TRANS -‘ MECHIGAN WATERWAY Them 50a flue Daqras 05 M. 5. MICEEGAN STATE UNIVERSRTY David iay Tras‘cman i973 “a; LIBRARY Michigan State University ,. ll Iwu m um um flit W1!!! JILIIIIJ wig ll 3 1293 ”WSW ABSTRACT TRANSrMICHIGAN WATERWAY BY David Jay Trastman An open waterway across Michigan's lower peninsula is a proposal that dates back over 100 years. The prior existence of a glacially-cut trough connecting Saginaw Bay and Lake Michigan and the existence of numerous lakes, rivers, and streams across the state were the two primary factors influencing such a proposal. The original attempt to construct a waterway was proposed by the first governor of Michigan, Stevens T. Mason, in 1837 and was entitled the Clinton-Kalamazoo Canal. The major purpose of this waterway was to provide a barge transportation route from Lake St. Clair to Lake Michigan. Together with the Erie Canal, completed twelve years earlier, it would provide an uninterrupted water route from New Yorerity to Lake Michigan and beyond. Certain limiting factors began to interplay with one another leading to the final termination of the canal, just a few short years after construction had begun. With the popularity of railroads becoming more and more apparent, the canal craze started to disappear in the early 1840's. David Jay Trastman Secondly, an economic panic which had been spreading across the country in the late 1830‘s made it difficult to finance the canal. The waterway proposal remained somewhat quiet until after WOrld War II. The advanced technology developed during the war together with the growing Michigan population resulted in a rapid increase in water consumption. It would seem that the existing ground water supply in Michigan would negate any fears of a water shortage, but the declining quality of this source of supply and also of surface supplies made such a fear more apparent. To meet these new requirements, many cities through- out the state began prOposing projects which would utilize the abundant water supply of the Great Lakes. In the late 1950's, Governor G. Mennen Williams proposed a Trans- Michigan pipeline to supply the basic water needs of many of the metropolitan areas within the state. Once again the costs involved in the construction of this project were too high to justify its potential value and the plan died for lack of financing. The growing realization of water shortages through- out much of the arid west led to the proposal of many water transfer schemes in the early 1960's. The most for- midable of these schemes was the North American Water and Power Alliance proposed in 1964. David Jay Trastman The major water transfer plan in Michigan was pro- posed in 1963 by John R. Snell Engineers, Inc., a Lansing— based engineering and consulting firm. This plan would utilize the clean waters of Lake Huron, pumping it up to the highest point in the southern part of the lower penin— sula. At this point, the water under the influence of gravity would continue on its way down to Lake Michigan. According to its proposer, the waterway is expected to supply all the water needed by the domestic, industrial, agricultural, and recreational sectors in Michigan. It would also attempt to serve as an intensive recreational area and to promote economic growth within the state. The use of water from the Great Lakes should defi— nitely increase during the next few decades. Presently, there are two basic alternatives utilized in Michigan to distribute water from the Great Lakes inland to many of the major metrOpolitan areas. water can be transported via an open waterway or it can be contained in a closed pipeline. There are many important ecological, sociological, economic, and legal implications that could result from the construction of the Trans—Michigan waterway, an example of the first alternative. Emphasis will be placed on describing the effects that construction of such a waterway will have on water quality, wildlife, relocation of people, homes, businesses, social and cultural institutions, David Jay Trastman highways, and on the possible alteration of an agreement between the United States and Canada over the utilization of water from the Great Lakes. A short section on the implications of obtaining right of way is also included. Although a pipeline would supply proportionately less water and would cost substantially more to construct than an open waterway, it would create considerably fewer problems and should be considered as the best alternative. TRANSvMICHIGAN WATERWAY BY David Jay Trastman A THESIS Submitted to .Michigan State University in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Department of Resource Development 1973 ACKNOWLEDGMENTS The author expresses sincere appreciation to his major advisor, Dr. Clifford R. Humphrys and Dr. Eckhart Dersch of the Department of Resource Development, whose advice and encouragement helped guide me through my master's program. Gratitude must also go to Dr. John R. Snell, John R. Snell Engineers, Inc.; Dr. Howard Tanner, Director of Natural Resources, Michigan State University; Michigan State Senator Harry DeMaso, and Mr. Dale Granger, Chief of the Michigan Hydrological Survey, for their assistance in providing information for my thesis. ii TABLE OF CONTENTS Chapter Page INTRODUCTION . . . . . . . . . . . . . . l I. THE PROJECT . . . . . . . . . . . . 14 II. LEGISLATION . . . . . . . . . . . . 29 III. ANALYSIS . . . . . . . . . . . . . 36 Environmental Effects. . . . . . . . 49 Water Quality . . . . . . . . . 49 Biological Habitats . . . . . . . 51 Social and Economic Effects. . . . . . 53 Highway Construction . . . . . . . 58 Legal Implications on Neighboring States and Canada . . . . . . . . . . 60 Acquisition of Right 0 Way. . . . . . 64 CONCLUSION. . . . . . . . . . . . . . . 68 BIBLIOGRAPHY . . . . . . . . . . . . . . 72 iii LIST OF TABLES Table Page 1. Withdrawals from Lake Huron——Domestic Water Intakes (Direct) . . . . . . . . . . 42 2. Withdrawals from Lake Michigan-—Domestic Water Intakes (Direct) . . . . . . . . . . 45 3. Withdrawals from Lake.Michigan——Domestic water Intakes (Infiltration) . . . . . . . . 47 4. Withdrawals from Lake.Michigan——Commercial water Intakes . . . . . . . . . . . 48 iv LIST OF FIGURES Figure Page 1. Proposed Route of the Clinton—Kalamazoo Canal . 4 2. The Trans-Michigan Waterway . . . . . . . l6 3. Lake Huron water Intakes . . . . . . . . 4l 4. Lake Michigan water Intakes . . . . . . . 