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WELLAND CANAL ENLARGEMENT. 
 
 REPORT OF THE COMMISSIONERS; 
 
 iXSO, 
 
 lUEPORT OF THE CHIEF ENGINEER THEREON. 
 
 
 BRINTED BY ORDER OF PARLIAMENT. 
 
 OTTAWA: 
 rBDTTKD BY I. B. TAYL02, 29 SI « tt RIDBAU STBEBT 
 t 1873. 
 
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 1 
 
 RETURN 
 
 To an Adai-eM of the Uouse oi' Commons, dated 9th April, 1873 ; For n Copy 
 of the Report of fhe lato Commissioners appointed to consider the difibrent 
 routes for the Welland Canal Enlaigement ; al^o. the Report of the Chiet 
 Engineer thereon 
 
 By command. 
 
 J. C. AIRINS, 
 
 Depahtment of the SEcnCTAriY of State • ' '^'''"''"''^ ^"^ *^"'- 
 2l8t April, 1873. , 
 
 ' \ -.y- r 
 
 . t • 
 
 Na 19,069. Siibj. 2,986. Ref. 29,858. 
 
 Ottawa, April 1 9th 1873. 
 
 Sir,— I am directed to truaamit the accompanyiiig return in reference to • he Wellnnd 
 Canal Enkrgonient-called for hy the enclosed address of the House of Conmions of tl.. 
 9 th instant. 
 
 I have the honor to be, 
 
 Sir, <* 
 
 Your obedient servant, 
 
 E. Parent, Esq., 
 
 Under Secretary of State. 
 
 F. BRA UN, 
 
 Secretary. 
 
 LIST OF DOCUMENTS. 
 1. Report Iqr John Page, CU.f Engineer, dated 29th April, 1872, on th. Enlai^euient of th. 
 
 fater of Public Work*, for year ending 3(Hh June, 1872. . »~ ^.n 
 
 '■ tor.2d 'ciiir' °'"'""' ^'*'*"""^ *''^'*"'' ''**^ "*^ ^*™'^' '*'''• "* *»»• i"^^^ «*"*• 
 
 4. Rqwrt of John Page, Chief Engineer, on the above, dated Utb March, 1873 '" 
 
 i' !;•***'•« "««»-G«"*'»" »»d Keefer, .ubmitting the above for remark., dated 22nd March. 1873 
 «. Keply of MeM«. G«,wrid and Keefer to preceding. dat«l 2Cth March. 1873 
 
 V » *^' *". «**"• **'"'"" ^^ ^'*''*' *"' ''»'»•»«• ""»""». <l»t«l 28th Ma«h, 1873. 
 
 8. Reply of MewiB. Giowdd and Keefer to preceding, dated 31st March, 1873 
 
 9. Ord« in Council, dated 10th April. 1873. approving of lino «commended by Clii.f Engineer 
 
 ■\:'- 
 
 ^K 
 
 ' *■*■ 
 
 ^ 
 
■'■' 'i 
 
 No. I. 
 
 
 K>^ -W 
 
 Report of tht Chi^ Emjineer of Public Works on tht KtiturijtmnU vf tht VftUani 
 Canal, toyethtr with tht Report of the Engineer intriitttdtDilh tin turvty therv/. 
 
 Ottawa, 29th April, 1872. 
 
 Thk Secretary or Public Works 
 
 •*,: -i 
 
 ^k'V: 
 
 Sir,— On receiving your letter, No. 7UG1, (datwl Aiiximt 17tli, 1870), relative to the 
 oonteniplatotl enlai-genieiit of the Welland Canal, I ut once look hI^mih to have i>roi»er 
 , iiwtnunental surveys made of the various lines aud localities that | roHentod anything like 
 a favourable appearance, or had been Buggi-sted as suitiibJe for that puqxwie ; and of having 
 snch data collected, as would enable the whole matter to be fully nnd clearly laid before 
 the iDepartment. 
 
 These surveys and exannnations extended over a lai-go area of country, and in some 
 cases had to be of H minute natm-e, consefjuently they occujiied r conHiderablo length of 
 time. Plans, profiles, ic, of the several lines being, however, now j)roj)arcd, I liave the 
 honor to submit for coiLsideration the following report on the subject ;— • 
 
 The agricultural resoiu-ces of the vast i-cgion lying contiguous to the western lakes of 
 this Continent, are doubtless without a puinUel ns regards extent; und the mpidity with 
 ..which they have been devoloi>ed, is wholy unprecedented. 
 
 In 1825 the con.pIeticn of the £.ie "t'ojuil, first opued up a practicable route for 
 western unmigrants; but it was not until about 15 yeai-s liter that tlio interior rpglons 
 were brought so fur imdei-cultlvntionns to permit of the <xi»oi-t of surplus produce to 
 any considerable extent. Since that time, however, the growth of tnule Jias Ixjen such, 
 that the receipts of grain alone, of all kinds, in 1871, at the five different receiving iK>rt» 
 on the lakes, amount to over one hundred and forty millions of bmheU. 
 
 This of itself is a formidable ma.ss to transport ; but it is greatly augmented by other 
 agricultiual products— immense quantities of lumber and timlwr from the forests oji the 
 shores of Lakes Hui-cn nnd Michigan, and minerals from Lake Sajitrior; all of which 
 form a volume of trade that now presses upon every available avenue of comnutnicatioD. 
 
 The estxblishmcnt of routes likely to cheapen the carriage of such immense ma&scs of 
 what, for the most part, are bulky articles, is therefore a question wliich has gradually 
 forced itself into a prominent position in tho jmblic mind, and affords an almost inex- 
 haustible theme, both for reports of scientific men, and the deliberation of thoso corporated 
 bodies who represent tJie commercial wealth and business intelligence of tho country. 
 
 The extent of territory lying between the regions of protluction, and eastern centres 
 of distribution, either for con ,, ;>tion, or export, fortunately pix'sents no serious obstarit^s 
 to the construction of land ros ;:«.< ; whilst the great lakes tlicmselves, fonn a Mno of water 
 cominunicution, whicli although for part of the distance very ciix-uitous, is of almost 
 boundless capacity. 
 
 Between the head of Lake IVIichigan, and the eastern end of Lake Erie, the distance 
 by water is about one thousand miles ; by hmd it is only about five hundied miles ; but 
 even this adv.intage has not enabled the lan<I routes to compete successfully with that by 
 water for the caniage of thoso heavy articles which constitute the main items of export. 
 It is nevertheless true that flour, animal food, and such other kinds of freight, as 
 "either require to be conveyed sjieedily to market, or the value of wliich will bear higher 
 transport rates, am now frequently carried by rail. 
 
 During the season when navigjation is closed, the movements by the land routes 
 lightens the pressure on the water lines in tlie open season. Still, tho producing powers 
 
 \ 
 
 Y 
 
 I 
 
 V 
 
 \ I 
 
 I 4- 
 
 ^ \\ 
 
\itnt of 
 Ih April 
 
 I consii 
 
 ipftred, 
 
 and the raj 
 
li<ni of tht WtUani 
 4y thtnfif. 
 
 ith April, 1872. 
 
 370), relative to th« 
 
 [ 'jt« to have proper 
 
 ffmeated anything like 
 purpoee; and of having 
 clearly laid before 
 
 tuntry, and in aome 
 
 oraisiderable length of 
 
 ipared, I have the 
 
 Krei 
 he 
 
 we western lakes of 
 and the rapidity with 
 
 L'acticikble route for 
 
 'tlio interior regions 
 
 of suiphis produce to 
 
 lie has been such, 
 
 bnt receiving porta 
 
 stly augmented by other 
 I the forests on the 
 prior; all of which 
 of communication. 
 I such immenso masses of 
 ^n ^ich has gnulualiy 
 ah almost inex- 
 _|of those corpor.\ted 
 Inoe of the country, 
 lon^nd eastern centres 
 |no serious obstacles 
 
 arm a line of water 
 
 ^irouitous, is of almost 
 
 I Erie, the distance 
 lundred miles; but 
 Ifnlly with that by 
 ) main items of export 
 ■^nds of freight, as 
 will bear higher 
 
 pta by the land routes 
 "~l producing powers 
 
 I / 
 
 of the west are inci-eiisiiig so fi«»t an to threaten to outstrip nil the exisling incaiu of get- 
 ting the surplus to market. 
 
 The keen conii)etition which exiNts for this vast carrying trailo, haMlnduco*! Ifie State 
 or New York to induce tlin tolls on her cinaU, JiO yet coiit, with a view to n-guiuing the 
 large business which hns dcHfrtwl them. 
 
 i-^^'V*"'""*-'" *'*'"""'^ 1"*'*'"'^^''^°' ^"^ ftlthough the esHlwacd movement of 
 the fcne Canal has incixjHwl coiisitlorable since that time, it !» quite proUblo thivta l.in{« 
 
 portlonof thisisdue tothefiwt tluttliecropforexpok-tation in 1871. waa much laiw 
 than that for 1370. 
 
 Strenuous efforts n« now being nmdo to introduce steum i^wer on thia route, with 
 a view of diminishing the time necessjvry to \mxu thiwigh it, ami thus Iwkwn the contrast 
 in this w>H()oot, between it and the railways. A very large premium has lately been offered 
 by the HUte authorities, for any design that can be judiciously brought into uso for this 
 purpose. 
 
 The great length and limited capacity of this onnal, w cnabletl the railways to take 
 from it a portion of heavy freights, the carriage of which it fonnorly luoiibpolixeJ, so that 
 It is questionablo whether even the entire abolition of tolls, and tlio succcisful api lication 
 of steam po^er, would do more than partly restore the tralHc which it has lost. 
 
 In this coanection it may ho observed that all the le-.uliiig lines of communication in 
 the United States, east of the MissLsuppi Uivcr, fi-oiu the prolucing w^ioiw of the West 
 to the Atlantic sea-lwanl, cross the Alleghany ranga at some point, with tho exception of 
 the Erie Canal and the New York Coutral Kailway, which ore cnniwi through a break 
 in the chain, forming the valley of the Mohawk lUverr 
 
 This being the best |)ossiblo route for a canal in that direction, givea it an a<' >"itage, 
 for the Western trade, over all other water channels in the United .StatcH; still it does not 
 present a continuous downward lockogo towards tide-water ; tlio long level at r.ome being 
 uigKer than thosn to the East oud West of it— ami although its draft oi' water is fompara- ' 
 tively small, the supply Is maintained with great difliodty during dry seasons. 
 
 There cannot be a doubt but that thei-o will always continue to be a considerable 
 .competition, between railways und canals, for the carrying trade i-^astwnrds from tho foot 
 of Luke Erie; but from the We.<twaitl to that point, the water i-oi.U-, nllhougli iwice the 
 length of that by land, will in all probability keep tho lead. 
 
 This may safely be inferred from the known characteristics of the navigation, and 
 the large class of Tossels employed on it, sorao of which draw about twelve foot of water and 
 are capable of carrybg from 40 to 50,000 bushels of wheat. 
 
 This, together with the rapidity with which vosweN can be unloaded, and allowed to 
 proceed on their vKitum voyage, and tho attractions of the eommercial jjort of Now York, 
 must, to tho extent of these advantages, have a tendency to thiow tho stream of trtido 
 towards Buffalo. 
 
 To the Westwanls of this point the route to the heads of Lai.o Michigan and 
 Superior, is common to all ; so that the rivalry between the New York Stnte Canals, 
 and those on the St Lawrence for the carvying ti-adeto the sea -board, luoy very properly 
 be aaid to commence at the foot of Lake Erie. j i i i 
 
 If vrasels of the capacity above mentioned could proceed downwards without breaking 
 bulk, untU alongside the ocean-bound ship, a great object would be achieved, nnd a routo 
 MtabLshed which might reasonably be expected to defy successful comi«tition for tho 
 cheap and rapid trahsport of the heavy and bulky articles of agricultural pi-oduce. 
 . For several years otter the present Welland Canal was oi^ned, (1 845), nil the vessels 
 •ngaged in tho grain trade of tho upper lakes could pass through it, but ten yeara after- 
 wards there were at least tmenty propellers on Lake Erie that could not use tho canal ; 
 andat the present time there is fully tI^ree itmea that number engaged in tho traffic to 
 Bunalo, which cannot descend to Lfdce Ontario. > , 
 
 From the best information that could be obtained, there appears to be OTer one-half 
 (aome competent authorities say about three-fourths) of the tonnage employed in the 
 
 }.•,■: 
 
 
 
:•■■/■ >';v- 
 
 
 
 
 ■r''. , 
 
 
 I point. ' "^^^^^ '^"" ^ delivered cheaper there than at any other 
 
 :■■■(';'• / 
 
 
 1870 
 1871 
 
 Tons. 
 1,303,394 
 1,742,157 
 
 >o. of Boats. Average Carjo of each Boat 
 
 • 6790 192 tons. 
 
 • 8795 .. .. 189 „ 
 
 177 tons cargo. ^ ^ ' i,J6U,Jb- tons, the average of each boat woa 
 
 1870. 
 1871. 
 
 Tom-; 
 
 .807,085. 
 .902,505. 
 
 ; -^-^^i^l^^ -^'^*- to ">e nationalie, and 
 
 pa Jt^irt'JS^firi^TS;?';;:^ th,ni^:^^Sna.ian«te.™e.th„t 
 
 1871 this system wa;Vl'a'n"ra;i?:^^^^^^^ actually engae<l in tl,e t;.;r'ln 
 
 nun.i.or of let-passes is..ofS'^ Jo, W ttfLTlSr /oV" of ll''^' ' \''r ''°'« 
 
 ^ ^r^u^. un-i «9 for scows and raft, or 104 to Le de&fe'.f 257^ tZll S 
 
 to i^^Z^:Z^ ''' ^"'"'^'-^ '°"'"^ --^« J-t year, and an addition 
 
 abieS^£iS°Sn^,!"/^W;S^ ^^^>-a.y, 1871. to the Ilono. 
 
 vessels passing throng! i.^^pa^e SG Tl£''- '^' \Y "'"^^ ?" *^° ^^"-^1 f^'' ^'-^'Sht 
 "It i. also ecpmlly not4orthv th>?t L -^ •'*^"t*''"«"t '^ "^^'^^ :- 
 
 •".Welland,t:;ougilesfirnu'Xrfhatthe fln^ ''"'''""'■' P"-^-^'"S *'"-°"gJ' tJ'O 
 
 " fact,of tho larg!stcap:w) tyoTtlScanal lW^?t'" ''fi!'""'' i^™ ^^ '^ l^>go»- ch^s-in 
 "going through" in 1870, 4s o ?y 873 vhiS V^'TS*^^ 
 
 "1100. BuUhe toniia.; of the former wi t tt '"T"^ *° ^'^"^^'^ '*'"«""t«<' ^o 
 " the latter." " '^'"^' ^""^ "" ^''^ agregate, more than rouble that of 
 
 ' ■Aq e.xiiraination of tho recorcLi kf nt nf t>^.^ n n 
 
 *«>»,<» Ihoconlmry, th.lTet.,S teK,ST a2 " ''T "~'' '''"■ '«"■/ 
 tons; whilst the proportion S the CaSfcl.,. Canaihan steamera wai fully 424, K ' 
 
 - far.excoeded that if ff, Zll^l si" ' ""^'"^ '""' *'» t"' '" "on. caiso V 
 
 w..toa .h,E.e c., ^Abrrr^L75rn^rr.':£r"ii° 
 
 
 ! 'I 
 
 A 
 
i; conse 
 I than at oi 
 
 [the Eiie 
 
 b' etch Bo 
 
 lEastwai 
 fit etich b 
 
 ome tliroi 
 
 I the national] 
 ;.erroneoui 
 
 issue a 1 
 
 kr, and an ad 
 
 to the I 
 Rinal for f 
 

 ■^^ 
 
 to; consequently, 
 I thftn at any other 
 
 ■the Ei-ie Canal, 
 
 bf Mch Boat. 
 
 I Eastward from 
 f>{ each boat was 
 
 ome through the 
 
 ronr, 
 
 ..867,085. 
 S2,5C5. 
 
 tthe nationality and 
 ;.erroneous stats- 
 
 I issue a let-pass 
 
 iian steamers that 
 orne, 3S76 let- 
 Jws and rafts, or 
 la the trade. In 
 tug ; the whole 
 'these 106 wero 
 ITor vessels with 
 
 hr^id an addition 
 
 J to the Honor- 
 cimal for freight 
 Je: — 
 
 through the 
 
 Irger chiss— in 
 
 rerican steamei-s 
 
 Kla amounted to 
 
 klouble that of 
 
 ;* \ 
 
 '■ :*■ 
 
 ■■H 
 
 be had to Buffalo and Port Colbome only ; and as the trade on tl>o New York State Oanal 
 •mbrace the whole internal movement of the country, it would be manifestly unfair to 
 Canals downward business done either oji the NVelland or St, Lawrence 
 
 I J'*® West a>:i.,!T ,( tuovoment on tho New York State Canal was in 18C8, bu», as 
 already stated, the larv :- ea.stward trade from Buffalo, was in 1862, whilst the traflic by 
 way 01 to* Wetland Canal con'uiuns gradually to increase. 
 
 The requirements of irade (»nd its active competition have rendered it imperative that 
 the cost of transport between the producer and consumer, should ba reduced to the least 
 possible rates, and for the moat part a very slight difference in this respect wiU soon 
 determine the course which business will talcs. "i" «»wu 
 
 It is well known that large ves.sel3 can carry frei«lit profitably, at less rates tlian 
 smaller ones, still, although large propellei-s can go to Buffalo to better advantage than 
 
 »W 1^70 •i"'''f 'S.'i^ *^.?*''T' y,*."^' "^" '''****'' ^y »>«i"SaWe tocontinue thei?cou.^ 
 iKlfn^fe'fff^" without bi-eaking bulk, enables the port of Oswego to compote 
 with that of Buffalo on nearly equal terms, even after a nxluction of 50 per cent ha» 
 token place on the tolls of the State Canals. "^ 
 
 This fact of itself indicates notonly what may reasonably be exiiected from enlarmnc 
 nlVw °^ ~"™y°»f»J»?'» »>«t'^een Lakes Erie and Ontario, but to some extent what 
 Montre^* anticipated from increasing the capacity of the canals between Prescott and 
 
 „il- ?^^ ?'• ^.'*""<^ '^jng *he natural outlet of the great lakes, and tho only route bv 
 
 which a channel can be formetl with a continuous descent connecting them with the 
 
 ocean, the removal of all impediments to its s:rfe aad fullest available navigation should 
 
 bo a matt«r of the greatest solicitude to those through whose tei-ritory it pa^ 
 
 ^ Tt has been frequently and doubtless truly stated, that the benefits^resulting from 
 
 conimei^ with foreign nations or even between different parts of the same country, are 
 
 ^!f^?^^- Vu' "*^ PU'xhase, oi exchange of commodities, a large and pi-offtable 
 
 wht(folw"i£"ake *'""^"=" *^"'' itself, besides other and numlix,us ad'vantages 
 
 No stronger proof of a fidl belief in these statements can be found than in tho anni 
 
 ments of the originators of the Erie Camil, who constantly affirmed tlmt the western tS 
 
 should by no means be permitted to descend to Lake Ontario, if it were possible to avoid 
 
 h J I concluded with rare foresight that once on that level it would be likely to find 
 
 Its way through the St. Lawrence to the seaboai-d. and therefore urged that no pains or 
 
 IlEn RiVer -^ ^ '"'^^^'""^ "" ^'°' ''^ ".-ivigution direct from Lake K to thi 
 
 These views are still held by many prominent men, and New York has consequently 
 
 been always antagonistic to any canal scheme for uniting Lakes Erie and On3 oven 
 
 by a route through the territory of the United States. ^nwirio, ovon 
 
 If this trade is considered of so much importance by a shrewd, far-seeins neonle 
 
 ever ahve to their own iutere.st.s. there is good reason to believe that it woidd te aWast 
 
 equally beneficial to the people of Canada to secure and refc«n tho control of it 
 
 fn. tliV M * ^ '^°''^' l^^,'^ ^" '^'''''''^y ^'^ "^ ^o»^t but that the outlay required 
 
 for the further improvement of tho St. Lawrence route would be amply justmeKsS 
 c ally as It IS capable of being enlarged to such dimensions as would in all probabiK 
 place It beyond the reach of succesful comi^tition. proMWiity 
 
 ^ ,0n turning to the map of Canada, it will be seen that Ihe eastern extremity of Lake 
 ine oyerlaps tho west end of Lake OnUirio, in su.h a m;uinDr or, to leave only a compar- 
 ratively nairow peninsula between them, the distjince acro.=w which in a north and south 
 cirection is, at one point, barely 22 miles. 
 
 
 
 ,Y- 
 
 i/lW 
 
 I 
 
 ■■-^'••i^Xi'' 
 
 ■ .4'; . 
 
 
\<i^ 
 
 
V s^ 
 
 •• 1 
 
 Ibe Sll^^Ts^Zo/S'^iVr^^Z'T "t '^J *W. F--"^ - also the bounda.y , 
 the lower lake In !:^^.llZlmi:ter3l^il^'' *'""' '" ''"' '"'^ *•*« "I'P^ ^ 
 
 tioii without a break of'^^irnAf^"^ « north-easterly diroc 
 
 made on that «ide have ^ vit W^ ?n "°^ *^"»\t™We extent occuring in it. No ru-^ 
 ordinary kind? and eve^ifl^'irK? T*^^'' ""L^ being found for a ship canal of the 
 
 theinflLceo-eiVerrcitl ;r^ S^^^^^ ^'" ^'"*« P'^^'*'''* *»>»* 
 
 into use. '"'"''n cuiea, as woll as that of Buffiilo, would prevent it being brought 
 
 overxJmfbrr^r *'"' '""i^^'P*^ '''^^''^^^ experienced was not so much the height to be 
 
 a continues until it forms the promoutary known .is Cabot's Head on Lake Huron 
 TiJ«r fl "^ ^^ f'''*'^'*^!'* •' *™''«'^«^ ''y *''o^W ch^sm thx-ou2h which the l^i«r«,« 
 
 S.sLr""'''"'""' ""'""" °'"'^* •■"•■"■' 3i ■""«» »p t»t. t^rorst 
 
 fiOOfeet "^ of one lock to that of another the distance varies Lm 586^ 
 
 f«,m nR°'l'f }orn'i'''°r'*^^^',°''!''^ *^® ^^^'^^''^ ^'^^^^n «>« lo«k3 is greater, there being 
 from 1163 to 1350 feet from the head of one to that of another up to «^ ^J'th ITiich I 
 
 It IS about 318 feet over the mean surface level of Luke Onblrio 
 
 I,. .?® P^'if'^"'' water supply is furnisheil from the Gmnd River, raised nearlv 9 feet 
 by a d.m thrown acrass it at 5 miles above its outlet^ which at oXary tSgTvi » 
 
 i 
 
 .V 
 
 i 
 
 ■4 
 
 •'M.'^^i^. 
 
