The Soo Locks, Sault Ste Marie Soo Locks – a Wonder of Engineering and Human Ingenuity A Day on Soo Locks Get a glimpse of maritime history at the Soo Locks, where freighters , barges, tugboats and more traverse the 21-foot drop between Lake Superior and Lake Huron every day and night. See how the Soo Locks work HERE . They are legendary in the maritime world – a group of mighty Locks that have provided safe passage and a vital shipping connection within the Great Lakes for nearly 160 years. But they are so much more. They are a wonder of engineering and a living, breathing history lesson. They provide a flight of fantasy as one imagines the highs and lows of a life spent on the seas. They are the destination for nearly 1 million visitors annually – each taking something different and fresh away from the experience. How can something so old feel so new? Visit and see for yourself!

Whether tracing the path of a 1,000-foot freighter aboard a tour boat or watching the action from the observation platform located within Soo Locks park, first-timers and old-timers alike flock to the Soo Locks to see vessels haul vital cargo and share a wave and a smile with the merchant mariners aboard these massive ships. The first State Lock was built in 1855. Up until then, explorers, fur traders, and Native Americans portaged their canoes and cargoes around the rapids. Everything would change when a 21-foot drop in water levels was rendered less important with the construction of a Lock. Much has been written about the history of this impressive facility. During its first year of operation, the canal was navigated by 27 vessels. In recent years, nearly 7,000 vessels pass through the Locks annually hauling 86 million tons of cargo. The four Locks operated by the United States Army Corps of Engineers – the Davis, Sabin, MacArthur, and Poe locks – continue to provide the much-needed connection between Superior and Huron.

Currently, all ships utilize the larger Poe (1,200 feet) and MacArthur (800 feet) locks. The Soo Locks Visitors Center is open from Mid-May through Mid-October from 9:00 a.m. to 9:00 p.m. Year round Soo Locks Park hours here . Wondering when the next ship is anticipated? Call the Vessel Recording: (906) 253-9290 For information off-season please call the Sault Ste. Marie Convention and Visitors Bureau: (906)632-3366 See the Ships & Explore the Park Observation Platform, as seen from Portage Avenue From a brand-new observation platform situated at the Lock’s edge enjoy an up-close-and-personal glimpse of life aboard freshwater and ocean-going freighters some of which can carry as much as 72,000 tons of cargo in a single pass. Unique vessels are occasionally sighted including tall ships, sailboats, cruise ships, and military crafts. The observation platform features both enclosed and open air areas and is handicap accessible. The park, observation platform and visitors center are all open to the public and free of charge.

A few steps from the water’s edge a serene park of shady grass, defined walkways, manicured gardens and a democracy of trees representing those found throughout the Upper Peninsula are found. Whether walking the park or relaxing on a bench visitors enjoy a peaceful day in Soo Locks Park. Also on the grounds the historic 1899 U.S. Weather Bureau Building houses the administrative office home of the Great Lakes Shipwreck Historical Society. Open year-round, the building offers a public exhibit, museum store sales area, and access to the Shipwreck Society’s noted Great Lakes Images and Papers Collection. Friends and Facts at the Soo Locks Visitors Center Ready to Welcome Visitors The story of the Soo Locks is a fascinating history lesson that comes alive in the Soo Locks Visitors Center. Illustrative displays and scheduled films tell the story of Native Americans, French explorers, fur traders and others who portaged canoes and cargo around the impassable rapids until the discovery of iron ore and copper in the Lake Superior basin led to the push for a more cost-efficient means of bypassing the rapids. This free facility is a must-see location, but don’t worry about missing some of the action in the Locks.

The helpful staff monitor radio transmissions and are willing to share news of an arriving freighter. Concerts in Soo Locks Park Concerts in the Park It is the definition of the perfect summer evening. The warmest months bring a certain artistic flair to the Soo Locks, when a weekly concert series is featured at the eastern end of the park. Free to the public the annual series features a variety of music groups and entertainers. Bring a lawn chair and a sweater (this is the Soo, after all) and find your own grassy vantage point that combines music, water, and ships. The colorful, dancing waters of a nearby fountain provide a romantic backdrop and a not-to-be-missed photo op. When the concert is complete, there’s always an ice cream parlor or fudge shop beckoning from nearby. Are You Ready for Locks Quest? Fun at the Soo Locks Park Laugh and learn while exploring Soo Locks Park. Pass through the gates of Soo Locks Park and come face to face with 159 years of maritime history.