44 INTRODUCTION The concept of an all water transportation route across the southern peninsula of Michigan is a relatively new idea, but its influence dates back thousands of years. During the Pleistocene Era, which ended 9,000 years ago, the lower peninsula was cut in half by a deep water- filled glacial trough which stretched from what is now Saginaw Bay southward to Lake Michigan. DiastrOphic move— ment deep within the earth's crust, along with the final termination of glacial activity in the state, destroyed this ancient waterway, but nevertheless, its prior existence remained as an influential factor on present attempts to link the eastern and western lakes. This glacial activity was also the major factor in developing the present drainage pattern in the state. The existence of numerous lakes, rivers, and streams seems to lend themselves to connection for such purposes as transportation, pleasure boating, and water supply. Beginning in 1835, the Michigan Constitution gave the State Legislature the duty of appropriating funds for the improvement of roads, canals, and navigable waters.1 On March 20, 1837, the State Legislature enacted the Internal Improvements Bill, which authorized surveys to be made of three railroads across the lower peninsula. Two canals were also to be surveyed, one connecting the Clinton-Kalamazoo rivers, the other joining the waters of the Saginaw and Grand rivers.2 On March 21, a bill was passed to authorize Governor Stevens T. Mason to negotiate a loan of five million dollars to be secured by the faith and credit of the state.3 The Clinton-Kalamazoo Canal was to connect Lake St. Clair with Lake Michigan, a distance of approximately 216 miles. Barge transportation had been the principal means of hauling cargo during the first quarter of the nineteenth century and the proposed canal would have made it possible for barges to travel inland from Lake St. Clair to Lake Michigan and save millions of dollars by shortening the route around the Straits of Mackinac. The completion of the Erie Canal twelve years earlier, connecting the Hudson River with Lake Erie, Opened up a large hinterland in western New York and the whole state began to flourish with economic growth. With this as lU.S., Department of the Interior, National Park Service, National Register of Historic Places Inventory- Nomination Form, Entry 8, January 20, 1971. 2 3 Ibid. Ibid. an incentive, Governor Mason believed that a crOSSvMichigan Canal would bring similar growth to his state. The canal in together with the Erie Canal would offer an all-water route extending from New York City all the way to Lake Michigan and beyond. Unfortunately, the new state of Michigan had a late start in its program of internal improvements, compared to some of the older, more established states. Attempting to increase its share of domestic trade, Michigan went straight ahead on the idea of a canal rather than planning ahead and being able to foresee the coming of the age of the railroads. In his message of January 2, 1837, Governor Mason stated that, The practicability of uniting waters east and west of the peninsula has long been conceded. I am creditably informed that 14 miles of canal will join the Looking Glass and Shiawassee Rivers. The Huron River may con- nect with the Red Cedar, the Raisin with the St. Joseph or the Kalamazoo.4 A preliminary survey for the canal was made by state engineers during the summer of 1837. The proposed route for the canal is indicated on Figure 1.5 4Grand Rapids Press, September 17, 1969, Sec. B, 5Michigan Department of State, Michigan Historical (Zommission, File on Clinton—Kalamazoo Canal. .Hmamu ooNuEdaoxucoucanu on» no musom venomoumuu.a .mam Amado gnu mo acauumm kumaceoo In I. I. I Hmcwu 93 no 390» venomoum uw>flm counm um ocumawamx ac um>am . .m wanna“ . mandamus . u coucflox 1! \ /.\/I \z 333 . ll I\| umummnoom mammmcuona N .02 xumm puma wuduw u§OHm uo>um Unduo The cost of the proposed waterway was estimated at 6 $16,000 a mile or a total cost of $2,250,000. In 1837 the Legislature appropriated $40,000 and another $205,000 in 1838.7 Construction of the canal was begun on July 20, 1838, near Mount Clemens. Act No. 50 approved by the State Legislature on April 9, 1841, granted the appropriation of an additional $25,000 to pay for its debts to date.8 Act No. 32 approved on February 21, 1843 stated, "That the Board of Internal Improvement are hereby authorized and required to let con- tracts for the construction of a feeder for the Clinton and Kalamazoo Canal at the village of Rochester, and for bring- ing the Canal into the Clinton River at Frederick."9 Nevertheless, by July, 1842, the State Legislature realized that the canal would never be finished. There were frequent caveeins and workers were not enthusiastic. The Morris Canal and Banking Company which was the chief bond- holder in this project went bankrupt in 1840 leaving the state with thousands of dollars of worthless securities. 6Grand Rapids Press, op. cit. 7National Register of Historic Places, op. cit. 8Michigan Legislative Act No. 50, April 19, 1841. 9Michigan Legislative Act No. 32, February 21, 1843. The state could not pay the contractors who could not pay the workers. Some laborers who had not been paid for six weeks stole what tools they could find and even destroyed sections of the canal.10 Public opinion coupled with the economic instability of the decade finally convinced the State Legislature in 1846 to withdraw from a number of internal improvement projects, one of which was this canal. According to Bill No. 20 approved on April 23, 1846, it was resolved, "That the Board of Internal Improvement authorize to lease to any person or persons upon such terms as they may deem con- ducive to the interests of the state, taking from such person or persons good and sufficient securities for the rebuilding and putting that portion of said canal east of Utica in Macomb County, into Operation within one year, and for rebuilding and putting into Operation the balance of said canal east of Rochester, in Oakland and Macomb counties, within two years . . . "11 The only section of the canal that was completed, stretched through what is now Clinton Township, Sterling Heights, Utica and Shelby Townships in Macomb County, and ending in the Bloomer State Park east of Rochester in Oakland County. Over two years time, only $90 in tolls 10Rochester Clarion, March 14, 1968. llMichigan Legislative Act No. 20, April 23, 1846. were collected by the state for operation of this stretch of the canal.12 This section of the canal was later used for water power, while the tow path was used as a wagon road. After the Civil War, some inland communities in Michigan, many of which had no railroad connections, tried to get someone to finish the canal. Several meetings were held during the following years and the Michigan Legislature even issued a petition in 1873 favoring the completion of the canal.13 Congress appropriated $7,000 for a new survey in 1880, but once again hope for the project seemed dim until Henry Willis, a concerned resident from Battle Creek stirred up new interest in the project.14 The canal as Willis pro- posed it would be 178 miles long and 10 feet deep. There was even a suggestion to use prison labor and unemployed men to dig the canal with the least possible expenditure.15 In February of 1886, Henry Willis went before a House Committee on railways and canals and asked for $30,000 to begin work on the canal.16 Hearings were held in 12National Register of Historic Places, op, cit. l3 Grand Rapids Press, op. cit. 14 15 Ibid. Ibid. 16Ibid. Chicago, but two months later, in December, Willis died and so did the idea of the canal. On May 23, 1895, the State Legislature finally resolved that the state would relinquish all rights and title to the land adjacent to the canal and would abandon construction of the canal.17 All remained somewhat quiet, until after WOrld War II. The war and the increased technology associated with it depended on an adequate water supply. Fears soon began to arise as to whether or not present supplies would prove sufficient to meet these needs. An article from the Lansing State Journal of May 8, 1947, expresses the deep concern for the state‘s water supply. The state is using far more water now than it ever did in the past, . . . and there's no doubt the demand will continue to grow. Steadily increasing require— ments are inevitable, . . . because the population is increasing, cities are growing, more factories are being built, farmers are beginning to irrigate their land and new industrial processes demand a greater volume of water for proper temperature