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Date: Wed, 1 Feb 1995 11:35:53 EST

From: FLOYD RUDMIN

Newsgroups: soc.culture.canada

A 1935 US Plan for Invasion of Canada

Submitted by F.W. Rudmin

Queen's University

Kingston, Ontario Canada

Email: [email-masked]

FAX: (613) 545-6611

The following is a full-text reproduction of the 1935

plan for a US invasion of Canada prepared at the US Army

War College, G-2 intelligence division, and submitted on

December 18, 1935.  This is the most recent declassified

invasion plan available from the US archival sources.

Centered pagination is that of the original document.  The

spelling and punctuation of the original document are

reproduced as in the original document, even when in error

by present-day norms.

This document was first identified by Richard Preston

in his 1977 book, "The Defence of the Undefended Border:

Planning for War in North America 1867-1939" (Montreal:

McGill-Queen's University Press.)  Preston's reference

citation (p. 277) identified this to be archived at the US

Military History Collection, Carlisle Barracks, Pa., coded

AWC 2-1936-8, G2, no. 19A.  It was located by the US

National Archives and supplied on microfilm.

The military planning context of this document is War

Plan Red, which was approved in May 1930 by the Secretary

of War and the Secretary of Navy.  War Plan Red and

supporting documents are available from the US National

Archives on microfilm, in the Records of the Joint Board,

1903-1947, Roll 10, J.B. 325, Serial 435 through Serial

641.  In War Plan Red, the US Army's theatre of operations

is defined to be: "All CRIMSON territory" (p.80), and the

US Army's mission, in bold type: ULTIMATELY, TO GAIN

COMPLETE CONTROL OF CRIMSON (p. 84).  CRIMSON is the

colour code for Canada.  In 1934, War Plan Red was amended

to authorize the immediate first use of poison gas against

Canadians and to use strategic bombing to destroy Halifax

if it could not be captured.

In February 1935, the War Department arranged a

Congressional appropriation of $57 million dollars to

build three border air bases for the purposes of

pre-emptive surprise attacks on Canadian air fields.  The

base in the Great Lakes region was to be camouflaged as a

civilian airport and was to "be capable of dominating the

industrial heart of Canada, the Ontario Peninsula" from p.

61 of the February 11-13, 1935, hearings of the Committee

on Military Affairs, House of Representatives, on Air

Defense Bases (H.R. 6621 and H.R. 4130).  This testimony

was to have been secret but was published by mistake.  See

the New York Times, May 1, 1935, p. 1.

In August 1935, the US held its largest peacetime

military manoeuvres in history, with 36,000 troops

converging at the Canadian border south of Ottawa, and

another 15,000 held in reserve in Pennsylvania.  The war

game scenario was a US motorized invasion of Canada, with

the defending forces initially repulsing the invading Blue

forces, but eventually to lose "outnumbered and outgunned"

when Blue reinforcements arrive.  This according to the

Army's pamphlet "Souvenir of of the First Army Maneuvers:

The Greatest Peace Time Event in US History" (p.2).

The following document is a declassified public

domain document and may be freely reproduced.  This should

be of particular interest to people in the Halifx and

Quebec City regions, then considered to be the most

strategic cities in Canada.

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SUPPLEMENT NO. 3

TO

REPORT OF COMMITTEE NO. 8

SUBJECT:

CRITICAL AREAS OF CANADA AND APPROACHES THERETO

_______________________________________________

.

Prepared by:

SUBCOMMITTEE NO. 3

Major Charles H. Jones, Infantry, Chairman.

Lt. Col. H.W. Crawford, Engineers.

I. Papers Accompanying.

___________________

1. Bibliography.                      (Omitted, filed in Rec.Sec.)

2. List of Slides.                                "

3. Appendices (1 and 2).                          "

4. Annexes. (Incl. A,B,C,D,E,F,G,H,K, and L)      "

II. The Study Presented.

___________________

Determine under the geographical factor, the critical areas in

Crimson (Canada) and the best approaches thereto for Blue.  A critical

area is assumed to be any area of such strategic importance to either

belligerent that control thereof may have a material bearing on the out-

come of the war.

III. Facts bearing on the study.

__________________________

1. General Considerations:

An area in Crimson territory may be of strategic importance from

the viewpoint of tactical, economic, or political considerations.  In the

final analysis, however, critical areas must be largely determined in the

light of Red's probable line of action and Crimson's contribution to that

effort.

2. Geographical Features of Canada.

a. Location and extent.  The location and extent of the Dominion of

_

Canada is shown on the Map herewith (see Exhibit A).  It comprises the

entire northern half of the the North American continent, excepting only

Alaska and the coast of Labrador, a dependency of the colony of New-

foundland.

The principal political subdivisions are those located along the

border of the United States.  These from east to west are:

(1) The Maritime Provinces:

Prince Edward Island.

Nova Scotia.

New Brunswick.

(2) Quebec.

(3) Ontario.

(4) The Prairie Provinces:

Manitoba.

Saskatchewan.

Alberta.

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(5) British Columbia.

Newfoundland, while not a part of the Dominion of Canada, would

undoubtedly collaborate in any Crimson effort.

b. Topography. (Slide 14852)

_

The great area in eastern Canada underlain by rocks of Precambrian

age is known as the Canadian Shield.  Its northern boundary crosses the

Arctic archipelago; the eastern boundary lies beyond Baffin Island and

Labrador, and reaches the depressed area occupied by the St. Lawrence, a

short spur crossing this valley east of Lake Ontario to join the Adirondack

Mountains of New York.  The southern boundary runs from this spur west to

Georgian Bay thence along the north shore of Lake Huron and Lake Superior,

thence northwest from the Lake of the Woods to the western end of Lake

Athabaska.  Its average elevation does not exceed 1500 feet.  The greatest

known elevations are in the eastern part of Baffin Island and along the

coast of northern Labrador.  Peaks of the Torngat Mountains of Labrador

have elevations of between 4000 and 5000 feet.  The coast is one of the

boldest and most rugged in the world, with many vertical cliffs rising

1000 to 2000 feet high.  Occasional exceptions occur in which there are

reliefs of several hundred feet, as in the hills along the north shore of

Lake Huron and Lake Superior.  The area is dotted with lakes, large and

small, and of irregular outline.  A lowland of considerable extent

stretches for some distance into Ontario and Manitoba from Hudson Bay.

Extending south and west form the Canadian Shield, between the Ap-

palachian Mountains on the east and the Cordilleras on the west, lies the

Great North American plain.  The northeastern portion of this plain called

the St. Lawrence lowlands occupies southern Ontario, south of a line ex-

tending from Georgian Bay to the east end of Lake Ontario; eastern Ontario

lying between the Ottawa and St. Lawrence rivers, and that part of Quebec

lying adjacent to the St. Lawrence between Montreal and Quebec.

The plain west of the Canadian Shield, known as the Interior Plains,

stretches northward to the Arctic Ocean between a line approximately join-

ing Lake Winnipeg and Lake Athabasca, Great Slave Lake and Great Bear Lake

on the east, and the foothills of the Rocky Mountains on the west.

That part of the St. Lawrence Lowlands lying in the eastern angle of

Ontario, and in Quebec south of Montreal and extending down the St. Law-

rence is comparatively flat and lies less than 500 feet above sea level.