But there’s more to see and do than just watch the freighters, barges, and tugboats as they navigate the 21-foot drop between Lake Superior and Lake Huron. Mom and Dad may appreciate the MacArthur Lock and the Poe Lock and the 86 million tons of cargo that pass by viewing platforms every year, but what’s a kid to do? Locks Quest is a simple scavenger hunt of sorts, challenging kids and adults to find the answer to 26 questions by exploring the beautiful grounds and informative visitor’s center at the Soo Locks. To get your questions, just open the Soo Locks Lock Quest Questions. Fun Facts 90% of the world’s iron ore moves through the Soo Locks Learn how the Soo Locks work HERE .

Duluth Minnesota to the Atlantic Ocean (St Lawrence Seaway) is 2342 miles or 7 days Soo Locks have no pumps they are 100% gravity fed Poe Lock requires 22 million gallons of water to lift or lower a boat The Soo Locks close from January 15-March 25 each year for repairs It would take 584 train cars to move 70,000 tons of cargo or just one 1000 foot freighter The Paul R. Tregurtha is the largest freighter on the Great Lakes at 1013.5 feet The bedrock at the Soo locks is 1,000 feet thick and the type of rock is Reddish Sandstone The First Locks In 1797, the Northwest Fur Company constructed a navigation lock 38 feet long on the Canadian side of the river for small boats. This lock remained in use until destroyed in the War of 1812. Freight and boats were again portaged around the rapids.

Congress passed an act in 1852 granting 750,000 acres of public land to the State of Michigan as compensation to the company that would build a lock permitting waterborne commerce between Lake Superior and the other Great Lakes. The Fairbanks Scale Company, which had extensive mining interests, in the upper peninsula, undertook this challenging construction project in 1853. In spite of adverse conditions Fairbanks’ aggressive accountant, Charles T. Harvey, completed a system of two locks in tandem each 350 feet long within the 2 year deadline set by the State of Michigan. On May 31, 1855 the locks were turned over to the state and designated as the State Lock. The Federal Government and the Soo Locks photo by John Shibley/LSSU The Federal Government took control of the property and the lock system in the 1870’s. Boats which passed through the State Lock were required to pay a toll of four cents per ton until 1877 when the toll was reduced to three cents. Within a few years commerce through the canal had grown to national importance and the need for new locks became clear.

The funds required exceeded the state’s capabilities and in 1881 the locks were transferred to the United States government, and were placed under the jurisdiction of the U.S. Army Corps of Engineers. The Corps has operated the locks toll free since that time. The St. Marys River is the only water connection between Lake Superior and the other Great Lakes. There is a section of the river known as the St. Marys Rapids where the water falls about 21 feet from the level of Lake Superior to the level of the lower lakes. This natural barrier through navigation made necessary the construction of the locks project known as the St. Marys Falls Canal. The world-famous Soo Locks form a passage for deep-draft ships around the rapids in the St. Marys River. The region’s earliest days, the Ojibway Indians who lived nearby portaged their canoes around the “Bawating” (rapids) to reach Lake Superior from the St. Marys River. Early pioneers arriving in the territory were also forced to carry their canoes around the rapids.

When settlement of the Northwest Territory brought increased trade and large boats it became necessary to unload the boats haul the cargoes around the rapids in wagons and reload in other boats. 225 E Portage Avenue, Sault Ste. Marie, MI 49783 800.647.2858 Boat Locks at Sault Ste Marie MI, how they work, connecting Lake Superior to the other Great Lakes The locks connect Lake Superior to the remaining Great Lakes The locks are necessary as the only connection between Lake Superior and the rest of the Great Lakes is the St. Mary's Canal. The St. Mary's Canal, at the Lake Superior end, has a 21 foot waterfall between Lake Superior and the lower lakes. The locks permit deep draft ships to travel around the St. Mary's Waterfall and manage the 21 foot difference in water levels. Lake Superior is 21 feet higher than the other Great Lakes. The locks raise and lower the vessels easily because the water will seek its own level as they open the gates. The locks move the water by gravity.

As a boat locks in from Lake Superior, the gates at each end of the locks are closed and a valve is open to let the Lake Superior water already in the lock flow out to the lower water level of the St Mary's Canal and Lakes Huron and Michigan. When the water has dropped to the lower level, the lock gate at the south end is opened and the boat proceeds out of the locks into the St Mary's Canal. The north gate remains closed, holding back the waters of Lake Superior. PAUL R. TREGURTHA inching its way into the Poe Lock. It took about 1 hour for the ship to enter the lock, and prepare to drop the 21' to the lower Great Lakes. The Paul R. Tregurtha is 1013' 6" overall, 105' wide and just barely fits in the Poe Lock that is 1200' long and 110' wide. She is the longest vessel on the Great Lakes and has held this honor since she was built in 1981. The Paul R. Tregurtha within the Poe Lock and starting to lock down. The Paul R.