control. The rise of air-conditioning in theaters, stores, office buildings and factories, with its drain on the water supply, is also a big factor. There‘s also more sprinkling of lawns, gardens and golf courses. Everybody, it seems is using more water, and the effect on urban water supplies is particularly notice- able. Several cities, especially those in the interior part of the state, have run into increasing difficulty the last few years pumping enough water to meet the 17National Register of Historic Places, op. cit. demand. A few municipal officials have had night- marish dreams of the pumps going dry. A number of industries which have their own wells report the same trouble.l8 Geologists indicated that, due to the state's glacial history, that is the deposition of sands and other coarse materials and the creation of the existing drainage pattern, that an abundant water supply should exist beneath as well as above almost every part of the state. Neverthe- less, many cities began to look elsewhere for additional sources of water. Their fears were not just based on whether existing ground and surface sources could supply an adequate amount of water, but also that if this water were of high enough quality due to the increasing rate of pollution and mineral content. State Geologist, Gerald E. Eddy, stated back in 1947 that, "the problem is to find new undersurface reser- voirs that have never been tapped.“19 Surveys have been made subsequent to this statement, and it has been found that most areas do have an adequate groundwater supply. Mr. Dale Granger, present Chief of the Hydrological survey 18William Baird, "Many Michigan Cities Threatened by Lack of Adequate water Supply," The Lansing State Journal, May 8, 1947, p. 4. lgIbid. 10 in Michigan indicated that only few areas within the state do not have a suitable supply of ground water.20 Two of these areas though are the Saginaw— Midlands area and the Detroit area. The soils in these two sites are basically of the clay variety and they lie directly over the bedrock. Due to the relative impermea- bility of clay, the possibility of digging wells would prove insufficient and any water obtained would likely be brackish. As a result, the SaginanMidlands area con- structed a pipeline into Saginaw Bay and Detroit began drawing its supply from the Detroit River.21 An increasing rate of pollution in the Detroit River caused city officials to look elsewhere for clean water. The board of engineers concluded that there were three basic alternatives which the city could choose from. They could either run a pipeline into Lake St. Clair, or pipe the sewage and industrial wastes polluting the Detroit River to a point below the city‘s intake system or the final possibility which seemed rather remote at the time, 20Statement by Dale Granger, personal interview, September 29, 1972. 21William Baird, "Heavy Demands by Industrial Plants Causing Part of Present water Crisis," The Lansing State Journal, May 9, 1947. 11 the construction of a pipeline to Lake Huron.22 This latter alternative was the one that was eventually selected in the late 1960's. Another city fearful of its water supply was Flint. The Flint River which had served the Flint area for such a long time began to prove inadequate in meeting peak summer consumption needs and Flint began thinking about construct— ing a pipeline into Lake Huron.23 Rather than attempt to construct individual pro— jects, Governor G. Mennen Williams authorized a feasibility study in the late 1950‘s for a Trans»Michigan pipeline which would supply the minimum municipal water needs of many inland cities. A statewide water network could focus in on the entire state rather than cope with individual problems. Local solutions could cause water supply problems in surrounding areas due to overpumping of ground water or overdrawing of river waters. It was determined that such a project would cost in the range of $750 million. In terms of 1970 economic dollars this figure would have to be enlarged to in excess of $1.5 billion.24 Once again the plan died for lack of financing. 22 23 Ibid. Ibid. 24Trans-Michigan Waterways Inc., "Trans-Michigan '/ waterways," undated, p. 1. 12 In 1963, the engineering and consulting firm of John R. Snell Inc., of Lansing, Michigan, a firm that specializes in helping countries such as East Pakistan, Japan, and China (Hong Kong and Taipei) develOp industrial programs designed to allow these countries an Opportunity to help themselves, conceived the basic idea of a TranS* Michigan Waterway. Simply stated, the plan involves lifting water out of Lake Huron at a point in the International ship channel and transporting it by pumping and damming it to the highest point in the southern part of Michigan's lower peninsula, lying between the boundaries of Lapeer, Oakland, and Genesee counties. Upon reaching this gravitational change point, the water would flow naturally down three major planned waterways supplying critical areas of the state and then would outlet into Lake Michigan. The major thrust for this project did not become apparent until a few years after the North American Water and Power Alliance (NAWAPA) was conceived in 1964 by the Ralph.M. Parsons Company, an engineering and construction firm with headquarters in Los Angeles. The North American Water and Power Alliance con— ceives the collection of surplus water from the high precipitation areas of the northwestern part of the continent and distributing it to water scarce areas of Canada, the United States and Northern Mexico. Water now wasting into the sea from Alaska, Canada and the northwestern United States would be collected and stored in an interconnected system of reservoirs at relatively high elevations. By means 13 of a reservoir-canal—river system the water would then be redistributed throughout the continent generating power as it descends into the sea. NAWAPA would provide water to seven provinces of Canada, thirty-three states in the United States, and three northern states of Mexico. NAWAPA could initially provide 100 million acre feet of water (per year) to the three countries, and could provide up to 250 million acre feet, if needed.25 Based on 1964 prices, NAWAPA would necessitate an investment of about $100 billion. The project would require about twenty years to construct after the completion of preliminary engineering, economic, legal, social, and man— agement studies.26 International treaties would also have to be negotiated. Rather than trying to construct piecemeal projects to meet local demands, this project is a major attempt to fulfill a continental water need. One might easily suspect that this plan is the impetus for all future interbasin transfers of water. On a smaller scale, but by no means in a less effec- tive way, the TranSeMichigan Waterways proposal is a major step forward in the field of interbasin water transfer programs. 25U.S., Congress, Senate, Special Subcommittee on lNestern Water Development of the Committee on Public WOrks, .§.Summary of Water Resources Projects, Plans and Studies QBelating to the Western and Mid Midwestern United States, October, 1964, p. 1. 