On the lower St. Lawrence it is greatly narrowed by the near approach of

the Appalachian system to the Canadian Shield.  The part lying adjacent to

Lakes Ontario, Erie and Huron is of less even surface, has its greatest

elevation of over 1700 feet south of Georgian Bay and slopes gently to

the Great Lakes.

The Interior Plains region is in general rolling country with broad

undulations and a slope eastward and northward of a few feet per mile,

descending from an elevation of 3000 to 5000 feet near the mountains on the

west to less than 1000 feet at the eastern border.  The rolling character

of the area is relieved by several flat topped hills, by flat areas that

formed the beds of extensive lakes, and by deep river valleys.

The Appalachain and Arcadian regions occupy practically all that part

of Canada lying east of the St. Lawrence, with the exception of the lowlands

west of a line joining Quebec City and Lake Champlain.  The Applachain

region is a continuation into Quebec of three chains of the Applachain

system of mountains.  The most westerly of these ranges, the Green Mountains

of Vermont, stretches northeast into the Gaspe peninsula, where it forms

flat topped hills some 3000 feet high.  The Acadian region, which includes

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New Brunswick, Nova Scotia and Prince Edward Island is an alternation of

upland with hills and ridges rising 2500 feet and higher.  Adjacent to the

Bay of Fundy is a series of ridges rising in places to 1200 feet.  Between

these two New Brunswick uplands, which converge toward the southwest is a

lowland forming the whole eastern part of the province.  This lowland ex-

tends east to include Prince Edward Island, the western fringe of Cape

Breton Island and the mainland of Nova Scotia north of the Cobequid moun-

tains, which have an elevation of 800 to 1000 feet.  South of the Cobequid

Mountains lies a long narrow lowland stretching from Chedabucto Bay to

Minas Basin, and along the Cornwallis Annapolis valley between North and

South Mountains.  South of this lowland is a highland sloping to the Atlantic

Coast.  The northern part of Cape Breton Island is a tableland 1200 feet

high with its central part rising to an elevation of over 1700 feet.

The Cordelleran region, a mountainous area bordering the Pacific

extends from the United States through Canada into Alaska and embraces

nearly all of British Columbia and Yukon and the western edge of Alberta

and the Northwest Territories.  The eastern part of the Cordillera is occu-

pied by the Rocky Mountains, with peaks rising to 10,000 feet and 12,000

feet.  They extend northwest and fall away towards the Liard River.  The

western part of the Cordillera is occupied by the Coast Range and the

mountains of Vancouver and Queen Charlotte Islands.  The Coast Range rises

to heights of 7000 to 9000 feet. Between the Rocky Mountains and the Coast

Range lies a vast plateau 3000 to 4000 feet high and cut by deep river

valleys.

3. Population.

According to the census of 1931, the total population on June 1, 1931

was 10,376,786, of whom 5,374,541 were males.  The inhabited areas of the

Dominion are essentially confined to a narrow strip alolo the United States

boundary, generally south of the 56th parallel of latitude west of the Lake

Winnipeg, and south of the 49th parallel of latitude east of Lake Superior.

Approximately 10% of the total population are found in the Maritime provinces,

61%  in Quebec and Ontario, 23% in the Prairie Provinces and 6% in British

Columbia.

Of the present population, 51.86% are of British descent, 28.22%

French, and the remainder of widely scattered nativity.

4. Climate.

The climate of southern Canada is comparable to that of the northern

tier of the states of the United States.  The west coast of British Columbia

tempered by the Pacific Ocean is mild and humid.  The prairie provinces

generally experience extreme cold weather from November to March, with heavy

snow fall.  The climate of southern Ontario, the St. Lawrence Valley and the

Maritime Provinces is much milder that that of the prairie provinces, but

freezing temperatures are general between the end of November and the first

of April, and the ground is usually covered with between one and three

feet of snow.  Any extensive military operations in Canada between November

1st and April 15th would be extremely difficult, if not impossible.

5. Communications.

a. Railways.

_

There are only two railway systems in Canada, both crossing Canada

east and west from the Atlantic to the Pacific.  These lines generally

parallel the United States border, in some instances crossing through the

United States.

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(1) The Canadian national Railways system (See inclosure B) belonging

to and operated by the government, has eastern terminals at Halifax, N.S.,

Portland, Maine (Grand Trunk), and through the Central Vermont, at Boston,

New London and New York.  Western terminals are Vancouver and Prince Rupert

B.C.  An extension from Cochrane, Ontario, to Moosonee, Ontario on James

Bay, was completed by the Province of Ontario in July 1932, to connect with

water routes to Churchill, Hudson Bay and with the northern route to Europe.

(2) The Canadian Pacific system (see inclosure C) has its eastern

terminus at Saint John, N.B. and it western terminus at Vancouver, B.C.

As indicated by the systems maps, there are numerous branch lines serving

the industrial and farming areas of the Dominion, and connecting lines ty-

ing in with various railroads of the United States.

From a military viewpoint, these railroads provide excellent trans-

portation facilities for Blue, if invasion of Crimson is decided upon, and

being located in close proximity to the border are, from the Crimson view-

point, very liable to interruption.  This is particularly true at Winnipeg

some 60 miles north of Blues border, through which both transcontinental

systems now pass.  This fact probably encouraged Canada to construct the

railroad from The Pass, Manitoba and develop the port at Churchill.

Complete details concerning all railroads of Canada are contained in

Appendix No. 1.

b. Highways.

_

In recent years Canada has greatly increased and improved her road con-

struction and while there are enormous stretches of country, particularly

in the northern portion of the Dominion, with few or no roads, the southern

portion is well served with improved roads.  A number of transcontinental

motor roads are under construction or projected, the most important being

the "Kings International Highway" from Montreal to Vancouver, via Ottawa,

North Bay, Sudbury, Sault Ste. Marie, Winnipeg, MacLeod, Crow's Nest Pass,

Fernia and Cranbrook.  Another highway is being constructed from

Calgary to Vancouver.

The principal roads in Ontario, Quebec and the Maritime Provinces

are shown on Inclosure D, herewith.  Roads in the Prairie Provinces and

British Columbia are shown on inclosure E.

The majority of improved roads are classified as gravel; macadam and

concrete construction amounting to only 7870 miles out of a total of some

95,000 miles improved.  Gravel roads will require extensive maintenance

under heavy motor traffic, especially during the spring.

c. Water Transportation.

_

(1) Inland Waterways.

The Great Lakes, with the St. Lawrence River, is the most im-

portant fresh water transportation system in the world.  At the present

time it affords a draft of 21.0 feet over all the Great Lakes and through

the Welland Canal into the St. Lawrence.  From the Atlantic Ocean to Mon-

treal, the present head of ocean navigation on the St. Lawrence, a draft

of 30.0 feet is available, adequate for the great majority of ocean shipping.

For some distance above Montreal the present channel has an available depth

of only 14.0 feet.

The inland waterway is of prime importance to the economic life

of both the United States and Canada for the transportation of bulk com-

modities, especially for the movement of wheat from the western plains to

shipping centers on the eastern seaboard; of iron ore from the mines in

Minnesota to foundaries along Lake Ontario; and for coal from  the mines of

Pennsylvania and West Virginia to Ontario, Quebec and the northwest.