Tregurtha down the 21 feet to the level of the lower Great Lakes and moving out of the lock. She is carrying iron ore (taconite pellets). Her cargo capacity is 68,000 tons. When a boat locks in from the St. Mary's Canal at the lower level of Lakes Huron and Michigan, the gates at both ends are closed and the filling valve at the north end is opened to permit the Lake Superior water to flow into the lock. When the water in the lock has risen to that of Lake Superior, the lock gate at the north end is opened and the boat locks out into Lake Superior. Before the locks were built, early pioneers portaged their canoes, small boats and then larger boats around the waterfall and refloated them in Lake Superior. Early shipwreck history has repeated mentions of small boats wrecked at Sault Ste. Marie. In 1797, the Northwest Fur Company built a lock 38 feet long on the Canadian side of the river for small boats. This lock remained in use until it was destroyed in the War of 1812. Freight and boats were again portaged around the rapids until another lock was built.

Congress passed an act in 1852 for the construction of 2 new locks which were completed in 1855. Within a few years, commerce through the canal had grown to national importance, and the need for new locks became clear. The funds required exceeded the state's capabilities, and thus, in 1881 the locks were transferred to the United States government under the jurisdiction of the U.S. Army Corps of Engineers. The Corps has operated the locks, toll free, since that time. Check out what is happening right now at the locks with the Soo Locks Live Web Cam Maybe one of the 1000' freighters is locking through. Back to Exploring the North Home Page Photos: Vivian Wood Copyright 2000 by vivian wood, the webmaster for Exploring the North. All Rights Reserved. Except as permitted under the Copyright Act of 1976, as Amended, this web site may not be reproduced in whole or in part in any manner. Unless authorized by the webmaster of Exploring the North, Inc., reproduction of any web page or pages on the Exploring the North website for placement on the internet is a copyright infringement.

All right, title and interest in and to the material on the web pages, the web site, in whole or in part, and in and to this url and the urls contained within, is the property of vivian wood, the webmaster for Exploring the North, Inc. Web site created on an Apple G-4. Great Lakes Locks | St Lawrence Seaway Locks | Lock Infrastructure | Marine Delivers | Chamber of Marine Commerce Great Lakes Lock Infrastructure Lock infrastructure on the Great Lakes and St. Lawrence Seaway forms an elaborate lift system allowing Great Lakes ships to move across a vast expanse of territory in which water levels fall more than 182 m (600 feet) from Lake Superior to the Atlantic Ocean. During that journey, a vessel will pass through 16 separate locks. The Great Lakes - St. Lawrence Seaway Locks The Soo Locks Located on the St. Marys River at Sault Ste. Marie, Michigan, the Soo Locks enable ships to transit between Lake Superior and Lake Huron, an elevation change of 7 m (21 feet). There are four side-by-side lock chambers at the Soo.

The Poe Lock is the largest at 366 m (1,200 feet) long x 34 m (110 feet) wide x 10 m (32 feet) deep. The MacArthur Lock measures 224 m (800 feet) long x 24 m (80 feet) wide x 9 m (29.5 feet) deep. The Davis Lock and the Sabin Lock measure 411 m (1350 feet) long x 24 m (80 feet) wide x 7 m (23.1 feet) deep. The vast majority of Great Lakes transportation and commerce utilizes the Poe and MacArthur locks. The Davis Lock is infrequently used and the Sabin Lock has been retired. The Soo Locks complex is owned and operated by the U.S. Army Corps of Engineers. St. Lawrence Seaway - Welland Canal Section Linking Lake Erie to Lake Ontario, the Welland Canal cuts 42 km (27 miles) across Canada's Niagara Peninsula from Port Colborne, Ontario to Port Weller, Ontario.

A series of eight locks lift or lower vessels 99.5 m (326 feet) and enable maritime commerce to bypass Niagara Falls. Each of the eight locks on the Welland Canal measure 233.5 m (766 feet) long x 24 m (80 feet) wide x 9.14 m (30 feet) deep. The Welland Canal is owned by the Government of Canada and managed by the St. Lawrence Seaway Management Corporation. St. Lawrence Seaway - Montreal/Lake Ontario Section Located on the St. Lawrence River between Iroquois, Ontario and Montreal, Quebec, a series of seven locks lift or lower vessels 74 m (243 feet) and enable maritime commerce to navigate between Lake Ontario and the lower St. Lawrence - effectively connecting the Great Lakes to the Atlantic Ocean. Of the seven locks, the Iroquois, Upper Beauharnois, Lower Beauharnois, Cote Ste. Catherine and St. Lambert locks are on the Canadian side of the waterway. These St. Lawrence Seaway locks are owned by the Government of Canada and managed by the St. Lawrence Seaway Management Corporation.