 

 ^■ 
 
 niso t> 
 from tl 
 
 IrAntngeoiiiil 
 aulcl reai 
 
 Ime for th( 
 
 Jnto u (]( 
 
 the tov 
 
 Se'ciistem \ 
 itle below- tb« 
 
 phere tho 
 lie cnnal 
 
 fsed nearlj 
 lary times 
 
I ftlso the boundnry 
 i from the upptfr to 
 
 tho lakes increAxes 
 
 l>orth-ea«itorIy diroo- 
 
 jin it. No 8-ii-v«ys 
 
 for n shij» canal of the 
 
 is quite probable that 
 
 it being brought 
 
 iFantageously situated, 
 auld reasonably be 
 
 fiortesl that, under 
 of the main lino being 
 
 tho height to be 
 'it Ii:ul to bo done, 
 miles. 
 
 hiy about six miles 
 
 J can be traced for 
 
 Edc of the Xi.igara 
 
 » it sweeps to tho north 
 
 "'"' Luke Huron. 
 
 J-hich the Niagara 
 limestone rock, shale, 
 
 ieldexcellent stono for 
 su])erior class of 
 
 piportance for tho 
 
 pose now in use. 
 
 drainage of the 
 [IS, the largest of 
 
 [a line for the present 
 ^edj nto u deep water 
 the town of St. 
 
 oe etistem branch of 
 ptle__bolow the natural 
 
 ' distance ascend.<i 
 
 inning the upper 
 
 ace jaiies from 586 to 
 
 f 
 
 leator, there being 
 
 he 25th, which is 
 
 |the water level above 
 
 rhere tho greatest 
 Se canal for this 
 
 jeed nearly 9 foefc 
 lary times girea a 
 
 
 ;Tf»i-., 
 
 ■- k 
 
 '.I' 
 
 ■ ■ - 1» 
 
 \'. 
 
 general depth of 9 feet in the ftseder, and admits of tho level of tho canal beinirmain 
 tamed at about 8 feet over that of Lake Erie. ^"* Jvjft* ■ 
 
 with the mam Ime (about six and a-half miles from Port Colbome), and nt about fiv« 
 SSSaSd™ "^^^ end a branch one mUe and throwjuarters long leads off to Port 
 
 The summit level, supplied as above mentioned, extends from Allanbunt to Port 
 Colborne, a distance of nearly Uh miles. At tho latter place there is a lock down fmm 
 It of 8 feet. At the town of WeLnd, about 7? miles from Port l^bome, wher/Z 
 canal is earned over the river by an aqueduct, there is another lock down if about 17 
 't^ ^°^^ Kobinson there is a second descent to the Welland River of 17 feet 
 These three outlets, together with that of the principal lino itself, reqnire a volume 
 dir'seaso ^^*'' ""'^°'" ^'^^"^^^ ainmgements, can barely supply during 
 
 * -D 5 ?lYi.^ ■"'! ^'^ *^® '^^ ^ ^^^ different entrances on Lake Erie ; 'one boinir 
 , ?!i w^'"^; *^.* "PP^"" terminus of the main Une ; another 17 mUes to the westward 
 at Port Maitlond, the mouth of the Grand Kiver, which is connected by way of the feeder 
 mth the mam canal at a point about six and a-half miles from Port Colborne ; the third 
 18 mJes to the eastwards, is by the Niagara River to Chippawa, thence along the WeU 
 land River to Port Robinson, a place nearly midway betwien the lakes. 
 
 Cine of the most troublesome Jqucstions connected with this undertaking, from the 
 outset up to the present time, has been the instability of the banks of what is called the, 
 
 nJ?rX nil "" ^"""^^TH ^""^^ ^^'?''^) "'^ ^'8^^ "^«« ^^ ''">'> On the line, and 
 near the northern end of the summit level. It is abont l| mUe in length, and the 
 present line assumed for the bottom is for a considerable distance £ully 60 f^ inder the 
 top of the ^tiVs on either side ; but the depth bolow the natural surface of the gionnd 
 
 fwntS"*'t "^ *^\*5* "P?*"" ^^ *'^'* consisting of material excavated from the 
 channel when it was first formed. 
 
 r ?^1 o«'^'^?,^H'^? "''^ movament of the banks that -occurred on this part of the 
 line, m 1828 first led the " WeUand Canal Company - to ab.mdon Uieir ori^ d^ig^ 
 of drawmg the water supply from tho WcUand River, «nd to resort to the phin of nsi^ 
 the Grand R..ver as a feeder. ' " 
 
 , Bytheadoptionof this course it was thought that the channel would be elevated 
 above aU mferruptions from the slides that had occurrod, and placed beyond tho risk of 
 similar casualtiesfor the future. /"«« wiu rws oi 
 
 For many years this appears to have bsen the case ; but during the enlanjement of 
 the channel to Its present dimensions, and the lowering of the bottom, so as to rive the 
 proper depth of water at the level of Lake Erie, there have been slides in the Unks at 
 several places and at various times, stiU none of them were of such an extent as to 
 impede navigation on the higher level. The most recent of these were in January. 1867 
 and in May, 1870. At the latter time they were laiser and more numerous than on 
 any previous occa.sion. It is remarkable that some of them have occurred suddenly at 
 places where no mdications were beforo observed, and also that where a heavy slide haa 
 taken pIa«o, although the prism of the canal has been sabaequently fully cleared out. it is 
 nMdom that a slide again occurs at that place : 
 
 A circumstence which leads to the impression tltat, when the yielding materials 
 Which form the lower part of the cut are displaced to a sufficient depth by the tenacious 
 clay of the sides, there is a probability that the bottom may remain undisturbed and' the 
 subsidence of f> banks cease. ..•..-«•.• .a uu fuw 
 
 If this view of the rositer be correct, there should always be kept on hand sufficient 
 oredgmg power and equipment ^to remove, as expeditiously as possible, [any sUdes that 
 
 
 
 .'Ji' 
 
 
 "4i 
 
 lii^mA 
 
I 
 
 I 
 
 i 
 
 I 
 I 
 
There ia gooil reason to believe thav. iiie only mode thnt cotiUl bo adopted with any 
 prospect of succem, to gMard Againat such casualtieSi is to lighten the banks on both sidea 
 of the Cut. 
 
 This, if not tin entire preventative, would at least reduce them to the minimum ; 
 besides, it would be much loss expensive to remove the matoriuls from the top than to be 
 under the necessity of dredging the bulk of thom from the bottom. 
 
 From Allanburg to the " Rock Cut " below Stone Bridge, the ctnal is for the most 
 part 50 feet l>ottom width at the level of the sills of Port Colborno lock ; and, for tho 
 lower one-third of th.it distance, the depth is about one foot below tho top of tlie sills ; 
 the bottom of the up^rar two-thirds is nearly down to tho lock sills. 
 
 From Port Colbome northwards for fully one and o-half miles, the canal is from 66 
 to 58 feet in width, and the bottom from 15 to 18 inches higher than the lock sill. This 
 Cut for the full depth u in rock of a hard class, with many seams and fissures in it, 
 through which water enters freely ; and, there being no good drainage in the vicinity, 
 the unwatering of this section is likely to bo attended with unusual difficulty. 
 
 The exi>enditure on the pi-esent works, since 1842, amounts in the aggregate to 
 $5,066,702, a sum which would not now pay for over three-fifths of a like extent of work 
 
 It has been considered projier to submit the foregoing brief sketch of the canal, and 
 such matters connected with it, as may be of service in enabling a decision to be arrived, 
 at on several important questions about to be brought under notice. 
 
 ' ' In tiio letter of inst.-uctioos handed me, dated 22nd July, 1871, tlie scale for the 
 enlarged navigation is fixed for locks 270 feet long and 45 foot wide, wth 12 feet water 
 ' on the sills. 
 
 This is understood to be the dimensions recommended by the Conal Commission ns 
 the proper size for locks. Sec., from Lake Superior to tide water. It should, however, bo 
 borne in mind that there aro three Canadian paddle-wheel steamers (two built in 1871), 
 now plying between Collingwood and the head of Lake Superior, that could not iwiss 
 through the Sault St. Mary canal, if it wero made of the dimensions above given. 
 
 It may also be stated that tho Canal on the American side at this place has a depth ^ 
 of 12 feet on the sills; but a survey was recently m. le with a view to tho construction 
 of another tier of lock^, made so as to have 14 feet of water on the sills. 
 
 These facts may, however, not pos.sess any great degree of importance when the St. 
 Lawrence and Lake navigation are looked upon and considered as^ a whole ; still, if the 
 class of vessels engaged on the Lake SuiMsrior trade are neces^-ay, it will be evident they 
 could not pass through that part of the Canadian route. 
 
 - The draft of water contemplated for the Welland Canal is, nevertheless, fully as 
 much as the river between Prescott and Montreal will warrant ; still, as it would enable 
 vessels to pass of the size now considered most serviceable and pi-ofitable for both lake 
 and river trade, no reasonable efforts should be spai-ed to effect an object likely to prove 
 80 beneficial. 
 
 It is quite probable that at all impoi-tant places on the lakes where there is not 
 enough water at present to admit vessels of that draught, the harbours would very soon 
 be sufficiently deepened for that pm-pose. 
 
 ; . ; The United 'States Government has already taken a step in that direction by form- 
 ing a deep water channel tiirough the "Flats" of Lake St. Clair j and the Befuge 
 harbours on Lakes Huron and Erie, now in course of construction by the Dominion, will 
 admit vessels of fully the cbtiught stated. 
 
 i! 
 
i 
 I 
 I 
 

 miut b. fomoi * nn<l.r.U)a4 lh,,t . ,„w |,„e, eita.,- ta pirt ot „ . whoi^ 
 
 •long tli» y. ,y of tho Twolro Mile CiMrfiv.™ 4. r .i • "* ^"^ "' '""' '"'' 
 differ. o«Um WW J» rfth, .,rr„ ?l^ IwfSTvI'"'™^'' "1'' "","« ".t 
 they in..,«cW the «.„„1 « ,Iiao«„t ^i, aXno ™ il» 'jJ'J'w °l? °°'1 """ 
 
 In 1851, a survey was maJe, for t!ie Town CouncU of Niacara of fh« ,««..« i i • 
 to the e««twa«l of the present canal, fi-om Thorold dovmwan^^riHL^^^^^ ^^/"« 
 
 Cut, the clntf points m the location of which may be bnefly stated aafol" ws - 
 TI e survey line connected with the present canal above lock 25 TZ'T^n 
 
 25—2 •- ■■ —-«■>-■ ■ ' ■ ■ .. 
 
10 
 
 numUrof places wh^. lessol. ^1/^ J^rS L ffi^: til:?:'" '*" ''^"''' 
 
 Thus was aihmtted to h,ive betm an ol.jectiun.ible feuturo i . tl,! iVr.' u- , • 
 
 report.on the subject, it was nsH»me.l ^vo^lM up.. r'<ea. i h^ " *" f. "' *'■'!'."''• '" " 
 
 "from Thorold to the Luke;" a stateZnt wh id, i ? « / *<> «"y othor jKK...I,le route 
 fully .18 much to the to,,o«m„J y of the couulv „s A H •^■"1""*-'^' ' '"* ""■'""* ^ "I'Ply 
 
 The line from the Tlfoffiwed^^^^^^^^^ 
 IC^ilway is cussed, being common to unT^out't'of StTtSl'^.S'^l'^r'" 
 
 caretul exnnnimtion of the west bmlr nf tl.n .:., . -^i 
 
 along and over the space to 1« ocdrpled bv tl,« fm r i^ '/ ' 1"'""'°"' ^"^''^^ ^^^'^ 
 
 ,^ the.*, leads to the collusion tLtXltfj, ca .no e .v^iT ^°t '?l*''^'' *° ^« ^^''^ 
 
 7.eavy^expndlt..re in fonnin. /l^/ tiL^rcLcl Tn' .''*'''"\'* ">*'""^g a very 
 
 extending frop, the table hu.d-Io.vnvl^^udfto "he ttr^'urf'r'""^" ''" " ""''"'^* ^"^"'' 
 
 cuna,:^.ZTe^=.?^rr^itrr;:;^ £:br ii/^'^^^- ^ r, «"^"- ^- ^ 
 
 " exposed to the swell of the lake " "^"''^' ""'^ ^^^°'^ '^ ^^'""W l>e 
 
 l.n. with tl» coa.r. of th. st„a,„, ,i,e 4''i .'» «to.'° SlS ' ' ° " "»■"'""•"'» 
 
 / A sand shoal extends out in a uorthe.lv direction fmn. "liV,,^ mj 
 
 5 of a mile from the sho.e, 12 feet of ^^w^L. .V T i . ^«'^^'f«'i' ^ on which, at 
 . ^.li-milestothe north-eas o he t „e J. l' l-^^'.^'^"", '^" ''"^-^'^ , and at about 
 
 it, These shoals, lying not far from the tmHc o'^eLt lud ro"' fi^ "' f "'^'? "^^T 
 
 n..ght zn stormy o.- thick weathe.- be da,.ge.ous to Sl d." Sg J 2 f et'at r " "''' 
 
 1854?^^lnr K^^^JfS.:^:,^^^ the;.La^.ICut,"in 
 
 part of this Report. «ua»e.-s wn.cn will again be refeired to in a subsequent 
 
 several trial lines were run and tho <T,n..n,l fl,«..„..„i i • , ,^ betwer n them, 
 
 present canaL fix,m iCid to plrt Sou J!^ °"^ ^^ '''•"'"''' *^ *''« ''*«*^-«'- «f tho 
 
>.-*% 
 
a 
 
 n 
 
 
 kttle bay near Old 
 p a by four locks 
 stiuct flights of com- 
 
 I two locks J at all 
 Les between tbeni, 
 
 «in combination," 
 jimber stated to be 
 
 key of nine reaches 
 of course an equal 
 
 • locks. 
 
 Dcation, which, in a 
 ^Jther possible route 
 d, was meant to apply 
 struction of the canal. 
 ~| tlie Great Western 
 
 J, and having been 
 p, w will be referred to 
 
 , bend of the river, 
 kth at other places. 
 Tout, the respective 
 
 |<>.rou3 levels taken 
 Iroposed to be built 
 it incm-ring a very 
 ks like a natund ravine 
 
 an entrance for a 
 
 II below it would be 
 
 I to 4 miles an hour, 
 le, in a continuous 
 
 Nuigara, on which, at 
 chart ; and at about 
 Iwith 15 water over 
 from the eastward, 
 li 2 feet watei-. 
 Dijmng in certaiii winds 
 llatiou of an entrance 
 current is so swift 
 
 the "Lateral Cut," in 
 |cl to in a subsequent 
 
 [>uld be found that 
 ^>art as would enable 
 lier freely between them, 
 ~lthe eastwards of the 
 
 
 The least distance from the liiaJ of oaj loc!i to that of another was assumed at 1000 
 feet ;^d re stoSine, req-oiving the least outUy for construction. w.« to b3 projected 
 
 "'^'fc'lrnnSrft^lrrt' constantly home in mind that the t.«.t of the 
 WelknS RaUway hal to bo crossed twice, and that ot the Great Wcstsrn Rulway once 
 S^t iSring w\th their present grades, especially as any ch.nga -h.v «ver ni that . 
 ^Lpectwould in ^.or ca^ i^J STI^SX'V^S — at wL i» called 
 « Mari S^C;- arorrd^S' atv^ '^he^vilhrge of Choroid, the mUand Railway 
 codd t croS^kt a fair angle, and ut a place whei-e the tmk ,s nearly level, and aWit 
 nine faet over the surface of the pond. , ^ ,. 
 
 From this point, the quantity of e.xcavation on the propasod line would be about the 
 o!^^«TvSwence was made lower down, and the canal enlargbd up to that pomt, 
 ZiZ 2e^hy^ouTdroSed of crossing'the railway at an unusually oblique n,^le 
 and the ^•^ff"^ r?""' •" • .^ f ^ ^ the mile. It would also admit of the supply for 
 
 peculiar circumstances should not be overlooked. ^ 
 
 The m-oposed line, after crossing the Welland Railway at the place alwve rofeiTcd 
 
 to sSrto tCnorth, and continues in that direction untU ii p.vss.3 througli the deep 
 
 to, sweeps TO inen , mentioned. From tli« rapid inclmation of the 
 
 rocky lavine ot t'^* ^^••^.^ ^^.^^^'''L^;,^^ q„antity of rock will have to be excavated 
 surface on this part °f ."'^^^"^ff.^'^^tet^^^^^^ the locks, than if they ^.ere placed close 
 iu order to ««=«;•! ff;"^« t faX mt ' es to the navigation of having detached locks, it 
 £S;;^;:S^Slly ™at d^^^^^^^^^^^ outSy. oreven mo«, were i. requir«l 
 
 tc tffoct that object. ' , . ., i i u „♦ tvL 
 
 Through this niviae the railway tmck should be moved to the westward, so that the 
 
 place which it now occupies can be used for the canal. , ,, , , 
 
 Tl.« line as laid down, then follows obliquely along the sloping ground past the old 
 
 the next adjoining lock. • . , , . ., i- i i 
 
 This distance might, however, he still 'further increased by throwing the line back 
 
 ^^^t^L^ht^^iltS^rr^^^^^^^^ line is continued all but stniight to near the western 
 Aiwlft of St. Catharine's cemetery, a distance of two miles. , ^ •» 
 
 ' ThVnceT curves round t^ a north-westerly direction for 2J miles to where i 
 
 Thence It curves rounu ro a, j ^^^^^^^ towanls the head 
 
 croi«es the Welland ^^l^'^y^^^/i^f ^ielve Mile Ci-eek, known as May's Ravine, 
 
 1^:S^i^t.;^i^^i^^^o.-^ canal at'about half-a-mile from the 
 
 ' ^'^^Xmte'^cSSl^gtf"^^^^^^ Western Railway dojvnwat^s to tbeout^t, the 
 distance from the.hea/of one lock to t^atof an<>tl,er va^^^^^^^^ feet. 
 
 that 
 . foUoJing the course of the present canal between the same points. . . . > 
 
13 
 
 ac 
 
 Tbo fii^fc lock iipwartls might be located on ti.e prominei.t point immeiliatoly oast of 
 the present wnsto weir, where the road to St. Catl.arinos ascends the bank. At thJK ,.hco 
 there 13 reason to bel.ovo that a good foundation wonld bo obtained at tlio proper dentr 
 but, to secure tins at any other place between that point aud the present lock, it is ti be 
 foai-od would be attended with a vast deal of honble and expense , ^lo ue 
 
 other that could be seected. and it would adn.i^ofall the present watoi-covc.vd space 
 between the inner end of the piei-s and waste weir being used a.s part of tho harbour 
 
 ♦1,- 'i^ 7" nrl' r? ^"'"Pt^'nf nfc ^^"^^ ^^>^ cai-efidly examined along an easterly branch of 
 the T^velve Mde Creek to where it enters the present canal at what is called " Collier's 
 Bend, a short distance below the fifth lock. Tlie head of this branch creek is near tho 
 place where t le line just described passes the west corner of the St. Catharine's cemetery 
 and from that point to the canal tho distance is 7,100 feet, the difference of level between 
 the adjoining reach on ihe Port Dalhousio trial lino and that below the filth lock of tho 
 present canal being 7,479 feet. 
 
 ■ 1 inrJ'^'lT^"*.^",''^ H^ T'^"" }'y ""•'"" ""^ ^ ^°'^''' '^'^''^^ would give a distance of fully 
 1,10(> feet from the head of one lock to that of another. 
 
 The gully near its junction with tho canal, is about 50 fyct wide at bottom and 400 
 feet at top, and the banks are over .">0 feet high, 
 
 ^f *i \* has a south-easterly coui-se for 1,G00 feet from the canal, and for about two-tl.Inls 
 of that distance the stream through it is on the same level as that of tho canal surfiice — 
 *rom the point above mentioned ic takes a course all but due east for 800 feet • thence 
 
 ?ST.t!f/ 'r'?;r*f *' '^i'"'*'""' S;"'l"«'Jydimin.shinginboH, width and depth, 
 until It runs out at the place above stated. 
 
 The excavation for the canal and side channel necessary to i)a3s the snonly for the 
 proper mamtemuice of the diiferent levels would i-equiie to have an average w dth of ICO 
 feet thi-ougliout at bottom, and at tho lower end the depth would be at least 62 feet 
 
 It 13 stated that the nature of the material is unfavouiixble for tho foundation of 
 Btnictures, or to form tlie sides of the canal prism. """uauon o» 
 
 The pi-esent canal is about 800 feet from where this' line connects with it : sweens 
 u ? ^nA ^"^^'. * south-westerly couitse to about 500 feet below the 4th lock : thence for 
 about 600 feet its direction is nearly west. It then turns sharply 10 a cour.i al n "st due 
 south for 1 ,500 foot to the outlet of the Twelve Mile Creek • 
 
 ^..J^^^t^ ^°^^-'^ ^'"'^^'\ °" *^"? '^t'-^tch ; and its line is such tLnt a downward-bound 
 ^Z^of^SSS::^:'''''''''^'''''^'^'^'^ ^^"'-^^ *^ oueleadingdirecttotHe 
 
 d„« I^T It °"*)f */,^*''« Twelve Mile Crccek for 2,100 feet, the canal again runs about 
 due west; thence it follows a north-west eouv.se fo- 1,700 feet ; then tends more to the 
 west, and continues on that line for ne.-.rly half-a-mile, or to about OOO feet bolow the 2r'l 
 Ontario "" Poi'itthe line leads generally in a direction towards the outlet on Lake 
 
 ^n.M^f *'"'*?°Tu^f°", '^■Y'^'iyt "^"1 *'''^*'"« P"^^'^ Dalhousie lies a little to the west of 
 north from the 4th lock, it will be evident from the bearings above given that the can.d 
 where It passts through the town of St. Catluuines, must bo e.xtremely tortuous TS 
 
 _ - Tie banks of the ravine through which it is caiTied are neaily on tho same level at 
 the west end of St. Catharines as the table lo.nd at " Collier's Bend," but the descent of 
 
 the two locks m the intervening distance makes them fully 70 feet hi-h over water .sur- 
 face at the former place. ° 
 
 Between the 5th and 4th locks the reach is of a good width ; thence downwanl the 
 channel is at many places narrow, and the adjoining banks liable to slide. 
 
 JHi«>.-" 
 
re a diatai 
 at botto 
 
 eta with 
 Ith lock ; 
 course i 
 
 a downv 
 leading di 
 
 ■ on the sani 
 I bnt tlie < 
 kigh over 
 

 IS 
 
 i immediatoly cast of 
 bank. At thin phice 
 
 \t the proper depth ; 
 
 [present lock, it is to be 
 
 Lore direct timn nuy 
 Kvater-covered sjuxce 
 part of the harbour. 
 
 •_»n easterly branch of 
 
 . is called " Collier's 
 
 ph ci'eek is near the 
 
 ithaiine's cemetery, 
 
 lerence of level between 
 
 Ithe filth lock of the 
 
 le a distance of fully 
 
 I at bottom and 400 
 
 ^or about two-thirds 
 r of the canal surfnce. — 
 ar 800 feet : thence 
 "width and depth, 
 
 [imss the supply for the 
 bverage width of IGO 
 V least 52 feet 
 the foundation of 
 
 cts with it ; sweeps 
 
 Ith lock ; thence for 
 
 course almost due 
 
 a downward-bound 
 leading direct to the 
 
 I canal again runs about 
 len^tenda more to the 
 ' feet below the 2nd 
 I the outlet on Lake 
 
 1 a little to the west of 
 "Tiven that the canal, 
 |ely tortuous in its 
 
 on the some level at 
 
 1 but tlie descent of 
 
 kigh over water sur- 
 
 thence downward the 
 tide. 
 
 i 
 
 u 
 
 Tlje north ^vall of the third lock, a few yeare after the opening of the present canal, 
 was forced in so much by the bank on that side that part of it bad to !«> taken down and 
 rebuilt. 
 