-44-

The locks at Sault Ste. Marie, the boundary channels between Port

Huron and Detroit and to a lesser degree the Welland Canal are the critical

points on this waterway and effective control of such areas is vital to

Blue.

Navigation on the Great Lakes is generally closed by ice from

about the end of November to the first of April.

The St. Lawrence River is ordinarily ice bound for a similar period,

but somewhat later about early in December to the latter part of April.

While there are a number of Canadian lake ports of importance, Montreal is

the only one which would not be automatically closed by Blue control of the

Lakes.  Montreal is also an important ocean port and will be considered

along with other deep sea ports.

(2) Ocean Shipping.

The Dominion of Canada owns and operates a cargo and passenger

carrying fleet consisting of some 57 cargo vessels and 11 passenger ships.

The principal ocean ports and the magnitude of Canadian ocean

traffic is indicated by the following tabulation:

A. Number and tonnage of sea-going vessels entered and cleared at the

principal ports of Canada. (For year ending March 31, 1934.)

SEA-GOING VESSELS

PORT       arrived      departed    TOTAL TONS (REGISTERED)

____       _______      ________    _______________________

Halifax, N.S. *        1259        1484            7,540,990

Yarmouth, N.S.          535         519            1,102,191

St. John, N.B. *        684         688            2,924,822

Montreal, Quebec *     1078         907            7,266,569

Quebec, Que.  *         397         308            3,388,829

Prince Rupert, B.C.    1141        1155              251,881

Vancouver, B.C. *      2332        2137           11,705,775

Victoria, B.C.         1927        1938            8,874,481

New Westminster, B.C.   678         700            3,123,606

IMPORTANT SECONDARY PORTS.

Churchill, Man. *        15          15              132,000

Three Rivers, Que        79          79              424,560

Windsor, N.S.            56          69              201,032

Note: The above figures do not indicate amount of commerce; Register tons

______

are gross tons. (Namely cubical contents in cubic feet divided by 100)

less deductions for crews space, stores, etc.

A brief description of the above ports to indicate size, avail-

able depths and important terminal facilities is included in Appendix No.

2.

While the above tabulation lists the principal ports, it should be

_________

realized that there are a large number of less desirable ports having

available depths at low water of from 20 to 30 feet and provided with satis-

factory terminal facilities, which can be used in an emergency for landing

troops or supplies.  Examples of this class of harbors are:

Pictou, N.S.

Sydney, N.S.

Canso, N.S.

Gaspe', Quebec

Sorel, Quebec

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The port of Montreal, favorably located at the head of ocean naviga-

tion on the St. Lawrence and the foot of inland navigation of the Great

Lakes, is a natural shipping and railroad center.  The port of Quebec is

less favorable situated economically being more than 100 miles northeast

of Montreal.  Strategically, however, Quebec controls the commerce of Canada

moving to or from the Atlantic seaboard.  Its possession by Blue would

interrupt eastern rail and water communication between England and the Mari-

time Provinces and the rest of Canada.

The port of Halifax is one of the best harbors on the Atlantic Coast

and the principal winter port of Eastern Canada.  The harbor has been ex-

tensively developed by the Dominion government as a modern ocean terminal

and naval base.  It is fortified, though much of the armament is obsoles-

cent.  In case of war with Red, Halifax would become of prime importance

to Red as a naval base and as a debarkation point for overseas expeditions

in case Blue controlled the St. Lawrence.  However, the routes available

for a Red advance from Halifax into northeastern United States or towards

Quebec and Montreal are quite difficult.

The port of Saint John, New Brunswick is similar in many respects to

the port of Halifax.  It is open throughout the year and equipped with the

most modern terminal facilities, including one of the largest drydocks in

the world.  It is an important shipping center for grain and dairy products.

Due to the proximity of the port to the United States border and the fact

that the principal rail connections (C.P. Ry.) passes through the state of

Maine, the port would be of little use to Crimson or Red, at least in the

early stages of war, provided Blue made any effort to control this area.

The port of Vancouver, B.C. came into prominence with the opening of

the Panama Canal, providing an alternate route to that of the transcontinental

railroads for grain, dairy, lumber and the other products of western Canada

to Europe.

The port of Victoria, on Vancouver Island, is similarly situated,

but due to the absence of rail connection with the mainland is more concerned

with passenger and mail traffic than with bulk commodities.  Esquimalt, two

miles west of Victoria, and the only Canadian naval base on the west coast,

is equipped with a large modern drydock, and affords good anchorage for the

largest vessels.  Consequently this area is of prime importance to Crimson.

With the closing of the Panama Canal to Red traffic and the presence of

Blue naval forces based on Honolulu, its commercial value is largely des-

troyed.  Assuming that Blue controls the St. Lawrence and cuts Crimson's

eastern communication with Red, the areas importance is enhanced, although

it remains a decidedly unsatisfactory outlet.  If Red should win control of

the Pacific steamship lanes, the area becomes of first importance to Red.

All factors considered, it must be controlled by Blue.

The port of Prince Rupert is a first class harbor with modern terminal

facilities and excellent and extensive anchorages.  It becomes of extreme

importance to Crimson, if and when they are denied the use of the southwest

British Columbia ports, although, as in the case of Vancouver, it affords

a most unsatisfactory and hazardous route to Europe.  Physical occupation

of Prince Rupert harbor by Blue is not vital, but closing the port to ocean

traffic should be effected.

The port of Churchill, Manitoba now offers a good harbor and limited

but modern terminal facilities, affording a back door to the Prairie Provin-

ces and, by way of Moosonee, Ontario, and the Temiskaming and Northern

Ontario Railroad, with central and western Ontario.  Hudson Bay and James

Bay are open to navigation only about 4 months of the year, but this condition

is partially offset by the fact that the distance from the Prairie Provinces

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to Europe, via Churchill is from 500 to 1000 miles shorter than the rail-

water route via Montreal.  In case Red is denied the use of the Atlantic

or Pacific ports, or both, Churchill will afford an outlet for grain and

meat products from Ontario, Manitoba and Sasketchewan and an inlet for mili-

tary supplies and troops from Europe unless the northern trade route through

Hudson Strait is controlled by the Blue fleet, and this is improbable.

d. Air Transportation (Civil).

_

During 1933 there were 90 commercial aircraft operators in Canada.

Their activities included forest file patrols, timber cruising, air photo-

graphy, transportation of passengers, express and mail, etc.

To encourage a more widespread interest and knowledge of aviation

the Department of National Defense, since 1928, has issued two light air-

planes and made certain grants to each of 23 flying clubs and a large air

terminal has been built at St. Hubert, seven miles south of Montreal and

a terminal airdrome at Rimouski, Quebec for the reception of trans-atlantic

mails.

At the close of 1934 there were 101 air fields of all types, 368

civil aircraft and 684 licensed pilots in Canada.  Some details of airports

in New Brunswick and Nova Scotia are given in a letter from the Office of

the Chief of Air Corps, herewith. (See inclosure F)

e. Telephone and Telegraph.

_

(1) Cables.

Six transoceanic cables have termini in Canada, five on the Atlantic

and one on the Pacific.  The Atlantic cables are landed at Halifax, though

several of them are routed through Newfoundland.  The Pacific cable lands

at Vancouver from whence a cable also leads to the United States.

(2) Radio.