The Eisenhower and Snell locks are located on the American side. They are owned by the U.S. Department of Transportation and managed by the Saint Lawrence Seaway Development Corporation. Each of the seven locks measure 233.5 m (766 feet) long x 24 m (80 feet) wide x 9.14 m (30 feet) deep. How a Lock Works A vessel traveling downstream would find the lock chamber already filled with water. The entrance gate is opened and the vessel moves in. The entrance gate is then closed. A valve is opened and the lock chamber is drained, lowering the vessel. Once the vessel reaches the desired level, the exit gate is then opened and the vessel moves out of the chamber. This process is reversed for a vessel traveling upstream. The vessel would enter the lock empty. The entrance gate would be closed. Water would be pumped into the lock chamber to raise the vessel. Once the vessel reaches the desired elevation, the exit gate is opened and the vessel moves out. The entire process takes about 45 minutes.

Within a lock there are a number of components – structural, mechanical and electrical – that must work together seamlessly to provide safe passage for a ship: Approach and guide walls: The purpose of these structures is to help align the vessels as they approach the lock and guide the vessel into the lock chamber. These walls also provide a place for the vessels to tie-off while awaiting entry to a lock chamber. Lock chambers: These are comprised of huge concrete walls with either concrete or rock floors. Culverts or narrow tunnels run through the walls and/or floors through which water flows during emptying or filling of the chamber, and within which are located the emptying and filling valves used to regulate water flow. Lock gates: These massive structures are made of steel and open to allow vessels to enter or exit the lock chamber. The end of the gates are mitered (angled) and use the difference in water levels to provide the force necessary to achieve a nearly water-tight seal. Valves: Numerous valves are employed for the control of water in a lock. Culvert valves are opened and closed during each locking cycle to fill and drain the lock chamber. They are actually large steel gates located within the concrete culverts, which are an integral part of the lock chamber.

Other mechanical and electrical machinery: Additional components of the lock infrastructure include control systems and motors that are required to operate the machinery of the lock gates, valves and lift bridges. Drummond Island - St. Mary's Shipping Lanes St. Mary’s River Shipping Lanes by Gerry Bailey The St. Mary’s River sometimes written as the St. Marys River, drains Lake Superior, starting at the end of Whitefish Bay and flowing 120 km (74.5 miles) southeast into Lake Huron. For its entire length it is an international border, separating Michigan in the United States from Ontario, Canada. The most important area along the river are the rapids and the twin cities of Sault Ste. Marie (Soo), Ontario and Sault Ste. Marie (Soo), Michigan, with the most famous man-made feature being the Soo Locks. The rapids of the St. Mary's (Sault Sainte Marie in French) are just below the river's exit from Lake Superior. Two of the Ontario tributaries of this river are the Garden River and the Bar River.

Other Canadian tributaries include: Fort Creek, Root River, Little Carp River, Big Carp River, Lower Echo River, Desbarats River, and the Two Tree River. The American tributaries to the St. Mary's River are: Gogomain River, Munuscong River, Little Munuscong River, Brimley River, and the Charlotte River. Before Europeans arrived, native Americans fished, traded, and maintained a portage around the rapids. French explorer Etienne Brule was the first European to travel up the rapids in about 1621. In 1641, Jesuit priests Isaac Jogues and Charles Raymbault ventured the same route as Brule finding many Ojibwa Indians at the rapids and named it Sault Ste. Marie (sault meaning "rapids" in French). Photo by P. Strom A set of compensating works (dams w/gates) are located at the mouth of the rapids, which are used to control the outflow of water from Lake Superior. The works consists of 16 gates, half of which are on the American side, and the other half on the Canadian side of the river.

They were completed between 1901 and 1921. This flow is controlled by the International Joint Commission. A concrete berm was constructed along the north side of the rapids as remedial-works to protect fish spawning habitat from lower outflow through the rapids. This was due, in part, by an increase of water outflow from the Francis H. Clergue Generating Station. (More on hydroelectric generation later.) The Soo Locks, located between the two Soos on the north and south sides of the river, allow ships to travel between Lake Superior and the lower Great Lakes. The locks pass an average of 10,000 ships per year. This is achieved in spite of the locks' being closed during the winter, from January through March, when ice shuts down shipping on the Great Lakes. The winter is used to inspect and maintain the locks. The locks bypass the rapids of the St. Marys River where the water falls 7 meters (21 feet) from Lake Superior. Sault Ste. Marie (pronounced Soo Saint Ma-ree) gives its name to both the Canadian and U.S. cities at the site, in Ontario and Michigan, respectively.

