Essay, Research Paper: The St. Lawrence Seaway
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The St. Lawrence Seaway
Jamie Ferguson-Woods
and
Brian Tod
Mr. Sarellas
Due: Thurdsday, November 27th, 1997
The St. Lawrence Seaway
J. Ferguson-Woods
B. Tod
The five great lakes offer access to world class Canadian and US ports. These ports deliver goods to most of North America. The St. Lawrence Seaway reflects the evolution of the North American shipping trade during the past one hundered and sixty years. The seaway is made up of two sectsion. the Welland Canal and the Montreal-Lake Ontario section. Although these two sections only represent a small fraction of the total system, they contain all of the locks (except 1 which is privately owned). In good weather a ship can travel through the Seaways in about 1 1/2 (World Book Encyclopedia, pg 42, 1990).
Over about 300 years there were many efforts to link the Great Lakes to the rest of thw world. in the early days canals were dug to bypass various rapids along the route. For example the Lachine Canal link Lake St. Louis and Montreal was built in 1824. The evolution of the Seaway has closly follwed the evolution of boat technology, from sailboats to large tankers. What we know today as the St. Lawrence Seaway was completely opened in September of 1959, with construction starting as early as 1824. There were major revisions on the Welland Canal in 1973.
The Welland Canal, the older, all Canadian section of the St. Lawrence Seaway. The Welland Canal has actually being rebuilt four seperate times and has had 1 major revision, to meet the increase of popularity and and size of ships. Most of the credit towards the creation of the Welland Canal should go to William Hamilton Merrit, from the province of then, Upper Canada. (The Welland Canal Fact Sheet, Pg 2, St. Lawrence Seaway Authority). William was an entrepreneurial business man that built the seaway for a regular supply of water to his mills. After he had researched the initial engineering studies to find out that the task was feasible, he founded the Welland Canal Company which was funded by both the government and by private sources. Contruction of the first Welland Canal began November 30th, 1824 in Allanburg aprox 171 years ago. (The Welland Canal Fact Sheet, Pg2, St. Lawrence Seaway Authority). Five years later after the excavation of the canal, the schooner "Ann and Jane" was the first vessel to complete the upward voyage. (The Wellan Canal Fact Sheet, Pg3, St. Lawrence Seaway Authority)
As the Welland Canal gained popularity, so did the traffic. It soo became advantageous to extend the canal directly to Lake Erie from Port Robinson. The first Welland Canal consisted of 40 wooden locks with a minumum size of 33.5m by 6.7m with a adepth of 2.4m. The total length of the first Welland Canal 44km long. The Welland Canal Company capital was not large enoguh to maintain the locks, in 1939 the Government of Upper Canada voted to purchase the remaining privately held company stocks.
The second construction of the Welland Canal began in 1845. Some of the major revisions in the second Welland Canal are that they increased the average depth of the canal from 2.4m to 2.7m, they also reduced the number of locks down to 27 from the original amountof 40. In 1870 revisions kicked into effect. A government commissioner felt that if they were to revise the present system, they would receive thw wheat, lumber, copper and iron vessels from the upper lakes. They were not already using the canal because of their size. The government felt that this demmand was appropriate and in 1887 they began the revision which would result in the Welland Canl number 3.
The third Welland Canal had an influential role in the development of Canada's grain export trade. The revisions that were done during the third Welland Canal construction was the 26 cut stone locks which were 82.3m long and 13.7m in width. The depth of the third Welland Canal was originally 3.7m. The third Welland Canal opened in 1881. Although after the opening of the third Welland Canal they decided that it would be desirable to expand the depth from 3.7m to 4.3m to cater to the needs of the larger ships. The new depth was not availible until 1887. By 1889 over 2000 vessels had completed the upward voyage of the Welland Canal. 820 of those boats were powered by steam, and the rest, 1141 of them were still powered by wind. The majority of steam vessels that were used had a direct relationship with the grain industry.
The Seaway gained such large popularity that they had started to build vessels that were specificaaly designed for the seaway. The "canalers" were approx. 79.9m long and coud carry 2 700 tonnes of cargo. These "canalers" were used to take cargo from larger ships that could not fit into the Seaway. It soon became apparent that these larger ships should be able to move ino the lower lakes. Between 1907 and 1912 a new layout was designed for enlarging the canal one more time.