A transoceanic commercial radio beam service is carried on by a

station at Drummondville, Quebec, with Australia, Great Britain and the

United States.  In 1932 a direct radio telephone circuit with Great Britain

was opened through the medium of this beam station.

(3) General.

Canada is well supplied with local telephone, telegraph and radio

service.

Interruption of Canada's trans-oceanic telegraph and radio service

will seriously handicap Red-Crimson cooperation.

6. Other Economic Factors.

a. Agriculture.

_

Agriculture, including stock raising and horticulture, is the chief

single industry of the Canadian people.  Canada is not only self-sustaining,

as far as food is concerned, but has a large excess for export.  Food pro-

duction is varied and so distributed throughout the dominion that each

section is practically self-sustaining and cutting her off from the outside

would would mere serve to deny her people certain luxuries, such as

coffee, tea, sugar, spices and tropical fruit.

The Maritime Provinces are noted for their fruit and vegetable crop,

particularly for the oat and potato crops of Prince Edward Island and New

Brunswick and apples in Nova Scotia.  Quebec and Ontario are mixed farming

communities with the Niagara peninsula specializing in fruit.  Manitoba,

Saskatchewan and Alberta are the principal wheat producing centers, with

other grains and stock raising of increasing importance.  The rich valleys

of British Columbia produce apples, other fruit and vegetables.

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b. Forests.

_

The principal forests are in the provinces of British Columbia, Ontario,

Quebec, New Brunswick and Nova Scotia.  The manufacture of lumber, lath,

shingles and other products such as paper pulp, is the second most important

Canadian industry.

c. Mineral Resources.

_

Canada is one of the greatest mineral producing countries of the world.

Nova Scotia, British Columbia, Quebec, Ontario, Alberta and the Yukon Ter-

ritory contain the chief mining districts.  The following summary notes

pertinent facts concerning minerals of primary military importance.

Aluminum.  Aluminum was the 16th ranking Canadian export in 1934.

Large quantities of bauxite, the principal source of supply were imported

from the United States.

Coal.

There are enormous deposits of coal in Canada, largely in Nova

Soctia and New Brunswick, in the east and in Alberta, Saskatchewan and

British Columbia in the west.  Due mainly to the distance of the fields from

the manufacturing and industrial centers, about 50% of the coal consumed

is imported from the United States, via the Great Lakes.  Statistics for

the calendar year 1933 show:

Produced:

Nova Scotia               6,340,790 tons

New Brunswick               314,681  "

Manitoba                      3,036  "

Saskatchewan                903,776  "

Alberta                   4,748,074  "

British Columbia          1,484,653  "

Yukon Territory                 638  "

Imported:

From United States        8,865,935 tons

From United Kingdom       1,942,875  "

Total - - - - - - ............................22,265,235 tons.

(see slide 14855)

In case of war with the United States, Canadas coal imports from

this country would be cut off and her railroads and industrial activities

seriously handicapped.  If Blue controlled the Quebec area and Winnipeg,

Canada's railroads and industries dependent upon "steam power" would be

crippled.

Copper.

The world production of copper in 1933 was (in short tons):

Canada        149,992      Mexico         43,900

Rhodesia      144,954      Peru           28,000

Belgian Congo  73,409      Spain and )

Chile         179,200      Portugal  )    34,720

Japan          75,459      United States 196,190

Canada's production was distributed approximately as follows:

Province                   Tons

________                   ____

Quebec                     35,000 Eastern Townships

Ontario                    72,700 Sudbury area

Manitoba                   19,000 Flin Flon

Saskatchewan                1,600

British Columbia           21,600 Western Manitoba

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Iron and Steel.

Canada ranks seventh among the nations as a producer of iron and

steel but only a small percentage of her production is derived from domestic

ores, in view of the abundant supply of higher grade ores in Newfoundland

and Minnesota.  The Wabana section of Newfoundland contains the largest

known single deposit of iron ore in the world.  There are large iron ore

deposits in Quebec, northern Ontario and British Columbia but for various

reasons they are handicapped for blast furnace treatment.  Iron and steel

are produced in Nova Scotia (Sydney) and in Ontario.  Iron ore is obtained

from the Mesabi Range in Minnesota, via the Great Lakes and from Newfound-

land. (See slide 14856)  The bulk of iron and steel products, however, are

imported, principally from the United States and the United Kingdom.

Lead.

Lead is obtained in Canada largely from deposits in British Columbia,

the largest porting being exported to England.

Nickel.

The world production of nickel in 1933 was about 50,736 tons, of

which about 82% originated in the Sudbury district, north of Georgian Bay

in Ontario.  The remainder came chiefly from New Caledonia (Fr.).  A new

deposit of nickel was recently discovered in northern Saskatchewan but has

not yet been worked.

Nickel is necessary to industry and indispensable in war.  Control

of the Sudbury mines, in case of war, is therefor of vital importance.

Petroleum.

The production of crude oil or petroleum in Canada during 1934

amounted to 1,417,368 barrels, principally from the Turner Valley field in

Alberta.  A small amount is also obtained from wells near Monkton, New

Brunswick and in southwest Ontario, between Lake Huron and Lake Erie.

Considerable quantities are also imported from the United States.

Zinc.

Canada ranks fourth among the worlds producers of zinc.  Her out-

put in 1934 totaled 298,579,531 pounds.  The principal producing mines are

located in the Kootenay district of British Columbia and near Flin-Flon

in northwest Manitoba.  Approximately 2/3 of the zinc exported goes to Great

Britain.

d. Manufacturing.

_

(1) General.

Canada is the second largest manufacturing country in the British

Empire, with Ontario and Quebec the most important industrial centers.  The

relative standing of the various provinces during 1933, based on the value

of products manufactured, was approximately as follows:

Ontario             $1,000,000,000.

Quebec                 650,000,000.

British Columbia *     146,500,000.

Manitoba                91,000,000.

Alberta                 55,000,000.

Nova Scotia             53,000,000.

New Brunswick           45,000,000.

Saskatchewan            36,000,000.

Prince Edward Island     3,000,000.

*Includes Yukon Territory

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The principal industries ranked according to gross value of

products (1932) are:

Pulp and Paper                 $123,415,492.

Central Electrical Stations     117,532,081.

Non-ferrous metal smelting      100,561,297.

Slaughtering and meat packing    92,366,137.

Flour and food mills             83,322,099.

Butter and Cheese                80,395,887.

Petroleum Products               70,268,265.

Bread and other bakery product   51,244,162.

Cotton yarn and cloth            51,197,628.

Printing and publishing          50,811,968.

Clothing factory, women's        44,535,823.

Automobiles.                     42,885,643.

Rubber goods.                    41,511,556.

Hosiery and knitted goods        40,997,210.

Sawmills.                        39,438,057.

(2) Munitions.

(a) Aircraft.

There are at present six firms manufacturing aircraft as

follows:

Canadian-Vickers...............Montreal, Que.

De Haviland....................Toronto, Ont.

Curtis Reid....................Cartierville, Que.

Fairchild......................Longueuil, Que.

Boeing.........................Vancouver, B.C.

Ottawa Car Mfg. Co.............Ottawa, Que.

Aero engine factories have been established by:

Armstrong-Siddeley Motors Co. at Ottawa, Que.

Aero Engines of Canada at Montreal, Que.

Canadian Pratt-Whitney Aircraft Co. at Longueuil, Que.