The Sault Ste. Marie International Bridge between the United States and Canada permits vehicular traffic to pass over the locks. There are two bridges crossing the River. The Sault Ste. Marie International Bridge, a steel truss arch bridge takes road traffic across the river. Directly to the west is the Sault St. Marie International Railroad Bridge which carries rail traffic on a single set of tracks.The U.S. locks form part of a 1.6 mile (2.6 km) canal formally named the St. Marys Falls Canal. They are owned and maintained by the United States Army Corps of Engineers. The first of the U.S. Soo Locks were completed in May 1855 by Erastus Corning's St. Mary's Falls Ship Canal Company, and is known as the American Lock. Competitive pressure led to the construction of a Canadian Lock in 1895. The locks were made a part of the Great Lakes Waterway system in 1959 known as the Soo Locks. Davis Lock was built in 1914.

It is 411 meters (1350 feet) long, 24 meters (80 feet) wide and 7 meters (23.1 feet) deep. The Davis lock is used rather infrequently to lock light freighters, tour boats, and small craft when traffic warrants. SS James A Farrell was the first vessel to lock through. Sabin Lock was built in 1919. It is 1350 feet long, 80 feet wide, and 23.1 feet deep. This lock is decommissioned and no longer used. MacArthur Lock was built in 1943. It is 244 meters (800 feet) long, 24 meters (80 feet) wide and 9 meters (29.5 feet) deep. This is large enough to handle ocean going vessels that must first pass through the smaller locks in the Welland Canal. First vessel through was the SS Carl D. Bradley. Poe Lock was re-built in 1968, after the St. Lawrence Seaway had opened.

It is 366 meters (1200 feet) long, 34 meters (110 feet) wide and 10 meters (32 feet) deep. It can take ships carrying 72,000 tons of cargo. The Poe is the only lock that can handle the large lakers used on the upper lakes. This lock was originally engineered by Orlando Poe. There is a project, as yet unfunded, to built a new large lock to replace the Davis and Sabin locks. Hydroelectric power is a significant by-product of the St. Mary’s River. The Edison Sault Electric Hydroelectric Plant, located at the eastern end of the Sault Ste. Marie, Michigan Power Canal which runs through the city south of the American locks, is the longest hydroelectric plant in the world at 1,340 ft (408.4 m) in length. The plant consists of 74 three-phase generators capable of generating 25 to 30 MW. It was completed in 1902, and consists mostly of the stone left over from the excavation of the Sault Ste. Marie Power Canal.

The Power Canal is used to power the Edison Sault Electric Hydroelectric Plant at its eastern end. The canal separated downtown Sault Ste. Marie, Michigan from the mainland making it an island. It was begun in September 1898 as the Michigan Lake Superior Power Company Canal, but completed by Edison Sault Electric Company in June 1902. Measured from its headgates to its end at the power plant, is is 2.25 mi (3.6 km) in length, between 200 ft (61 m) and 220 ft (67 m) wide, and 24 ft (7.3 m) deep. The water runs down the canal at speeds upwards of 7 MPH. The United States Army Corps of Engineers owns and operates a hydroelectric generating plant directly north of the American locks. Finally, the Francis H. Clergue Generating Station, owned and operated by Brookfield Renewable Energy, Inc., is a hydroelectric generating plant located directly north of the Canadian lock with a generating capacity of 52 MW. It was completed in 1981. Several Islands are encountered by the St. Mary’s River on its way south to Lake Huron.

Sugar Island, St. Joseph Island, Neebish Island and Drummond Island all contribute to the character of the River. Fort St. Joseph was built on St Joseph Island in 1796 to protect a trading post, and ensure continued British control of the area. The fort fulfilled its role in the War of 1812. It is of particular interest to note that the cargo carriers that travel the St. Mary’s River into and out of Lake Superior must pass by Drummond Island and cross the Drummond Island Ferry’s daily route. Photo by P. Strom Ferry passengers can watch the “Lakers” (fresh water vessels) and the “Salties’ (ocean going vessels) as they travel this local seaway between the Great Lakes. The 2007 commercial navigation season through the United States locks began on 25 March 2007 and ended 297 days later on 15 January 2008. On 13 March 2007, USCGC BISCAYNE BAY and MACKINAW passed through the MacArthur Lock for ice breaking operations.