26Ibid., p. 2. CHAPTER I THE PROJECT According to the various brochures published by Trans—Michigan Waterway Inc., the waterway would originate at the International ship channel, about a mile offshore and about two miles north of Port Huron. An existing channel between Lake Huron and the Black River would be greatly enlarged and the first five miles of the river widened and deepened so that the water would flow up the river to the base of the first dam. At this point Lake Huron water which lies at an elevation of 580 feet would have to be pumped up 80 feet into the first reservoir at an elevation of 660 feet and contained in the badly eroded steep valley of the Black River and Mill Creek.1 Five miles further up Mill Creek a 55—foot dam would be con— structed and the second impoundment would be formed.2 A third dam, 50 feet in height, 5 miles west of the second would continue moving the water on its way up to its lU.S., Congress, House, Committee on Agriculture, Untitled (washington: October 24, 1964), p. 3. 2John R. Snell, Proposed Trans—Michigan Waterway, Michigan State Economic Record, X, No. 4 (April, 1968), 2. l4 15 maximum elevation, which lies between the boundaries of Lapeer, Oakland, and Genesee counties.3 A total of seven dams would be necessary to raise the water up to an ele— vation of 925 feet above sea level at this point. From the watershed divide, the water would be diverted in three directions. Figure 2 shows the proposed route of the waterway.4 One branch of the main waterway would transport water from a point southeast of Flint, northward to supply the Flint area. The waterway could be extended to Saginaw and Bay City through the improvement of the Flint and Saginaw rivers. A second branch would divert water southward to supply the Pontiac and Detroit areas, dividing just west of Pontiac. One sub—branch would descend the River Rouge to the Detroit River, the other would follow the cleaner upper reaches of the Huron River toward Ann Arbor. Before reaching the contaminated portion of the Huron River, the waterway would be separated from the river itself and run parallel to it to a point near Flat Rock and out to Lake Erie.5 West of Ann Arbor there would be another split and 3John R. Snell Engineers, Inc., Proposed Trans- Michigan Waterway (Lansing: February, 1967), p. 3. 4Trans-Michigan Waterway, Inc., "Proposed Trans— Michigan Waterway Map." 5Robert Runyan, "Michigan's Inland waterway“ (Lansing: Trans—Michigan Waterway, Inc., May 5, 1969), p. 1. (Mimeographed.) l6 .mmzumumz cmofizowzlmcmue ommoooumsl.~ 1.2: own I I. II I- wwwefim Ow>oumEH .oem .HE com | Snow >m§wum3 20m: nu C .95 .mumwceocm Scam .m anon ./ m. .. .I. .. .I... .. II n In. 11/ \I hawk/Hm 4 II/\\ CHWH-. Ham m¥.e~ .mm menace =me mo .oe~.e mamaaom e mampuo smmHSUHz mxmq Ga ammo mum.a mm~.m .ov weaves =em mo .omw.m cm>mm nasom m amusm am> cmmflnowz mqu CH ammo oon.m mma.ma .ov mxmssw =mm mo .mhmim Hogumm cogsmm m nwmflsoflz mxmq aw ammo oam.m mm>.HH .ma mxmucfl =wm mo .omv.a gmmmoo .um H smfluumm Q02 30am coaumasmom . .m>¢ omma mousom muflu oz Monaco Ammmav AUUQHflUV mmxflflfifl mummy“? UHu.m0EOQI-ICMUHSUHS mummq EOHN mHM3MHU£#H3II.N "NJ—”$8 46 mam ammuo an menace =ma mo .oom mo =w= m apez ammo .ma mxmpae =ma mo .ooo.a “ammo ome.a mmmiaa .o~ mxmucfl =GH mo .ooo.m massaccmz ea mmceaoamz oozmo mam menses an some oma.m Hmm.mH .om mxmucfl =om mo .oo~.H mamamomm ma oozmo mam mapped as ammo com. nmm.m .mm mxmucfl =e~ mo .oom.a mcoumomao we oozwo mom mam GH meo. oom ammo .ma memos“ mo .oom.H masmz ma muama oom.v mmv.ma mom mmum>mna Unmuo cw ammo mufio mmum>mua .em mxmuqfl =om mo .oou.a mmum>mua NH namuo mom mmnm>mua wcmuo ca unwom moo. om some .m mxmuafl =m mo .oom mammemumm Ha mom mmum>mue Unmnw ca unflom who. oom ammo .mm menus“ =m mo .oom “somnuuoz OH smcmammq no: $mwm coawwmwmom mousom Mpflo .oz mucsoo .ommav omscflpcooan.m memes 47 nouoamHo an .om ammo omm.a mma.m .NH Ham; aoaumuuaflmcH mmmepmm a umaam savanna: oxmq macaw mom. Hmn.m moflnoaamm GOHuMHuHHMsH xwo>oanmso m xfio>oaumno ammeaofiz oxmq pm mnouooaaoo HoucoNHHon omm.m moo.aa apwz mcommflmo HMUHuHo> co>mm ocmuw m msmuuo ammfinoflz oxmq m0 omwo no mam. eme.a «sauce Honomsaoo Hugomm swamoeum e cmmflnoaz oxmq m0 omwo mma. omm um mosfla coapmupaamcH nomom UHMAOHO m somflnowz oxoq mo omoo omm. com um mosHH cowumnuHHMCH nooom wcmuw N cmmflnofiz oxmq mo omvo mum. com um mocwa coaumuuaamcH mcoH£0flz H cofluuom 00: 30am coaumasmom oousom coauoooq .oz mucsoo .m>¢ Acoflumnuaflmcflv moxouaw noun? oaumoaoolscmmflnowz oxmq Scum mam3muwnuwzll.m mamme 48 III coaumnocom HoBOm mnmcmomm .00 Hosom .m .D m mm. coauonocom Hozom so>mm ausom .00 HoBOm so>om .m H mna coauouocom Ho30m covaoam whom .00 Hozom mHoEdeOU N on Goapmnocom uoBom ocflom Moom mam .00 Ho30m oHoEDmGOU v coaumuocom Ho30m ocoumvmaw oCOpmooHU 00 thU m III coaumuocom Hozom Mpw0 omuo>mne quHm Emoum .om mom m Q02 $mwm mnumSUcH m0 omme coaumooq oEoz .oz moxooaw Houm3 HmwonoEEO0llsmmH£0H2 mxmg scum mHmSmuonuflz'u.e momma 49 Environmental Effects Water Quality The first ecological change to be observed will undoubtedly appear during the construction period. Hundreds of miles of landscape will be torn up and trees and farmlands uprooted. Without a comprehensive sediment and erosion control plan, exposure of these denuded soils to the natural elements will lead to accelerated erosion. Huge piles of soil and debris will be formed from the dredging process and the routeway will literally become an eyesore. Precipitation will invariably carry some of this debris into neighboring lakes and rivers, increasing turbidity, blocking the penetration of sunlight, and decreasing the oxygen content of the water. Excessive sediment inflow can result in the smothering of fish and cause scouring within the stream channel, thereby removing aquatic flora. This scouring can lead to a change in stream gradient which could result in a changing pattern of stream flow characteristics. Even after the completion of the waterway, runoff result— ing in sedimentation will be quite noticeable until a vegetative cover can be reestablished to hold the soil in place. The increased land—water interface resulting from the construction of this waterway will create a condition 50 of increased levels of nutrients in the water. The water- way will cut across thousands of acres of farmland. Nitrates will be carried directly dissolved in runoff, whereas phosphates will be transported attached to the soil particles. Slow~moving or stagnant water bodies especially behind impounding structures are more sus- ceptible to excessive algal growth particularly if there is an abundant supply of available nutrients in the water. Coliform, fecal coliform, and streptococcus baC‘ teria will also appear in higher concentrations in the impoundment areas due to runoff from dairy farms and from the increased human contact in these highly valued recre— ational areas. Increased boating where it was once not possible will decrease water quality due to gasoline exhausts and oil wastes. Strict enforcement on overboard dumping of garbage and sewage as is proposed by the corporation can eliminate this aspect of degradation of water quality, but little can be done to eliminate the former sources of pollution. Restrictions on sceptic tank construction is also planned along the waterway for all residential dwellings to reduce the effect of sewage disposal in the channel. One of the so—called advantages of the waterway is that, "it would result in the creation of many desirable and valuable homesites. Areas that are now swamp land 51 unfit for human habitation would be turned into inland lakes surrounded by land suitable for home development and recreation.