(b) Miscellaneous.

During the World War Canada demonstrated her ability to

divert her peace time industries to the production of munitions, when she

manufactured and exported large quantities of shells, fuses, cartridge

cases, explosives, gun forgings, machine guns and small arms ammunition.

This production could not be obtained in case of war with Blue but some

munitions could be produced if her factories were free to operate and raw

materials were available.  The government arsenal at Lindsey, Ont., is

equipped to produce small arms ammunition and the arsenal at Quebec manu-

factures some small arms and artillery ammunition.

e. Commerce.

_

Analysis of Canada's industry and resources indicate that she has a

sufficiency or surplus of certain raw materials but a deficiency of others.

The more important of these materials are as follows:

(1) Sufficiency or surplus;

Arsenic, asbestos, cadmium, cobalt, copper, feldspar, fish oil,

fluospar, foodstuffs, furs, gold, graphite, gypsum, lead, leather, magnesium,

mica, nickel, silver, talc, wood and zinc.

(2) Deficiency;

Aluminium, antimony, bauxite, barytes, camphor, chromite, coal,

cotton, flax, hemp, iron, jute, kaolin, manganese, mercury, nitrates,

phosphate, petroleum, opium, quinine, rubber, silk, sugar, sulphur, tea,

tin, tobacco and wool.

-50-

7. Combat Estimate.

a. All matters pertaining to the defense of Canada are under a Department

_

of National Defense (Act of Jan. 9, 1923) with a minister of National De-

fense at the head.  A Defense Council has been constituted to advise the

Minister.

b. The Navy has an authorized complement of 104 officers and 812 men, a

_

large majority serving under 7 year enlistments.  In addition certain spec-

ialists are loaned from the British Royal Navy.  The Reserve consists of

from 70 to 113 officers and from 430 to 1026 men recruited from sea-faring

personnel.

The ships of the Royal Canadian Navy are:

Built    Class     Displacement  Name          Location     Status   Armament

1931  Destroyer     1337 tons    Saguenay    Halifax, N.S. In comm.  4-4.7"

1931     "          1337  "      Skenna      Esquimalt,B.C. "   "    4-4.7"

1919     "           905  "      Champlain   Halifax, N.S.  "   "    3-4"

1919     "           905  "      Vancouver   Esquimalt,B.C. "   "    3-4"

1918  Mine Sweeper   360  "      Armentieres Esquimalt,B.C. "   "

1918   "     "       360  "      Festubert   Halifax, N.S.  " reserve

1918   "     "       360  "      Ypres       Halifax, N.S.  "   "

c. Army.

_

(1) Personnel: Estimated Strength (by G-2):

Organized Forces.

________________

Active        Reserve     Total

______        _______     _____

Permanent Active Militia                   403                      403

Officers                              403                      403

Men                                  3300                    3,300

Non Permanent Active Militia

Officers                                           6,911     6,911

Men                                               44,962    44,962

Reserves, Non-active

Officers                                          10,000    10,000

Men                                               30,000    30,000

__________________

Total Organized                        3,703         91,873    95,576 *

Note: The Canada Year Book, 1935, pp 1114, gives permanent and non-permanent

active militia 1934:

Permanent Officers and men---------    3,760

Non-permanent officers and men-----  135,184

_________

Total   138,941

The latest information concerning the distribution of the active militia

is shown on the accompanying map. (Incl. G)

(2) It is probable that the Non-permanent Active Militia can be brought

to a strength of 60,000 at M plus 15 and to full strength of 126,000 in M

plus 30 days.  (Note: This estimate is approximately twice that of G-2,

First Army.) New troops will begin to appear in 180 days at the rate of

50,000 monthly.

d. Air Service.

_

The Royal Canadian Air Force operates under a directorate in the office

of the Chief of Staff of the Army.

Strength (Dec. 1, 1934)

Active:

Officers          117

Men               664

Reserve:

Officers           38

Men               236

_____

Total   1,055

-51-

The equipment consists of some 84 combat planes with probably 20 on

order. (G-2 estimate)  The Armaments Year Book, League of Nations, gives

a total of 166 planes of all kinds and the Statesman Year Book, 1935 gives

189 planes of all kinds.  It is probable that about one squadron of pursuit

and one squadron of observation could be organized for immediate service.

e. Comment.

_

The location of Canada's industry and population along a narrow extent

front facing the northern United States border and her relatively weak

military and naval forces, widely dispersed, will necessitate a defensive

role until Red forces are landed.  The promptness and effectiveness of

British aid must depend upon suitable debarkation points on Canada's east

coast.  The West Coast does not favor overseas operations unless Red controls

the Pacific, and even then is too remote from critical Blue areas.

f. Red Reinforcements.

_

Various estimates have been made of the size, composition, and time of

placing Red reinforcements in Canada.  In any such estimate, the time factor

is of prime importance but depends on an unknown quantity, viz, "the period

of strained relations."

The following estimate is considered conservative:

Probable Enemy Forces in Canada

_______________________________

Empire

Days after       Crimson      (Less Crimson)                 Total

M Day      men      Div.     Men        Div.        Men         Divisions

15      25,000      5       ---        ---       25,000            5

30      50,000      5       ---        ---       50,000            5

60      50,000      5       126,000*    8       176,000           13

90      50,000      5       203,000    13       253,000           13

120      50,000      5       238,000    16       288,000           21

150      50,000      5       255,000    16       305,000           21

180      90,000      6       255,000    16       345,000           22

*Under certain conditions this force might be landed in Canada by 30 M.

Air Forces.

__________

Red has available at once 48 squadrons of 10 to 12 planes each.  The

following forces can probably be landed in Canada as indicated.

10 M         13 squadrons.

30 M         30 squadrons.

60 M         41 squadrons.

90 M         56 squadrons.

120 M         74 squadrons.

f. Conclusion.

_

Crimson cannot successfully defend her territory against the United

States (Blue).  She will probably concentrate on the defense of Halifax

and the Montreal-Quebec line in order to hold bases of operation for Red.

Important secondary efforts will be made to defend her industrial area and

critical points on her transcontinental railroad lines.

8. Areas of Strategic Importance.

Analysis of the above data and discussion indicates certain areas which

would become of considerable military importance in the event of war with

Red; namely,

a. The Halifax Monkton St. John area, sometimes called the Martime

_

Province area.

b. The Montreal Quebec area, sometimes called the St. Lawrence Area.

_

-52-

c. The Great Lakes Area.

_

(1) Niagara River Area.

(2) Sarnia-Windsor Area.

(3) Sault Ste. Marie Area.

(4) Sudbury Area.

d. Winnipeg Area.

_

(1) Winnipeg City and vicinity.

(2) Churchill, Manitoba Area.

e. Vancouver-Victoria Area.

_

(1) Ports of Vancouver and Victoria, area.

(2) Prince Rupert area.

f. The reasons why these various areas are strategically important may be

_

briefly summarized as follows:

(1) Halifax Monkton St. John Area. (Maritime Province)

The port of Halifax is the key point in the area, for while the

port of St. John affords excellent facilities for an overseas expedition,

it is so close to the United States border that uninterrupted use by Red

cannot be expected.  At Monkton, the peninsula connecting Nova Scotia and

the mainland narrows to 14 miles.  With Halifax in possession of Crimson,

this area affords the best defensive position to prevent any advance west-

ward by Red.