The first commercial vessel for the season was the M/V ROGER BLOUGH on 25 March 2007 down bound for Gary, IN. The last commercial vessel S/S MICHIPICOTEN passed down bound through the Poe Lock on 15 January 2008. The largest cargo recorded for a single passage in the 2007 season was 65,386 net tons of coal by the M/V INDIANA HARBOR on 14 August 2007. The greatest total seasonal cargo transported by a single vessel was 2,935,916 net tons carried by the M/V PAUL R. TREGURTHA. The smallest cargo for a single passage in 2007 was 7 net tons of residual fuel oil by the TUG ANGLIAN LADY and BARGE PML 2501 on 22 May 2007. Cargo flow was the greatest in the month of May with 9,652,542 net tons passing through the locks.

A total of 4,730 cargo carriers passed through the locks during the 2007 season, an increase of 318 from the 2006 season. An annual total of 81,683,184 net tons of freight were recorded. This was 636,349 net tons below the 2006 total. Total vessel passages increased from 8,096 in 2006 to 8,507 in 2007. Freight decreased by 0.78 percent and total passages increased by 5.08 percent. Some of the cargo being transported included iron ore (usually taconite pellets), coal, grain, cement, salt, sand or even dolomite from Drummond Island’s own dolomite quarry. It’s an easy day-trip from Drummond to visit the Soo Locks and see these large ships make the lift up to Lake Superior. The Visitor Center at the locks is very well suited to provide an extremely interesting days visit. The St. Mary’s River is one of the most diversified fisheries in North America.

It is home to more than 80 species of fish, at least 44 of which spawn in the system’s four distinct fish habitats. The River provides emergent wetlands, sand-gravel beaches, open waters and bays, and the St. Mary’s rapids. The River also hosts a large variety of migrating fish, such as smelt, sturgeon, Atlantic salmon, herring, whitefish and many more.

Drummond Island Tourism Association Superior, Lake | Article about Superior, Lake by The Free Dictionary Superior, Lake | Article about Superior, Lake by The Free Dictionary Related to Superior, Lake: Lake Baikal Superior, Lake, largest freshwater lake in the world, 31,820 sq mi (82,414 sq km), 350 mi (563 km) long and 160 mi (257 km) at its greatest width, bordered on the W by NE Minnesota, on the N and E by Ontario, Canada, and on the S by NW Michigan and NW Wisconsin; largest, highest, and deepest of the Great Lakes Great Lakes, group of five freshwater lakes, central North America, creating a natural border between the United States and Canada and forming the largest body of freshwater in the world, with a combined surface area of c.95,000 sq mi (246,050 sq km). ..... Click the link for more information. , having a surface elevation of 602 ft (183 m) and a maximum depth of 1,302 ft (397 m). Lake Superior drains into Lake Huron through the St.

Marys River and receives the waters of many short, swift-flowing streams including the Nipigon, Kaministikwia, St. Louis, and Pigeon rivers. The largest islands are Isle Royale, Isle St. Ignace, and Simpson and Michipicoten. The shoreline is irregular (with many large bays, inlets, and peninsulas) and in places is high and rocky. The waters of Lake Superior are generally purer than those of the lower lakes and are minimally polluted; a U.S.-Canadian pact (1972) was established to prevent pollution and to maintain and improve the water's quality. Lake Superior is part of the Great Lakes–St. Lawrence Seaway system, and it is reached by oceangoing and lake vessels through the Sault Sainte Marie Canals Sault Sainte Marie Canals, two ship canals bypassing the rapids on the St. Marys River between Lake Superior and Lake Huron, at the cities of Sault Ste Marie, Mich. and Ont. The Canadian canal (1.4 mi/2.3 km long and 60 ft/18 m wide), which has one lock, was opened in 1895.

..... Click the link for more information. , which bypass rapids in the St. Marys River. The principal cargoes are grain, flour, and iron ore. The lake does not freeze completely, but ice impedes navigation from mid-December to the end of March at the lake's outlet and from early December to the end of April in harbors on the south shore. Fog and rough water are hazards. The chief Canadian cities on the lake are Michipicoten and Thunder Bay. The principal cities on the U.S. shore are Marquette, Superior, Ashland, and Duluth. Commercial and sport fishing are important; and tourism is popular in the lake area. Recreational facilities are found on Isle Royale (part of a U.S. national park), in Pukaskwa National Park (Ontario), and at state and provincial parks on the lake's shores and islands; the U.S. Apostle Islands and Pictured Rocks national lakeshores are there. Étienne Brulé Brulé, Étienne , c.1592–1632, French explorer in North America.

