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~'HT1RSDAY. JULY 2nd. 1959 TEE CANADIAN STATESMAN. BOWMANVILLE, ONTA~O PAGE UDIE Bank of Montreal Business Review Way to the Sea The prospect of linking the ahipping lanes of the worlds oceans with the world's largest chain of fresh-water lakes in r' the industrial heartland o obviaus challenge to the joint ingenuity of Canada and Unit- ed States for more than haîf a century. The meeting of the Qucen and the President of June 26 formallv ta open the St. Lawrence Seaway marked the achievement of a venture in international co-operation with few Ibistorical parallels. Sixty-four years have elap- sed since the idea of a Seaway was first mooted. It was in 1895 that a Deep Waterways Commission was created by the goverrnents of the two coun- tries to repart on the feasibility of a deep channel fromn the Great Lakes to the Atlantic. By thc early years of this cen- Free! with tury the scherne was clearly conceived on the broad unes which it now stands accomplish- ed-as a joint undertaking of the two countries and with the joint purposes af a ship chan- nel and a hydro-electric power source. These essential aspects have neyer been lost to sight despite the legislative and tech- nical difficulties that have be- set their fulfilinent. Even the basic engineering facts of to- day's St. Lawrence navigation and power project were speci- fied as long ago as 1926 and 1927. In those years a joint board of engineers confirrned the feasibility of developing 2.2 million horse power of electric energy in the International Ra- pids section and a Canadian ad- visory commîttee proposed a 27-foot channel from Montreal to Lake Ontario. For some years thereafter the Free!l every history of thc project was puflc- auated by a succession of plans and proposais and af chronic delays in reaching firni deci- sions. Whlle the Seaway scheme found rnany enthusiastie sup- porters it also met a large body of no less determined oppon- ents and one of the strongest lobbies in American congress- lonal history succeeded in de- feating the enabling legislation under six Presidents, ail of wham favoured it. The Canadian position was, throughout, rather more lear- eut. The project must have seemed a daring and premature idea when first proposed. It was certainly a bold conception, pro- viding as it did for transporta- tion and power requirements far in excess af reasonable ex- pectations at the tirne. Yet, des- pite her relatively smaller needs and resources, Canada was usually the prime maver. As time passed, economie growth on bath sides of thc bor- der brought thc facilities aifer- ed by the projeet more within range of the reasonable and indeed within the realm of the necessary. If anything, thc Can- adian case for pressing forward with construction gained mam- enturn more rapidly than the American to the point where Canada eventually decided ta "go it alone" if U.S. co-opera- tion should not be forthcorn- ing. Action was finally initiated by Canadian legisiation in the form of the St. Lawrence Sea- way Authority Act of December 1951 and United States later joined in by passing the Wiley- Dondero Act through Congress in 1954. Construction af Uic Seaway, begun late that year, moved forward on a joint basis in 1955. The task, which was accom- plished on schedule in a littie more than.four years, was imn- mense and complex and met with some unforeseen difficul- tics. That more than 50 million cubic yards of earth would have ta be excavated and 2 million eubic yards of concrete poured was known in advance ta more than fifty firms which heW major contracts for the Cana- dian sections alone. But sorne problemis that were not fore- seen caused engineering diffi- culties after construction began. At Uic Beauharnoîs lock, con- tractors met hard unîderlying sandstone which held up ahl progress until a new drill had been devised ta complete bar- ing. ITe jains, high winds and BOYS AND GIRLS-THIS IS YOUR CONTEST m Kick. Muars 0" seecovd*poef My U.,uek aueMtu, aldla,.', s M m" Mer gmm$ -K11POUT IPROM DETWEEN PARKID CARS New here's te .conte*an d huma v hat Yeu Cam vint Evuvy vouk, in an amucmm fille t1., lIlI ive you the fit four lnos of a limerick about on. of my safaty vule . . . and JIU give y.u te. sfety rnaiscso pou<n smaku up te.lait Une of te. Imavik t ie ute. nI& Mer y.u'vemodmasupthe last liner fill1in.the ot,7 blank and mail Jete i. e. m othuv anddadte. holp pou if pou 1k..Maphu you'il vin ouof e.prises for the. vek. Whmm wve ugons thr@ugh &aile. nl..,, wvalUhave,àa peciai imerick coverng afl six rni«. The grand prise for this one la a trip fer pou and ae oparent, guqrdka, thachaer oamp adule ai "eurchoice, te Capda's voitl Se food te. rut., put mm pour ebtukta cap Msa gui ou.4«od ledit ELMER RULE Ne. à 110W TO WIN 1. te enfer, Moke up the. lait fin,.etfithe Mmaerl.k ehown. Entriez will ho iudged on tMir ' hythm and rhyrne, and how Mhais idm fit la with the fiînt faut lino. L. Any student who ettended mn Ontauio publie, parochial, or private tlementary m«bail during 1959 mer enter. i. Chlldr et memployaz.oft f1,1. nuvpepr, the. Ontario Sfety Lngue end Roleigb Cycle Industrie (Canada) Mt. amanef enter. 