(a). Control of Halifax by Blue would:

1. Deny Red the only ice free port on the east coast and the

_

only ports, other than the St. Lawrence River ports, suitable as an overseas

base.

2. Deny Red a prepared naval base on the east coast, from which

_

to operate against Blue naval forces or commercial shipping.

3. Disrupt transoceanic submarine cable service between Crimson

_

and Red (except from Newfoundland) and between Crimson and the West Indies.

4. Deny Red the use of certain air bases from which to operate

_

against northeastern United States.

(b) The control of Halifax by Blue, renders the Port of St. John

and the Monkton area of secondary importance. Failing to secure Halifax

_______

control of the Monkton area by Blue would:

___________________________

1. Deny Red the use of St. John Harbor.

_

2. Cut the lines of communication between the port of Halifax

_

and St. John and the remainder of Canada.

3. Place Blue directly across the only line of advance (by

_

Red) from Halifax, on the shortest possible defensive line.

4. Deny Red the use of certain air bases from which to operate

_

against northeastern United States.

5. Give Blue the use of various small air fields at Monkton

_

and St. John.

(2) Montreal - Quebec Area (St. Lawrence River Area).

The ports of Montreal and Quebec, while ice bound about four months

of the year, still afford the best overseas base both as to facilities and

location.  In addition the area is of great commercial importance in that

it controls all lines of communication, by land, sea and wire between in-

dustrial and agricultural centers of Canada and the eastern seaboard.  While

Montreal has the larger and more commodius harbor and terminal facilities,

Quebec, due to its physical location, is the key point of the area.

Control of this area by Blue would:

(a) Deny the use of all good St. Lawrence River ports to Red.

(b) Cut all Canada, west of Quebec, viz. industrial, and agricult-

ural centers from the eastern seaboard.

-53-

(c) Deny Red and Crimson and make available to Blue, the principal

air bases in eastern Canada.

(d) Deny Crimson coal and iron from Nova Scotia and Newfoundland as

well as all imports via the Atlantic.

(3) The Great Lakes Area.

This area comprises several critical points:

(a) Niagara River crossings and Welland Canal.

(b) The waters connecting Lake Huron and Lake Erie.

(c) The great industrial area of Canada - that part of Ontario lying

between Lake Huron and Lakes Erie and Ontario.

(d) The waters connecting Lake Superior and Lake Huron, including

the Soo Locks.

(e) The Sudbury nickel-copper mines.

Control of the Great Lakes waterway is vital to Blue, for the transporta-

tion of iron ore, coal and grain and such control will necessitate occupation

of a bridgehead covering the narrow boundary waters at and near the Soo

Locks and in the Detroit Area.  The bridges over the Niagara River and the

Welland Canal, connecting Lake Erie and Lake Ontario are of importance to

Blue for occupation of the Important industrial area of the Niagara-Ontario

peninsula.  The Welland Canal would become of importance as a line of communi-

cation if Blue seized the peninsula.  While control of that area is of

importance in crippling Crimson industry, it is probably of greater importance

in denying the enemy Crimson and Red, a most convenient base for operations

against highly industrialized areas in the United States.

(4) Winnipeg Area.

Winnipeg is the nerve center of the transcontinental railroad

system.  Control by Blue will effectively separate eastern and western

Canada and block transportation on men, grain, coal, meat and oil to the

east.  The completion of the Canadian National Railroad to Churchill

Manitoba on Hudson Bay and the development of the port at Churchill provide

an alternate route to Europe via Moosonee, Ont., and the Tem. and Ont.

Ry. to northeast Ontario.  While the water route through Hudson Bay is only

open about four months of the year, and the ports are supplied by single

track railroads, a considerable amount of traffic could be developed in an

emergency.

(5) Vancouver - Victoria Area.

As pointed out above, the ports in this area are of secondary im-

portance only under the conditions, which may reasonable be assumed.  How-

ever, the area has certain military importance, due to the naval base at

Esquimalt, and is a possible outlet for the Canadian plan provinces and

western Canada.  Its control by Blue would deny the enemy any base or outlet

on the West Coast; simplify the problem of protecting our shipping in the

Puget Sound area; and interrupt cable communication with the far east.

While Prince Rupert, B.C. has an excellent harbor and terminal

facilities with good rail connections leading east, naval blockade of this

port would be readily possible, once the Vancouver - Victoria area was in

Blue control.

9. Routes of Approach to the Areas of Strategic Importance.

a. Halifax - Monkton - St. John Area (Maritime Provinces) (Incls. D & H).

_

Three possible routes of approach are considered, viz:

(1) Via water from Boston or New York to Halifax or vicinity.

(2) Via water from Boston or New York to ports in Western Nova Scotia

and thence overland to Halifax.

-54-

(3) From Eastern Maine, via St. John and/or Fredericton to Monkton -

Amherst - Truro to Halifax.

b. Discussion of Routes of Approach to the Halifax - Monkton  - St. John

_

(Maritime Province) Area.

(1) The distance by water from Boston to Halifax is 370 miles and from

New York 600 miles, or in time about 30 or 50 hours respectively.  The

Port of Halifax is fortified and would undoubtedly be mined.  A frontal

attack would require a large force and would involve undesirable delays.

Other developed ports of Nova Scotia on the Atlantic are too distant from

_________

Halifax and involve a long advance after a landing is effected and this

advance would be over difficult terrain.

A number of undeveloped bays along the east shore offer favorable

conditions for landing operations and of these, St. Margarets Bay, the near-

est, being some 16 miles by road west of Halifax, appears satisfactory.

Deep water, with a minimum depth of 7 fathoms extends nearly to the head of

the Bay, not far from Hubley and French Village, which are on an improved

road and on the railroad from Yarmouth to Halifax.  The bay is protected

from all winds and seas, except those from the south and is of sufficient

size to harbor any fleet required for the expedition.  Tidal range is the

same as at Halifax, 6 to 6 1/2 feet.  There are numerous small but adequate

boat and barge landings on the west, north and east shore of the bay, from

whence improved roads lead to the main highway.

The highway Hubbard - French Village - Hubley - Halifax is 18

feet wide, of macadam, with east grades and with concrete bridges capable

of carrying heavy artillery and tanks.  The railroad is single track,

standard gauge and parallels the road.  It has rather heavy grades and is

of light construction.

Rocky wooded hills rise rather steeply to a height of 200 to 400

feet all around St. Margarets Bay, but the roads are within the 50 foot

contour and the terrain between the roads and the water is greatly rolling.

The main highway French Village - Halifax, runs through low rocky hills

and movement off the roads by wheeled vehicles would be practically im-

possible.

(2) The ports on the western shore of Nova Scotia off the Bay of Fundy

are subjected to extremely high tides - 20 to 25 feet, and generally afford

only limited terminal facilities and have depths generally inadequate for

docking transports.  Tidal currents are strong.  From Windsor, on the Avon

River, to Halifax, there is one improved road and a branch of the Canadian

Northern Railroad.  The distance is about 50 miles, with high ground and good

defensive positions in the center of the island.  As a route of approach to

Halifax it is considered inferior to the route from St. Margarets Bay.

(3) The All Land Route via Eastern Maine.