 It is therefore to be feared that, were the banks further encroached upon by the 
 cutting necessary for the enlargement, there would be a greater tendency to slide, and 
 that the lowering of the bottom 2 feet would be likely to increase the difficulty : whilst 
 to raise the water levels so as to givc^the required depth would cause great iiyury to a 
 large amount of valuable private proi>erty. 
 
 The 4th and Si-d locks might, however, be widened towards the south ; but this 
 would not diminish the existing cun'atui*, which at pkces is no sharp as to render it 
 difficult for vessels of the dimensions now in use to enter a lock or pass fi-coly ; besides, 
 it would destroy the dry-dock property at the 3rd lock. 
 
 To build structures of the dimensions projtosed (nearly donMe the length and width 
 of those now in use), either at the place occupied by the present locks or in the vicinity, 
 or indeed at any other place that could bo selected between the 5tb lock and the outlet of 
 the Twelve Mile Ci«ek, thero is good reason to believe would not accommodate the class 
 of vess Is contemplated by tlie enlargement, and even be to some extent a hindrance to 
 the passage of those now in use. 
 
 It is, therefore, questionable whether a proper line of navigation of the scale now 
 proposed can be successfully formed along the valley of such a iteep, comparatively nar- 
 row and winding ravine, through which flows the drainage of a Imrge extent of countiy, 
 that at certain seasons form rapid streams, occasionally carrj'ing with them coasidcrable 
 quantities of detritus, which are evcnt»ia!ly dei»osited in the still waters ot the canal. 
 
 Besides, in heavy freshets the large body of water thus 'suddenly brought down 
 sometimes threatens tc <lestroy the works, and in at times very difiicul'; to control. 
 
 When the canal was fii-st made, and subsequently enlarged, ii was no doubt necessary 
 to follow the ravine on the line adopted ; but although judicious at that time, it do«3 not 
 follow that the same route is adapted ton line of navigiUlon of the scale now under con- ' 
 sidenition. 
 
 From the point where the tiial line intersects the pi-esent canal above Thorold, along 
 the route by way of " Collier's Bend," and the existing canal to Port Dalhousie, the dis- 
 tance is lOJ miles ; and the estimated cost of construction is §5,350,000. 
 
 By following the more direct route (pj-eviously described) l«tween the same (Mints, 
 the distance is 8 j miles ; and the probable cost of the work, &c., connected with the ton- • 
 struction of the canal is estimated at §5,180,000. 
 
 Both estimates are prepared on the same basis, and at prices believed to be the fair 
 value of the works, with a proportionate allowance in both cases Tor contingencies, super- 
 intendence, &c. 
 
 It has been assumed that the quantity of excavation necessary to deepen and enlarge 
 the old channel, would cost 33 J jwr cent, more than ou other pai-ts of the line ; and 
 that the enlargement of the 2nd, 3rd and 4tb locks during the winter would be attended 
 with fully as much additional e.xpense, as the mateiiala now in them would amount to 
 for the purpose of rebuilding. 
 
 Fiota the foregoing it will be seen that the direct line to Port Dalhotraie is fully two 
 miles shorter, and can be made at $170,000 less cost, than by following the " Collier's ' 
 Bend" line, and the old canal to Port Dalhousie. 
 
 The latter, it may be again observed, has the following objectionable and unavoid- 
 able features, namely, of being 8ituate<l m a deep ravine, at some {ilaces extremely crooked 
 end narrow, where the banks are liable to slide, and of having at times a large body of 
 water [unconnected with the navigation] charged with soil from tlw adjoining country 
 thrown into it, and thereby either impeding it or endangering tlie w^brka. 
 
 frkl 
 
If 
 
 m 
 
 iji;?2jvf'-- 
 
 
 to apply the power at tJie proper level ^ ""^ '"""^ "^''"'^ *^« ^F"e was iust,tticienfc 
 
 would be so unsatisfactory, ^^ woul^e ither lead to ^ ' 'f °" *'' ^'^'^^' »»>« '^-Slts 
 
 . *^«/"IIdjn,ensions.atthe\nuiin„.„xofcTt^ S °^ *^ <«"«> of 
 
 |J^ reasonably be expected on a Hne ^f^iS ;Sv^;lo,r3^;^:;::^-:fS 
 
 am, and the general depth throiutTtor^ /"*''"'" *''^"' '' "^out 1)>'S 
 
 first lock, the basin has an area of fully 7 acreJ which ^^^^^^ *""T''' »"«« ""^ «»« 
 
 squired. All the materials to be remov^ed for t W n , ^ '"''^'^'"'^^ ^ ^^ ''^^^ ^vhen 
 
 The works connected with cWnenin/ .1 1. ^ ?*''°' ?"'^* "^ "'* «»»» «oft clay 
 
 easto?::rfrttnr-^ """'^^^"^ ''^"^'- ^° ^ «I>l-'-ded for nnte, to the 
 
 |-j1^^ to 13 .et, . ^paeious 
 
 of which there is a depth of-feet and upwai^s ^ ^^ *^^ *'"**'"' *>^«'' « ^^^ «rea 
 
 all pi^'mSsrlV^^^^^^ of "torn, on the Lake, bein.for 
 
 number of vesselV:, ^ ' land-locked, and capable of acconunodating safrfy a £^e , 
 
 : t\ 
 
 l\ 
 
 ■■: I 
 
 <.:■! . 
 
 •it 
 
 .-i'» DvJt 1.: •; 
 ■.>■; 
 
 
[admit of a mi 
 
 |vine, so fi 
 mea, if i 
 
 juni' atU 
 
 is forme<I I 
 
 sth (Urcctic 
 
 about { 
 
 tvom 11 
 
 ince piei-s 
 
 ioj to 17 acr 
 
 ' Nilt aiul s( 
 
 ?t, and tl 
 
 'an nit>a ( 
 
 ' is no pel 
 Js on the e 
 
 |3 feet, a i 
 Ir, over a la 
 
 ^le Lake,b 
 Vting safely 
 
16 
 
 flixiting tow-path, 
 
 bculiaritiPH are siicli 
 be cunal nuule wholly 
 fikii would, for the 
 > iniitei inl oxcnvuteil 
 
 ladiuit of a much larger 
 
 ihh for uiauufiic- 
 aue was iosutficient 
 
 |\'ine, BO frequeutly 
 Jiies, if they ware 
 
 lect in all its kaown 
 
 kI to tho dimensions 
 
 it us a narigabld 
 
 Helievt, the results 
 
 [>t., or to an immense 
 
 ly fi-ee fi-om mtiny 
 lion of a canal of 
 I all the advnntagoH 
 ?the nature and extent 
 
 Juni atlet of the 
 I is formcrl by means 
 uth tlirection, nearly 
 about 9^ acres 
 fi-om lU to 12 
 luco piera "and the 
 
 1 to 17 acres when 
 * silt and soft clay. 
 
 ft, and the basin 
 ' an ai-ea of about 
 
 '■ is no perceptible 
 Js on the east and 
 
 3ed for miles to the 
 
 13 feet, a spacioas 
 |r,overalai^area 
 
 Jie Lake, being for 
 ^ting safely a large 
 
 survey made in 
 Jiayii-a, and the main 
 
 rr 
 
 hi 
 
 i 
 
 ■A* 
 
 In further reference to this project, it may at once be stated that the construction of 
 the Wcllnnd Railway has produced such changes in the vicinity of Thorold, as to prevent 
 tho adoption at that place of the line then proposed. 
 
 This will bo evident when it is b<Jm in mind, that the iwilway pass«s through the Ten 
 Mile Creek Ravine with an incliiiution of from 80 to 90 feet to the mile, and that 
 from its position it would have to be crossed by the canal, which on such a grade would be 
 imidmissible. 
 
 A cii-cumstance which lead to the selection of a ]K>int for diverging from the present 
 canal that would admit of crossing the railway at a place where the track is nearly level 
 as before stated. 
 
 This point is about half a mile fui-ther up than that at which the "Lateral Cut" line 
 joins the present canal, but from it for about )j of a mile along the proposed rout* 
 through " Marlatt's Pond," thei-e is a depth of fully 6 fe«t of water ; consequently the 
 formation of the new line, although longer, would ont involve much, if any, additional 
 exjiense over that r(H]uired for enlarging the existing channel between the points 
 mentioned. ,-,'»- 
 
 The amount estimated for this is about {$10^,000, a sum that should be either deducted 
 from the estimate of the Port Dalhousie tiial line, or added to that of the " liiteral Cut " 
 line, for the purpose of comparison. 
 
 The construction of the p;x)posed canal, together with all the works aiid expenses 
 connected with it, from the starting point at Thorold to its debouchm-e on the Niagara 
 River, was at that time estimated at £989,025, or say S^,000,000. ^ 
 
 This being taken as the value of all the necessary works, ete., in 1854, it will be 
 
 evident tlmt at leant forty i>er cent, should Jiow be added to it, in order to arrive at anything 
 
 . like a fmr estimate of its cost a^. the present day. This would make the sum of $5,600,000 
 
 as the estimated probable cost, an amount which thei-e is reason to believe is rather 
 
 nnder than over, what would be required. ■ « 
 
 If the southern end of the ^'ort Dalhousie trial line was followed for the " Lateral Cut" " 
 as fur down as to where these two lines cress each other [3^ miles from the 
 starting point above Thorold], detached locks could be substituted for the three' 
 upper flights of combined locks on the " Lateml Cut" line; but it would augment itit 
 cost at least §450,000, and thus rise the estimate to $6,050,000. 
 
 To be eimbled to disjHsnse with the two other flights of cqmbined locks on this line 
 would involve an expenditure of at least .^450,000 more, which would make the total 
 approximate estimate for the "Lateral Cut" Hue with detachetl locks, $6,500,000, or as, 
 above stated with combined locks, the cost is estimated now at $5,600,000. 
 
 The line from Thorold to Port Dalhousie, with locks placed at such distances apart 
 along the whole route as will admit of vessels passing each other in the reaches between 
 them, including all necessoi-y harbor improvements, is, as before stated,, estimated at 
 $5,180,000, 
 
 In order to admit of a fair comparison being made between these lines, it has been 
 considei^ best to estimate for both as having detached locks, in as much as on a naviga- 
 tion of the character contemplated, combined locks would be so decidedly objectionable as 
 to warrant even a larger expenditure to avoid them, than what could be required to eflect 
 that object in either case. 
 
 It will, however, be observed that the " Lateral Cut " line, with five different flights 
 of combined locks, woiUd cost $420,000 more than that by Fort Dalhousie, with detached 
 locks throughout. 
 
 But to make detached locks on the "Lateral Cut" woidd inci-ea^o the cost of that line 
 to' $1,320,000 more than that requii-ed to be expended in the Port Dalhousie route. 
 
 It should also be bom in niiad that the Port Dalhousie line is the shortest by abous 
 /our miiea—a. fiict which, apart from the question of first cost and maintenance, is of tho 
 greatest importance to the trade, inasmuch as it woidd necessarily lengthen the time of 
 trftnsit through the canal, and increase the towage expenses of vessels. 
 
 
16 
 
 _ lIr,Ting thus drawn atteiitiou toHome of themain quMtions connected with them lincm 
 it in now p.-o,)08ed to Hiihiiut H few further remarks in relation to the respective harboni' 
 It iH doul.tloss mute tnie that the mouth of the Niag.u-a River affords ample space for 
 » lar«e fleet of vessels, and that in certain winds gooil shelter can be obtained in it. sUll 
 there aro s.nou, objections to its being selected for an entrance to a canal, for the p^e 
 T! rSf the size and class now contemphited, some of which may bestatedas followT — 
 
 «. Ik 1 • 'T " * "i^,'^ ''","*"' *" "'* ""•''■' <3 to 4 miles an hour), which in case' of 
 ■oulherly winds would render it veiy diflicult for a ressel to approach the canal in such a 
 £!Tffi "u • u *"■ 'h J''? "["I'loyment of tugs, it is tme, would in some measure obviate 
 thedifficulty ; but, it should be home m mind that both vessel and tug would have to 
 aoM the current in making the entrance. 
 
 «f fk? »: When Lake Erie opens in the spring, all the ice' must pass out by the mouth 
 S;.?l f? River, where everything in iU coui-se is attacked with gr«it force, and 
 during easterly winds it is driven across to the westeily side of the river, rendoriig it 
 •imoet impossible to maintain any pier projecting even slightly into the stream, 
 .•-.♦k «"'*? when northerly winds prevails, large masses of ice are kept floating about 
 iwtheoffing long after other ports on Lake Ontorio are open. 
 
 La f •T**!!-''' °^ ^""*; continue to be the more felt the gruater the extent of trade, 
 •ndfroM its diijrimishing the already comparatively short navigable season, could not fail 
 to be o -jectionable to Niag.ira River being selected as a route leading towards a canal, the 
 navigation of which, at the earliest period each year, is of such Tital importance to the 
 commertial r.^.toreats of the Dominicn. 
 
 . . an*. The rthoals. previously mentioned, as lying to the north and north-east of Fort 
 j:T™i:'*'°"o'^°"^*'"'.''.J°''°'"*''"'y'^^"'^'*^*''^"fiero»'» to vessels entering the river 
 
 £»„li '^ T ,lL'uM'!''"'u"-r .?" '•''.*^ ^''^"'^ °"' "^ f*"- «a t" be near the t-ack that 
 Vould, m all probability, be followed either to or from ports at the lower end of the lake, 
 natnr " irrespective of whether the bar at the entrence is of a permanent or shifting 
 
 4tli. Although the mouth of the Niagara River is a comparatively well sheltered 
 ro8dste.id ; it nevertheless at no place forms such a harbor as is necessary at the entrance 
 01 a canal ; whilst the banks wad shore are very unfavourable for the construction of one 
 m the position and of the capacity required. 
 
 On the other hand there is no appreciable current in the haibor of Port Dalhousie— 
 toe ice leaves it early in the sj)ring, and without injury to any of the works-gen-^rally 
 before the ice on Lake Ene bi-eaks up, and always long before the outlet ot the Nia«ara 
 18 clear. ' ^" 
 
 _ There are no shcals or obstructions of any kind in the offing, so that vessels can run 
 for It safely from any point in the lake ; and further, there is as above stated, a harbor 
 already formed at this place capable of accommodating a large number of vessels.and which 
 at a moderate outlay [included in the estimate], can be enlareed to afford ample space for 
 the trade of the projected canal. 
 
 • These facts, together with the shortness of the route previously described— the ad- 
 Tantages it will possess, the lesser amount required for its construction, and the suitable- 
 new of the harbor, all, in my opinion, lead to the conclusion that the direct Une to Port 
 IWliousie is the best route that could be selected for the enlargement. 
 
 
 
 • > in*." 
 
 ) 
 
 ^'iit-^i-^i 
 
 , ■ , — , -^ -■•'■' • . . .'■ ■ '.' ',■, •• . .^'''•'•.S/u'-' 
 
 3,,:J^; From the junction of Port Dalhonsie branch line southwards, the enlargement can t 
 
 generally bo made along the line of the existing canal, and in order tp obviate the neces- ^■ 
 
 letd twoT*"^ " "^ *'** "'"^ below Allanburg, it is proposed to raise the water j 
 
 ^ The land damages that would be caused'by doing this, it is believed, would be small "^ « 
 in compaiTson with the costs of deepening the channel, and it would render unnecessary 
 
 
 any interfnreuco «ith th 
 proper width of wat«r-w 
 
 From Ilnrst's Brid, 
 for the most part throng 
 very little dsptb. 
 
 In certain winds vi ,i 
 infrequently driven ova il 
 for some time boforo the 
 or below the pond until 
 
 To guard against t 
 openings througn it, so 
 be retained. This bank Jl 
 sweep of the wind there 
 
 From Marlatt's Bri 
 the valley of the Beavei 
 water of the creek is pn 
 
 Thence upwards to 
 lx>ttoro w:idth not exoo 
 Dams Creek, which is p 
 
 From Marlatt's Pot 
 — thechannel along this 
 40 feet in width at the 
 Idready mentioned and i 
 At the hitter place 
 vessels tolpass, unless th 
 be located in a position 
 being executed during i 
 wuter would have to bo 
 The pi-esent 26th /I 
 Grand River level, and 
 height. 
 
 A guard lock has b 
 pose of enabling the wat 
 ment which it w?s « 
 the recurrence of slides 
 From the guai-d Io« 
 ^dth, and sunk a little 
 The part next in oi 
 and known as tho " Dei 
 width of 60 feet at l)ott< 
 from the slides which h 
 b/ mean* of dred j»~ 
 
 Attention having t 
 ^: cOocasioiu have been exp 
 t ,' , lideret^ necessary in a n 
 ^'. i j>; *, . It may, however, 
 !^.. front side of the east ba 
 • ^'j in two feet ofordinary 
 " .' In oi;d.er that tho bi 
 .depth proirased, it will I; 
 being done on the east s! 
 This is tho moro tie 
 'now ahoVTB indications 
 25—3 
 
he rcajx"! 
 
 ,%flbnlN ai 
 
 I be obtftiii 
 . canal, fi 
 f b^ Bt«ite< 
 
 ^r), whii 
 nch the c 
 iBomeuK 
 
 \d tug w 
 
 i paxa out I 
 1 with gr 
 he river, 
 
 » thfi stre 
 
 > are kept i 
 
 ller the ex 
 season, 
 Jing towan 
 rital iinpo 
 
 aratively ' 
 
 ~ cessary a 
 
 the cousti 
 
 ■isljr descr 
 action, am 
 Lt the dire 
 
 ement. 
 
 », tbe eo 
 kr to obv 
 oposed to ] 
 
 ^believed, \ 
 DiUd rend( 
 
V 
 
 (iect<KlwithUicaeHnf>n, 
 
 ^l>e ic8jx*ctivo liiirboiH. 
 
 PS^flbrilH ample ii|>aco foi- 
 
 , h« obtftitied in it, ntill 
 
 ^ CHiial, for the iwRMiige 
 
 [ be Bttvte«la» follows :— 
 
 mr), which in case of 
 
 ach tlie cannl in such a 
 
 iBonie mwiHure obviate 
 
 Id tug would hftve to 
 
 1 pans out bj the mouth 
 1 with great force, and 
 he river, rendering it 
 
 _ J thmtream. 
 
 I are kept floating about 
 
 lev the extent of tmde, 
 
 I season, could not fail 
 
 ling towards a canal, the 
 
 rital importance to the 
 
 I and north-east of Fort 
 
 Tessels entering the rivor 
 near the truck that 
 lower end of the lake, 
 permanent or shifting 
 
 nmtively well sheltered 
 
 "(jcessary at the entrance 
 
 the construction of one 
 
 Ihai'bor of Fort Dolhousie — 
 the works — generally 
 outlet ot the Niagara 
 
 Sng, so that vessels can run 
 above stated, a harbor 
 |ber ofvessels, and which 
 < afford ample space for 
 
 |tsly described — the ad- 
 iiction, and the suitable- 
 Lt the direct line to Port 
 ement. 
 
 a, the enlargement can 
 ^er to obviate the neces- 
 Dposed to raise the water 
 
 ^believed, would be small 
 ould render unnecessary 
 
 1 
 
 1 1 ." 
 
 J ! 
 
 • •:. 
 
 • !>; 
 
 •J 
 
 4 m 
 
 any intei-fnreuoe with the culverts, other than tl»at of extending them so a» toobUiu tbe 
 proper width of water-way. 
 
 yrom H unit's Bridge to "that of Marlatfi, » distance of J of a mile, the ckannd !• 
 for the moBt i«irt through n i>oud, which at some iilacos is of considerable width, but of 
 very little depth. 
 
 In certain winds vessels experience gicot difficulty in passing here, m they are not 
 vnfrequently di vcn over and grounded on the bank, and occasionally have torcmaia 
 for some time before they can get off, othorwiiie they must come to a complete atop above 
 or below the pond until the wind changes. 
 
 To guard against this, an embankment should be formed along the eaat aide, with 
 openings through it, so that the full benefit of the storago capacity of the pond may still 
 he retained. This bank could be used for u second towing palli, which from the peculiar 
 ■weep of the wind there, would at all times be of great service. 
 
 From Marlatt's Bridge <ipwards, the canal for a distance of about 1600 feet, through 
 the valley of the Beaver Dams Creek, is bound chiefly by embankments under which the 
 water of the creek is passed by a stone culvert with two arches. ', . 
 
 Thence upwards to Allanburgh, the channel is for the most p*rt in totting, with a 
 bottom width not exceeding 40 feet; on this stretch is another branch of the Beaver 
 Dams Creek, which is passed under the canal by what is called Davis* Culvert 
 
 From Marlatt's Pond to the swing bridge at Allanburgh, the disUnce is about 2} miles 
 
 ^thechannel along thin part of the route is at many places winding, andvaries from 26 to 
 
 40 feet in width at the bottom ; but the most objectionable parts are through the pond 
 already mentioned and near Allanburgh. 
 
 At the latter place the chantiel is so crooked, that it would be very difBcuH for lareo 
 vatse'.s tc 'p«L»> unhns the line is improved, aidas a new lock will have to be built, itshould 
 be located in a position that would odmit of the line being changed, as well as of the work 
 being executed during summer, when its cost would bo less than if placed either where 
 water would have to be contended with, or the masonry laid in water. 
 
 The present 26th lock is situated opiwsite the village of Allanburgh, is suited U 
 Grand River level, and has a lift of 16 feet, when the summit is maintained at the proper 
 
 height. 
 
 A guard lock has l)een constructed at about 500 feet above the lift lock, for the pur- 
 pose of enabling the water in the " Deep Cut" to be kept at a unifoi-m height ; an arrange- 
 ment which it was considered might be the means of preventing to some degree 
 the recurrence of slides in the banks. 
 
 From the g\iard lock for 1,800 feet southwards, the bottom is from 46 to 80 leet in 
 width, and sunk a little lower than the mitre still at Port Colbome lock. 
 
 The part next in order is the cutting through the highest ridge of land on the route, 
 and known as the " Deep Cut." It is upwaixis of nine thousand feet long, and a mean 
 width of 60 feet at bottom ; the lower parts of the sides are, however, somewhat iri-egular 
 from the slides which have occun-ed, and the necessity of having to remove the materia 
 b/ means of di-edges. , 
 
 Attention having been previously drawn to some of the difficulties which on various 
 occasions have been experienced in connection with this part of the works, it is not con- 
 sidered necessary in a rei)ort of this general nature to enter further into the stibjeot 
 
 It may, however, be stated that the work of removing a continuous strip along the 
 front side of the east Lank of this cut, for anaverage width of 50 feet, and down to with- 
 in t>vo feet of ordinary water surface, is now under conti-aot "^ 
 
 In order that the bottom of the summit level can bo made of the width, and to tho 
 depth proposed, it will Iw nocessiuy to lighten tho west bank to a like extent as k now 
 beiug done on the east side. 
 
 This is tho more necessary as the west bank, which has stood well foir many years, 
 now shows indications of settlement. . 
 