“13 Wetlands, although unproductive from a commercial point of View serve a very important ecologi- cal purpose. Besides providing a habitat for various biological forms, wetlands can serve as collection basins for groundwater recharge. By holding excess water in place, eventually it will infiltrate into the soil and stabilize the surrounding water table. Biological Habitats Further undesirable effects will be caused by the innundation of large areas of land behind the series of impoundment dams. Modifications in the distribution of biological environments due to changes in stream size, temperature, and chemical composition of the water are long—term effects that will occur. Ordinarily, an increase in the width and length of the rivers and streams would mean an increase in the number of aquatic flora and fauna habitats as well as the number of watering areas for ter- restrial animals, but the formation of deep lakes will lower the water temperature, whereby limiting the growth of these environments. 13Dr. John R. Snell, "Proposed Trans—Michigan Waterway,“ The Michigan State Economic Record, X, No. 4 (April, 1968), 2. 52 The movement of water upstream as opposed to its natural flow will cause changes in the limnological patterns of the rivers. The initial reversal of six billion gallons of water per day on the eastern portion of the state will flush out much of the wastes in the river systems, but it will also destroy much of the life in them. The proposed waterway being a minimum of 300 feet wide and up to two.miles at other points will undoubtedly cross the natural migration paths of the state‘s game population. The waterway could definitely result in direct losses to some forms of wildlife. The removal of trees, brush, and grasses during the construction period will eliminate food and shelter for wildlife while blocked migration paths may also force big game animals into already overused range areas or into other areas not meet— ing the normal habitat requirements.l4 Nevertheless, the waterway could ease some of the state's terrestrial wildlife management problems. By dividing the lower peninsula, there would be basically two separate game populations. Separate management units could be established in which individual regional plans 14William G. McGinnies and Briam J. Goldman, eds., Arid Lands in Perspective (Tuscon: The University of Arizona Press, 1967), p. 368. 53 could be worked out. Although the costs would be sub- stantially higher, the effectiveness of such a program would be of substantial benefit to the sportsman. The construction of new water impoundment areas will provide waterfowl habitat in an otherwise dry area.15 The new waterbased areas could change the migratory pat— terns of the waterfowl. The reservoirs could serve as a resting area for waterfowl during their flight south, thus delaying the annual migration pattern. During warmer winters the migration may even be terminated as the impoundment areas would serve the basic needs of the birds~- food, cover, and a nesting area. Other new management approaches will have to be developed to meet these chang- ing migratory patterns. Social and Economic Effects Various social and economic problems will result from this project. The dredging and flooding of all this land will displace people and destroy homes, churches, icemeteries, historical sites, parks, schools, and various commercial establishments. The task of relocation involves many hardships for the average family. Among these are: searching for new dwellings, seeking new jobs, getting acquainted with new people, seeking new places to shop, lSIbid., p. 370. 54 and establishing new medical ties. It should be the responsibility of the corporation to make sure that each family receives adequate assistance in reestablishing them in new areas. The obliteration of these other institutions will cause more wide'reaching problems. These institutions attract people for many miles to worship, learn, com— municate, and interact with others. Relocation of such facilities could change religious and educational life- styles by having people attend those institutions which are now closer to home, even though they may not be ade— quately served by such facilities. Consumer buying patterns will also be affected. People might be forced to travel further distances to do their shopping, while relocation of commercial establish— ments might increase the competition between stores. The destruction of historical sites will be vehemently protested against by social and civic groups claiming the site‘s deepvrooted significance. Other public lands will have to be obtained by trading off pieces of land similar to those needed for the project. The waterway would serve as an intensive recre- ational area. It would attempt to relieve some of the recreational burden that is now being placed upon the northern primitive areas. It would provide within a short distance the same types of recreation that people 55 now travel hundreds of miles to enjoy. The waterway would provide economically underprivileged people and those without transportation a means to enjoy nature at its best. There is a major drawback to this seemingly advantageous situation. By decreasing the number of tourists and vacationers to the upper peninsula, there will be a sharp drop in the economic support of this region. Commercial activities in this area are geared to this vacation industry and without it, the local tax base will decrease. This will place an added tax burden on the local residents of each.community. This project will have a large impact on industrial labor demands during the construction period. Mr. John Adams has stated that, "throughout the construction period there would be some 8,000 jobs filled.”16 One can only guess from where these people will come to fill these jobs and what the effect will be on the industries from which these people left. A sudden influx of this many people along with their families into this region will place a serious burden on local governments. It is doubtful that adequate housing, medical care, sanitation facilities, education, and other such services could be provided on such short notice. The added expense involved with the l6Robert Sterken, "Trans—Michigan Waterwayu (East Lansing: Department of Resource Development, Michigan State University, 19721, p. 6. 56 providing of these new facilities will definitely increase tax burdens on local residents, who see no justification for this increase. Each of the impounded areas will cause changes in land use patterns. Although there is no specific data with which to determine the actual percentage of land along the routeway that is devoted to each of the various economic activities, the majority of this land is pre- sently utilized for agriculturally oriented activities. This trend is rapidly decreasing as urban growth expands outwards devouring rural lands. Compared to other com— mercial uses, the economic value of agricultural or idle lands is relatively low with respect to the value of their output. According to simple economic theory these lower valued activities will be forced out of business by higher valued activities. This waterway will only accelerate this urbanization by increasing the density of population along the channel, further corroding the rural landscape. The fact that most of this land is presently rurally oriented, the necessary right of way will tend to displace the least number of people. The density of population in such areas is relatively small compared to that which exists in urban areas. A preliminary study must be undertaken along the proposed route to determine the location and percentage of land in each of the various agricultural capability 57 classes. This would specify which agricultural lands have the most promise with respect to topography, drainage, fertility, and