This route involves an advance from the Maine border of approximately

320 miles over difficult terrain.  The St. Johns River, rising near the border

of northern Maine, flows south just east of the Maine - New Brunswick border

to Woodstock, thence generally southeast through Fredericton to St. John.  It

is navigable from the mouth to the falls some distance above Woodstock, N.B.

The average tidal range at St. John is 20 1/2 feet, decreasing up stream.  The

river is crossed by a highway and a railroad bridge at Fredericton, each

nearly 1/2 mile long.  Two other bridges, a cantilever railroad bridge and a

suspension bridge span the river about one mile above the city of St. John.

There are numerous ferries operating alone the river.  It is apparent that

the St. John River is a serious obstacle to any advance overland from

Maine.  While the St. John could be bridged, such operations would

result in considerable delay.

-55-

The railroad and road nets available are shown on Inclosures B,

C and D.  They are reasonably adequate for a force of the size probably

required for this operation.

(4) Conclusion.

If Halifax is to be captured without the use of large forces and

expenditure of considerable time and effort, it must be accomplished promptly

before Red reinforcements can be landed or Crimson organize for its defense.

Any advance overland from Maine would eliminate all elements of surprise and

make the capture extremely difficult - a major operation.

An overseas expedition is one of the most uncertain of military

operations, and with the Red fleet on guard in the North Atlantic, with

Red's immediate military objective the retention of a base in eastern

Canada for future operations against Blue, a joint operation against Halifax

must be promptly and perfectly executed to assure any hope of success.  This

route is considered the best but existing conditions at the time, may make

this route impracticable, and the all land route necessary.

c. The St. Lawrence Area. (Quebec - Montreal)

_

The only practicable routes of advance for Blue, into this area, are

from northern New York, New Hampshire and Vermont and from northwest Maine.

(See map) (Incl. K)

(1) Rivers.

(a) The St. Lawrence River flanks the left side of all routes of

approach to Quebec.  From Montreal to Three Rivers it flows through an

alluvial plain, with the south bank 25 to 75 feet above the river.  Below

Three Rivers the banks increase steadily in height to Quebec, where they are

140 to 175 feet high. The normal rise and fall of the river above the tidewater

is 10 feet but this maybe doubled by ice jams.  Tidal range reaches a

maximum of 18 feet at Quebec, and practically disappears at Richelieu Rapids

40 miles above Quebec. The river above Quebec is obstructed by ice from

November to April but ice breakers can get through.  The river from Quebec

to Montreal, generally about 1/2 to 2 miles wide (except at Lake St. Peter)

is navigable on a 30' draft to Montreal.  The distance from Quebec to Mon-

treal is 160 miles.

In the area south of the St. Lawrence, between Quebec and Mon-

treal, are several rivers of importance which will naturally influence any

plans for an advance on Quebec, viz:

Richelieu River

St. Francis River

Nicolet River

Becancour River

Chaudiere River

Etchemin River

Other streams will create obstacles of lesser importance.

(b) The Richelieu River flows north from Lake Champlain to enter

the St. Lawrence about 35 miles north of Montreal.  It is navigable on a

6 1/2 foot draft throughout its length.

(c) The St. Francis River rises in St. Francis Lake some 50 miles

northwest of Jackman, Maine.  It flows southwest to Lennoxville, Quebec,

where it turns sharply northwest to flow into the St. Lawrence (Lake St.

Peter).  Headwaters are controlled.  The regulated flow is some 3000 feet

per second or more, with an average fall of 6.6 feet per mile. It is not

fordable below Sherbrooke.

-56-

(d) The Nicolet River rises in Nicolet Lake, 8 miles west of Lake

Alymer, and flows generally northwest to empty into the St. Lawrence at the

east end of Lake St. Peter.  The average low water flow is about 2000 feet

per second. Banks in the upper reaches - hilly wooded terrain - are steep

and from 200 to 500 feet higher.  The average fall is about 21 feet per mile

but there are a number of dams.  From Arthabaska to Lake St. Peter the stream

flows through a flat open country, with banks 25 feet high or less, except

for a gorge starting about 4 miles north of St. Clothilda and ending 3 miles

from Lake St. Peter.  The river is not a serious obstacle but there are many

swampy areas between it and the Becancour River.

(e) The Becancour River rises about 5 miles northwest of Lake St.

Francis and flows north, then southwest, then northwest to enter the St.

Lawrence a few miles below Three Rivers, Que.  The lower reaches of the

river, below the vicinity of Lyster, Que, flows through generally flat country

of gentle slope.  The stream averages 300 to 400 feet wide and is fordable

at few places.  From Maddington Falls to within 3 miles of the St. Lawrence

the river flows through a narrow gorge 100 to 250 feet below the surrounding

flat country.  The river is not a serious obstacle to an advance on Quebec,

by reason of the general direction of flow in its lower reaches and the

characteristics of the country.

(f) The Chaudierre River rises in Lake Megantic, about 45 miles

west of Jackman, Maine and flows generally north into the St. Lawrence, op-

posite Quebec.  From Lake Megantic to Hersey Mills, it flows swiftly between

steep banks in a narrow valley.  The adjacent terrain is rugged and heavily

timbered.  From St. George to Valley Junction the valley widens materially

and the country is less rugged.  Below Valley Junction the river flows through

gentle undulating country between relatively low banks.  The Chaudiere is a

strong swift stream with an average discharge of over 4000 feet per second.

The width varies from 200 feet at St. George to 400 feet or more in the lower

reaches.  From St. Maxine to the St. Lawrence it is 600 to 1500 feet wide.

This river must be considered a serious obstacle.

(g) The Etchemin River rises in Lake Atchemin and flows northwest

into the Chaudiere.  It is 200 to 300 feet wide in the lower reaches, with

banks generally high and steep.  It forms a considerable obstacle.

(2) Terrain.

The southerly portion of the area bordering on the United States,

east of the Richelieu River, is hilly verging on mountainous (up to 3000').

The Notre Dame Mountains extend the Green Mountains of Vermont in the form

of a series of ridges, gradually decreasing in elevation from Lake Champlain

northeast to the meridian of Quebec, thence northeast parallel to the St.

Lawrence.  From the St. Lawrence the terrain rises smoothly and gradually

toward the southeast to the foothills of the Notre Dame Mountains.  On the

line Montreal Sherbrooke a serious of eight hills (wooded) rise sharply

to heights varying from 800 to 1500 feet or more above the surrounding

country.

In general the hills of the Quebec theatre are wooded, those below

the 500 foot contour and east of the Becancour River sparsely, while west

of the river there are densely forested areas at intervals.

(3) Roads.

The main roads to Montreal lead north from Plattsburgh, New York and

Burlington, Vermont.  Quebec may be reached via routes No. 1 and 5, through

Sherbrooke, Que; via route No. 3 along the south bank of the St. Lawrence;

or via Montreal and the north bank of the St. Lawrence.  The latter is the

longest route and undoubtedly the most difficult.  Another route is available

from Jackman, Maine, via route No. 23 through Valley Junction.  The road

net available is shown on inclosure No. "D" and "K."

-57-

(4) Railroads.

The railroads available are shown on inclosures "B" and "C."  They

are entirely adequate for any probable movement against this area.

(5) Discussion of routes.

(a) Northern New York - Vermont to Montreal

Roads: No. 9 from Plattsburgh to St. Lambert and South Mon-

treal.  Distance 69.2 miles, all paved.