4. Tibs entr must be postmanked not lofe, lima. *idnlght Wednasdoy, July , 1959, md maolld te the addrss on the *ntry ielnk. 8. Raab vrse must be moilad wth en entry blank or reasonab. tuesîmîle. Al antria. hecoune the.proporty 0o lImer the Sofety ilephont, and sonnet ha rmumed. a. Judle..o e i.contait willIh. popée Who cri teacheus, witman md traffic solat autheritlas. Thm judise' d.cisions ete = KeeapOut Fs.sDomve».Pavked cme - --- ---- --- ------M «Mie- - m OFFICIAL ENTRY BLANK MAIL TO: NAME ......~...~ Omar the Sfety lephat, (PI-e ....... ./ L . 6-eyL g 1170 Day S~re, Turmie o*a&"o .*. ........c1:w. PHN............ SCNOOL .. . AmE... ............GA ...... LIMERICK NUMBER TWO If you want to play safe and bave fun, Thon betv.en two parked cars »mver rue - For yo're hiddeu froua vw. Dripeus commot suneue Su m mer Retreat Arthur L. Phelps, voice of CBC's Neighborly News prograni, has two young grandchildren who like to "help" him with his work. He finds his best defence against their effort,% is a retreat, when the hot weather arrives, to the small trailer at the back of his house. Here, the many newspaper clippings which he uses as material for his work are saf e from his young assistants' hands. Neigh- borly News, now 19 ycars oid, is heard each Sunday on the Trans-Canada network of CBC radio. flood waters hampered con- struction of cofferdams at the Montreal entrance and at the Cornwall power projcct, while dredging was complicated by unexpcctcd physical obstables. Considerable expense was also ineurrcd in relocating more than 6,500 people as well as towns, railways and roads on thc north shore of the St. Law- rence bctwccn Cornwall and Prcscott Which was scheduled for ilooding on completion of the Cornwall and Iroquois Pow- er Dams. In addition Indian consent had ta be obtained ta expropriate part of the Caugh- nawaga Reservation in the La- chine Section of the channel. IO ne af Uic most difficuit tas was providing 120-foot clear- anc1' over Uic Seaway in exist- ing bridges betwecn Montreal and the south shore of the St. Lawrence, whllc at the same time maintaining an uninter- rupted flow of vehicular traffic aver these vital links. The total cost of the combin- cd navigation and power aspects is naw considerably higher than expected when construction beganm Canada has borne the larger share af costs of thc na- vigation aspects and these have risen from $205 million estim- atcd in 1955 ta $329 million. Thus the 188-mile waterway be- tween Montreal and Lake On- tario, which is one ai Uic long- est ship channels i the world, ean also lay cdaim ta Uic more dubious distinction of being the most expensive. Other dimensions ai the Sea- way are mare modest. Its lim- itîng depth of 27 feet makes it Uic eig'hth dccpest in the world, equal to Uic Chesapeake-Dela- ware canal, but 14 feet shallow- er than Uic Penama, Lock widths af 80 feet and lengths of 768 feet arc alsô smaller than thase of Uic Panama. Indeed, doubts have fre- I quently been expressed that the ISeaway's basic dimensions - virtually unchangcd since spe- 'cified in 1827-will prove ade- J uate for Uic size and quantity of shipping that wiil use the new ship channeL. Some ai the largcst acean freightcrs, parti- cularly bulk carriers such as ail tankers, draw too much water ta enter thc chaninel, while many other ooean-gaing ships may be farced ta ighten cargo in or- der ta draw less than thec luit- ing depth. None the less, more than three quarters ai the worlil's ships will be able ta enter the Seaway and there is no reason ta suppose that ton- nage through the new channel wMl be significantly limitcd by its depth. Estimates ai freight tannage that may move through the Seaway during the 1959 shipping season vary widely, betweeen 14 and 40 million tons, thaugh over Uic langer tern i t is considered that as much as 84 million tons could be hand- led la any ane seasan. Enlarge- ment la the volume and variety of goods transported should corne from a nuniber ai quarters. Nat anly is there likely ta be con- siderably greater overseas traf- fie