soil type, and would be least affected by having the waterway pass through them. The waterway could prove disastrous to the average farmer. Thousands of acres of valuable farmland would be flooded and individual farms would be divided into sections. This would make it virtually impossible for the farmer to cultivate his land effectively, causing him to redesign his land use pattern and cultivation techniques. Management goals might have to be changed and land may even be forced to lie fallow for a few years before it can be made suitable for the new activity. This will result in an extensive financial loss to the farmer, and it might even force him to sell his land. The effect of decreasing the total amount of agri- cultural land within this region could cause agricultural patterns to change within the state and also outside of it. One result of such a change would be to force lower valued commodities out of growth and replace them with higher valued items. A second result could be an increase in the utilization of submarginal lands which are more costly to use. In the long run this would mean an increase in the costs of produce to the consumer. 58 Highway Construction Highway construction costs will be increased sub— stantially as the waterway will cut across and flood a number of the existing road networks. Dr. Snell stated that many of these roads that will be cut off by the water— way are local farm roads that are utilized by few people and need not be reconstructed over the width of the 17 This disruption will result in increased dis- channel. tances travelled and greater time involved in getting from place to place. The destruction of these local roads will cause increased traffic upon existing county, state, and federal roads, thus placing an increased burden on the maintenance of these facilities and increasing the possi— bility of accidents. The more important highway networks will be recon- structed over the waterway through the use of bridges and elevated highways. It will take years before the new routes can be finished to provide access to all sections of the waterway. The costs of such rerouting within and outside of the acquired waterway boundaries is conveniently side— stepped by TranSeMichigan Waterway Corporation through 17Statement by Dr. John R. Snell, personal inter- view, July 31, 1972. 59 Section 23, paragraph.(F) of Senate Bill No. 212.18 .Although the so-called cooperation which a water system utility company proposes to give to local, county, and state agencies in reconstructing such facilities within the waterway boundaries, the major financial and manpower burdens will fall on the Michigan Department of State Highways. Full responsibility for constructing highway linkages outside of the acquired boundaries will also be borne by this agency and the costs involved will range in the billions of dollars. The waterway corporation shows little concern and feels little responsibility for this expense. Construction of new roads will cause an increase in the level of air and noise pollution. The number of vehicles travelling to the waterway will result in increased exhaust emissions and the steady flow of traffic in both directions through.the quiet countryside will result in increased noise levels. The rise of litter pollution along the roadside is a relevant factor that must be taken into account when considering the number of people that will be travelling over these roads. 18Michigan State, Senate Bill No. 212, March 9, 1971, p. 7. 60 Legal Implications on Neighboring States and4Canada The legal impact behind Senate Bill No. 212 would be disastrous to the state. Almost full authority over the construction and operation of this waterway would be Virtually controlled by the corporation. According to Senate Bill No. 212 various powers would be granted to a water system utility company.19 Casual reference is made in paragraph (G) of section 23 of the power to cooperate with local, county, state, and federal govern— ments in all matters concerning waste water and solid waste collection and disposal, flood control, and water conserv 20 What is determined to be water conservation is vation. very unclear and could mean a wide range of items. No information is given on what authority such.agencies as the Michigan Department of Natural Resources, Michigan State Department of Health, or any of the federal agencies would have over the project. In order to provide environmentally sound con— ditions, control over the regulation of water quality, dredging, construction of impoundments, and navigation must remain in public hands. Any attempt to place such authority in the private sector would place the state in a stranglehold position. Under such conditions no lgIbid. ZOIbid. 61 recourse could be taken if any ecologically or physically damaging side effects would result from this or any other project. There are legal implications involved with this project that will extend beyond the boundaries of Michigan and even the United States. The boundaries of Lake Huron lie totally within the borders of Michigan and Canada. According to the 1909 Boundary Waters Treaty between the United States and Great Britain, Lake Huron is classed as a boundary water. Such waters are defined as the, "waters from main shore to main shore of the lakes and rivers and connecting waterways, or the portions thereof, along which the international boundary between the United States and the Dominion of Canada passes, including all bays, arms, and inlets thereof, but not including tributary waters which in their natural channels would flow into such lakes, rivers, and waterways, or waters flowing from such lakes, rivers and waterways, or the waters flowing across the boundary."21 Under natural drainage conditions, the flow of many rivers in the eastern portion of the state of Michigan is eastward into Lake Erie, Lake St. Clair, Saginaw Bay, and 21"Treaty Between the United States and Great Britain Relating to Boundary Waters and Questions Arising Between the United States and Canada,“ p. 206, quoted in L. M. Bloomfield and Gerald F. Fitzgerald, Boundaryfwaters of Canada and the United States, (The International Joint CommissiOn 1912-1958) (Toronto: Carswell Company Limited, 1958). 62 Lake Huron. The proposed project would stop some of these rivers from outflowing into Lake Huron. According to Article II of this treaty, the authority for diverting water, either temporarily or permanently from one side of the boundary line which would naturally flow across the boundary line or into boundary waters is reserved to each of the High Contracting Parties or to the State Governments of the United States or to the Provincial Governments of 22 Thus, the state of Canada, whatever the case may be. Michigan would be able to divert the flow of water away from Lake Huron. Under the scope of this project the water of Lake Huron would be diverted away from the lake and into already existing and newly constructed channels within the state of Michigan. According to Article III of this treaty, Great Britain and the United States agreed that, "no further or other uses or obstructions or diversions, whether tem— porary or permanent, of boundary waters on either side of the line, affecting the natural level or flow Of boundary waters on the other side of the line, shall be made except by authority of the United States or the Dominion of Canada within their respective jurisdictions and with the approval, as hereinafter provided, of a joint commission, to be known as the International Joint Commission."23 22Ibid., Article II, pp. 207-08. 