No. 7 from Burlington, Vt., via St. John, Que. to

St. Lambert or South Montreal.  Distance 94.2 miles, all paved.  There is

a bridge across the Richelieu River at St. Johns.  There are two highway

bridges across the St. Lawrence at Montreal.

Railroads: Delaware and Hudson - Albany to Montreal.

New York Central - Malone to Montreal.

Rutland and C.P. - Burlington to Montreal.

Central Vermont and C.N. Montpelier to Montreal.

Comments: The terrain is favorable and no physical barrier

to the advance as far as the St. Lawrence, except the crossing of the Rich-

elieu River, for a force moving from Vermont.  An advance on Quebec from

Montreal is possible, but offers the longest route, with many rivers per-

pendicular to the line of advance (down the St. Lawrence) which offer

excellent defensive positions.

(b) Northern Vermont and New Hampshire to Quebec.

Physical features: The Richelieu River on the west and the

Chaudiere and Etchemin Rivers on the east tend to delimit the zone of advance.

Roads:

No. 5 - Newport, Vt. to Sherbrook then No. 7 to Valley

Junction to the highway bridge on the St. Lawrence and to Quebec, or via

No. 23 from Scott Junction to Levis, Que and the ferry to Quebec.  Distance

212.5 miles from Newport, Vt.  All improved road, mostly gravel.  Some of

the road through the hilly country is paved.  No. 5 from Sherbrooke via

Victoriaville is an alternate route.

No. 23, Jackman, Maine - Valley Junction - Levis.  This dis-

tance is 109 miles.  The road is improved and about 50% paved.  It is the

shortest route.  It crosses the Chauderie and Etchemin Rivers. There are

numerous alternate routes and connecting roads.

Railroads:

Canadian Pacific - Newport to Quebec.

Canadian Pacific - Jackman via Megantic to Quebec.

Canadian National - Portland, Me., via Sherbrooke to Quebec.

Comments:

While the terrain in this sector is hilly verging on the

mountainous, with several defiles and river crossings, it offers the short-

est and best route of advance on Quebec.

d. The Great Lakes Area.

_

This area must be considered under the following subdivisions, as the

routes of approach vary, and approach must be made from all of these direc-

tions.

The Buffalo - Niagara River Area.

The Port Huron - Detroit Area.

The Sault St. Marie or Soo Locks - Sudbury Area.

(1) The Buffalo - Niagara River Area.

Bridges cross the Niagara River at Buffalo (Peace Bridge);

at Niagara Falls (suspension Bridge) and the (lower Arch Bridge) and at

Lewiston, New York. "      "   "

-58-

Roads: The road net approaching the Niagara River from the

United States and leading across the river into southern Ontario and through

Hamilton to Toronto and Montreal, is one of the best along the inter-

national boundary and is entirely adequate for any probably movement.

Railroads: The Canadian Pacific and the Canadian National rail-

roads have a network of railways connecting Buffalo with Toronto and points

east.  Branch lines lead to all important parts of the Niagara peninsula.

Comment: The crossings over the Niagara River should be promptly

secured to assure a line of advance into the Niagara Peninsula of Ontario.

(2) The Detroit - Port Huron Area.

This area has much the same characteristics as the Buffalo

Niagara River Area but beyond securing the crossings over the boundary

waters, sufficient area to cover the Great Lakes water routes against

Crimson interference is essential.

Crossings:

Ambassador Bridge - Detroit - Windsor.

Two tunnels (one railroad) Detroit - Windsor.

Numerous ferries.

Railroads and roads: There is an excellent railroad and road net

available for any advance eastward from Detroit and Port Huron.

Comment: The Ontario Peninsula is of great industrial importance

to Canada and a military area of great strategic value, as a base for air

or land operations against the industrialized areas between Chicago and

Buffalo.  Any Blue operations should advance via Buffalo - Niagara Falls and

Port Huron - Detroit simultaneously.

(3) Sault Ste. Marie - Sudbury Area.

The best route of approach to the Sudbury area, about 200 miles

east of the Soo, is obviously via Sault St. Marie, along the north shore

of North Channel.  An operation along this route, automatically covers the

Soo.  The Canadian Pacific railroad and one good gravel road leads east

from the Soo.  These provide ample facilities for supply of the probable

force required.  The southern flank of this line is protected by North

Sound and the north flank by rough heavily wooded terrain entirely devoid

of roads or other communications suitable for the movement of armed forces.

(4) Winnipeg Area.

The main route from the United States to Winnipeg is north

from Grand Forks and Crookston through Emerson.  A main road follows the

west bank of the Red River, from Emerson into Winnipeg.  A good hard sur-

face road from Grand Forks and one from Crookston furnishes a suitable

road net south of the border.  There are several secondary roads on both

sides of the border to supplement the hard surface roads.

The Canadian Pacific has two main lines extending north from

the border, one leading from Fargo through Gretna along the west bank of

the Red River, and one from Thief River Falls, through Emerson along the

east bank of the Red River.  The Canadian Northern has a line from Grand

Forks through Emerson Junction to Winnipeg on the west bank of the Red

River and another line connecting with Duluth and extending through

Warroad to Winnipeg.

The best and only practicable route of approach is obviously

north from Grand Forks and Crookston.  The terrain is flat and open and

offers no natural obstacles to an advance.

-59-

Churchill, on Hudson Bay, has rail connection by the Canadian

National system at Hudson Bay Junction about 325 miles northwest of Winni-

peg.  The best and only route of approach to cut this line is along the

railroad from Winnipeg.

(5) The Vancouver Area (Vancouver - Victoria) (See Incl. E & L) (Omitted)

The best practicable route to Vancouver is via Route 99 through

Bellingham, a distance of 55 miles and over a paved highway, through wooded

and farming country.  A secondary and longer route lies about 15 miles fur-

ther to the east running through Sumas to strike the highways running east

from Vancouver at the meridian of Mission City.

The Grand Trunk Railroad extending from Vancouver to Seattle fur-

nishes a satisfactory rail service.

Victoria and Esquimalt, on the island of Vancouver can be reached

by water only.  Ferry service is maintained between Vancouver and Nanaimo on

the east shore of the island, some 50 miles north of Victoria and between

Vancouver, Burlingham and Port Angeles and Victoria.  The best route of ap-

proach is by water from Port Angeles, Washington.

IV. Conclusions:

___________

a That the critical areas of Canada are:

_

(1) The Halifax-Monkton-St.John Area (The Maritime Provinces).

(2) The St.Lawrence Area (Quebec and Montreal).

(3) The Great Lakes Area.

(4) The Winnipeg Area.

(5) The Vancouver Area (Vancouver and Victoria).

b. That the best routes of approach to these areas are:

_

To  (1) By joint operations by sea from Boston.

(2) From Northern New Hampshire-Vermont area.

(3) (a) From Sault St. Marie and the Soo Locks Area.

(b) From Port Huron - Detroit Area.

and (c) From the Buffalo-Niagara Falls Area.

(4) From Grand Forks-Crookston through Emerson.

(5) Along Puget Sound through Everett and Bellingham, supported

by an attack by water in Puget Sound.

V. Recommendations.

_______________

None.

VI. Concurrences.

____________

The committee concurs in the foregoing conclusions.

CHARLES H. JONES

Major, Infantry,

Subcommittee Chairman.

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