The St. Lawrence Seaway Authority performed research before the construction of the fourth Welland Canal. The result of this research showed that it was more cost efficient to increase the size of their locks and to lower the amount of them as much as possible. Construction of the fourth Welland Canal began in 1912, was interuppted by World War I, continued in 1919. The total re-construction including the extension of 2.4km was completed in 1932 with a total length of 43.3km, the total lift of the Welland Canal was 99.5m with an average lift per lock of 14.2m and an average depth of 9.1m. The total Welland Canal longs are 232.5m long and 24.4 m wide.
The most beneficial improvement that has been done to the Welland Canal would most likely be the Welland Realignment in 1973. This revision was required because as the St. Lawrence River section was finished, the traffic and use of the Seaway increased, causing the need for more revisions such as the Welland Realignment because it would create a safer navigationable area. This revisions replaced a 14.6km section of the Welland Canal. The Seaway Authority felt that this revisions was neccasary because they had received numerous complaints from Captains, complaining that the strip that was replaced has numerous bridges, and insufficient width to navigate. The section was replaced with a 13.4km long canal which flowed south from Port Robinson. It had a seaworthy 106.7m width, and a 9.1me depth. This new channels contained no overhead obstructions such as bridges, org difficult situations like sharp turns. (The Welland Canal Fact Sheet, The St. Lawrence Seaway Authority).
In 1895 Canada and the Us appointed a deep waterways commison to study the building of the Montreal-Lake Ontario Section of the St. Lawrence Seaway. In 1909the Canadian and US governments created and international joinit commision to administer the boundary water of the two countries. (Worldbook, volume 17, page 45, 1990) Both of the countries wanted the benefits of the Seaway so they had to work together and negotiate different aspects of building and managing the Seaway.
World War I interrupted the negotations as well as canal improvement on the Seaway; such as the ones being done on the Welland Canal. The War also showed everybody that the Seaway would be important for defense purposes in the future. During the next 35 years the main industries changed their minds about the Seaway being a good idea, because of the influence of the railways industries, this was especially apparent in the US. In 1932 the US Senate rejected the treaty concerning join navigation and power generation on the St. Lawrence Seaway. In 1941 there was a second attempt to ratify a similar treaty in the US , but by 1949 this treaty still had not been signed. However in 1951 Canada was fed up with the US government and decided to proceed with an all Canadian Seaway. The US government also separately worked out the details through the international join commision.
It took about 50 years but finnally the Canadian and Us government had worked out the final agreements to begin the completion of the Montreal-Lake Ontario section. The Prime Minister at that time was the RT Hounerable Luis St. Laurent, and he said the "Rivers together with mountaines and dessers, have been natural barriers which make excellent national frontiers, because they divide peoples from one another. While this may still be tru, to a certain extent, it is no longer the cse as far as the St. Lawrence River is concerned. More and more this great waterway has become a bond between the Americans and the Canadians".
As mentioned above, construction for the final changes to the Montreal-Lake Ontario Section of the St. Lawrence Seaway began in 1954. Modifications were made to ensure that all bridges could clear 36.6m; dredging and diggin had to take place to ensure that all channels were at least 8.2m deep. All of the locks in the Montral-Lake Ontario section of the seaway (7 locks) had to followe the standard dimensions: usable length 233.5m; usable width 24.4,; and depth (over sills) 9.1m. In addition, the canals and seaway channels were built to minimum width's of 61m. After the construction, the Montreal-Lake Ontario Section of St. Lawrence Seaway was officially opened on June 26th, 1959 by Queen Elizabeth II and Dwight D. Eisenhower, then President of the United States. Although the Montral-Lake Ontario Section of the Seaway was opened in June, the Icebreaker D'Iberville was the first ship to pass through it on April 25th, 1959. (Montreal-Lake Ontario Section Fact Sheet, The St. Lawrence Seaway Authority)
The seven locks that are in the Montreal-Lake Ontario section of the St. Lawrence Seaway, are called the St. Lambert Lock, the Cote Ste. Catherine Lock, the Beauharnois Locks which has two locks, the Snell lock, the Dwight D. Eisenhower Lock, and the Iroquois Lock. The St. Lambert Lock is situated across Montreal's Harbour. The Cote Ste. Catherine Lock Takes ships past the Lachine rapids into lake St. Louis. The Beauharnois Locks transports ships from Lake St. Louis up to Lake St. Francis. The Snell Lock takes ships into the Wiley-Donero Canal near Cornwall Ontario and Massena New York, this lock is owned, run, and is in the US. The Dwight D. Eisenhower Lock, which is also in the US, is from the Wiley-Dondero Canal into Lake St. Lawrence, this lake is a man made lake. The Iroquois Lock Makes the ships by-pass the Iroquois Dam.(The St. Lawrence Seaway Athority, The Montreal-Lake Ontario Section of the Seaway, page 5-8, no date).