23Ibid., Article III, pp. 208—09. 63 This same article continues to state that the above foregoing conditions are not intended to interfere with the ordinary use of such.waters for domestic and sanitary pur- 24 poses. Article VIII states that each of the parties shall have on its own side of the boundary, "equal and similar 25 The three rights in the use of the boundary waters.“ uses for which boundary waters can be utilized are in their order of priority: 1) Uses for domestic and sanitary purposes; 21 Uses for navigation, including the services of canals for the purposes of navigation; 3) Uses for power and for irrigation purposes. The foregoing provisions shall not apply to or dis— turb any existing uses of boundary waters on either side of the boundary.26 As the basic purpose for which these waters are being diverted from Lake Huron coincides with.the above three categories, there are no obvious treaties that will have to be negotiated between these two nations. The situation concerning Lake Michigan is somewhat different. The Lake borders not only on the state of Michigan, but also on the states of Wisconsin, Illinois, and Indiana. As the waters of Lake Michigan and Lake 24Ibid., p. 209. 25Ibid., Article VIII, p. 211. 261bid., pp. 211—12. 64 Huron are already hydraulically connected, any waters diverted from Lake Huron will be returned to Lake Michigan via the waterway. As a result, there should be no con— flict of interest regarding any possible changes in the water level of Lake Michigan. Acquisition of Right of way In order to acquire the land along the proposed route of the waterway, Trans-Michigan waterways Inc. has included a section in Senate Bill 212 on the subject of condemnation. Section 23, paragraph (E) proposes that any water utility should have the power, "To condemn lands and any and all interest therein which may be necessary to the carrying on of its business of securing, transporting, purifying and selling water including all lands necessary for transmitting water across streams, highways and private property."27 According to Section 23, such procedures shall be carried on according to the rules of Sections 486.251 to 486.254 of the compiled laws of 1948, which.amended Act No. 238 of the Public Acts of 1923. Under this act, a corporation would first have to submit to the Public Service Commission a petition including the plans and surveys of all the lands that are to be used in the pro- ject. Included in this petition are all the lands sought 27Ibid., p. 5. 65 t4: be condemned in order to carry on the project. If the I?ublic Service Commission approves of such a petition, it shall issue a certificate to the corporation stating that such condemnation proceedings are necessary for the ful- fillment of the project. The proposed use of this land by the corporation is then determined to be a public use and the corporation is permitted to institute condemnation proceedings and proceed with any necessary prosecution according to the forestated statutes. Questions regarding public necessity and just compensation can be submitted to the Public Service Commission and will be also be determined according to the rules of Act No. 238 of the Public Acts of 1923, as amended.28 After acquiring through negotiation and purchase at least 75 per cent of the land necessary for the completion of any ten-mile stretch including the 800 feet of land beyond the high.water mark.and all of the land that is to be inundated, condemnation procedures may be instituted on the remaining land.29 Although the percentage of land that could be don— demned in any tenemile stretch is arbitrary, the figure is extremely large. In comparing the actual percentage of land purchased, with the percentage condemned, it is most important that we are able to compare the total 28 29 Ibid. I pp. 5’6. Ibid. p p. Ge 66 'pmivate and public benefits received from each section of land used in the project or sold as improved water- front land.30 There were many complaints against the selling of condemned land at a profit. It was later explained by Trans-Michigan waterway Inc. that land acquired through such procedures would not be resold, but would be used for purposes for which it was acquired.31 In an attempt to justify the use of condemnation, Section 23, paragraph (E) states that, “Title to lands condemned under the pro- visions of this act shall revert to the original owner thereof unless put to the use for which condemned within 10 years from the time of condemnation."32 One can only wonder if it will be possible for a semivpublic, semi—private company to acquire such a large amount of land. If it is taken into account that there will be attempts of land speculation by real estate develOpers, the cost of land acquisition will increase substantially and the added time involved in bargaining 30Statement by Howard A. Tanner, personal inter- view, August 14, 1972. 31Based on personal correspondence between Mr. John F. Adams, President of Trans-Michigan waterway, Inc., and Dr. Howard A. Tanner, Director of Natural Resources, Michigan State University. 32Michigan State Senate Bill No. 212, March 9, 1971, p. 6. 67 or“ rerouting will delay construction of the project. Ikerouting of the project will also be necessary if the required 75 per cent figure in any tenemile stretch.can— not be purchased. One can only wonder if the purchase of all this land by such an entity whose intent is to resell it back to the private sector realizing a substantial economic gain can be justified. Public agencies are not formed to be profitemaking organizations, but rather to serve the public interest to the best of their ability. It seems that the private interests of this entity are extremely financially oriented. Even if such procedures were feasible on this large a scale, the basic idea of condemnation is inherently dis— tasteful in the.minds of many people today. The impli— cations involved with such.procedures in the minds of the general public is that their rights of land ownership are being infringed upon. The previous policies of some state and federal agencies in regards to condemnation has left a bad name on this practice. Furthermore, such tactics are generally long and drawn out and the land owner involved often suffers from grief and misery. CONCLUSION It has now been almost ten years since Dr. Snell's dream of a Trans—Michigan waterway has been made public. Three State Senate bills attempting to make the project a reality have been defeated and a fourth is aimed in the same direction. How many more years can legislation con- tinue to be introduced before enthusiasm for the project will be lost? With increasing water shortages becoming apparent throughout the United States, it is inevitable that water transfer schemes will become “instruments of public policy which.may come to guide land use planning and economic growth."1 This will probably be the most effec- tive way of controlling the future pattern of urbanie zation in regions suffering from such deficiencies. Nevertheless, people today are opposing large? scale modifications of water bodies. The ecological sig- nificance of such modifications are infinite as has been in this paper. Social disturbances although local in appearance are wide reaching in changing regional 1William G. McGinnies and Briam J. Goldman, eds., Arid Lands in Perspective (Tuscon: The University of Arizona Press, 1969), p. 363. 