He arrived (1608) in the New World with Samuel de Champlain, who sent him (1610) into the wilderness to learn about Native Americans and the land. He lived with the Huron and accompanied (c. ..... Click the link for more information. , the French explorer, probably visited the lake in 1616; Pierre Radisson Radisson, Pierre Esprit , c.1632–1710, French explorer and fur trader in North America. He arrived in Canada in 1651. His journals, first published as the Voyages of Peter Esprit Radisson ..... Click the link for more information. and the sieur des Groseilliers Groseilliers, Médard Chouart, sieur des , 1618?–c.1690, French trader and explorer in North America. He was the brother-in-law of Pierre Esprit Radisson and his companion in his great journeys. ..... Click the link for more information.

explored it in 1659–60; Father Allouez Allouez, Claude Jean , 1622–89, French Jesuit missionary in Canada and the American Midwest. After arriving (1658) in Canada he served at posts in the St. Lawrence region until 1665, when he went to Lake Superior and founded the Chequamegon Bay mission (near present-day ..... Click the link for more information. established (1665) a mission near Ashland; and the sieur Duluth Duluth or Du Lhut, Daniel Greysolon, sieur , 1636–1710, French explorer in Canada. He went to Canada with his younger brother c.1672. ..... Click the link for more information. visited the lake in 1678–79. Bibliography Soo Locks THE SOO LOCKS Postcard All of the boat traffic that flows into or out of Lake Superior must move through the locks of the St. Mary's River, at Sault Ste. Marie. The St. Marys River is the only water connection between Lake Superior and the other Great Lakes.

There is a section of the river known as the St. Marys Rapids where the water falls about 21 feet from the level of Lake Superior to the level of the lower lakes. This natural barrier to navigation made necessary the construction of the locks project known as the St. Marys Falls Canal. The world-famous Soo Locks form a passage for deep-draft ships around the Rapids ("Sault") in the St. Marys River. The "Soo Locks" have the distinction of being the busiest locks in the world. Here are some facts about the locks: Water not flowing through the locks or down the St. Mary's River nearby is diverted into a canal, and the drop in head is used to generate hydroelectric power. The U.S. Hydroelectric Power Plant located north of the locks generates over 150 million kilowatt hours of electrical power each year. The first priority for the use of the power is for operating machinery at the Soo Locks. The surplus is purchased by a private power company and is distributed to homes and businesses in Sault Ste. Marie and surrounding communities. The entire facility at the St.

Marys Falls Canal is operated and maintained by the Corps of Engineers, US Army Engineer District, Detroit. The Poe Lock has the largest capacity of the four locks. The lock, completed in 1968, took six years to build and is the only lock ever constructed between two operating locks. Inspection of the locks themselves, the culverts, and galleries is done periodically to check the structural soundness of these areas. This inspection is normally done during the winter months. Many different types of vessels pass through the locks during a year, varying in size from the small passenger vessels and work boats to large ships carrying more than 72,000 tons of freight in a single cargo. In recent years, the number of passages through the locks has averaged about 12,000 per year, down from previous years due to the larger vessels being able to carry more freight. The channels through the St. Marys River have been deepened to permit ship loading to a maximum draft of 25.5 feet at low water. When lake levels are above the low water datum, the larger ships load to take advantage of the deeper water at a rate of over 200 tons per inch of additional loading.

Postcard How do the locks (and indeed, all locks) work? View this animation to see . It's really quite simple--just a matter of closing and opening some gates. No pumps are involved. After the ship is in the lock, water is allowed to flow in and raise the ship up (if it is travelling to the higher lake--Superior) or water is allowed to flow out and lower the ship (if it is traveling to the lower lake--Huron). Then the doors are simply opened (see below) and the ship moves on its way. Traveling through the US side of the locks is free to all ships. A TRIP THROUGH A LOCK: Ships travelling from Lake Huron to Lake Superior must enter the locks as shown below. Note that the water level is low in the lock (you can tell this because the walls of the lock are exposed, not filled to the brim with water). The lock doors are open, and the ship sails in. You are looking north. Source: Photograph by Randy Schaetzl, Professor of Geography - Michigan State University Now, once in the lock, the doors close and water begins to pour into the lock.

Turn around on the ship and see--the image below (looking south) shows the lock doors closing so the ship can be raised up to the level of Lake Superior. Note again how much of the doors is exposed--a clue that the water is low in the lock and that it is at the level of the lower lake--Huron. Source: Photograph by Randy Schaetzl, Professor of Geography - Michigan State University Once the water level in the lock has been raised to that of Lake Superior, the doors are opened and the ship sails out, into the higher lake. The image below is what such a ship would see in that situation. The view is to the north, into Lake Superior. Source: Photograph by Randy Schaetzl, Professor of Geography - Michigan State University In the aerial view below, one can see the four sets of locks, and a freighter moving through, into Lake Superior. Note that, in two of the locks, the water level is lowered, allowing boats from Michigan-Huron to enter. Source: Unknown History of the Locks Before white men came to the area, the Ojibway Indians who lived nearby portaged their canoes around the rapids to reach Lake Superior from the St. Marys River.

