - capacity 4,680,000 bushels - concrete This 3rd unit consisted of modern concrete workhouse to replace the old house and additional storage bins - also concrete elevated rail car trucks - and the most modern gallery system for vessel loading capable of loading' 1,000,000 bushels in 8 hours, total capacity 6,080,000 bushels. SUPERIOR ELEVATOR 1st Unit built 2nd Unit built 3rd Unit built Total capacity 1922 - capacity 300,000 bushels - concrete 1927 - capacity 508,000 bushels - concrete 1961 - capacity 817,000 bushels -- concrete 1,625,000 bushels. THE FOLLOWING ELEV A TORS ARE ALL LOCATED ON THE KAMINISTIQUIA RIVER AND IN THE TURNING BASIN FORT WILLIAM SECTION SASKATCHEWAN POOL #12 Originally built by the EMPIRE ELEV ATOR CO. later sold to the FORT WILLIAM ELEVATOR CO. 1st unit built 1904 - capacity 1,750,000 bushels - workhouse built of Wood-Metal Clad - tanks Concrete and Tile - ·- now being used for storage purposes only - for economic reasons of operation. SASKATCHEWAN POOL #8 SASKATCHEWAN POOL #7 1st Unit built 1928 - McCABES ELEV A TOR concrete Originally the •OGILIVE ELEV ATOR & FLOUR MILL CO. LTD. • 1st unit built 1906 - capacity 500,000 bushels - Wooden work-9- �house and Steel Bins: Some of these Steel Bins slipped into the river and was rebuilt for operations in 1907. 2nd unit built i911 - capacity 1,500,000 bushe~s - concrete 3rd unit built 1915 - capacity 1,000,000 bushels - concrete 4th unit built 1944 - includes a car dumper receiving house Total capacity 3,000,000 bushels OGILIVE FLOUR. AND FEED BY-PRODUCT MILL ·. Built in 1905 this mill manufactures Feed - Glucose - Starch - and other by-products from grain - built of wood and Iron Clad. WESTLAND ELEVATOR ' Formerly the NORTHLAND ELEVATOR also know as ELEVATOR (D) built by the Canadian Pacific Railway Co. 1st unit built 1899 - capacity 300,000 bushels - concrete and steel 2nd unit built 1899 - capacity 1,600,000 bushels - concrete and steel 3rd unit built 1912 - capacity 1,700,000 bushels --- concrete 4th unit built 1913 - capacity 3,900,000 bushels - concrete Total capacity 7,500,000 bushels The above figures are taken from the revised list dated May 1962, but the original description of this construction does not show dates of building but shows the storage capacities as follows: 1st unit 400,000 bushels l 2nd .unit 2,500,000 bushels 3rd .unit 1,100,000 bushels 4th unit 3,500,000 bushels ~ Total capacity shows the same 7,500,000 bushels as 1962 revised list. SASKATCHEWAN POOL #10 Originally buiit by the CONSOLIDATED ELEV ATOR CO. later sold to the FORT WILLIAM ELEVATOR CO. LTD. As originally built - one unit in 1913 - capacity 1,750,000 bushels - concrete cons,truction. SASKATCHEWAN POOL # 11 SASKATCHEWAN POOL #5 Originally built by the WESTERN TERMINAL ELEVATOR CO. of concrete and tile construction. 1st unit built 1909 - capacity 914,800 bushels 2nd unit built 1914 - capacity 1,130,500 bushels 64,000 bushels 3rd unit built 1915 - capacity 161,000 bushels 4th unit built 1917 -- capacity 829,000 bushels 5th unit built 1923 - capacity Total capacity 3,100,000 bushels. PATERSON ELEVATOR Owned by N. M. PATERSON AND CO. LTD. - present workhous2 of concrete - built in 1927 - i00,000 bushel capacity. 3rd storage unit built 1927 - 1,000,000 bushels - concr€te 4th storage unit built 1931 -- 2,000,000 bushels - concrete Total capacity 4,100,000 bushels. NORTHWESTERN ELEVATOR Owner FEDERAL GRAIN CO. LTD. 1st Unit built 1917 - capacity 390,000 bushels - concrete 2nd Unit built 1917 - capacity 275,000 bushels - concrete 3rd Unit built 1919 - capacity 520:000 bushels - concrete 4th Unit built 1922 - capacity 2,000,000 bushels - concrete 5th Unit built 1924-5 consisting of additional workhouse capacity. Total capacity 3,185,000 bushels. LAK,E HEAD TERMINAL ELEVATORS LTD. Formerly known as ELECTRIC ELEVATOR {Operated by Purvis Grain Co.) 1st Unit built 1916 - capacity 100,000 bushels - wood-metal clad 2nd Unit