68 69 employment, educational, medical, and recreational patterns. Legally, this project will create conditions which will prove unsuitable for proper management of such a multi- purpose project. Full authority over the construction and operation of the waterway must remain with the state and federal agencies involved, where full concern for the public is located. Proper thinking should continue to be directed toward making sure that all growth areas within the state will continue to have an adequate water supply to meet all future domestic, industrial, agricultural, and recreational needs. It is the author's opinion that the alternative of small—scale closed pipeline systems will continue to be the.most suitable means of supplying water to areas suffering seasonal or year—round water shortages. Such a system, although expensive to construct and locate underground, will have the least ecological impact, cause the least displacement of people, and involve few legal changes. At the same time it will supply suf— ficient quantities of water to insure, rather than encourage rapid_economic expansion throuqhout the state. Economic growth is desirable only when economic planning in relation to other sociological, political, and geographi- cal factors precedes it. Uncontrolled population and industrial growth can lead to a further decline in 70 environmental quality through increased air water and noise pollution associated with their growth. An open waterway would expand the interface between the Great Lakes connecting waters and the adja- cent land areas which could result in the decreased water quality of these huge reservoirs.2 Throughout history, people have been enthused by land—water interfaces, whether it be for transportation purposes, water supply, recreation, or aesthetic values. The biggest problem arising from such contact is the degradation of water quality through improper dumping, discharge of sewage water, boating, and agricultural runoff. Two classic examples of this situation in Michigan occurred along the Red Cedar River and Monroe Creek. Urbanization along the banks of these two water bodies has caused a sharp decline in water quality. In the case of the Red Cedar, it has all but ended its use for most purposes along much of its length. The suitability of Great Lakes water quality, especially that of Lake Huron along with the fact that no city within the state is more than eighty-five miles from one of these water bodies will greatly increase the likelihood of pipeline desirability. 2Statement by Howard Tanner, personal interview, August 14, 1972. 71 The enormous water resources with.which the state is endowed should by no means decrease the state‘s leader- ship role in combatting water pollution. The legislation now exists within Michigan to control water quality, but proper enforcement of these laws must be made equally strict. Keeping existing water supplies pollution free must remain as the primary objective in any water supply proposal. The Trans—Michigan Waterway proposal is definitely a unique plan. There is no question in my mind that the feasibility of such a project is currently in the grasp of technology, but under existing concepts its effects are too far reaching to be considered as a possible alternative to meet present water needs. BIBLIOGRAPHY BIBLIOGRAPHY Books Bloomfield, L. M., and Fitzgerald, Gerald F. Boundary Waters Problems of Canada and the United States (The International Joint Commission 1912-1958). Toronto: Carswell Company, 1958. Cohen, Philip, and Francisco, M. N., eds. "Proposed Trans—Michigan Waterway-~An Imaginative Approach to Solve Water Problems with Bonus Benefits." Proceedings of the American water Association. Urbana: American Water Resources Association, November, 1968. McGinnies, William G., and Goldman, Briam J., eds. Arid Lands in Perspective. Tuscon: The University of Arizona Press, I969. Snell, Dr. John R. "Proposed Trans—Michigan Waterway." Michigan State Economic Record, X, No. 4 (April, 1968), 1—2, 6. State of Michigan Water Resources Commission. Water Resource Uses, Present and Prospective for Lake Huron and Proposed Water Quality Standards and Plan of Implementation. Lansing: Department of Conservation, 1967. . Water Resource Uses, Present and Prospective for Lake Michigan and PrOposed Water Quality Standards and Plan of Implementation. Lansing: Department of Conservation, 1967. Tanner, Henry S. A Description of the Canals and Railroads of the United States. New York: Kelley Publishers, Reprinted 1970. U.S. Congress. Senate. Committee on Public Works, Sub- committee on Western Water Development. A Summary of Water Resources Projects, Plans, and Studies Relating to the Western and Midwestern United States. Hearing, October, 1964. Washington: Government Printing Office, 1964. 72 73 Newspaper Articles Detroit Free Press. October 10, 1967. . September 11, 1969. Grand Rapids Press. April 23, 1968. . September 10, 1969. . September 17, 1969. . November 23, 1969. Jaycee Michigander. November, 1968. Kalamazoo Gazette. September 14, 1969. . September 16, 1969. NBA News Focus. (New York), April 18, 1967. New York Times. December 12, 1971. Saginaw News. December 21, 1969. Lansing State Journal. May 8, 1947. . May 9, 1947. . October 24, 1966. . May 1, 1968. . September 10, 1969. Rochester Clarion. March 14, 1968. Pamphlets and Other Sources NAWAPA-Water for the Next Hundred Years. Los Angeles: The Ralph M. Parsons Co. Notes of Senator Harry DeMaso from Local Hearings at Saugatuck on September 15, 1969, and Port Huron on September 17, 1969. Proposed Trans-Michigan Waterway. Lansing: John R. Snell Engineers, Inc., February, 1967. 74 Proposed Trans-Michigan Waterway—Map. Lansing: John R. Snell Engineers, Inc. Trans—Michigap_waterway. Lansing: Trans—Michigan Water— way, Inc. Sterken, Robert. "Trans—Michigan Waterway." East Lansing: Department of Resource Development, Michigan State University, 1972. (Mimeographed.) U.S. Department of the Interior. National Park Service. National Register of Historic Places Inventory—- Nomination Form, January 20, 1971. Water Needs for Lower Michigan 1970—2020. Lansing: Trans- Michigan waterway, Inc. Correspondences Michigan State University, Department of Natural Resources. Correspondence between Dr. Howard A. Tanner, Director and Mr. John F. Adams, March 16, 1970 (personal files of Dr. Tanner). Public Service Commission. Personal correspondence between Mr. F. M. Hoppe, Director, and the writer. Trans—Michigan waterway Inc. Correspondence between Mr. John F. Adams, President, and Dr. Howard A. Tanner, February 23, 1970 (personal files of Dr. Tanner). Trans-Michigan waterway, Inc. Correspondence between Mr. John F. Adams and Dr. Howard A. Tanner, March 26, 1970 (personal files of Dr. Tanner). Interviews DeMaso, State Senator Harry. Personal interview, August 14, 1972. Granger, Dale. Personal interview, September 29, 1972. Snell, Dr. John R. Personal interview, July 30, 1972. Tanner. Dr. Howard A. Personal interview, August 10, 1972. 75 Special Releases Michigan Department of Natural Resources. Analysis of Senate Bill No. 212, June 7, 1971. Runyan, Robert. Michigan's Inland Waterways. Lansing: Trans—Michigan Waterway, Inc., May 5, 1967 (personal files of Dr. Tanner). U.S. Congress. House. Committee on Agriculture. Untitled, October 24, Legislative Bills Michigan Legislative Act No. 50. (1841). Michigan Legislative Act No. 32. (1843). Michigan Legislative Act No. 20. (1846). Michigan Senate Bill No. 1650. (1969). Michigan Senate Bill No. 996. (1970). Michigan Senate Bill No. 212. (1971). MICHIGAN STRTE UNIV. LIBRQRIES l llllll 1 312931004 2752