 25—3 
 
 "t;:£.a- 
 
 5iSV'' 
 
 -^tm^ 
 
along the west side of what is at piis^Ta lon^ ..o T Ii" '"'''*''' ^°",°*» f°>- 1^" "o^ part 
 ver, ™ueh diminish., when the St t^KihltXfS:'^^^^^ '"^^^'^ 
 
 at a 2;i-^JtX':S^.:^- --'' - »- ^^ '^ ^^H^teJ fo::itio„, ana not 
 
 belo,^*;fwt-a*'g:^^^^^^^^ 1"<1 dry without emptying the part 
 
 propej foundation L tVe sS« SU oSneA "'""^ '"' '' *'^ " ^^^ ^"V' E a 
 
 j»e-tW^*of%*^at^^^^^ ^»<''» ,«"-l haa been iormed for ful,^ 
 
 'line by means of a lock, 17 feTt Ta ^*"*°'* ^^^*'" ^*^» »»>« P«»ent maii 
 
 ioulT^^i^SLd Rt;^^^^^ 7S"th"«" "'^'^^ ^'^-'g^ » P-'^t a' the 
 
 &««tion where at the Tillage of Chipi^^^^^ nav.gable channel an npwarf 
 
 . Nia^ River. ^^ ^^ippawa it connects with the strong current of the 
 
 -on anrBuffSX^rprirt^Jl"^^^ «« this route, between Port Robin- 
 
 oil;! *?'^'^> "***«*'' that although thritSLrt fe^B i!-^*'*p^t'- 
 , others on the main line of canal, and that the wSltn/ ^ Robinson is the same size as 
 •water hne of communication with Lake Erie tW-^ *"*^ m"***:^ ^^^«" ^°™ « d«ep 
 engaged in the lake trade. ' "^ ""*" " ^^^^^ if ever used by vessels 
 
 ordmary surface of the river, and also tSt ?L , S • i*''^ ^T' " «°» foot ""der th«, 
 archesover the waterway of 'the stiS^ arfuJ; ^eZt^if't ""T ^''^"^ '' *he 
 
 It wiU therefore be evident tKof % • . *'**'' *** ""'f'''^- 
 
 a-ipbon culvert K a l„r;;1Sjt« hZtLZ^r "?"',» ^""' ^^^-S^ which 
 the ^cessary volume of water to^pass **'"°'^ ''^ » 8«=t>onal area sufficient to allow 
 
 Pi^by'^t:^;?aird?rat^^^^^^^^^^ 
 
 of which" r2TfSnXtt.^5SeX^^^^^^ iu^, '^^^ '^ ^««* ™«' the voussoir. 
 t?^ "M° thf »«,^ of the aX.T?itlve^^?„?i"^'''7;°'^ ««"''«*«. b^'ght 
 between the s.de walls, over which a floor TnlTk *""'«"^''«"» then laid and secured 
 
 Se7e^«r«tK^ "^ ^^* *■•«*' ^^'^ the a^^^Water klJt ^"^r^t'y placed. On this 
 the level of the present miti-e sill of PortColborle iJik! '*^^'' °'' ^° ^~* «'«' 
 
 1 
 
 \ 
 
 
 
\ 
 
 - y,-!,-^ >-■-•— VTP" 
 
 19 
 
 When Tjake Erie forma the soured of supply, the summit will be lowered 8 feet, 
 which will leave only lOJ feet in the aqueduct, but by removing the wooden floor nl)ove 
 mentioned, there would be the sumo depth us on the present lock sill at Poi-t Colborne. 
 
 During seasons of very low water there are, however, occasionally for short periods, 
 less than 13 feet of water on the present lock sills at Port Colborne. It is thei-eforo 
 proposed, when increasing the length of that structure, or building another one, to lower 
 the sills, say 1 3 inches. 
 
 The contemplated depth at the aqueduct can be obtained by cutting down the crown 
 oftho arches, from 10 to 1:2 inches, for a space of about 20 feet in the centre of the channel 
 * through it. 
 
 niiscan be done without injuring the stability of the structure, if strong bauds of 
 wrought iron are let into the stone — extended down into the haunches of the respective 
 arches, and throughout well fastened to the masonry. 
 
 The space above mentioned might then be covered between the abutments with heavy 
 plate iron, well fastened to hands and bearei-s, and otherwise secui-ed so as to prevent 
 displacement from any cause whatever. 
 
 By »dopting this course the present aqueduct can be made available for the ]Mis3«rge. 
 of vessels of the full draught of the enlarged canal, and in this way, one of the chief difficul- 
 ties in carrying out the enlargement at this important point will be obviated at a very 
 moderate outlay. ■- . . 
 
 Means must, however, be provided for supplying a larger volume of water for canal 
 service than could pass through the aqueduct. 
 
 For this purpose another, and separate water way will have to be formed ocrosp the 
 tiver, a connection with which could be made above and below the present aqueduct. 
 
 From the i-elative levels of the river and canal, it is quite evident that a structure, 
 such as the existing one, could not be built to the westward of the caual without inter- 
 rupting the navigation, an idea that could not, under any circumstances, be entertained. 
 
 The only place that could be selected for the site of an aqueduct suited to the enlarged 
 canal, is to the eastward of the present one, where the courae of the river could be tem- 
 porarily changed, and the bed of the stretun unwatered until the foundations were properly 
 formed and secured, and the masonry laid. 
 
 I This would necessitate the formation of a canal ai-ound the town of Welland, that 
 would cross sevei-al streets where bridges would be' required— destroy a large extent of 
 valuable property, £ ;1 be attended with a very great outLiy. 
 
 To avoid such an expenditure, it is proposed to form a channel solely for the purpose 
 of passing the necessary supply, which might be so arranged that its bottom would be 
 about the level of the river surface. ' 
 
 It migh be constructed of iron, or even of wood, resting on stone abutments, and 
 on such centre piers as would form little obstruction to the water of the stream. 
 
 If this water way was made on the western or up-stream side of the aquefluct, the 
 lock down tho Welland River would be rendered useless ; consequently, if this branch of 
 navigation had to be maintained, another lock would have to be constructed. 
 
 But by making the supply channel on tho east, or down stream side, there would be 
 little or no intei-ference with the existing works, whilst the saving that would be effected 
 in this respect, woidd pay for all the projjerty necessary to be purchased, and leave a 
 considerable amount to be applied to tho execution of the works. 
 
 From the aqueduct to the junction of the feeder with the main lino, the distance is 
 fully one and a-qiurter mile, and the bottom for the most part is 50 feet, but at some 
 places is 100 feet in width. / 
 
 The east side of the ciirnl. Wfween the points above mentioned, is generally formed 
 of a heavy embankment, so '.Lu6 'Mo piism must be widened, on the west side. In doing 
 

 '■'...■ 
 
 20 
 
 . -'-.■.' , -.^1 ■. ',..v \ , 
 
 
 
 '4iJ 
 
 this, part of tho banks of tho old canal, which now forms n nice- way to the mills at 
 Welland, will have to bo cut away, wluch will render it necessary to make a liew water 
 course at these places. 
 
 , A short distance below tho road bi idgo at the junction, the Canada Sonthom ^Railway 
 CJompany have built a swing bridge for the purpose of canying their tmck over tho cnnal, 
 with the distinct underetanding that a permanent structui-e will be substitute*! by them 
 when notified to do so by the Government. 
 
 The enlargement of tlio canal— construction of new work, and alterations to others 
 —the purchase and drainage of land along the mnin line, from the upi)er end of the Port 
 Dalhousie route in Marlatt's Pond, to the Feeder. Junction, is estimated to cost 
 $1,840,000. . 
 
 From the Junction southwards for 23,500 feet, the canal is formed through clay 
 excavation ; thence for 2,258 feet it is in rock ; when for 2,200 feet it is again in chiy, 
 at the south end of which the priucipul Mck cutting commences, and continues for a 
 distance of 6,347 feet, or to 460 feet south of the entrance lock. 
 
 - The total distance from the Junction to the south end of the Port Colbome lock 
 being about 6| miles. 
 
 . On this part of tho line the bottom is 50 feet irido in clay excavation, nnd from 56 to 
 58 feet through i-ock cutting ; the latter being from Ij to 1 J feet higher than the pi-esent 
 sills of the entrance lock. 
 
 As the sides of this rock cutting will be all hot vertical, it should be made of such a 
 width as will give the prism of the canal through it at l«ast a like sectional area as those 
 parts in earth excavation. 
 
 At the place where the entrance lock is situatod, the streets of the village of Port 
 Colbome run parallel with the line of the canal on each side, and are not more than 147 
 feet apart. 
 
 ; , It will therefore be indispensable that a considerable extent of valuablti property 
 
 i^ould ho purchased, otherwise that the position of the lock should bo changed. The 
 
 latter, there is good reason to believe, would be the most judicious coui-se to adopt. ^ \ 
 
 In order to have the means of admitting a fall supply at the enti-ance during jieriods 
 
 of low water in the lake, the works should be of sufficient extent, nnd nvranged so as to 
 
 Lave openings available for that purpose, nearly equal to the sectional &i-ea of the canal. 
 
 As previously stated there are times when the depth on the lock sills is less than 12 
 
 ' feet This is, however, of short duration, and ocoars only at intei-vals, in sejisons of ve.y 
 
 low water, and after a continuance of northerly winds. To be i)re]Mi-ed for such occur- 
 
 rences, tho bottom of the enlarged or new lock dionld be kept about 12 inches lower 
 
 than that of the present one. 
 
 The Buffalo and Lake Huron Railway crosses the canal at 150 feet below the 
 present entrance lock, so that a new swing brid|ge to carry this line over the enlai-gud 
 channel must be built at some pl>u;e in tlio vicinitgr. 
 
 The Lake Erie entrance to the canal at Port Colbome is formed by means of piera 
 extending out into the lake, which on the westerly sido run in a south-westerly direction 
 1,600 feet beyond the lino of the shore, and on th* eastern side the pier has a southerly 
 course, and is only 500 feet long. 
 
 At the shore line thej are 150 feet apart, aad fi-om that point to the head of tho 
 lock, the distance is 2,300 feet. The present baain is 1,475 fpet in length, and has an 
 average width of 265 foet, containing an area off about 9 acres, with a depth of fully 
 one foot below the level of the mitre silts of tho entrance lock. 
 
 
 The west pier is built chiefly on a ledge of flafc rock, which at about 1,000 feet from 
 the shore is found sliglitly beyond the lino of the pner, at tho level of two feet below tho 
 lock mitre sill, and at this <lo[»th it ca.n be traced sound until nearly opposite that part of 
 the pier which opens to the southwest, whore it is 160 feet out. 
 
 Near the Rv.-lf- referred to for a distance of S50 feet, nnd a width of 26 feet along- 
 ride of the pier, the rock stands from one to two feet over the mitre sill of the lock. 
 
 \n 
 
 .'•'fi,,.;. 
 
 ";'!•* 
 
 ?'.v. . 
 
 
)-w(iy to t 
 I to iniiko a 
 
 is formed tl 
 it is age 
 I, and coni 
 
 if the Port Co 
 
 k'atiou, anc 
 Igher than 
 
 |uld be mac 
 ectional ai 
 
I 
 
 » 1 
 
 n-wny to tho mills at 
 I to imiko a new water 
 
 f Canada Sontliem Eftilway 
 
 ^r track over tlie canal, 
 
 10 substitute<l by tbetn 
 
 ^and alterations to others 
 liip{)er end of the Poi-t 
 lis estimated to cost 
 
 is formed through clay 
 it is again in clay, 
 and continues for a 
 
 5f the Port Colborne lock 
 
 k-atiou, and from 56 to 
 tgher tluin the present 
 
 luld be made of such a 
 ectional ai-ea ns those 
 
 Bts of the village of Port 
 lire not -more than 147 
 
 of valuable property 
 ; should bo changed. The 
 I course to adopt. « 
 atrance during periods 
 I and arranged so as to 
 ctional ai-ea of the canal. 
 )'j Jock sills is less than 12 
 als, in seasons of very 
 |pai-ed for such occur- 
 ept at)out 12 inches lower 
 
 I at 150 feet below the 
 ^^ ae over the oulargud 
 
 ' formed by means of piers 
 ■Suth-westerly direction 
 ^He pier has a southerly 
 
 sint to the head of tho 
 
 < in length, and has an 
 
 ith a depth of fully 
 
 I at about 1,000 feet from 
 " |of two feet below the 
 opposite that part of 
 
 a width of 26 feet along- 
 sill of the lock. 
 
 1 
 
 •ir 
 
 ! 1 
 
 .<; 
 
 ...•'i 
 
 i ]( 
 
 31 
 
 The works of enlarging tho bnsin 725 foet, iu a southerly direction, and to a depth 
 throughout of 18 inches below the mitro uill of the lock, together with that ofmaking the 
 entrance channel at other places fully two feet under tlie level of the lock sills, are now 
 nnder contract. 
 
 When these works are completed, the basin will be 2,200 feet long, and have an 
 ar«a of ll^acres. 
 
 The harbor has a good width o^ entrance, and is generally easy of access ; there are 
 no dangers to be apprehended iu appronching it from the west, but in a dii-ection S. E. by 
 E., bOO feet from the lighthouse on the head of the wost piur, thera is a reef, on the outer 
 end of which, ut low stages of the lake, the depth is only 8^ feat. 
 
 From a point on the shore, 1,500 feet in an easterly direction from the east pier, 
 this reef runs out in a southwesterly coui-se 2,000 feet, to where it terminates at the 
 point first mentioned. 
 
 It is proposed to construct a breakwater alongside of this reef for its entire length ; 
 and by this means form an outer harbor, that will be upwards of forty acres area. This, 
 together with the inner basin woyild, there is reason to believe, not only accommodate 
 the trade ^t the enlarged canal, but afford shelter to all such vessels as may seek refuge 
 there in rou^h weather. Tho main light, with some distinguishing characteristic, could 
 then be ploceu on the outer end of the breakwater, and a smaller one built on the head of 
 the present pier, so as to guide vessels into the harbor at night. '« 
 
 The probable cost of enlarging the canal from the jvttction southwards, inoludinz 
 culvei-ts, lock, supply weir, harlKir, and all the works connected with them, is estimated 
 at about $2,220,000. . ■ . , , «; ,j,:.^.. 
 
 The mouth of the Grand River being well known as tho only natural harbor at tho 
 lower end of Lake Erie, on the Canadian side, it was considered proper that such surveys 
 and examinations should be made as would enable a line, vi& the Feeder, to Uiat place, to 
 be compared with the route to Port Colbome. 
 
 From the junction upwards, tho Feeder has a southwesterly course for 16^ miles, to 
 where it is joined by the Port Maitland Branch at Broad Creek ; it then takes a more 
 westerly direction, and continues in a winding course 4| mil«s to Dunnville. 
 
 From opposite Stromness a line was run along the bed of what is called "Broad 
 Creek" to opposite a rocky point on its eastern side, thence it continued through the 
 marsh, parallel with the Poi-t Maitland Branch, to the Grand Biver, which it strikes at 
 7,250 feet from the starting point ; making the total distance from the Junction to the 
 Grand Kiver, 17^ miles. 
 
 The Feeder, from . the junction upwaitls, passes through a flat marshy section of 
 country, the upper part of which, for a depth of from 3 to 4 feet, is a light vegetable 
 mould, and underneath a deep deposit of blue clay. It has generally been formed by s 
 cutting from 6 to 7 feet in depth below the natural surfaco of the ground, and 
 depositing the material excavated along both sides. In the spring of 1845, it had a 
 bottom width of 26 feet, with side slopes, for the most part, of 2 horizontal to 1 vertical, 
 and a depth of fully 9 feet. 
 
 There were then a number of places where, for a short distance at each, the bottom, 
 had been made from 35 to 40 feet in width to allow vessels to pass freely, during tho 
 time it was intended to be usijd as the main navigable route ; ^^but from slips in the 
 banks, silt, and other p&rtial obstructions, the channel is not now of these dimensions. 
 
 Its water level, when at the proper height, is eight feet over what was formerly 
 asisumed as the low water surface of Lake Erie ; but records of the rise and fall of the 
 Lake show that at times it falls from 6 to 10 inches below that level. The bottom 
 of the summit reach has therefore been assumed at ?2 feet below the surface of the feeder, 
 or two feet under the top of the present sills at Port Colborne lock. 
 
n 
 
 This would make the jiverago depth of ; ut .tg for tht propased cnn:»l about 21 fcot 
 from the junction to the Port Mtiitlaud Bi-anci, wliich may be takou for that dr-pth and 
 vridtli irresiMXitive of tlie pivseut channel, the laatorial exCTvated from which having been 
 placed along the sides, one-half of it would have to bo removed, no matter oti what side 
 the eidargement was made, and the formation of bock ditches, lock, cul ,. . pita, iic., 
 wouhl amount to fully as uiuch as the other half. 
 
 At the itpper end of the line, numerous iHTings were made through the creek and 
 marsh, all of which showed that the matonals to be removed wero soft mud and clay, for 
 the full depth (14 feet) of nooessjiry cutting. 
 
 To excavate a channel from tho Junct'on upwards, of like dimensions as estimated 
 ibr other ports of the line, together v/ith lock and culvert pits, ditches, «tc., would renuira 
 the removal of fully 10,000,000 cubic yai-d* of material. Tliis would form a bank about 
 500 feet wide and 6 feet high, for the entire length of the cutting ; dejiosit ground for 
 which, together with that for other purposes, would requii-e the ]>urcluise of at least 1,300 
 acres of land. , 
 
 A guard lock would have to be con-structed at soma point near the Grand Riv^ar' 
 together with the means of admitting and regulating the supply to the canal, and a lift 
 lock would be required near Stormness, so as to keep up the navigation of the feeder to 
 Donnville. 
 
 New culverts would have to be built in the vicinity of those at present under the 
 Feeder, and new i-oad bridges conatnicted. A bridge to carry the line of the Buft'alo i^nd 
 Lake Huron Bailway would also have to be built. 
 
 The trial line strikes the Grand River about one mile above the outlet of the present 
 branch canal, and 1 1 mile nbcve the entranco pirm .it Pert Maitland. The sti-eam at 
 that place has a width of about 300 feet, between 12 feet^on one side to the same depth 
 on the otlier side, and in the centre it is 30 feet deep ; these dept'.is and this width con- 
 tinue down to near the entmnce of the pm-jcut canal ; but oppof.ite Moss* Wharf, about 
 400 feet downward, 17 feet of water was found in the centre of ' he stream, and 400 feet 
 further the depth was 15 feet. From tliis tho channel diminishes to from 12 to 13 feet 
 in depth opposite a wharf in the centi-e of the village, whei-e it is far some distance both 
 narrow and crooked. Outwards the depth gi-adually increases to 18 feet opposite the 
 north end of the west pier ; j;henco towards the Lake there is a depth of from 19 to 20 
 feet in the centre of the channel. 
 
 The entrance is formed bv means of piers, having a south-westerly course, placed 180 
 feet apart, and so that the one on the west side extends 400 feet further into the lake 
 than that on the oast side ; the latter is 1,400 feet long, the inner, 1,000 feet of which 
 runs in a S. S. W. course from the shore, and forms a bi'eakwaler on that side. 
 
 The west pier is 1,600 feet long, and the inner COO feet, run all but due south from 
 the shore. 
 
 Inside the area is lai-ge, but with tho exception of a comparatively narrow channel, 
 it is for the most poi-t shoal, so that there is at present no accommodation for large 
 vessels, until north of the entrance of the present canal. 
 
 The mouth of the Grand River is easy of access from the Lake, and has the advantage 
 of being open earlier in the spring th.in places to the eastward of it on Lake- Erie. It 
 could doubtless be made an excellent harbor, capable of accommodating a large business. 
 
 But notwithstanding all tho natural advantages it possesses, it is quite evident that 
 economy would not be consulted, or the interest of tho navigation duly considered, in its 
 being selected as the Lake Erie terminus of tho projected enlargement, inasmuch as it 
 would involve the necessity of making what is equivalent to an entirely new lino of canal 
 17|^ miles long, requiring an enormous extent of excavation, all of which would have to 
 be waate<l, whereas an available Hue only 6f miles long, is already formed to fully one- 
 half the necessary dimensions. ;(j.. , 
 
 i 
 
 
To make th« enlarged canul nlong the lino of the faeder, and through the manb to 
 the Grand River, together with nil necesaory works, hnrbor iinproveraent«. Jkc.. would 
 cost at lenat 84,260,000. - 
 
 It is, however, important that the feeder sliould be thoroughly cleared out, the 
 bottom lowered about two feet, and aonie additional piwsing places made. 
 • By doing this, it is believe<l that a much greater volume of water could be drawn 
 from the Gi-and River at Its low «tiig03 even in dry seasons, and iu this way the dilHcul- 
 ties hitherto oming from short supply would doubtless, in a great degree, be obviated. 
 In case of ^ wet season occurring during the onhirgenient of the main line, the deepening of 
 the feeder would admit of the trade passing temporarily by that route, as was done when 
 the construction of the pi-esent canal was in progress. 
 
 By adopting this course, it is probable that the work connected with the rock cutting 
 bdow Port Colborne, instead of being conCned to the winter months of several years, 
 might be carried on at least one year continuously, which would greatly facilitate the 
 operations, and enable the pressing demands of the trade to be met at the earliest possible 
 period. .(.;.: ^ . . , * 
 
 The various important matters connected with the enlargement of this canal, having 
 been I believe, fairly placed before the Department, and at the same time as fully u 
 could be done within the limits of an ordinory rei^rt, it is now considered proper to give 
 A hntf returns of the piincipal reasons which led to the selection of the route recom- 
 mended. 
 
 let It is the shortest practicable route across the peninsula, being only 26i miles in 
 length, a matter of vast importance in a ship canal between the two great lakes, where 
 the time occupied in passing through it is often of the utmost consequence. 
 
 2nd. It is the cheapest line of navigation that can be formed of the capacity to 
 answer fully all the objects contemplated 
 
 3rd. The harbors at either end are easily ac >ssible, free from attacks of ice, anp 
 have none of the objectionable currents, bars, shoais, Ac, which are almost invariably 
 found at harbors situated near the mouths of large sti-eams. They are open early in the 
 season, and continue so, long after navigation closes, and can be made at a reasonable 
 outlay fully capable of accommodi^ting the trade of the enlarged canal. 
 
 The probable cost of the contemplated works from Port Colborne to 
 
 Thorold, will, as previously stated, amount to $4,000,000 
 
 From Thorold to Port Dalhousie vtA the new and direct line now 
 
 recommended.. ; 6,180,000' 
 
 Total 9,240,000 
 
 The carrying out of this extensive undertaking would, under any circumstances, 
 occupy from three to four years, a period not unlikely to be protracted by the scareity of 
 men accustomed to that class of labor, unless there may be a large influx of workmen 
 from other countries. 
 
 It is important that the summit level should be maintained, as nearly as possible at 
 its usual height, until at least one-half the additional width is obtained, when it can be 
 lowered to that of Lake Eric. 
 
 The canal can then be made the fuU width, without the operations interfering with 
 the passage of vessels. ^ j 
 
 ■ In the prosecution of this work, such a number of excavator dredges can be employed 
 as will enable the widening to be proceeded with as expeditiously as circumstances will 
 warrant ■■■' ■ ;■'• ■ ■ • ■>■ ■ 
 
 From the nature and extent of the Undelrtaking, It is believed that it eon be carried 
 but in a more satisfactory and economical manner by letting the work in sectiotis than 
 n Any other way that could be adopted. 
 
 [ I 
 
 "i^ 
 
:i. 
 