Annually the Seaway transports 50 million tons of cargo (world book encyclopedia, pg 42 1990), which is carried by approximately 1400 ships traveling both ways (Montreal-Lake Ontario Section Fact Sheet, St. Lawrence Seaway Authority). About 65% of these boats are Canadian, the rest (35%) are US or international (Montreal-Lake Ontario Section Fact Sheet, St. Lawrence Seaway Authority) The St. Lawrence Seaway has boosted the international trade for both Canada and the US. The shipping season for the Seaway is from April to mid-December. The ships using the Seaway carry iron ore, grain including corn, barley, soy bean etc., coal, salt, stone and various mine products, fuel oil, scrap iron and steel, newsprint and a great variety of manufactured products. (World Book Encyclopedia, page 42, 1990)
The St. Lawrence Seaway commision has not had the easiest of times tyring to generate profit. It ws not until the navigation of 1994/1995 that they had actually made profit. It was approx. $20 million dollars. Their profits are on a steady decrease. Although they are generating more proft, they are also having to spend more money on the repairs. (The St. Lawrence Seaway Authority's annual report, the St. Lawrence Seaway Authority)
The St. Lawrence Seaways primary source of income is through the generation of tolls. Presently there is a toll of $10 per each lock that you travel through. The toll must be paid in exact change to the officer in charge of the locks in Canada. In the United States the toll must be payed in exact change to the on-duty boats that are both upriver and down river. The US feels that that speeds up the process of traveling through the locks, which allows them to generate more profit. (The Montreal-Lake Ontario Fact Sheet, St. Lawrence Seaway Athority)
The Seaway is such a large and diverse company that they much have numerous safety nets set up for financial security. Their experts revise their finacial records at least once per annum. As well, each project that is brought into question has a risk factor estimation done on it. This is to see whether it is worth the Seaway's time and effort.
The St. Lawrence Seaway Authority has not many problems in their history of being a company, some of which include trying to gain the customers from the railways, or trying to generate reveunue. One of the seaways main problem is the general cargo, such as manufactured goods are being transportated by container ships whic are too large to use the seaway. As a result of this, the Seaway is mainly being used for bulk cargo. Such as wheat, grain, and metal ore. This predicament has reduced the St. Lawrences Seaway Corporations revenues by at least half. The Seaway hit a milestone last year when the 2 billionth tonne of cargo went through the system since it opened to navigation in 1959. (World Book Encyclopedia, Pg 42, 1990)
The St. Lawrence Seaway Authority is no longer going to be a government owned and operated service. The government does no longer want to be a part of the transportation service. The government has made an appeal in court (bill C9) if bill C9 is bassed in the House of Commons the Minister of Transportation would step in and arrange aggreements with private sector companies to manage the seaway. If this bill is passed the government will still retain ownership of the Seaway and the 9 largest customers of the Seaway (Stelco Inc., Dofasco Inc., James Richardson and Sons Limited, Fednav, Canada Steamship Lines, Cargill Ltd., Louis Dreyfus Corp. and Upper Lakes Shipping Group Inc.) would create a non-profit organization that would run the Seaway. (Cathy Wilson of the St. Lawrence Seaway Authority)
The St. Lawrence Seaway Authority has many plans for the future, some of which include traffic management, and the improvement of reliablity and safety of the company. So far, in 1997 they have documented the exhisting process of traffic management, and they have evaluated ways to simplify precedures of traffic management, and they have evaluated ways to simplify procedure and to use more modern technology that will speed up the process of the locks. In the upcoming year they will actually integrate these new plans into their new system. It is most likely that they will intergrate these new technology's in their next revisions.
Transporting 50 million tons of cargo per year carried by 1400 ships, the Seaway is an important and valuable artery to the economy and grain industry of this country. In the near future the St. Lawrence Seaway will most likely be going under drastic changes. This may or may not benifit our economy, only time will tell.