built 1916 - capacity 400,000 bushels - concrete 3rd Unit built 1926 - capacity 500:000 bushels - concrete T-otal capacity 1,000,000 bushels. This elevator uses a gallery vessel loading system. GRAND TRUNK PACIFIC ELEVATOR Originally the FORT WILLIAM ELEV A TOR CO. LTD. Operated by the MUTUAL ELEVATOR CO. 1st unit built 1907 - workhouse capacity 150,000 bushels 2nd unit buHt 1907 - storage tanks capacity 900,000 bushels ~rd :unit built 19-10 - storage tanks capacity 700,000 bushels . Total capacity 1,750,000 bushels -- built of concrete and tile. -10- Owned by NATIONAL GRAIN CO. LTD. 1st Unit built 1909 - capacity 750,000 bushels- workhouse concrete 2nd Unit built 1909 -· capacity 2,500,000 bushels 3rd Unit built 1912 -· capacity 2,500,000 bushels - concrete Total capacity 5,750,000 bushels . -11- �SEARLE ELEV A TOR Owned by SEARLE GRAIN CO. LTD. 1st Unit built 1928 - workhouse -- 200,000 bushels ·2nd Unit built 1928 -- storage - i,400,000 bushels 3rd Unit built 1928 - storage - 1,400,000 bushels -·4th Unit built 1930 - storage - · 2,000,000 bushels Total capacity 5,000,000 bushels. concrete concrete concrete concrete PAT,ERSON - MANITOBA POOL #1 - SASKATCHEWAN POOL #7 - MANITOBA POOL #3 - RICHARDSON ELEVATOR - All have Marine Unloading Legs. Since the St. Lawrence Seaway came into being in1959 - the following elevators have provided additional water depths under loading spouts enabling vessels to load to seaway depths of 25 :Y2 feet; UNITED GRAIN GROWERS, SASK. POOL #7, MANITOBA POOL #L SEARLE GRAIN CO. have also provided foundation improvements for 30 feet of water and arrangements have been made for dredging the entrance of Mission River and Turning Basin to 27 ft . also the elevator slip, this improved vessel loading has placed the Lakehead in a competitive position with any other Port within the Great Lakes system. The main Harbour is dredged to 27 feet.-River water depths are as follows: 75% of the entire area has 26 to 30 feet of water, 25 % , the remainder, is restricted to 25 feet or less which restricts the entire river area to 25 feet. THE FOLLOWING TABLE ILLUSTRATES THE INCREASED GRAIN TONNAGE~ AS SHIPPED THROUGH THE LAKEHEAD HARBOUR IN 10 YEAR PERIODS SINCE 1903 1903 1914 1924 1934 1944 1954 - 1913 1923 1933 1943 1953 1963 All All All All All All Grain Grain Grain Grain Grain Grain -12- - 731,34:5,185 1,343,345,825 2,637,134,001. 2,010,745,475 3,329,558,360 2,984,787,672 bushels bushels bushels bushels bushels bushels �LAKEHEAD HARBOUR COMMISSIONERS KEEFER LAKEHEAD TERMINAL WATERFRONT, INTERCITY TELEPHONE DIAMOND 5-1 256 4-3594 PORT ARTHUR - ONTARIO COMMISSIONERS, J. J. F. R. G. MAILING ADDRESS: P.O. BOX 266 PORT ARTHUR, ONTARIO E. YOUNG, CHAIRMAN ANDREWS H. BLACK. O,B.E., F.C.A. B. CHANDLER, P. ENG . F. McDOUGALL PORT MANAGER AND SECRETARY I< . MCCUAIG ch .9 En~lose he wi~ is a booklet "Historical Facts Grai El ator Cm t.ructio&1 And Shipping -= Lak -head = 1964" prepared by Jo E. Young, Esq. Har our= a Cha' man~ d yo Sh s p s bl Ha bour Commissioners., eqt: ·re e a a .. e s pp o ies, please Advise~ ass on is limitedo Yours tr 1 , , JE E cl m ~, Sl p r:izttend .nt. ' � 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 Historical Facts: Grain Elevator Construction and Shipping, Lakehead Harbour, 1883-1964 Subject The topic of the resource Business and Industry Description An account of the resource Booklet, "Historical Facts: Grain Elevator Construction and Shipping, Lakehead Harbour, 1883-1964," by J.E. Young, Chairman of the Lakehead Harbour Commission, February 1965. Creator An entity primarily responsible for making the resource J.E. Young Lakehead Harbour Commission Date A point or period of time associated with an event in the lifecycle of the resource 1965-02 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 1883-1964 1965 booklet Grain Elevator Construction and Shipping Harbour Historical Facts J.E. Young Lakehead Harbour Commission