 ^ It i. also imiwrtunt thut, ia every cum, it Bhonld bo placoa in the hn.ul. of thorouffl.lv 
 competent co.itnictoii,, and at hlcIi piicc-s a» will fai.ly irincsont itn value irnW^^ 
 
 s^^t rrr/''" '"•'"';""'•• "° *'"•' -" «'^» anything Ue^uiub^'opiniiLrtrth: 
 
 time hkely to bo required to carry out the contemplated enlargement. ' * 
 
 The survey wan entrusted to Mr. Thoa. Monro, whose Kcport is hert^unto «n,«nded 
 
 I h»Te the honor to be. 
 Sir, 
 Your obedient servant, 
 (Signed,) JOHN PAGE, 
 
 * Chuif Ungituer, Public IfflriU, 
 
 »' » 
 
 
 REPORT OF OFFICER ENTRUSTED WITH SURVEY. 
 
 John Pa««, Esq., • °""^'^"' '^'''^"^'^ 23rd, 1872. 
 
 Chifff Engineer, Public Works. , .■' 
 
 BiE,-A8 instructed by you I have made such Htirvoys and examinations of the 
 .vajious routes proposed for the enlargement of the Welhtnd Canal as will, I trust, enable 
 » decision to be arrived at as to the most eligible line for the improvement of t»iis areat 
 public work ; aui I have now ihe uonor to submit for your information the general result 
 JecuLs^^r'S* '" following Rei^rt, and shown on the accomimnying plans, 
 
 ♦k \^??i ^*'"*' /'■^"^""y expressed desire, during the progiess of the surveys, that 
 they should be made as com,.rehen8ive as i^sHible, so that all the data necesaaiy in the 
 .full and fair discus,sion of the relative merits of the rieveral projects should bo correctly 
 .supplied I beg to prefix a list of the principal examinations and measurem nts which have 
 been made.- 
 
 Dalh^' ^ ^^^^'^^ ""'■^*'" '^ ''* to[)ogiivphical mapof the country between Thorold and Port 
 
 »t .1^;, Aon7I^ "^ ^^« f ^"^'l* canal, from Thorold to Port Colbome, with cross sections 
 at about 500 feet wpait throughout this lengtli. 
 
 M dtfan?^^"'*''"^"*^' '*^^'^ '"'*^ ^""^ ^^°^^ *^° ^^®'^®''' "'"^ ^"* ^''°'"^ ^^^^ *°^'^'"' 
 
 4. A survey of the Twelve Mile Creek and it eastern tributaries, together with 
 longitudinal sections of the same ; lines being run from tho head m ators to connect with 
 the present canal near the town of Welland. 
 
 ,6. An examination and pai-t survey of the proposed " Lateral Out " to Niaeiun :— 
 ' also soundings ofthe mouth of the river, ic. w^iugiuj. 
 
 According to your directions at the outset, tho surveys were made with a >-iew of 
 obtaining a practicable line for enlargement, with detached locks throughout. When the 
 . work was well advanced, you informed me that tho scale recommended by the Canal Com- 
 .^.missionera for the proposed navigation was for a chann. 1 100 feet bottom width, havinjr 
 Bide s oi^es of 2 to 1 m. clay j locks 270 feet in length between quoins, and 45 feet wide, 
 with twelve feet on the mitre sill,-canal depth being 13 feet. The quantities have been 
 estimated for a canul of these dimensions. 
 
 1 1. It is evidently imi)ossible to enlarge the present canal to any considerable extent 
 
 , along Its noi-theru end, chiefly l>ecuuso numbora of tho "mountain locks" are so close 
 
 together that they could not be lengthened without throwing many of them into combine- 
 
 tion— an aiTangement very objectionable in a navigation of the chaiacter contomphited — 
 
 I . 
 
 Iv 
 
 ^-:, 
 
 t^i. 
 
 ■«^«*ci:*Kif<ii!t.*-. 
 
 V#v. f: "«. ■ft/^5!p^^-*3t^,,-ai„*p 
 
A'); 
 
 35 
 
 ' - ' ■■ ' -i* -■ . ji' ' - ' J 1 ...-■■■' ■ ■'■■'-« J .. . ' = 
 
 A new line hod therefore to bo sought for by which the tdescent between Thorold «nd 
 Lake Ontatio could be made by detached locks, with a sufficient length of reach between 
 them to enable vessels of a large doss to pass each other without difficulty. 
 
 My examinations were, accordingly, first directed to this matter as being of vital 
 impoiiance to the whole question ; and in order to render the results intelligible^ 
 I shall endeavour briefly to desciibe the leading topographical features of the 
 vicinity. ^ ' 
 
 The Niagara escarpment (hero called the "mountain") runs in a general direction 
 west of Queenston Heights to Hamilton, and at a distance from six to eight miles from 
 the shore of Lake Ontario, with a summit level of 350 to 3G0 feet over the surface of the 
 latter, near Thorold. This is one of the most formidable obstacles to be surmounted in 
 tho constniction of a canal connecting Lakes Ontoi-io and Erie. 
 
 Although at many places it presents a nearly perpendicular face, yet there aro valleys 
 or indentions which break the general regularity oi its ontliue, and where the slope is 
 much less steep. Down theae the streams that drain the northern part of the upper 
 plateau find their way to the plain below. 
 
 Advantages has been taken of the bed of one of these wator-courses, in the constme> 
 tion of the existing canal. * - . 
 
 The Twelve Mile Creek, which has its sources amongst the " Short Hills," about 
 half way across the peninsula, dividing Lakes Ontario and Erie, runs into the formm 
 at the village of Port Dalhousie, where the lower entrance of the canal ia 
 situated. ■'r-/-, 
 
 ' , By damming the mouth of this creek, its waters were set back to the second lock, in 
 the town of St Catharines, about three miles inland. At the third lock, the canal leaves 
 the main stream, and runs up to a crooked branch of it to the foot of the " mountain," 
 which ie reached at tho fifteenth lock from Lake Ontario. The face of the slope is then 
 ascended obliquely by a series of six locks, known as the " Mountain Bange ;" at the 
 head of which the canal curves shaiply to the south, and is continued along the western 
 side of the incline until the level oi 118 feet over the lower lake is attained at lock 25, 
 in tlie village of Thorold. . 
 
 An examination of that portion of the line between Thorold and what is known an 
 " Collier's Bend" clearly showed that all the gi-ound available there for canal purposes- 
 was occupied by the existing work, together with its reservoirs, mill sites, &c., 6cc., antt 
 that it would be as impossible to locate another line alongside of it as it was admitted to 
 be to enlarge the existing ono to the required dimensions. 
 
 This being the case, attention was directed to the ground on the cast side of the 
 valley of the Ten Mile Creek, as it seemed to offer the easiest descent towards Lake' 
 Ontario. 
 
 This creek rises about the centre of the northern part of the township of Stamford, 
 and on the plateari above the Niagara formation. Its course is almost due west for about 
 four miles to Peter "Hoover's farm, on lot 15 of Thorolik township, and immediately in 
 rear of the village. ^ 
 
 Heie the stream (which is quite small) turns sharply to the north, at right angles to 
 its previous direction, and, running down a ravine of about half-o-mile in length, deeply 
 worn into the clay, falU over a ledge of rock which marks the edge of the " mountain,** 
 at Brown's Cement Quurry. , • • .j 
 
 The fall occurs at the mouth of the ravine, where the banks of the latter are about 
 forty feet high. The level of the stream below is about eighty feet under thnt of th» 
 plateau. This place may be described as the southern point or head of a deep valley, up 
 . / a ■ portion of the western slope of which the present canal is carried, as above 
 referred to. " . 'r■^^';' ';■'••,:■■■ '-'rJ^-ri : 
 
 {..-.^ Where the ravine opens out into this valley, the banks are, as above stated, high, and 
 from thence the ground inclines downwards along the base of the cliff towards the north' 
 ' east, exposing more and- more of its rocky face until the eastern points of the valley ar« 
 -reached, where it shows an almost perpendicular height of over 100 feet 
 25—4 
 
 i 
 
■JMj 
 
 9f 
 
 j>>. • .. J,i>.'i>ti:,; ■{ 
 
 •In foUoMnng the foot of the slope, the Great Western Railway is met at about a mile 
 •nd a-quarter from the mouth of the i-avine. As this forms a governing feature in the 
 locatwn, Its course in the vicinity may l>e briefly described as follows :— 
 
 tV *v J«n".c»«M«» the present canal at Lock No. 12, about two miles below Thorold 
 
 It then runs ma general direction a little south of east towards the Suspension Bridge 
 traversing the Ten Mile Creek about one and a-quarter miles from Thorold Station, and 
 entering thelong cutting by which the *' mountain " is ascended at about a mile further to 
 the west The grade is here 38.64 to the mile, and in the valley of the creek there is a 
 considerable cucve in heavy embankments. 
 
 ■■■y -Thus, looking northward from the mouth of the ravine at the Cement quarry, a sort 
 of tnangular^haped area presents itself, fomed by the line of t}f Gi-eat Western Railway 
 imd the east and west sides of a deep indentation in the line of the " mountain," con- 
 yerpng to the f int referred to. Down the centre of this space the Ten Mile Creek runs 
 northward to the lake, crossing the railway as above described. Its mouth is about three 
 .r.iile» to the east of Port Dalhousie; wuii«reo 
 
 The whole of the eastern slope between the ravine and the railway has been carefully 
 surveyed and coverwi with a network of levels. The cross sections were also continued 
 to the north of the latter, until the ground ceased to present any difficulty in projecting 
 
 ' 1 A' ** ^ ■**" apparent that, if the large natural excavation of the ravine described 
 could be utUued, a practicable route might be formed for connection with the present 
 canal above the village of Thorold, this gully was measured and closely levelled through- 
 out ; and the ground between the bend referred to on Hoover's Farm and Marlatt's Pwid 
 ■was also cross-sectioned over an area of about three-quarters of a mile in leneth by half- 
 a-mile m width. 
 
 •., .'"^^f *^"^* °^ *^*'^ opei-ations has been that fair location can be had between 
 Marlatt s Pond and the Great Western Railw ich is the most difficult part of the 
 route from Thorold to Port Balhousi'e. 
 
 ', ^ ?*" °°T proceed to describe this .. ^mrticularly, submitting my reasons in 
 faTor of the protected bne. . . * ,. • 
 
 The difficulty of choosing a proper point for divergence from the present canal has 
 been greatly increased by the construction of the Welland Railway. 
 
 This line runs from Port Colbome to Port Dalhousie, on the eastern .side of the 
 canal. Behind Thorold it is located in the ravine formed by the Ten Mile Creek 
 (previously described), this being obviously the best way of reaching the lower level. . 
 The grade down the ravine is, nevertheless, between 80 and 90 feet to the mile, and 
 this i-ate of inclination is continued for nearly three miles. It is manifestly desirable to 
 utilize as much of the existing canal as possible, and in this view the new line should 
 begin at as short a distance above the mountain locks as could judiciously be done. At 
 the same time, it is clear that the ravine affords the 'jest line for enlai^ment by reason 
 of the great saving in excavation consequent ujron its adoption. 
 
 ^ A trial line was therefore run, diverging from the middle of the "little Deep Cut," 
 and striking for the ravine as directly as its position would permit. This would be a short 
 and cheap line between these points. 
 
 But after careful examination it was considered inadvisable to adopt it, inasmuch as 
 the railway would have to be crossed at a gi-eat angle of skew, between the banks of a 
 narrow gully, and at a point where the grade of the track is from eighty to ninety feet 
 
 pormile. ■ ■■■' ' ■■ ■ ■ ■.^::-'.^'l ■■,-..•:■,■:■.•■■,, r. . u-:- -. ■. ...■_■.;.■■ ,->.:v:. 
 
 , - • . To avoid this it became necessary to divei:^ further south than the Little Deep Cut; 
 and, after a careful survey of the ground, Mariatt's Pond seemed, under all (he ciroum- 
 Btances, to be the best place for the purpose. • • - .>; .-v 
 
 By continuing the general line of the reach south of Hurst's Bridge across the road 
 to Allanburg and the Welland Railway, the latter can be crossed at a fair angle and 
 where the grade is nearly le.el. The height of the rails being about 9 feet over the - 
 
 ■■1 
 
 -i.* 
 
 ■$ 
 

 J 
 
n 
 
 '^; 
 
 fhST" i^^**** ^^ *''* ^°^^ " '^'^ fevowblo for the construction of a swing bridge at 
 
 «.» ^<«* »» "» addition, an eyident advsniage in drawing from auch a larn« body of 
 
 Tr^tl ? *Al^°°«.*?**^ '*^°* AUanburg, f,r the snpply of the proposed canii as well a»- 
 lor that of the existing one. ' * r i. 
 
 «. J- ^^^ *j'*^ I'"*' f ^' «««K«ng tke railway, sweeps to the north by a curve of 1000 feet 
 radius, and enters the ravine at the bend on Hoover's Farm, . 
 
 «f ,, '^'^^*°*!!8» ^^ ,•»«"» taken of a small branch of Marlutt's Pond, and also of the shape 
 01 ine groirnd, to reduce the amount of excavation us much as possible. Still it is very 
 considerable, asthe ridge already traversed by the "Little Deep Cut" has again to be 
 out through. The distance from the point of divergence to the 24th lock from Lake 
 o SrJn^i" "'"•Y"' " *'*^^ ^***- ^**"* 3,630 of this is in the cutting ; the lemainLig 
 3,800 being through Marlatt's Pond, where there is from five to nine feet 
 water.../ -..._..... .,,-,, 
 
 From the 24th lock to the mouth of *!ie ravine the distance is 2,400 feet ' Down the, 
 S«»"y» « M proposed that the centre line of the new canal shall be the same as that of the 
 ppBsent raUway, the latter to be shifted about 120 feet to the westwaitl. ' . 
 
 • k.i'^'^j °?^ **'® ^"'^ '*®" "^^ ^ ^'^"y* *"*^ * 8«at portion of it through rock, yet it 
 18 DeUeved thu is the best line that can be had under the circumstances. The rnilway can • 
 in this way be relaid on precisely the same grade as at present, and.tlie turn out to the 
 ane in its new position can be mado by an easy reversed curve just north of Thorold 
 Station ; .the tangent down the ravine being, as before stated, ran 120 feet parallel to and 
 west of Its present location, so as to join the existing line a short distance from the 
 CeniOTt quarry, thus straightening a portion of the track at that place, which is now 
 curved. In short, it may be said that the traffic of the line need not in any way be 
 intenered with by the proposed arrangement. 
 
 i^ ^^T^^ if placed on the slope north of the mouth of the ravine, the i-eaches between 
 it and JNo. 24 being shown as 630 feet each. 
 
 The hick in the cutting will consist of the upper layers of the Niagara limestone, 
 amongst them being the bed from which the well-known "Thorold cement" is 
 manufactared. . 
 
 From the mouth of the ravine to the crossing of the Great Western Railway, the 
 line gi-adually descends the slope, passing close by the north end of the Thorold cemetery, 
 and near the old (and now abandoned) stone chureh. At the railway the distance from 
 the starting point is 2.40 miles. 
 
 ^^ar^y tJie same arrangement as to locks and reaches is pieserved from Lock 24 ,to 
 Lock 17, which latter it is propose<l to connect with the abutments of the swiug-biidge to 
 be built at the crossing of the Great Western Railway j that is to say, a lock and reach 
 occupy together from 1,000 to 1,100 feet ; from which, deducting the length of the lock, 
 l^ves from 630 to 730 feet in th« reaches, the latter being nearly three times the length 
 of the largut vessel which could navigate the enlarged canal. The lift of all these locks 
 18 14 feet each ; the level above 24 being 320 feet, and at the Great Western Railway 
 above 16,260 feet above datum of mean water surface above Lake Ontario. 
 
 As before stated, the ground along the eastern slope was carefully examined and 
 levelled, sothat, if there is no objection to the adoption of locks of 16 feet lift,^ another 
 line can easily be laid down on that basis and estimated for. In such case the length of 
 lock and reach might be increased to nearly 1,300 feet ; and one lock coidd be omitted, 
 the descent being accomplished by seven locks instead of eight, as shown. 
 
 Even with locks of 14 feet lift, it is, however, possible to obtain a greater length of ' 
 rea^ by throwing the line up nearer the " mountain," and making it more circuitous 
 with the same, or, if required, less fall. ., , i 
 
 As the Great Western Railway ascends towards the east oy a gi-ade of nearly 40 
 feet to the mile against it* outward and principal freight traffic, it is evident that no 
 
 uik,i.erencewithtbi8rateof incline, by which it would be increased, is admissible. The 
 level of the. rails will, thercf.jj, jjovrsm that of the surface of any canal at the srossing. 
 
38 
 
 -•>rN'^-it 
 
 'if ; 
 
 
 
 <».-T 
 
 .lii' ■■■- ■ 
 
 ; ■ ■■'.v., 
 
 ''4- ~' '-^ ' . 
 /«*■/..•■ 
 
 l«^K> ■ 
 l-M '■''■■ 
 
 dwtance between these points ; and, as above stated, the mihvay rises ti»AdW^^lh.^ 
 
 ^t th?Ji!!:.li!i"' »!>« »;lwa7 crosses the cieek iU rails are 1 98 feeb above datum wbeieat 
 ' Jit! ^^ ^'°* *^ '""^"^ ^"-^ *^" '^''^ ^^-^^ "'^J' -^ 216i feet abov^ the al^J 
 
 This part of the line his been particularly described, inasmuch as it will h«r«»««. 
 Slf/pr^*'' '" r°*^*^'»' ^'H> tl^e P^jected"^ " LaterarCut" to Nia^Ja The SffiS^ 
 twsoflooat^n do not, however, cease when the railway is passed ^o the noSh^ 
 ground « stai 8U«p for over a mile, and had to be cavefuJly oxLinek to obtifn ."LS! 
 
 n^l-^Jr" *^'' "l'"^*? crossing it becomes necessary to curve a good deal to the west. » 
 
 w.cS:K^S;I^;::SSteS[:?^^^ **" * '•'^'^ tangent betw;« 
 
 The line then n.r^ nearly straight to 3.82 miles, taking advanlaee of a snnr of h;-i. 
 ground between two small tributariS, of the Ten Mile Creek. """^f® *** * "P""^ '>''*n^ 
 «.n- iT* "T^i^ throwing the canal into heavy embankment. On the lenirth of 1 a* 
 Sitlife^''''^ l''\'^i'^^'?^^' ^°'- ^^' 15 a-^d 14 (e«cl. U feet liftriock No liill 
 
 th« B^nllf •'"? ^^^'^ f"'''^ '"S.^"^ ***^' **'*' ''"'* "»°« to^^wJs the western end rf 
 : S'i^g'^g^Jr'' '""'^'^'""'""-'^^ ^"-^^ where the bank., aitTerylo^ 
 
 W^it^p"?*^"^'? *l"t *", ^^^ *''*°'^^^' *»^ **»« " T«» " ''a^«. in the vicinity of the Great 
 Western Railwy.y, high banks; but at about thi-ee-quarters of a mile to the north ^t 
 these valloys run out, and the streau., aie nearly on a level with tW«>,mdin«lu^ 
 Advantage has been taken of this feature to c4s the Ten Mile CrTat a^frvo^U 
 
 TT«m!?\*^°^®*r^ corner is reached at 4.66 miles, and the road from St. Catharines to 
 
 Homer ice, i, here crossed. The present line is shown on the map as curvhicr SX to 
 
 the east, for the purpose of shortening the cut through the gmvel Lion whfchffiS 
 
 , Sble"!' '" '"'"' "" ^' * ^"^^"^S aa neari; at rfght angt to the litter^ 
 
 ♦!,« T?"" this point the trial lino bends a little to the west, and runs straiahtDast xfh^ 
 the Niagara toad intersects the side line betweenlots U and 15 of GmnSm The^^ 
 five roads meeting here, which can le served by one bridge. The long taZnt sh^^ " 
 
 Srve nllr i ^ 7^;!r *^' second time, at 7.01 miles, and immediately soS oflE 
 curve near the head of the grade to Port Dalhousie. ^ 
 
 W«llJL'"p^M'"*"'*?^*^''*f™"''*^^ ^°- " *<» t''^ I'O'nt of intei-section with tJ^ 
 Vr^i^'^tnC^" r'""'^ ■"T"'"^ "^"'^ "'^'' is north-westerly and the ^ 
 J^^?,r °°,'l^,<^»'ty: ^ curve IS shown to the north of the ceraoteiy for the par^TS 
 
 wlJil?/- r-^'' ^'"'^''** P™^"^^' ^°"*^«' *«=• ^ «*™'«ht line can, however' bTl^d 
 without involving more excavation than on that now pi-oJMted. ' 
 
 V i'k" T* 8f°,»d crossing of the Welland Railway the line runs to the head of tKe 
 
 '?Zt^Ttnf ^^"^l ^""«' ""^ ^'^^^'^ i' ^ *h« 1~' <«»n«l> the centi of which U 
 reached at 8-bC miles from the point of divergence above Thorold. 
 
 lo the south of the railway the maximum lift of look is 14. ft^^ •.«.« ♦!... v 
 
 Tary from 830 to 7,000 feet in length. The line wSll Lt^lv ^iSJ^^lj^^^ 
 
 li and 0, the latter being close to the rail way. ' - ~-,-we„„ .-_-, 
 
 
 .'-Vv^^ 
 
r;.'N 
 
 49 
 
 ^he mouth of the nvine 
 
 ek, the leNS will be the 
 
 Jtea rapidly to the eaat- 
 
 mora lockage ta do and 
 
 ; above datum, whereoa 
 feet above the aame 
 
 luch as it will hereafter 
 
 Niagara. The diffioul- 
 
 Ll. To the uorth the 
 
 led to obtain a praotio- 
 
 . deal to the west, in 
 Ibeing closely aurveyel 
 Ih above Lock No. 1, 
 
 ■hort tangent between 
 
 Itage of a spur of high 
 
 )n the length of 1.33 
 |ift), look No. IS (13 
 these have reaches of 
 
 i the western end of 
 Ihe bunks are very low, 
 
 the vicinity of the Great 
 
 lie to the north of it 
 
 I surrounding country. 
 
 I Creek at a favorable 
 
 from St. CatharineB to 
 
 > as curving slightly to 
 
 idge on which the road 
 
 ^gles to the latter as 
 
 [ins straight past where 
 Grantham. There are • 
 long tangent shown is 
 ; cu've the trial line crosses 
 juediately south of the 
 
 intersection with the 
 
 ^h-westerly and the ground 
 
 ifcery for the purpose of 
 
 lean, however, be had 
 
 ^e tnm to the head of the 
 I the centre of which is 
 ■>--■'■■ 
 feet, and the reaches 
 ' eonstructed between locks 
 
 .(■■ 
 
 it 
 
 
 
 • ■••V' 
 
 From this point to the head of May's Ravine the work will be heavy, if the grade of 
 the railway be taken as governing the canal lovol.i. It may perhaps hereafter be consid- 
 ered advisable to alter the locution or grade of the track, or both. 
 
 The level of the rails from St. Catharines to the bond of the grade descending to Port 
 Dalhousie does not differ very much from that of the ground adjacent ; hence the canal 
 surface must be entirely in cutting, iu order to pass under the present line, giving at the 
 same time the necessary height to construct the turning apparatus, dsc., of a swing 
 bridge. 
 
 It follows that the sooner the railway can be reached from the head of the Ravine, 
 the lighter the canal woik can be madn, ai immediately after crossing the track, the water 
 surfiuie can be thrown up out of cutting, as shown on the ]»roiile. To make this clear it 
 will be necessary to describe the trial line at the outlet of May's Ravine. 
 