Jamie Ferguson-Woods
and
Brian Tod
Mr. Sarellas
Due: Thurdsday, November 27th, 1997
The St. Lawrence Seaway
J. Ferguson-Woods
B. Tod
The five great lakes offer access to world class Canadian and US ports. These ports deliver goods to most of North America. The St. Lawrence Seaway reflects the evolution of the North American shipping trade during the past one hundered and sixty years. The seaway is made up of two sectsion. the Welland Canal and the Montreal-Lake Ontario section. Although these two sections only represent a small fraction of the total system, they contain all of the locks (except 1 which is privately owned). In good weather a ship can travel through the Seaways in about 1 1/2 (World Book Encyclopedia, pg 42, 1990).
Over about 300 years there were many efforts to link the Great Lakes to the rest of thw world. in the early days canals were dug to bypass various rapids along the route. For example the Lachine Canal link Lake St. Louis and Montreal was built in 1824. The evolution of the Seaway has closly follwed the evolution of boat technology, from sailboats to large tankers. What we know today as the St. Lawrence Seaway was completely opened in September of 1959, with construction starting as early as 1824. There were major revisions on the Welland Canal in 1973.
The Welland Canal, the older, all Canadian section of the St. Lawrence Seaway. The Welland Canal has actually being rebuilt four seperate times and has had 1 major revision, to meet the increase of popularity and and size of ships. Most of the credit towards the creation of the Welland Canal should go to William Hamilton Merrit, from the province of then, Upper Canada. (The Welland Canal Fact Sheet, Pg 2, St. Lawrence Seaway Authority). William was an entrepreneurial business man that built the seaway for a regular supply of water to his mills. After he had researched the initial engineering studies to find out that the task was feasible, he founded the Welland Canal Company which was funded by both the government and by private sources. Contruction of the first Welland Canal began November 30th, 1824 in Allanburg aprox 171 years ago. (The Welland Canal Fact Sheet, Pg2, St. Lawrence Seaway Authority). Five years later after the excavation of the canal, the schooner "Ann and Jane" was the first vessel to complete the upward voyage. (The Wellan Canal Fact Sheet, Pg3, St. Lawrence Seaway Authority)
As the Welland Canal gained popularity, so did the traffic. It soo became advantageous to extend the canal directly to Lake Erie from Port Robinson. The first Welland Canal consisted of 40 wooden locks with a minumum size of 33.5m by 6.7m with a adepth of 2.4m. The total length of the first Welland Canal 44km long. The Welland Canal Company capital was not large enoguh to maintain the locks, in 1939 the Government of Upper Canada voted to purchase the remaining privately held company stocks.
The second construction of the Welland Canal began in 1845. Some of the major revisions in the second Welland Canal are that they increased the average depth of the canal from 2.4m to 2.7m, they also reduced the number of locks down to 27 from the original amountof 40. In 1870 revisions kicked into effect. A government commissioner felt that if they were to revise the present system, they would receive thw wheat, lumber, copper and iron vessels from the upper lakes. They were not already using the canal because of their size. The government felt that this demmand was appropriate and in 1887 they began the revision which would result in the Welland Canl number 3.
The third Welland Canal had an influential role in the development of Canada's grain export trade. The revisions that were done during the third Welland Canal construction was the 26 cut stone locks which were 82.3m long and 13.7m in width. The depth of the third Welland Canal was originally 3.7m. The third Welland Canal opened in 1881. Although after the opening of the third Welland Canal they decided that it would be desirable to expand the depth from 3.7m to 4.3m to cater to the needs of the larger ships. The new depth was not availible until 1887. By 1889 over 2000 vessels had completed the upward voyage of the Welland Canal. 820 of those boats were powered by steam, and the rest, 1141 of them were still powered by wind. The majority of steam vessels that were used had a direct relationship with the grain industry.
The Seaway gained such large popularity that they had started to build vessels that were specificaaly designed for the seaway. The "canalers" were approx. 79.9m long and coud carry 2 700 tonnes of cargo. These "canalers" were used to take cargo from larger ships that could not fit into the Seaway. It soon became apparent that these larger ships should be able to move ino the lower lakes. Between 1907 and 1912 a new layout was designed for enlarging the canal one more time.