The image below is from 1850. Source: Unknown The falls (or rapids) of the St. Mary's River were a common "stopping point" for Indians. The falls often served as a trading point, or perhaps a place to meet and exchange stories. It also was a great fishing spot (especially for Whitefish) for the Native Americans (and still is...see the image below). Source: Unknown The spring catch of Whitefish was crucial to their health and livelihood, as at the end of winter their food supplies were scarce, and their need for quality protein was high. Early pioneers arriving in the territory were also forced to carry their canoes around the rapids. When settlement of the northwest Territory brought increased trade and large boats, it became necessary to unload the boats, haul the cargoes around the rapids in wagons, and reload in other boats. In 1797, the Northwest Fur Company constructed a navigation lock 38 feet long on the Canadian side of the river for small boats. This lock remained in use until destroyed in the War of 1812. Freight and boats again needed to be portaged around the rapids.

Congress passed an act in 1852 granting 750,000 acres of public land to the State of Michigan as compensation to the company that would build a lock permitting waterborne commerce between Lake Superior and the other Great Lakes. The Fairbanks Scale Company, which had extensive mining interests in the upper peninsula, undertook this challenging construction project in 1853. Building the locks in the 1850's was a major engineering project, since large amounts of solid rock had to be moved. The images below show part of the construction of the locks, and an early view of the locks. Source: Unknown In spite of adverse conditions, Fairbanks completed a system of two locks, in tandem, each 350 feet long, within the 2 year deadline set by the State of Michigan. On May 31, 1855, the locks were turned over to the state and designated as the State Lock. The canal had opened on schedule in June 1855, but its cost ran three times the estimate, at just under $1,000,000. An important date: JUNE 22, 1855.

The passage of the steamer Illinois through the locks at Sault Ste. Marie marks the opening of unobstructed shipping between Lakes Superior and Huron. Ships are no longer forced to stop at Sault Ste. Marie and portage their cargoes around the rapids of the St. Mary's River, which drops twelve feet from Lake Superior to Lake Huron. The canal is the result of a long-sought 1852 grant by Congress to Michigan of 750,000 acres of public land. Construction, begun in mid-1853, has progressed despite cost overruns, food shortages, a hostile climate and a cholera epidemic. The mile-long canal and two 350-foot locks arranged in tandem have been completed in two years. The Sault locks provide new impetus to Michigan's fledgling mining industry. Copper mining on the Keweenaw Peninsula began in the early 1840s, and Michigan led the nation in copper production for many years. In 1844 surveyor William A. Burt discovered iron ore deposits near Negaunee .

Iron ore mining expanded gradually, but by the late nineteenth century Michigan produced more iron ore than any other state. Michigan also produced significant amounts of salt , gypsum , oil and natural gas . Boats which passed through the State Lock (picture below) were required to pay a toll of four cents per ton, until 1877, when the toll was reduced to three cents. Within a few years, commerce through the canal had grown to national importance, and the need for new locks became clear. The funds required exceeded the state’s capabilities, and thus, in 1881 the locks were transferred to the United States government under the jurisdiction of the US Army Corps of Engineers. The Corps has operated the locks, toll free, since that time. The opening of the canal, named the Michigan State Locks, but eventually called simply the Soo Locks, perfectly coincided with the increased demand for iron as railroads expanded westward. Between 1850 and 1860, the railroad network in the United States nearly quadrupled in size. The new locks expedited the shipment of much-needed iron ore to steel mills in the southern Great Lakes.

In return, investment capital flowed north to the Lake Superior region, expanding mining operations and improving transportation arteries. Source: Unknown The first load of iron ore through the Soo Locks amounted to 132 tons in August 1855. Total ore tonnage that year was 1,447. During the 1860 shipping season 120,000 tons of ore passed through the Soo Locks. One century later the total volume of downbound iron recorded at the Soo exceeded 100 million tons. The falls of the St. Mary's River, where today exist the Soo Locks seen above, are present because of a resistant sill (layer) of rock within the river channel. The map below shows that area of the river and its main islands in 1938. Source: Unknown This material has been compiled for educational use only, and may not be reproduced without permission. One copy may be printed for personal use. Please contact Randall Schaetzl ( soils@msu.edu ) for more information or permissions.

Question: Lake Huron is connected by the Sault Ste. Marie Canal to which other lake?
Answer: Superior