 The present canal level above lock No. 1, at Port Dalhousie, ii taken at 13 feet above 
 datumof mean surface of Lake Ontario. By placing the second lock above the lake in 
 the point of the south side of the entrs ,ce to the ravine, and damming the water back, a 
 reach can Ije obtained above it of 1,350 feet in length, and generally of a good depth. 
 Look No. 3 might be located a little to the west of the main road from Port Dalhousie to 
 St. Catharines. The reach between it and No. 2 would then be about 1,000 feet, and the 
 surface level of the canal 44 feet above datum. Lock No. 4 could be placed near the 
 point where the north branch of the ravine runs out — the surface above it being aboutjGO 
 feet over datum. This would give a suitable height to pass under the present grade* of 
 the Welland Railway, which at the point of crossing is 68 feet over tlie same place. 
 
 It is quite practicable to divide the 48 feet, thus proposed to be overcome, by 3 locks, 
 
 into four lifts if required. In this case, it would perhaps be better to adopt the south 
 
 branch of the ravine, as a site for the canal. This woidd lengthen the whole distance 
 
 . only some 500 or COO feet. The calculations are, however, now made for the line down 
 
 the north branch. . 
 
 ▲s before stated, the trial line joins the existing canal in the reach above lock No. 1 . 
 
 Between this point and Poi-t Dalhousie, there is a large bay on the east side of tho 
 canal with an area of 40 acras, in Avhich there is at present fi-om 12 to 15 feet water, 
 with a mud bottom. This forms a capacious inner basin, for the accommodation of a 
 large number of vessels. It is almost completely land locked, so that all those likely to 
 be detaii>ed from going out into the lake during stormj weather, might safely lie there 
 without interfering in ony way with the upper bound traffic. 
 
 Soundings were taken over the ai-ea — between the entrance piei's to tie harbor — and 
 for some distance out into the lake. Cross sections were also taken on the east side of the 
 present lock, at Port Dalhousie, where it seems the enlarged lock should be 
 constructed. j . 
 
 The general depth from the lock to the end of the piers (a distance of 3,200 feet,) is 
 with 12 feet on the lower mitre sill, from 10} to 12 feet. A portion of the material 
 forming the bottom is Lard ; but there is no reason to belitTe that to obtain the necessary 
 depth for a canal of the proposed dimensions, any extraordinary difficulty will be encoun- 
 tered. A part of this work is now under contract. The water gradually deepens lake- 
 ward from the head of the piers, and there are uo'ahoals or other dangers in the approach 
 to this harbor from any direction. 
 
 All the information obtained during the period of the surveys and examinations, from 
 captains of vessels and others practically acquainted with the requirements of the trade 
 of the canal, proved clearly that Port Dalhousie is one of the best porti on Lake Ontario. 
 So that by an increase of depth and area it can be made fnlly adequate to the wants of 
 the proposed enlargement, and thiii can be accouiplished at a reasonable outlay. 
 
 Trial lines were run from the projected route above described to another ravine on 
 the right bank ofthepresentcanal, on lot No. 21 of Grantham (IV Con.), and about 
 one mile below lock No. 2. A general examination of the banks on this side was made 
 with a view of finding some place which might improve tho proposed location. The 
 results prove that the point selectsd for entering the canal is decidedly the best. . 
 
 :';:\ .•;^*twft< 
 
 •'.i,-,'.,-)!^)^') 
 
 •^S^^tf??' 
 
 
so 
 
 Th« foregoing tlesonption will hHonv the general fefiturea of the nropos«l line for 
 enlargement between ri.oroUl an. Port Dalhounie. It u about three-qnarten, of h mile 
 
 m U. u .?^ f. '^ *'*"'* '*' r'"'"' •**^"' 60,,er^ent. of the whole .li»tance of 8» 
 .^J^V r *> ''""•' •*' "f""'^ ~- ^"'P'" ••P»<=« «*" »« »"«1 between locks d 
 
 «^f ♦^J Iw '"^^'"'^ T'' ^'^''^^ ^"*'^' "'"^ ^''^ ^^^"T "^-^"'"g <^'»n »^ »' •"•«»g«l 
 M not to .ntbifeie with ex.H mg gn«leH, whiUt at the «ume time, the efficient worUng of 
 the proposetl c«.u»l can be fully Hecureil. If the lino rocon.mendo.1 bhould. in the m.un, be 
 adopted for construction the relative leveln of the old and new canals will be such th-at a 
 aige milling and manufuotunrtg iM)wer cm be ci-eated on channels dischamng fraui the 
 latter into the former at variouH points, The nature of the soil through vfhioh the linn 
 rims u generally so favorable for the construction of water-tiijht Unks a-d sides, that the 
 low from leakage and inhltration (often a serious item), will prob,ibly be mluced to a 
 w I?" M- "* . • *".*'"* «''«c»ti''» «f ^l"* ^"'•k. the pi-oximity of lai-go quarries of excel- 
 lent bu.ldi.,g stone, together with an abundance of first class cementr will prove a great 
 a^dob,,ou» advantage, Fumlly, the Lake Ontario terminu. of this line «n, a. bSoiti 
 trfirL / ih T.'**r n'P"''l* °^ accommodating the lai-gely increased tn.de, which 
 wil^ beyond .11 doubt, follow this route upon its completion to the scale now iontera- 
 
 "111 
 
 Near where the trial line to ^Port Dalhousie ptxsses the west corner of the St. 
 l^atliannes Cemetery, it runs close to the head of a branch of the Twelve Mile Creek 
 which enters the present cnnal at what is known as "Collier's Bend" a short distance 
 nelow lock No. 5. 
 
 It is doubtless practicable to descend by thU ravine, and form a connection with the 
 5T* .. Y°, ' , *''® ''"® '*°"''' ^ crowded in between high banks, where it would be 
 dittcii t to locate the required waste weirs ; and the channel wo.dd be crwked and un- 
 suitable to the navigation of the character contemphited. 
 
 This line would interfere with the existing hydraulic race by which the water is now 
 supplied to the several mill- in St. Catharines, and would cross the Welland Railway 
 Where there is a very heavy embankment, necessitating a formidable bridge. It is also 
 said that the character of the soil in the gully at some depth below tho surface is. in 
 places a sort of quicksand unsuitable for the foundations of the locks. 
 
 • ^"V'T""'*^™®*^** ^"® "'"^^ objection to this route, and one that would out- 
 weigh all ordinaiy considerations of economy is, thit it leads into the tortuous channel of 
 the existing canal, whei-e the trattic of both would be thrown together, and where in some 
 places It would be almost if not quite impossible to obtain a line adoptetl to the require- 
 ments of the enlarged canal. ^ . ^ 
 
 In my humble opinion the lines of traffic when divided at'lTiorold, should not again 
 be united in tne same channel until the inner basin of Port Dalhousie is reached, where 
 there is ample room for both without danger of interruption to either. For these reasons 
 the present canal has not been surveyed from Collier's Bend to Port Dalhousie. although 
 infornmtion can readily be provided from existing documents, on which to base an 
 approximate estimate of cost, should the proposition of enlarging by this route be ent€r- 
 taineu. The profile shows the lockage and longitudinal section down the ravine, which 
 has been measured and crass-sectioned closely throughout. 
 
 S'^'rv', 
 
 
 
 2. From Thorold to Port Colbome the existing canal has been accurately surveyed 
 and crowHjectioned at distances, of 600 feet ai>art, so as to afford sufficient accurate data 
 to make an approximate estimate of the cost of the enlargement. ' 
 
.4 
 
fll 
 
 A* instruoUMl by you, tho quantiti«Ni between ThoioUl uid AlUnburgh, h»ve been 
 calculated on the »n-»ngement that the water in tli« reach »)etwcen Uieae i>oint« will be 
 raiud two feet, iiuttea^l of lowering the bottom to obUin the requisite duplh. 
 
 Up Ut the Utnd lielow the Allanburgh bridge, at the Holland road crowing the pre- 
 •ent line w geneiully followed througliout. At this point, liowever, the very objection- 
 able approach to tho lock from the lower level, may be avoided by adopting a new line 
 for enlargeaent Thia would permit of the neoeitury work* being constructed, without 
 interruption to the businew of tho existing canul. 
 
 The giound in the vicinity of Alknburgh, has been closely ci-oss-sectioned, to enable 
 the new line at this place to be located on the west side in the most favorable 
 position. 
 
 Between Allanburgh and Port Robinson, sections were carefully Uken through the 
 " Deep cut," and the calouktions for the enlargement of this formidable excavation, are 
 made for the same bottom width as (he other parU of the projected canal, namely 100 
 feet. .,,,,. ' ^ 
 
 From Port Robinson to Welland the canal is, in some places, close (o the left bank 
 of the Chippawa River, and in considerable embankment on the side next the stream. 
 The enUrgement is therefore at such place, projected on the side next the land, to avoid 
 *ny interference with the banks, which are now rendered solid by repai- , . - d the time 
 they have been built. 
 
 At the town of Welland, numerous cross-sections and soundingr of the nv !■ wei» 
 (aken, with a view of obtaining a line for a new aqueduct, in case it s lov' 1. be ooit <der«d 
 necessary to Imild one. Between "Welland and the junction of the foe*: -r, . iie exc atioa 
 is oakulated for on the west side of the canal. Beyond this, on the long :«.i-;^ line to 
 Ramney's Bend, the enlargement is also intended to be on the same aid^,. The tow path 
 iaat present on the eaut side of thn canal, and also the road from Welland to Port Colbome. 
 
 Through the rock cut above Ramney's Bend, and that from below Stone bridge to 
 Port Colbome, the quantities ai-e taken out for the east side, the west bank being covered 
 with large heaps of soil arising from the excavation of the present canal. 
 
 At Port Colbome the harbour was carefully surveyed and sounded, together with 
 the entrance, and for some distance outside the lighthouse on the end of the west pier. 
 
 The resu 't of these meoiiurements shewed that there is a considerable area of rock 
 lying inside the weat pier, which it will be necessary to excavate to the required depth 
 for the entrace when the canal is enlargecL 
 
 The work is, I believed, now tmder contract. 
 
 An additional lock will prabably htveto be provided at Port Colbome of the sire and 
 depth required for the proposed canal, the present one being only 230 feet, long between 
 quoins. . 
 
 During calm weather, and at ordinary level of the lake, neither of these locks would 
 have any lift when Lake Erie level is introduced. But as the sudden fluctuations caused 
 by storms have rendered it necessary that the present lock should be provided with two 
 sets of gates opening in opposite diiections, a similar arrangement will, it is presumed, 
 be made for the new lock. This will enable a higher level to be resumed temporarily for 
 the siunmit, should this at any time prove advisable. 
 
 It is quite evident that at no time would it be possible to pass thi-ough the gates of 
 these locks the hirge body of water required for the supply of the new canalas well as that 
 for the present canal below Thorold. It will therefore be necessary to construct a lane 
 weir for the purpose. This might be built on the east side of the inner basin, and a 
 channel excavated from it to join the canal a short distance north of the -locks, passing 
 under the Grand Trunk Railway. The swing bridge at the- crossing of this line will, of 
 course, have to be rebuilt. With reference to the supply for both canals below Thorold, 
 if the prism be made through rock cutting of the dimensions estimated for, an ample 
 Tolume can passed through it witltout creating an -objectionable current. A slight cur- 
 rent downwards and in ^e direction pf the heaviest trafRo woild be an obvioos wiitm- 
 tOgt to the trade. ' . ./* 
 
It 
 
 
 From observations made when sounding Port Colbome Harbor, and from the infor- 
 mation obtained there, it appears certain that the mitre sill of the present lock is at least 
 one foot too high. On several successive days of calm weather last fall there was only a 
 little over 12 feet on the sill, whilst a slight wind off shore would lower the water 
 suddenly five or six inches. 
 
 In the month of October last there were 1 1 days on which the register kept by the 
 Lockmaster shewed less than 12 feet on this sill, when his usual measurement was taken 
 at hoon of each day. There were also 12 other days in the same month when the depth 
 did not exceed twelve feet three inches. , This shows conclusively that the mitre sill of 
 the Port Colborne Lock should be lowered at least one foot to admit of a twelve foot navi* 
 gation. It is to be remarked, however, that last fall the level of Lake Erie was very low. 
 
 The level of the floor of the present aqueduct at Welland is 1 -47 feet higher than that 
 of the mitre sill at Port Colbome. If this floor were removed, the backs of the arches 
 would be about level with the sill referred to. But it has been shewn that the latter is 
 at least one foot too high, and it would be well to give the bottom of the enlarged canal 
 a slight inclination northward in order to ensure the full delivery of the necessary supply 
 of water for both lines at the lower end. 
 
 ■ Even were the floor of the aqueduct made low enough to give the required depth of 
 12 feet, it is evident that when the summit is i-educcd to Lake Erie level the structure 
 would not afford sufficient area to pass the water i-equired for both canals except at such 
 Telocity as would prove an obstruction to the navigation. 
 
 It will therefore be necessary to construct a channel for the supply of this volume, 
 alongside of the present canal. 
 
 ' -The above description will, I trust, draw attention to all the chief points connected 
 with the enlargement between Thorold and Port Colbome. The whole of the traverses 
 and triangulated parts of the surveys, were chocJjed on e base line mnanured between 
 Lakes Erio and Ontario, having a total length of over 23 miles. 
 
 .::A\U'^!}'^.-?^'r\ 
 
 < - '-From the junction of the feeder with the main line of canal to the Port Maitland 
 bi-anch at Stromness, a survey line was run and level taken. The results show that the 
 distance between these points is nearly IGh miles ; and the average cutting for a canal to 
 Lake Erie level would be a little over 21 feet. 
 
 The country traversed by the feeder is very flat, and the borings taken at several 
 points along it shewed a surface deposit of from three to four feet of peat or vegetable 
 mould, underlying which blue clay was found in every case. ' 
 
 At the branch to Port Maitland, Broad Creek crosses the feeder. This creek was 
 roughly surveyed, and borings taken in its bed for about three-quarters of a mile in the 
 direction of the Grand Biver, into which it flows about two miles above Port Maitland. 
 These soundings shewed no rock — noting but mud and stiff clay down to and below the 
 bottom line of the projected canal. ' 
 
 Judging from the ground in the vicinity, it appears as if the Carboniferous limestone 
 (through a ridge of which the present branch to Port Maitland has been partly cut) falls 
 off abruptly on the easteiTi bank of Broad Creek, about a quarter of mile to the west of 
 the existing canal — at all events, we found no rock in the bed of the creek close to the 
 eastern shore, nor on a straight line from a point at the " Quarry " to a junction with 
 Gnuid Biver. 
 
 •" • ' From Stromness to the latter, the distance is 7,250 feet, on whicb there would be an 
 average depth of at least 14 feet of mud and clay cutting. From the point where the 
 survey line strikes the Grand Kiver, the distance down it to the mouth of the Port 
 Maitland branch is one mile ; and to the piers at the entrance to the harbc ir, 3,250 feet 
 farther, making the total distance to this point from the feeder junction near Welland to 
 be about 191 miles. ' '-;■!, 
 
 ■ ■/■, ■■■'■. ■ '•■^^y''''- 
 
 
 ,w^iX'^ 
 
'ii 
 
 The excavidtion necessary in the formation of this line, from the junction to Grand 
 River would bo fully 10,000,000 cubic yards. 
 
 Through the river, in the direction of the i)icrs, from Broad Ci-eek, the soundings 
 showed nearly 30 feet in the centre, until about opiK>site to the entrance of the present 
 canal. The stream is about 400 feet wide for this distance. From thence the channel 
 shoals to n point near the centre of the village, where there is a sort of sand bar witli 
 from 12 to 13 feet of water on it. After this is passed it deepens quickly, can-ying 
 nearly 20 feet through the entrance and out into the lake. 
 
 The width between the outer part of the piers is 180 feet. When they were built 
 the plans showed that there were only nine or ten feet water between them. The present 
 depth demonstrates the effect of scour o» r. shifting bottom during spring freshets, at which 
 time is it stated that the current of tlie Grand River is objectionably strong. , 
 
 From the foregoing it will bo seen that the route via the feeder to Port Maitland 
 from the junction with th» main line of canal, would be 19^ miles in length, whilst the 
 distance fr»m the same point to Port Colborne Harbor by the present canal is but G-27 
 miles, showing a difference in favor of the latter of 12'50 miles. These lengths are 
 measured in both cases to the entrance piers of the harbors. 
 
 There are, however, other considemtions which present themselves in connection 
 with this matter which I shall briefly refer to. . 
 
 Port Maitland is easily accessible in stormy weather — has, as already shown, a deep 
 water entrance — and from the nature of the river bed, is capable of enlargement at a 
 reasonable outlay. This harbor is now frequently used by vessels as a haven of refuge, 
 and is stated to be one of the safest on Lake Erie. It has the additional advantage of 
 being generally clear of ice much sooner than either Port Colborne or Buffalo. It is also 
 well known that towards the eastern end of Lake Erie great fluctuations of the surface are 
 caused by storms — the maximum effect from this cause being often productive of serior.i 
 (inundations at Buffalo. This is mainly owing to the rapid ucr .ergence of the noi-th and 
 south shores, and the fact that the city is situated at the extreme end of the lake. 
 
 These changes are neither so sudden nor so great to the westward. It is said that a 
 S. W. gale which produces a rise of four or five feet at Buff^ilo, does not lower the surface 
 at Cleveland more than a foot. 
 
 If this is susbtantially correct, it is clear that Port Maitland would be taiora advan- 
 tageously plsti^eJ in this respect than the present terminus of the canal on Lake Eria ; and 
 an entran; r ot" built at the former place could be more easily worked. 
 
 On the other hand, there are the important facts that in order to reach Port Alait- 
 land, about 10 additional miles of canal would have to be constructed and maintained — a 
 greatly increased cost for to^ving would be entiiled upon vessels, and the time of transit 
 between the lakes would eei-tainly be lengthened. 
 
 The enormous mass of materials arising from the excavation of the feader route wouM 
 chiefly have to be deposited on its sides, at some distance from the edge of the cut, neces- 
 sitating the purchase of about 1,300 acres of land for this puqwse. 
 
 Large di ches will also have to be formed to taka the water of the marsh from the 
 rear of the ^poil banks, and the under culverts would have to pass the canal' at a great 
 depth below the surface, unless some aiTangements could be made to x-eceive the draiuage 
 of the surrounding country into the new channel. 
 
 A guard lock with dorble sets of gates would have to be buiU near the Grand R' ver, 
 and a 1^ lock, near btromness, to keep up the feeder navigation to Dunvillt. One 
 railway bridge would have to be built, together with several road bridges ; the harbor, 
 extended, piers rebuilt, ix., Sec. Taking all the ciroumstances of the case into consider- 
 ation, it does not, in my opinion, appear advisable to adopt the Feeder Route for the 
 t<enlargcd Welland Canal. ' • i ' 
 
 4. With a view ofdetermiuing whether a practicable line could be obtained up the 
 valley of the Twelve Mile Greek, from its junction with the present canal at St. Cath. 
 
 35-6 . ' - 
 
UMtaaaamiummi^ 
 
■"■/•♦»t^'*^'«.*.' 
 
 
 ■■''ilr.'-T'*""''' '*'•''■'■■ '■■• 
 
 -■'■^'^^■■■'■■.jA'l-:'' 
 
 :>j. <•■ 
 
 <>K\; ' 
 
 
 
 .«.*■ 
 
 'y-.rf ■■■*■■'• 
 
 
 ■^;A;f:^.' 
 
 
 
 
 t^^r:. ? ^?'*',^**,'^ '^*,*^" "^'' FonthUl, across to the town of Welland, surveys 
 were made and levels taken along both tbe .nain stretin. and its principal eastern trlbiitarieV 
 AUe general result of these opei-.Uions may be stated in a few words. * 
 
 JNo lower summit than that at the preseut canal at the " deep cut " was found Tho 
 »i-ound to the west of Allanburg is nearly flat, or slopes up gently towards tbo basis of 
 the steep Hbe on which FonthUl is situated. v vb j »rua ino oasis or 
 
 th..t iW M*5! -'''"'^ ^K,*"!' Twelve Blile Creek, at St. Johns, has such a quick descent,' 
 that It would be impossible to evoid having several locks in combination in the vicmitv 
 whilst all the eastern tributaries are at some point quite precipitous. ^' 
 
 ; . The level of the rock met in these examinations is not so high any where as that 
 found in the ravine behind Thorold ; and in the plateau to the east and west of the " dLo 
 ^ cut, the soil seems to be simUar to that formidable excavation— namely, clay resting on 
 V Jf t^te?""*^ "^^ * '"'"' '1"'''''*°''' '^^•'^' ''^^° ™**''>«'^ ^y *''« wells affords a supply 
 There w no rock on the higher levels. The depth to which the aqueduct foundation' 
 , were anven into the bed of the Welland River, without oncouuterinrany hTnXrcU? 
 . seems to shew that it daps southward from Thorold, and is not again met untifthe strata 
 of a higher formation appear near the sL ores of Lake Erie. 
 
 ■frJ^ ""frr ■! **'^T'^<!^^« ^% Creek is winding, and the stream is liable to violent 
 : freshets, whilst its waters is at such times charged with the clay swept from its banks 
 These are objectionable features, and genoi-ally there does not seem to be any eowi 
 
 . ai^ument in favour of -dopting this as a canal route. ^ ^ 
 
 ' -1 ^' ?il V^^'^f'B.hility of obtaining a line for tho enlarged canal down the mountain 
 slope atThorold, without resorting to comMned locks, being clearly demonstrated-a 
 connection was subsequently made between • e proposed route and that of the " Lateral 
 tut to Niagara, at a point about a mile to the north of the Great Western Railwav 
 inasmuch as It appeared that even if this scheme was adopted, th. location now shown 
 would be the best for ita southern end. "n now snown 
 
 , At the town of Niagara, the line was run back from the bank at the ruins of Fort 
 
 £? «nnf? nf S"" ^ "''f in and and levelled. The giound for some cUstance to the north 
 Sen at several' pCef ""' "' *^' ''°" "" ^^ ''""^^^^' "^'^ '^^^^ ««'««>- 
 
 The river was also sounded for some distance in the vicinity. 
 • J u!/**"l^ of these examinations shew that the line marked on Mr. Stanley's nlan 
 IS, doubtless, the best which -ould be found in this locality. ^ ^ 
 
 I ..♦ i^lr ''r^* V^° river are generally irom 40 to 50 feet high, and so 8t«-ep as to offer 
 but htt a choice of ground for the site of the combined locks. Advantage h^ however 
 been taken of a bend in the stream a little to the south of Fort George, to locate the 
 
 II ?.ir'.r •'* ^^ ?f.'^"* " ?°' ^"^ ^^'^^ '^ "''O^^ *'>« ^«"7 P^i"*. and where, in calm 
 weather, the ice would have a direction towai-ds the opposite shore. 
 
 e *i,^^ *''* ? n'* permission of the gentlemen in chai^ge at Fort Niagara, we made a copy 
 of their carefully prepared chart of the mouth of the river, with soundinss in the lake 
 for some distanee to the north and south of this point, and also for a considerable lenath 
 up stre^ni. An examination of this document will shew that in the centre of the river 
 inside (which IS here about half a mile wide), the wat^r is very deep; the soundings 
 8hewiug70.80, and in some places 90 feet with* sand bottom. 
 