The St. Lawrence Seaway Authority performed research before the construction of the fourth Welland Canal. The result of this research showed that it was more cost efficient to increase the size of their locks and to lower the amount of them as much as possible. Construction of the fourth Welland Canal began in 1912, was interuppted by World War I, continued in 1919. The total re-construction including the extension of 2.4km was completed in 1932 with a total length of 43.3km, the total lift of the Welland Canal was 99.5m with an average lift per lock of 14.2m and an average depth of 9.1m. The total Welland Canal longs are 232.5m long and 24.4 m wide.
The most beneficial improvement that has been done to the Welland Canal would most likely be the Welland Realignment in 1973. This revision was required because as the St. Lawrence River section was finished, the traffic and use of the Seaway increased, causing the need for more revisions such as the Welland Realignment because it would create a safer navigationable area. This revisions replaced a 14.6km section of the Welland Canal. The Seaway Authority felt that this revisions was neccasary because they had received numerous complaints from Captains, complaining that the strip that was replaced has numerous bridges, and insufficient width to navigate. The section was replaced with a 13.4km long canal which flowed south from Port Robinson. It had a seaworthy 106.7m width, and a 9.1me depth. This new channels contained no overhead obstructions such as bridges, org difficult situations like sharp turns. (The Welland Canal Fact Sheet, The St. Lawrence Seaway Authority).
In 1895 Canada and the Us appointed a deep waterways commison to study the building of the Montreal-Lake Ontario Section of the St. Lawrence Seaway. In 1909the Canadian and US governments created and international joinit commision to administer the boundary water of the two countries. (Worldbook, volume 17, page 45, 1990) Both of the countries wanted the benefits of the Seaway so they had to work together and negotiate different aspects of building and managing the Seaway.
World War I interrupted the negotations as well as canal improvement on the Seaway; such as the ones being done on the Welland Canal. The War also showed everybody that the Seaway would be important for defense purposes in the future. During the next 35 years the main industries changed their minds about the Seaway being a good idea, because of the influence of the railways industries, this was especially apparent in the US. In 1932 the US Senate rejected the treaty concerning join navigation and power generation on the St. Lawrence Seaway. In 1941 there was a second attempt to ratify a similar treaty in the US , but by 1949 this treaty still had not been signed. However in 1951 Canada was fed up with the US government and decided to proceed with an all Canadian Seaway. The US government also separately worked out the details through the international join commision.
It took about 50 years but finnally the Canadian and Us government had worked out the final agreements to begin the completion of the Montreal-Lake Ontario section. The Prime Minister at that time was the RT Hounerable Luis St. Laurent, and he said the "Rivers together with mountaines and dessers, have been natural barriers which make excellent national frontiers, because they divide peoples from one another. While this may still be tru, to a certain extent, it is no longer the cse as far as the St. Lawrence River is concerned. More and more this great waterway has become a bond between the Americans and the Canadians".
As mentioned above, construction for the final changes to the Montreal-Lake Ontario Section of the St. Lawrence Seaway began in 1954. Modifications were made to ensure that all bridges could clear 36.6m; dredging and diggin had to take place to ensure that all channels were at least 8.2m deep. All of the locks in the Montral-Lake Ontario section of the seaway (7 locks) had to followe the standard dimensions: usable length 233.5m; usable width 24.4,; and depth (over sills) 9.1m. In addition, the canals and seaway channels were built to minimum width's of 61m. After the construction, the Montreal-Lake Ontario Section of St. Lawrence Seaway was officially opened on June 26th, 1959 by Queen Elizabeth II and Dwight D. Eisenhower, then President of the United States. Although the Montral-Lake Ontario Section of the Seaway was opened in June, the Icebreaker D'Iberville was the first ship to pass through it on April 25th, 1959. (Montreal-Lake Ontario Section Fact Sheet, The St. Lawrence Seaway Authority)
The seven locks that are in the Montreal-Lake Ontario section of the St. Lawrence Seaway, are called the St. Lambert Lock, the Cote Ste. Catherine Lock, the Beauharnois Locks which has two locks, the Snell lock, the Dwight D. Eisenhower Lock, and the Iroquois Lock. The St. Lambert Lock is situated across Montreal's Harbour. The Cote Ste. Catherine Lock Takes ships past the Lachine rapids into lake St. Louis. The Beauharnois Locks transports ships from Lake St. Louis up to Lake St. Francis. The Snell Lock takes ships into the Wiley-Donero Canal near Cornwall Ontario and Massena New York, this lock is owned, run, and is in the US. The Dwight D. Eisenhower Lock, which is also in the US, is from the Wiley-Dondero Canal into Lake St. Lawrence, this lake is a man made lake. The Iroquois Lock Makes the ships by-pass the Iroquois Dam.(The St. Lawrence Seaway Athority, The Montreal-Lake Ontario Section of the Seaway, page 5-8, no date).