but thc Seaway will pro- vide a new intracontinental ar- tery. Existing traffie la iran ore wcstbound frorn Labrador ta niid-continent steel milis and la coal bath eastward and west- ward are expccted ta be the chief commodities moved with- la thc bounds ai the continent. The Seaway's dimensions may, however, have consider- able effect upon thc type ai shipping using the channel. The pastwar trend lai ship construc- tion h'as favourcd larger ocean carriers for bath bulk and gen- eral cargo and if this trend con- tinues it is possible that greater numbers oi these large and mare economnical ships will be prohibited by their deep draft from entering Uic Seaway. Fur- thermore, any persistent diffi- culties that ocean shippers may experience, such as bottlenecks at thc St. Lamubert lock or Wel- land Canal, and delays in turn- around time at inland ports, will militate against ocean ships. On the other hand the large spe- cialized lake carrier may prove ta be the mast competitive and profitable ship ta ply thc St. Lawrence Seaway, particularly for transporting bulk commodi- tics, such as grain, coal and iran are. which are expected ta constitute nearly 80 per cent of tannage carried. In view ai these changes Uic future of a number ai ports on the Great Lakes and St. Law- rence la unoertain. Maivy corn- munities have prepared for the advent ai the new channel with a costly prograni ai harbaur ixnpravement and ehannel decp- ening, but smre are probably destined to be disappointed. Sarne ai the smaller ports do nol t possess the financial resour- csta provide the range ai ser- vices that sibD operators recuire the Seaway, but' the -changes may be slow in coming. Sorne ie may clapse before the Ses- way's direct stimulation af trade and commerce wlll result in a heavier over-ali volume of freight movernents. In the mean- Urne, it is likely ta capture con- siderable freight fram alterna- tive water and rail routes. Much af the opposition aroused by the Seaway has corne f rom interests which fear that this changing pattern wil cause losses of an enduring nature ta certain re- gions and comnunities. But past experience tirough- out the world has shown that any major new transport link which contributes ta further eccrnomic growth tends ta bene- fit ail in the long mun. Substan- tial expansion of sea-borne commerce implies a growth po- If thcy are ta use such porta regularly. The larger ports along the Great Lakes-Taron- to, Harnilton, Cleveland and G Chicago for exarnple - have C been taking positive steps ta attract regular freight services and competitian will continue Car ta be keen for several scasons. The air af uncertainty that this now surraunds the prospectsMO for the St. Lawrence Seaway ishg in part a reaction ta t.he ex- cessively hopeful and specula- tive atmosphere that attendcd its construction. Many intercsts have pnned their hopes an ra- pid results fram the advent oi [f.1 tential that maay weil make up for such temporarY lasse« as may be experienced by parti-1 cular carriers and areas as the i more ixnrediate result af the Seaway openlng. For not only will the new channel connect lake and acean- going shipping as the namne Sea- way xrnpllès, it will, in effect, i extend shoreline trade between' continental points. Although the immediate impact of the St. Lawrence Seaway is not' proving ta be as revolutionary as its early proponents may have envisaged, it is opening a, new chapter in the history ofj the North Anierican continent. The national well-being of bath Canada and the United States1 cannot fafi to benefit from the i inception of this great interna- tional trade route.i MONDEA fiNE MA Siaf f Nomme 318 Dandas phoni mobsi aux"S AND QUALITy STAFFORD BR08. nitai Worku m st. IL, WbIly ke Wbltb7 kwk 8-&M5 I I BLACK DIAMOND STAMPS purchase of gas Vigor Oil SERVICE STATION CORNER 0F MAN VERS ROM> AND FIFTH CONCESSION Phone MA 3-29Y9 Double Siamp Day Every Tuesday -Corne Out and See Our Display of Gifts - Cornplete Lubrication at a Reasonable Price ASK ABOUT OUR SPECIAL PRICE ON TÏIRÉS STOVE WIL AVAILABLE IN ANY QUANTITY AT THE STATION OPEN EVENKNGS, AND SUNDATS ILONIAL ALUMINUM INDUSTRIES U10, iado's fastest growmg manufacturer bas a deaI.rslhip open hi is Iocality. 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You et oreoutof ife whe yo ge th mot ~Before freezlng, most vue You et ore ut f lie, hen ou et te mst, utstables sbould b. sc.1d of electricity. rorblanched" to proserve flavour, colour and food value.. HYDRO la you ru Jou se do ÎLL.. .~ttà (M... pIWtt- a gàl 1- mommua . 1 Tm CANADUN STATESMAN, BOWIJANvfflm ONTAMO JMT 2nd, 1059 PACI ICU