 ■ The depths increase very rapidly from the west shore towards the centre of the 
 •tream. At 150 feet from the beach, measured on the line of the *' Lateral Out" pi-oduced 
 Nfe found 61 feet water ; and this was also shewn (at the same distance out) for several 
 hundred feet above and below this poinf. " ' 
 
 Outside the river mouth the water is not so deep, as on r line in ^g e general direct? ra 
 of the centre of the stream, lakeward there is for some distauue about 14 feet water 
 _ To the north of Fort Niagara, and for a distance neariy three^uartors ofa milo cm 
 the shore, there is a pand shoal with only 13 feet of water at its extremity. There is 
 
 '■ '■, •■>■■'"! ' .[.I J 
 
 J. ^. ■ 
 
 m' 
 
 '-m 
 
 
 < 
 
 1^ 
 
Icipal < 
 
 I such a 
 fttion in 
 u 
 
 ^igh any 
 i and wesi 
 imely, ci 
 ' valla a£ 
 
 ke r/^uedt 
 
 iir is lial 
 
 lal u3wn 
 tly detu 
 ITd that of 
 Se Great Wesb 
 locRti-n 
 
 at tho I 
 
 [temediatauc^! 
 
 ^ed, and c 
 
 ked on Mr. Si 
 
 Sd 80Bt(« 
 
 [[vantage li 
 'Fort George, 
 ' At, and yrl 
 
 _ara, we 
 Itb. BOunding-8 
 ' a conside 
 lie centre i 
 deep; tl 
 
 trds the c 
 
 ateialCu 
 
 Stance out 
 
 hit 14 feet 
 Quarters of 
 '< its extreni' 
 
35 
 
 m- 
 
 'wyt 
 
 ,V . 
 
 f town of Welland, aurveys 
 
 kcipal eastern tributaries. 
 
 words. 
 
 ^_ , ^ cut " was found. The 
 
 [ gentlj towards the basis of 
 
 I such a quick descent., 
 ation in t^t ~ )<.;uatj, 
 tpitoui. 
 
 "^igh any w<;ere ;iiaithat 
 
 i and west cC the " deep 
 
 amely, d* ; wtti-ii^" ;>n. 
 
 ' the 'falls aff V h a a«;t»plj 
 
 pe (.pednct £«.<tndation 
 „,, „^ "K "O.^f hing but clay, 
 Mi- ^gain met until the strata 
 
 . \v. \» liaM' to riolenl ^' 
 
 l^^s'Mjpt f-Mu-. "fs banks. ]-,^ -v^ 
 •esm- U H ar>y j<ojxi :v>i:'|;t^ 
 ■ . . •■'\4'^i"A 
 
 [jfd uowR the moH^imin 
 :ly demonstrated — a ^"^'-'^ 
 
 Jd that of the " Lateral v^. 
 
 |e Great Western lUilway,; •^^■^■J? 
 ^^^ locR(:?-n now shown;'" *"'"' 
 
 at th(5 JT-ns of Fori .'^--? 
 [ A>medista'v: c; to the north 
 ^ed, and ,>08s sections ^^' 
 
 ked on Mr. St&aley'a plan 
 
 ad so Bt(«p as to offer 
 Etv&ntage has, however, 
 fPort George, to locate the 
 ''l^t, and where, in calm 
 
 Jixti, we made a copy 
 tth. Bounding-s in the lake 
 '|- a considerable length 
 ae centre of the river 
 deep; the sonmlings 
 
 ards the centre of the 
 " ateral Cut" produced, 
 btance out) for several 
 
 ' ■ • ■ f-- 
 
 i :5 e general direct! ca 
 nit 14 feet watar. 
 Quarters of a guilo from 
 > its extrem' Then is 
 
 U 
 
 ^ A small rocky shoal with 15 feet water on it, shewn about U mile N E of the 
 Fort, in the lake. These dangers would doubtless prove serious to vessels makinjr the 
 harbor in stormy or thick weather, us they lie in the general direction taken by those 
 trading to or from ports at the eastern end of Luke Ontaiia 
 
 Notwithstanding this objection, it is h:.wovor evident that Niagara is a fine natural 
 ; roadstead, capable of affording shelter to a very large fleet of vessels; and in certain 
 winds It is easily accessible. ^ 
 
 StUl, if adopted as the lower entrance to ihe ciinai, it wiU necessitate the construction 
 maintenance and navigation of four miles of additional canal beyond that required to reach 
 Lake Ontono from Thorold, ^ta the proiwed line; and there appeaiu to be no way of 
 avoiding four looks in combination wliere it entera the Niagara River, except by incurrinir 
 a very laige additional outlay. » r / .vu«uig 
 
 ..T *^*'?Pn°?M''^"* H """^ <>f *» P*"^ Dalhousie line for the south end of the 
 126?*^Ji" ' *^'*°«» ^y tl>« latt«r from Mariatt's Pond to Niagara is 
 
 ' * *?** "'l**' i? "** 7"^ ^^^ "* ■^'"^ °«*'' ^°^ Geoige, that it would be unfavourable 
 for the construction of entrance wharves or piere where vessels could tie up when awaiting 
 their turn to enter the canal, whilst works in such a position would be liable to destruction 
 tj tb« attacks of we borne along by a rapid current It is true that basins mi^ht be 
 constructed on the flat. to the north of the proposed entrance, but a laige amount of 
 excavation, dockmg, Ac., would be reqnii-ed. It seems therefore clear that Niagara 
 l^tl M ""P"^"^/^ *«/o™ » harbor suitable for a large canal trade, without very 
 considerable outlay, whilst its approach is not free from danger - ^ 
 
 -«.„aV«*S® *'»wt.^""*'' ^""" *" ^ "^"^^^ ^^'"^ f'""" "^P «•?**""» "n-l others practically 
 acquamted with the requirements of navigation, as well as from actual observation during 
 
 ^^?T i° n T °^ !°^'*°' **.," ***"**^" *■''*' *^* ^"»~'' «f P-rt Dalhousie is one of thS 
 
 AUk v fu T' ^'?» ^^'^^ acce&s-.ble, and having no shoals outuide in any direction. 
 
 J«„.5i ?T ^^*^} ^^*Y^'' **'*' entrance piers is not at present sufficient for the 
 
 „r«T • * V'"""^^ ««»a|» It can be made so at a moderate outlay, whilst the existence 
 
 jLiS^ '"""" "^''^ ^"^^ '^°- ^' ''^'''^ «~^ •'^*'*'''' ^°^ » J'^8« number S 
 
 The rapid increase of propellera on the upper lakes, will in all probability render it 
 T^ ^nr^wT. f^"^^^ ''*'"^ extensive harbor accommodation for the trade of a canal. 
 v«iff ^? ""''j ""^""t °° transhipment takes place at either end. At present 
 vessels frequently arrive in fleets, and requii-e considerable iwm to l^eceive them ; but^ 
 Srr^"* 5'"1' "* '"'-''V «T/*"y believeil, that steam wiU eventually supersede saU in 
 ^ ^Ih *™^«' ^'•"^^'s »"<! departures will be more continuous; the harbo.-s will be less 
 crowded, and the proposed canal will in all likelihood be ,woi'ked to very Rreat advantaeo 
 
 tM»n1f.r^'^. **'t,'"e"? of Niagara Eiver.it may l4 remarked, in conclusion, th^at 
 this place IS often blocked up with ice for weeks after Port Dalhousie is open. This 
 seems reasonable to expect, as of coui-se all the ice which comes down from Lake Erie 
 has to pass here in a comparatively narrow space ; whilst, should northerly winds prevail 
 fcVir P!"°*^L*'^«J: t*^« >« effect of keeping the ice in the river, or off the entrance 
 for some time after it has disappeared from ether ports on Lake Ontario. ., 
 
 . The above are the principal facts in reference to the roadstead! at the mouth of the 
 
 ^lagara River; and, unless I am quite mistaken, they point to the conclusion (especiaUy 
 
 when considered in connection with the additioual coat of constructing a canal to thb 
 
 point;, that the circumstances do not warrant tlie abandonment of Port Dalhousie as the ' 
 
 jAke Ontario terminus of the WeUand Canal, or of the enlarged canal now contemplated. 
 
 /«.«it ™*{u°°x ^ '^°^'f ®"?. °"' °f P''"^*^® *o close this Report with a few remarks 
 ' SKErie* trade of the Welhmd Canal, as compved with that of its rival the 
 
 K„„-J!;?® '??i.'^ ^!.° ^dely promulgated, in reports and other documents, that the 
 DwunesB of the Canadian canal is quite insigniflcant when compared with that of the 
 
 '^M 
 
 
>'^WW ffMaw:^T>t- , T ;i 
 
. 'i 
 
 36 
 
 .y^^^<''.':' 
 
 ir; 
 
 r'i: 
 
 «-"v^. 
 
 l«j-/'T,Sf,^"''^*'° Boaid of Trailo llepoits, for the year, eudina Slst Dec«mU. 
 
 
 
 Wheat . 
 Com . . . 
 
 Oats 
 
 Lumber. 
 Timber . , 
 
 .bushels, 
 
 ..ft B. M. 
 .cub. feet 
 
 16,738,613 
 
 6,911,668 
 
 5.672,254 
 
 168,204,218 
 
 12,880,000 
 
 19,028,316 
 
 20,696,305 
 
 6,049,439 
 
 141,648,046 
 
 6,725,000 
 
 - The returns at Port Colborne, kindly furuished by the OolJector. Mr Rooth hav, 
 
 ' att nl "\*° '"'^'^i' " '',"Vr"' ""^ *■'" ^'•''''« °f ^he NVellaud Canal for he v^r endb^ 
 31st December, 1871 ; and I have obtained that for the season of 1870 from S Tnl,n,? 
 Revenue Office. The chief items are as follows :_ *"''"''* 
 
 .1. 
 
 •I 
 
 Wheat . , , 
 
 Corn ^"'J*''- 
 
 Oats I"" ,t 
 
 ^"^^^'- ^v. !!;;;;;■;;;;■;; AaB.M. 
 
 ^^™^"- cub. feet. 
 
 12,838,749 
 3,280,324 
 
 Not given. 
 
 46.812,600 
 2,489,900 
 
 ■i 
 
 V I 
 
 li#,H28,0()5 
 
 • 8,389,653 
 
 309,008 
 
 64,994,491 
 
 3,421,439 
 
 «»t «t Port Colhomi^the Wellnnd E„U,v„; S° .rt^S",™ f/ .tjSrS 
 
 Trusting that the foregoing statements and conclusions will meet with you. ai^proval. 
 , ., , I have the honor to be. 
 
 ' "■- ■ Yoiu- obedient servant, ^. \ 
 
 •o ^ -^ (Signed,) THOMAS MONRO, 
 
 * Civijl Engineer. 
 
 1 
 
bj incon 
 New Yc 
 
 In in this 
 itnuted witt 
 
 ending 
 Ihe follow i 
 
 m. 
 
 r38,613 
 ni,668 
 5.572,254 
 ^04,218 
 iSO.OOO 
 
 lllector M 
 
 yiinat for 
 
 »of 1870 fi 
 
 --1 
 
 1870. 
 
 138,749 
 l80,32» 
 
 (fot givt 
 
 "1 J 2,600 
 r0,900 
 
 that arti 
 
 I to the al 
 
 3s nearly th 
 ndrail li, tha 
 
 peet with 
 
 tONRO, 
 CivU 
 

 I At bj incorrect compariaona. 
 Now York Sttvte caiula 
 
 In in this miitter the Nhip- 
 jitnwtted with the trade both 
 
 the business of tlie Erie 
 
 KVelliiurl, yet in the chief 
 
 sii "h a ditlerence as might 
 
 ending 31st December 
 (he following articles were 
 
 ^70. 
 
 r38,613 
 )11,668 
 5,672,254 
 ^04,218 
 iSO.OOO 
 
 1871. 
 
 19,028,316 
 
 20,6$5,305 
 
 6,049,439 
 
 141,648,046 
 
 6,725,000 
 
 lllector Mi-. Rooth, have 
 ^anal for theyeur ending 
 »of 1870 from the Inland 
 
 --i_ii- 
 
 1870. 
 
 J38J49 
 !!S80,32« 
 Ifot give 
 "112,600 
 
 I'io.goo 
 
 1871. 
 
 1;;,S28,005 
 
 ' 8,389,668 
 
 309,008 
 
 54,994,491 
 
 3,421,439 
 
 (that article being now 
 _J to the above movement 
 .asnearlj three millions of 
 pdrail :,, that point, during 
 
 J»ect with ycui approval. 
 
 I 
 
 ^^r' 
 
 No. 17,09 JO. 
 
 QuERKO, 3rd January, 1873. 
 
 Oknti.emen, — The enlargement of the Weliand Canal is such a large work and of 
 such an importance for the future of Cnnudu, that the Qovernnient of the Dominion wish 
 to obtain the best advice they can procure from Knj^ineei-s of eminence in this country 
 and even in the United States. I have therefore requested you to oxamiiie thn propoHt d 
 enlargement, as indicated on the plans and in tlio R]H4ci(icntions pi'cpi\r(Hl byour Knginwr, 
 Mr. Page, and I am euro you will not object to consult with Mr. Mr Alpine, whose know- 
 lege and experience are well known. I have, therefore, the honor to inform you, on behalf 
 of the Government, that you are hereby a>»tliorized to communicate with Mr. McAlpine, 
 and to ask for his professional counsel and advice in this matter — you should not limit 
 yourselves to the above plan and specifications, but you should also consider any >ther 
 
 Elan or scheme which has been suggested to the Uovernment, and may be found in my 
 department. The i-eport we expect from you shouUl state whether (he propose Plan of 
 Mr. Pago should, in your opinion, bo modified, and in what particular, and the object of 
 ■ach modifications, adding any other remark or recommendation you would think proper. 
 
 Messrs. C. S. Gzowski and ) . 
 
 Keefer. . ) H. L. Lanoevik, 
 
 Minister of Public Works. 
 
 fcopy of No. 28,600. . ' 
 
 Ottawa, 14th February, 1873. 
 
 To the Honorable Hector Loris Lanoevin, C.B., 
 
 Minister of Public Works, «kc., &c., ix. 
 
 Sir, — In compliance with a desire expres-sed in youra of the 3rd January, that we 
 should e.xamine the projwsed enlargement of tho Weliand Canal as indicated in the Plans 
 ai;d Specifications prepared under tho directions of tho Chief Engineer of your Bepart- 
 nient. , 
 
 We lost no time in making the necessary arrangeuientsj for entering uiion that duty 
 and beg now to submit the following report us the result of our labors : — 
 
 After a pri;liminaiy confei-ence ia Toronto, wp addressed a comnuinication to your 
 Chief Engineer inviting him to meet us and give uh tho benefit of the information which 
 ii ofl al connection with the plans and survey.'* so well qualified liim to do. (Copies 
 of 0' f.ter and his reply are apytended.) 
 
 X irrfve at a satbfactory conolusioii on tho morits of the several projected 
 routes descrilf'd in the memorials and documents referred to 'is, it was considered 
 necessary to muke a personal examination of that portion of the peninsula between 
 Lakes Erie and Ontario. • We therefore visitetl nearly the entire line of the present 
 canal, mikinsr more special exarainatioin of ''» localities near St. Oatheria«ea, 
 Thorold, the Deep Cut^ Port Colborm .and tlie line proposed by Mr. Gi-envillo. 
 
 We have also visited Chippawa, Diummondville, Qik 4on -uid Niagai-a. 
 
 The intimate acquaintance with tho sever.d localities miraeil ;, il of that section of 
 tho countiy generally, by one of our number, with the general kr, i -Mulge of its geological 
 character by all of us, removf^ most of the' difficulty caused by tiiu ground,, at the time 
 . of our examination, being covered with snow. ' 
 
 Although you I instructions refer more particulaily to the examination of plans and 
 specifications already prepared, we believe that our 'atement, on this head, will be more 
 clear and better understood if we, iu the fii-st place, expie«s our opinion luiefly on the 
 several alternative lines, and conclude our repoit with the recommendations we are pre- 
 pared to make in regai-d to the located line. 
 
 1:-- 
 
 w 
 
 ' %.r '^ 
 
 m^>i- 
 
88 
 
 
 /■ . 
 
 ':^^'^' 
 
 hit; 
 
 S'y ■■.'■' 
 
 . •-t * 
 
 ■**a. ■ ■ ■ ' . 
 
 '.•>': 
 
 
 on.1, making tr.o ,(i,t,n« U»« ■ X»„ i ' ? •, *° ^*'''" "'"« "iTOk wilk th„ 
 
 .impossibility, from the ceneral featiirM nfthTt^ »ncreafled cost in construction, and the 
 any other C to n..et t1 ep^'p^S ^^^^^^^^^^^^ that viei„ity. of finding 
 
 entertaining the project of LtS^ing ^^'^T^^:^:^;^ ^ P-'£o 
 
 .nd :LSe tTJzc r :rono"nt™\^^*T- '---'^^ '- -^''^^^' 
 
 located line, would in i2f'be «„ffil„5 *'°"«t'"<'t>«'»^ >»e»n« nearly double that of the 
 Ibet. btinj j,„ „.y ..oidifgXr '• ""^ "'' "' «»«'"'»„, or Hiag.,^ 
 
 deepest !:Sr3dr.,Jrut'renrfi'r.Sr '"'"' "'r'T"""'""'' "'"- «" 
 
 which IS due to tho full of nearly *.|«vpn f^ l uL ^"'.f«"' '» *"« Niagara River, 
 
 Chippa^a^ but varied by ^LrfoUurof'tt bt^rrncHntvlif ", "^""^ ''"^ "^"^ 
 to upwards of 6ve and a half miles i,er i.o.ir ^ ...K , ! "*^ P'"*'^ incraasing 
 
 •ervics of tugs for all sailing c-XS ttZ' • • "^""r"* ""'"' *=«" f"'' constant 
 
 T»,» « • -r !.«, . "S *"'"", ana therei^y inoreasiniz the cost of tmn^nnrf 
 
 (ig all vessels to pass through a draw. 
 
 m 
 
 ,■■(*■ 
 
 ••,-!*• 
 
 ?',:s./ 
 
 '.i^v.'}' 
 
 
Iited 
 
 Mile 
 
 Se loc 
 
 rerco 
 
 imit 
 ensto 
 
 Is on 
 The d 
 It, ai 
 
 mmoudvi 
 [pth not I 
 
 |bea 
 
 rthe c 
 Tit a] 
 N 
 _. — hear 
 leveral pla 
 ■^st ca 
 \( tve 
 above 
 oiiinei 
 |at to 
 rapi 
 Inal ; 
 
■■., f-^V!;M 
 
 aville, and supported 
 I featiiras are, Ist, the 
 lated in a straight line; 
 
 J* 
 
 Ited lino on Marlatt's 
 Mile Ci-eek with the 
 ae located line of eight 
 
 rercoaie by two flights 
 other of six combined 
 
 or features, which are a 
 "^ft from the solid for- 
 
 _ilaced on the face or 
 debris. 
 
 uniform foundation 
 _at cannot always be 
 construction, and the 
 I that vicinity, of finding 
 t locks, pi-ecUides onr ' 
 |merits and demerits 
 iirable for such a location 
 double that of the 
 Jug its adoption, 
 Igara, or Queenston 
 
 glUnmit, and com>>ine<l 
 pnston, or Niagai-a, 
 
 xndH on the line indi- 
 
 The depth of cutting 
 
 Tt, and the aven^go 
 
 fmffiondville, where the 
 Ipth not exceeding fifty 
 
 I be about ten miles, 
 
 •ofthe chief objections 
 ~Jt a point indicated 
 lie Niapara River, 
 near Fort Erie and 
 leveral places increasing 
 "^st call for constant 
 V tittiuport, 
 above the Niagara 
 I machinery or steering ' 
 '""^at towing a sailing 
 rapids. Another ' 
 Inal Bridge below 
 taw. 
 
 If J 
 
 
 :?,« 
 
 tb 
 
 
 *. ''■*■ if', 
 
 M 
 
 r4: 
 
 :>• 
 
 
 t ■' 
 
 PonoT''®.*-'"'^ '■?'^®'^"^ """'^ glowing railway intereats in the United States and 
 
 S'w 'r;;fd's'j '' r^"' ''" '""""^•\ "^ «>™'-™-tioa between ig,:i:^ ;::. 
 
 due ug west and tl e eastern consuming? markets, will, before Ion", i^uira adrlitional 
 Sk" ro fe anS"^'' tt ''"'T"^'/ '"" f'»-'^>-,--ease tb, difficulties of na^l^S 
 
 ;;ttter:tarofritr"''"' """"'''"' °'^ "•« ^^:^p«- ^^ ^^^-pp-^ 
 
 Another projected route is called the Niagara Lateral Cut. 
 
 iiearSi miTtwTlfr*^- "^ '''"l^.P^"'^ ""J ^^ ?'«««"» c.inal nearThorold and terminates 
 "^liLrirfourmts^"^"" River, and If constructed wouW i„c,^.se the lengU. of 
 
 »..l«^f!r wT"? °^ ,*''*. ''*"■''' *''*«""*1 *o ^ terminus for a ainal on the eiLiHred 
 
 urn..lJ^!i?^*M' ***° ^""""^ "?"* *<^ *^««P *° ?«"»»' t'i« construction of works which 
 Btrong to caU for the lervioe of tugs for all sriiling vessels) to a dangeLTextent S if 
 
 causing very large amount of excavation." P cutting. 
 
 The construction of three or four combined locks to make the descent to +h« ^„«- • 
 unavoidable, and as such combination of Jocks has been^en-^Hv SfJ^ * T '^i'* 
 
 theriv!;rrvTrtK°J'''-'f f^ *'^« ^ ^8 ?f 'I^^ year, held Li uud near the mouth of 
 £ru:^ai%^'DlVs;et;r?^^^^ °'''^°*^°^'^"'' i»on.f.mwhichthe existing' 
 
 recon^menaingthecon^lSofaTel 
 
 Snse iTc^r' T'^T^' ^'''''''' °^ '^^"••^^ ^''"•' "^'^^ of <^naJ:-3™ffiVult% rlL^^^^^^^^ 
 • tC f,^ thT r f""?, *^! "^'^^^^ *^" ''•«^I ^^orks ; necessity of having combined bcks 
 tugs for the use of all sailing craft, and liability of detention by ice. ' 
 
 THE WEILAND CAKAI. PROPER. 
 
 No bettor harbours;can be found either onXake Erie'or Lake Ontario om f»««.v r 
 a canal uniting these two Lukes than Port Colborne and Port Dalhoust ^' '°' 
 
 «.„«i^'** tetter Hne for uniting these two ports can be found than the line of the exiatin,. 
 
 Here a loop line has been traced out between these points under the direction of 
 your engineer, n^rly corresponding with the Une indicated in tfcat report ■ °^ 
 
 In making the enlargement there can of courae be no departure f^ra the existing 
 hue between Port Col borne and Thorold, and so far as the plaw have be?n preparS fof 
 the enlargement of the prism of the canal, th?y meet 6'ir approval P^pared for 
 
 T> >. P lu***^® '""' T"" *"^ P''''''' *f ^^^y^"^ prepared, for the admission of the water at 
 Port Colborne. nor for pas.sing mure at the aqueduct, and therefore make no refe^t^ to 
 
 1 1 
 
 ■ 1 
 

 ■'■ J< ■ 
 . "S.t 
 
 h': 
 
 'My 
 ^^i- 
 
 40 
 
 
 — -- k-. ■,<';i». ■ 
 
 The length of thia deviation line, from the point of clep:»rtnre from the old canal in 
 Marlutt's pond, above Thorold, to tlie point of intersection at lock No. 1, Port Dalhousie, 
 is 8.1 miles, or J mile less than by the old line between'the same points. The difference 
 of elevation to be surmounted in this distance is 3*20 feet 
 
 According to the plans submitted to vs this is to be accomplished by 24 locks, 23 of 
 ■which are on the loop line. Of these there are three of 1 G feet lift, thirteen of 14 feet, 
 one of 13 feet, two of 12 feet, one of 11 feet, and three of 10 feet lift Of the reaches 
 between the locks there are six of 630 feet, five of 730 feet, two of 830 feet, and the 
 remainder varying from 1,120 to C,930 feet in length. 
 