Annually the Seaway transports 50 million tons of cargo (world book encyclopedia, pg 42 1990), which is carried by approximately 1400 ships traveling both ways (Montreal-Lake Ontario Section Fact Sheet, St. Lawrence Seaway Authority). About 65% of these boats are Canadian, the rest (35%) are US or international (Montreal-Lake Ontario Section Fact Sheet, St. Lawrence Seaway Authority) The St. Lawrence Seaway has boosted the international trade for both Canada and the US. The shipping season for the Seaway is from April to mid-December. The ships using the Seaway carry iron ore, grain including corn, barley, soy bean etc., coal, salt, stone and various mine products, fuel oil, scrap iron and steel, newsprint and a great variety of manufactured products. (World Book Encyclopedia, page 42, 1990)
The St. Lawrence Seaway commision has not had the easiest of times tyring to generate profit. It ws not until the navigation of 1994/1995 that they had actually made profit. It was approx. $20 million dollars. Their profits are on a steady decrease. Although they are generating more proft, they are also having to spend more money on the repairs. (The St. Lawrence Seaway Authority's annual report, the St. Lawrence Seaway Authority)
The St. Lawrence Seaways primary source of income is through the generation of tolls. Presently there is a toll of $10 per each lock that you travel through. The toll must be paid in exact change to the officer in charge of the locks in Canada. In the United States the toll must be payed in exact change to the on-duty boats that are both upriver and down river. The US feels that that speeds up the process of traveling through the locks, which allows them to generate more profit. (The Montreal-Lake Ontario Fact Sheet, St. Lawrence Seaway Athority)
The Seaway is such a large and diverse company that they much have numerous safety nets set up for financial security. Their experts revise their finacial records at least once per annum. As well, each project that is brought into question has a risk factor estimation done on it. This is to see whether it is worth the Seaway's time and effort.
The St. Lawrence Seaway Authority has not many problems in their history of being a company, some of which include trying to gain the customers from the railways, or trying to generate reveunue. One of the seaways main problem is the general cargo, such as manufactured goods are being transportated by container ships whic are too large to use the seaway. As a result of this, the Seaway is mainly being used for bulk cargo. Such as wheat, grain, and metal ore. This predicament has reduced the St. Lawrences Seaway Corporations revenues by at least half. The Seaway hit a milestone last year when the 2 billionth tonne of cargo went through the system since it opened to navigation in 1959. (World Book Encyclopedia, Pg 42, 1990)
The St. Lawrence Seaway Authority is no longer going to be a government owned and operated service. The government does no longer want to be a part of the transportation service. The government has made an appeal in court (bill C9) if bill C9 is bassed in the House of Commons the Minister of Transportation would step in and arrange aggreements with private sector companies to manage the seaway. If this bill is passed the government will still retain ownership of the Seaway and the 9 largest customers of the Seaway (Stelco Inc., Dofasco Inc., James Richardson and Sons Limited, Fednav, Canada Steamship Lines, Cargill Ltd., Louis Dreyfus Corp. and Upper Lakes Shipping Group Inc.) would create a non-profit organization that would run the Seaway. (Cathy Wilson of the St. Lawrence Seaway Authority)
The St. Lawrence Seaway Authority has many plans for the future, some of which include traffic management, and the improvement of reliablity and safety of the company. So far, in 1997 they have documented the exhisting process of traffic management, and they have evaluated ways to simplify precedures of traffic management, and they have evaluated ways to simplify procedure and to use more modern technology that will speed up the process of the locks. In the upcoming year they will actually integrate these new plans into their new system. It is most likely that they will intergrate these new technology's in their next revisions.
Transporting 50 million tons of cargo per year carried by 1400 ships, the Seaway is an important and valuable artery to the economy and grain industry of this country. In the near future the St. Lawrence Seaway will most likely be going under drastic changes. This may or may not benifit our economy, only time will tell.
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