 We consider this arrangement of locks objectionable. 
 
 Where the conditions are such as to permit the adoption of nearly uniform lifts, as 
 they certainly do here, we think so much diversity of lifts should bo avmded. For the 
 practical working of the canal — for the economical use of the water — ^for convenience of 
 supplying reserve gates in case of accident — it is desirable that nearly uniform lifts should 
 be maintained, luiless they involve too much excavation. 
 
 We recommend that the difference of elevation should be overcooae by 20 locks 
 instead of 24, and to make the lifts chiefly 16 and a few 17 feet, fo as to meet the condi- 
 tions. 
 
 By this arrangement four locks will be saved, the reacheslengthened, and the time of 
 transit shprtened ; while the levels of the long reach between locks sevMi and eight and 
 that at the Great Western Railway crossing between locks sixteen and Keventeen will 
 remain unchanged, and the altered position of the locks will afford a better crossinw 
 of the Ten Mile Creek ; and avoid making a siphon culvert for it under the canal. 
 
 While the sloping ground from Thorold to Port Dalhousie presents tlie only possible 
 route for a single lino of distributed locks, with ample basins between them, very serious 
 difficulties h^ve been interposed to tie selection of a jirope}- line by certain ohai-tere-l 
 rights which have been conceded by Parliament, since the existing canal was constructed. 
 
 These are the thi-ee railway crossings :- -Two of the Welland, and o«eof the Great 
 Western Railway — tlie latter being on a gradient of nearly forty feet to » mile. 
 
 Under all the circumstances we think your engineer has selected the best crossing 
 that can be made of the Great Western Railway ; but his treatment of the AVelland 
 Kailway involves his line through the gorge at Thorold in very serious dilEculties. 
 
 There are two reaches here where it is impossible to have outside basins except at 
 very large cost in deep rock cutting ; and where the canal surface is so b'mited that a 
 single lockage would have the eflect of lowering the water thirteen indies in one and 
 twenty inches in the other ; and where in the order to prevent gi-oundii^ the vessels, it 
 would be necessary to run a large body of water through the waste wctrs outside the 
 locks. 
 
 Allowance must be made in all the i-eaches for a fluctuating surface level, generally 
 of only a few inches where ample basins can be^made ; but here it woukl be necessary 
 to sink the mitre sills and bottom levels trom one to two feet in order to provide 
 for the lockages. 
 
 To avoid this complication of the navigation, we suggest that the line for the en- 
 largement shall follow that of the e-xisting canal through the little deep cut to Thorold 
 and after descending into the first basin between the two upper locks to sweep round to 
 the north of the village, and unite with the projwsed line somewhere below Brown's 
 Cnment Quarry. On this line there is a guard lock lock already built and half the ex- 
 cavation made through the ridge of the little deep cut — the ridge that mtwt inevitably be 
 crossed by any deviation line starting from above Thorold. There will be reaches between 
 the locks- from one thousand to twelve hundred feet in lens'h and facilitits for obtaining 
 a sufficient water surface for the working of the canal, wl 3 by suitable arrangement of 
 the locks and levels, and by shifting the line of the Welland Railway a little to the east, 
 without altering the gradient, a good crossing of that railway can also be obtained. 
 
 Looking at this question in its engineering and cciamercial aspects, ve consider thia 
 he best Une^lor the enlargement, and if the Kailway Company is obliged to have a draw 
 
from the 
 [No. 1,P< 
 Ipoints. 'i 
 
 overcome 
 so 83 to m( 
 
 waste weirs 
 
 ^* the line 
 deep cui 
 

 41 
 
 from the old canal in 
 J No. 1, Port Dalhousiej 
 Ipoints. The difference 
 
 IJifhed by 24 locks, 23 of 
 ft, thirteen of 14 feet, 
 ^_|b lift. Of the reaches 
 [two of 830 feet, and the 
 
 Icai'ly imiform lifts, as 
 jld be avoided. For the 
 rater — for convenience of 
 ^ly uniform lifts should 
 
 "overcome by 20 locks 
 so as to meet the condi- 
 
 Ithened, and the time of 
 ^s seven and eight and 
 ixteen and seventeen will 
 ibixl a better crossing 
 Vi under the canal. 
 , reeents the only possible 
 etween them, very serious 
 b^ certain chartered 
 I canal was constructed. 
 J and one of the Great 
 iy feet to a mile. 
 
 Jected the best crossing 
 tment of the Welland 
 rious difficulties, 
 outside basins except at 
 ' ca is so limited that a 
 pen inches in one and 
 J-ounding the ves.sels, it 
 waste weirs outside the 
 
 nrface level, generally 
 I t would be necessary 
 leet in order to provide 
 
 fit the line for the en- 
 deep cut to Thorold 
 locks to sweep round to 
 bmewhere below Brown's 
 |juilt and half the ex- 
 hat must inevitably be 
 all be reaches between 
 ^nd facilities for obtaining 
 ^"^itable arrangement of 
 ray a little to the east, 
 ftlso be obtained. 
 aai)ect8, ve consider this 
 ►bliged to have a draw 
 
 
 m 
 
 ■^ 
 
 i 
 
 •;V.i-' 
 
 K' 
 
 bridge on its maximum gradient, this is not deemed an insuperable objection, but in view 
 of the general interests of trade, it would be an inconvenience that must bo submitted to 
 as xinavdidable. , 
 
 It is true that this line involves changes of street crossings and purchase of some 
 mill jnivileges, but we are of opinion that its cost will not exceed that through the 
 gorge, while it will be much better for the navigation in every respect. And as regards 
 the re-arrangement of the locks as we suggest, wo do not think there will be anv material 
 difference in the cost, while we are clearly of opinion that it will affoi-d greater facilities 
 to the navigation th»n the one on which the plans have been prepared. 
 
 We do not think it necessary to construct the road culvert under the canal near the 
 crossing of the Great Western Ra'ilway. It will be much better and save considerable 
 expense to cairy the road over the canal, by a swing bridge placed on the extended walls 
 of the lock and on a sloping embankment forming the approaches to it. 
 
 We have examined the general plan of a lock which has been submitted to us with 
 the other pkns. , • 
 
 We observe that no provision has been made for filling the chamber of the lock 
 through the lock walls, and that consequently the chamber must be filled entirely through 
 the gates. We consider this a defect that ought to be remedied. 
 
 Means shoidd be pix*vided for filling, both thi'ough the gates and throu^'Ii the lock 
 walls, so as to shorten the time of passing vessels, and also to prevent the surging when 
 water is admitted in only one direction. 
 
 There are some minor points rosi)ecting which modifications might be suggested, but 
 we consider that they will naturally occur to tbe engineer who will be charged with the 
 duty of carrying out the recommendations we have made. 
 
 It may be well to observe, that the time occupied in the examination of this subject, to 
 arrive at tlie ccncluf ions we hrve communicated tc you, has not in our opinion delayed 
 the progresa of this important work, for, in addition to the advantages gained, whatever 
 theymay prove to be in directing toi.3 final location fresh and disinterested minds, theshor(> 
 postponement of the date (the 25th of January inst.,) for receiving proposals cannot prac- 
 tically be considered as a delay. The winter, in that section of country, by the 2{)th of 
 January, may be considered as well over, and it wc^ild not have been edvisable to allow 
 the quarrying of stone for the locks, about the only work that might have been attempted, 
 till the season of severe frosts had passed. No other pi-eparation forc:>rrying on the work 
 could have been advantageously made befoi-e spring. 
 
 After a careful consideration of the whole subject we are unanimously of opinion: ■ 
 
 That no line for a canal suitable to the existing and anticipated trade betwtan the 
 western chain of lakes and the waters of Ontario and eastward, can be obtained on the 
 Canadian Peninsula, which is better adaj)ted to the required purposes than that which has 
 already been recommended by the Canal Commission ; 
 
 That the best entrance and exit from and to such a canal, is at the ports of Colbome 
 and Dalhousie ; 
 
 That combined locks should not be introduced on such a channel of international 
 navigation, but that they should be separated by basins of sufficient capacity to allow the 
 traffic vessels to pass each other with the least inconvenience. And finally, that the line 
 from near Thorold to Port Dalhousie, with the modifications we have recommended, com- 
 bines all the requirements of such traffic better than any of those which have been sug- 
 gested to us, or which have occurred to us during our examination. " 
 
 We have the honor to be, Sir 
 
 Your obedient servants, . 
 
 (Signed,) C. S. GzowSKr, 
 
 » Samuei. Keefer, 
 
 n Vm. McAlpike. 
 
 26—6 
 
 >;'^-!!>fi{ 
 
 mM 
 
 %• 
 
43 
 
 
 '»'■*.*.' 
 
 f Cojjy 0/ fetter to t/ie Chiif Engineer, Public Works. J 
 
 ^1 . ®i"'"T'*^ *,''° engineera appointed by the Government to examino and i-enort on 
 plans for the enlargement of the Welland Ginal, as well as certain Smes Tor th« - 
 comphshment of the same object, we have just rnet in this city to co^Sr the matte'^' 
 referred to us. Before visiting the canal to enter upon our duti..s, we think it duo to 
 ^C:.Vr\T'T.r *t« Chief Engineer, under ihose directions the surveys havl 
 ^^Jr/K''^ *"V-? P'*"? IfP'^'""^' *° '^"'^^ y«" to '"««* "3 •••t the canal Wo shall 
 !WM. rf'^"" °" {"n Y' *H' ?^''' '"^*' '^'"^ ^f '*• '« convenient for you to join us thet^ 
 
 Hf. \-'* '^'wu' S'*^ *°^^^' *''« ^^'"^'fi'^.of t»^« information which, by yoS 
 official connection ^ith the plans and surveys, yon are so well qualified to give. ^ 
 
 ' We have the honor to be, Sir, 
 
 Year obedient sei-vants, 
 . ' . (Signed,) C. S. GzowsKi, 
 
 " Samuel Keefeb, 
 
 Mr.JoHifPAOE, ' "■ W. J. McAlpine, . 
 
 Chief Engineer, Public Works Dept., 
 • V. Ottawa. -^ •• 
 
 (i.¥» ■ 
 
 {Copy of Letter from the Chief Enyimer^ Public Works. J 
 
 •« ,, ^®^«7^^^=N»— I have just received your letter of the 29th instant, stating that " as 
 - *'»? engineers appomted by the Government to examine and report on the plans for the 
 
 of SieT.rc "'f "' ^'^'"^f ^'"^'''' ^"^" «" ^^'•^^" schemesTor the ucc^. ishmenJ 
 of the same object, you invite me to meet yon at the canal. 
 
 »««1 o '^^'^' ] ^^ ^° c""^"'"" y**" *^^^ ^ ^"0* *"end. Allow me, however, to for- 
 In^ » 1^"" "^ T^\^{ T^ general report of the 29th April, 1872 on the s heme of 
 canal enlargement which I was o^cially notified (by a letter dated 21st June, 1872 
 
 ^?i^;?unL'w;l;'°^'^''"°' °'^^"^:''^ ^^^ ^-^•"^"-^ - appropnation'toa 
 
 ^v.iS ''^^°^^ *°''l'^t ?"^**'^ ?P'^' °^ t'*® »®^«''^I sijecifications of works, accordingly 
 advertised, and for which tendera have been iweived. >«-^,oruuigiy 
 
 I have the honor to be. Gentlemen, 
 Your obedient servant, 
 
 Messi^ Gzowski and Keefer. ^^'^^'^ '^°"'' ^*°=- 
 
 and the Hon. W. J. McAlpine. > 
 
 (No. 18,298.)- < • 
 
 , ; ., Departkent OF Public Works, ' 
 •'; ' Ottawa, February 27, 1873. 
 
 , ^.'^'"7^ *" directed by the Honorable the Minister of PubUo Works to sen.I irft,, 
 herewith the report of Messr.. Gzowski. Keefer and McAlpine on an e^aminaUon^re 
 Canaf "^h«tl-T"'*\'^'''^'^' ^""^^ proposed for the e'nla.iement of trWelkiS 
 St a- ?!?'^**'" ^''^hes your attention to be given to the siTbjeot, and especiX to 
 that portion of the report which refers to the line between Thorold and Port XlhouC 
 ina-smuchas those gentlemen suggest a different arrangement from that it was thSn 
 tion of the Denartmfint t.n rart^ info ««v«.t ® ** *"® mten- 
 
Works.J 
 
 ite, 
 
 S. Ozo 
 Iamuel E 
 
 r. J. Mc 
 
 Works.) 
 
 itions of worl 
 
 lemen. 
 
 John 
 
J 
 
 43 
 
 I examine and ^porbon 
 Jiin schemes Tor the ao- 
 Ity to consider the matters 
 iti«is, we think it due to 
 ^tions the surveys have 
 J r.t the canal. We shall 
 lot for yoit to join ns there, 
 iformation which, by your 
 ~lalified to give. 
 
 Its, 
 
 s. ozowski, 
 |auuel Keefer, 
 
 J. McAlpine, 
 
 WorktJ 
 
 Instant, stating that " as 
 
 ) report on the plans for the 
 
 tor thu accooiplishnient 
 
 low TOO, however, to for- 
 
 Ml> 1872, on the scheme of 
 
 ited 2l8t June, 1872) 
 
 apjiropriation towards 
 
 itiona of works, accordingly 
 
 lemen. 
 
 John Paqe. 
 
 [■WOBKS, 
 
 Jebruary 27, 1873. 
 
 lie Works to send you 
 
 B, on an examination re- 
 
 Enlargement of the Welland 
 
 *-— fcibject, and especially to 
 
 |1J and Port Dalhousie, 
 
 ~ that it was the inten- 
 
 The Minister, before giving final instructions in the matler, desires to hard your 
 news, and will be glad to receive them at as early a date m po3sib3. 
 
 I have the honor to be, Sir, 
 
 Your obedient servant, 
 
 (Signed) F. Bsaun, 
 
 John Page, Esq., Secretarj. 
 
 Chief Engbeer, PabU" Works, ' 
 
 . Otto. V, a; 
 
 The Secretary of Public Works : — 
 
 Ottawa, 12th March, 1873> 
 
 8lB,— I duly received your letter of the 27th ull., enclosin;j a Report from Menrs. 
 Uzowski, Keefer and xAIcAlpine, on an examination recently made by them of the sererol 
 routes proposed for the enlargement of the Welland Canal, relative to which the Hon. the 
 Minister desires to have my views before arriving at a final decision on the subject 
 
 In order to enable this reciuest to bo complied with, I have carefully i-sad over the 
 report above mentionod, and have now the honor to submit, for the information of the 
 l»ei)artment, the following i-emarks in reference thereto. 
 f w' .^^■'*" *^*' ^^^ conclusions arrived at by these gentlemen are principally as 
 
 Is^ Thf ,t after at examination of the diSeraiit localities, the Lake ht -bors at bo^L ouidu 
 or the present canal are considered the best for the enlarged channel, and that the main 
 Icatures of the line as located between Thorold and Port Dalhoiuie have also received their 
 approval. 
 
 2nd. That detached locks are considered the moat suitable for an important line of 
 navigation like the Welland Canal, and consequently that locks in combination are not 
 approved of, therefore any route on which their introduction is nece«iaary has been con- 
 denined. ^ 
 
 3rd. They recommend that the southern end of the new line be changed so that the 
 enlarged canal can pass through the Village of Thorold— and also that the loiks be Made 
 from 1 6 to 17 feet lift throughout, so that there may be only 20 locks between Thorold 
 and Port Dulhousie, instead of 24 as on the line marked out on the ground and tor a 
 part of which tendera have been received. ' 
 
 4th. They recommend that means should be provided for filling the locks "both 
 through the gates and through the lock walls, so as to shorten the time of oasMnff 
 Tessels," &c., &c. i««»iig 
 
 Referring to the several matters in the' order above shown, it may be stated •—that 
 the reasons for the selection of the located line are fully set forth in my report on the 29th 
 Apnl, 1872 ; in which will also be found a description of each o: the harbors that Jmve 
 been proposed as entmnces to the canal on Lakes Erie and Ontario. 
 
 In reference to the road-stead at the mouth of the Niagara River, the "En'nneers" 
 remark that the construction of entrance works to a canal terminating at this pouit would 
 
 >.v L i wj- v ..^ 1. — r — — - --v..,„ no «.i« .wu.<.,u.u»i. j^tne enters It, 13 
 
 about half a mile wide, and m the centre from 70 to 90 feet in dept/i. It is, therefore 
 difficult to understand how the construction of entrance piers could proiluce any sensible 
 eflFect on a stream of this volume, or how its so called narroumess can be viewed as reuon- 
 •ble objection to its {ui\i:,.:f^ ihs inlet to a canal, j 
 
 ' l| 
 
44 
 
 
 It !8 considered proper to correct at tUeo •sot, ii Rtfttement iiiddo hy ih "Engineers" 
 in their report, to the eflect that the lino as located is ncirly that indicatoil by the Cuual 
 Commission. 
 
 The records of the T^epartment h!iow that the surv /« wora comnioncod in Antfuat 
 1870 ; and I may add tliut the rapidity with whifh the c^ uiinationB were nmdo, cuabled 
 the pi-incipal feature.s of the route to bo doterminod n .ut the Juttor oiid of October 
 following. 
 
 When called before the Canal Co uiiussiou about the end of Novemlxsr of that 
 year, I informed them that the new line woidd start from u \>o\nt above Thoi-old, and 
 continue downwards to Port Dalhoiuie. The information thus given admitted of their 
 shewing the geneml direction of tho proposfxl line on the map, which followed their reiwit 
 in 1871. ' 
 
 ^ Generally when Engineers tiro invitctl to a consulti-tion relative to largo public works, 
 th'^ir attention is given to the discussion of loading principleM, questions of detail being 
 seldom introduced. Tho only proper object being to arrive at right conclusions, basetl 
 upon facts and exi«*rienco ; mattera are usually presented fairly and fully without reserve. 
 
 But in this case the discussion of genend prinf iples has been avoided, while matters 
 of detail occupy an exceptional degree of promin' 
 
 In short, there is tiuou^'hout the i-eiwrt a «r of peculiarities unusual in dot'i- 
 
 ments of this kind, as will 1^ clearly shewn fart on. 
 
 2nd. I agree with the "Engineer" in rejc^iing tho introduction of combined locks 
 on a iiiavigation of this importance, and of the chamcter coiiteniplated ; and also, thatthf, 
 building of double locks is not now necessary or advisable. 
 
 In their report, however, no reasons are given why they have arrived at these con- 
 elusions. It may therefore be well to state briefly, for the information of the Department 
 my views on both these questions. ' 
 
 ^ . There is no instance on record of a line favorable for detiiched loclcs on a aliip can:il 
 having been ignored, and in its stead another chosen whore tlie locks had of necessity to 
 be combined. 
 
 On the conti-ary, every effort is made to ascertain where nature affortls the best 
 facilities for passing from a higher to a lower level, and to follow this, should it oven con- 
 Biderably increase the length of the canal to bo formed. * 
 
 Combined locks have been found to answer tolerably well on a line of boat navigation 
 but even for that purpose, and with a double i-ange of them, they are less snrviceable, and' 
 more expensive to construct and maintain than locks sepamted by reaches of moderate 
 length. 
 
 _ They are also liable to accidents of a serious natnre by wliich the navigation on an 
 entire i-ange might for a time be destroyed, and much damage done to vesselfTin the locks 
 below. 
 
 This, I am credibly informed, has occun-ed several times at Lookpoi-t, on tho Erie 
 Canal, and to my own knowledge a similar accident took place a few years ago on tlie 
 Rideau Canal, which resulted in a vessel been sunk in the lower lock of a ran<^e, and led 
 to a vast deal of expense and delay. . ° 
 
 As such casualties occur on boat canals, it will at once be evident that the risk would 
 be greatly augmented by having combined locks on a ship canal, on which the future 
 tratiic will doubtless be so enormous as that of the Wolland. 
 
 It wUl, of couree, be readily admitted by any person practically acquainted with tho 
 requirements of navigation, that if the locks are combined two ranges of them would have 
 to be built. This would necessitate an immediate outlay of at least double the money 
 that would be required for the construction of one line of detnclied locks, whilst the latter 
 could be doubled at any future time when called for by the trade, and that at a less a^"rc- 
 gate cost than would be requii-ed in the first instance to construct a double ranee of com- 
 bined locks. > ° 
 
 It was not therefore deemed advisable tu re<H)mmond double locks of any kind at 
 present, inasmuch as they are not now required, whUst the large additional outlay which 
 
 4 
 
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 © 1993. Applied Image, Inc. All Rights Reserved 
 
 4, 
 
 
 
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 tat indie 
 
 iliaritieii 
 
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 lilated ; 
 
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 formation oi 
 
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 46 
 
 |mA(Ie hy tho " Engineeis" 
 lat indicated by the Canal 
 
 I wow commenced in Augtut 
 jitions were in:uie, enabled 
 10 latter end of October 
 
 end of Xoveiiiber rf that 
 
 I tt_po'»t above Thoix>ld, and 
 
 ; given admitted of tlieir 
 
 [Lich followed tlieir report 
 
 elative to largo imblic works, 
 
 ~~\ questions of detail being 
 
 right canclrsions, based 
 
 'and fully without reserve. 
 
 [been avoided, while matters 
 
 iliarities unusual in docu- 
 
 l;.vl!on of combined locks 
 Itlated ; and also, that the 
 
 , lave arrive<l at tliese con- 
 Kormation of the Department, 
 
 pied locks on a 8hi[) canal 
 ' locks had of necessity to 
 
 IK6 nature affurds the best 
 this, Rhould it oven con- 
 
 II on a line of boat navigation, 
 Kthey are less sorviceuble, and 
 ' by reaches of moderate 
 
 which the navigation on an 
 pne to vessels iu tlie locks 
 
 ^^ Lookport, on tho Erie 
 
 Iplace a few years ago on the 
 
 ower lock of a mnge, and led 
 
 I'ident that the risk would 
 
 canal, on which the future 
 
 Ically acquainted with the 
 
 Jinges of them would have 
 
 at least double the money 
 
 |tached locks, whilst the latter 
 
 "^y, and that at a less aggre- 
 
 let a double range of coni- 
 
 1 double locks of any kind at 
 ''■^T additional outlay -which 
 
 I 
 
 T 
 
 it 
 
 ■■■i 
 
 ■ M 
 1 
 
 I 
 
 ; I 
 
 J I 
 
 
 s i 
 
 il 
 
 their construction would involve, together with the interest on that amount, and the 
 future maintenance of the structures, would \>e> at least as nuich, if not more, than their 
 first cost before they might be rcquire<l, besides the projterty itself by that time might ))e 
 cons''lerably deterioi'atc']. 
 
 xhe downward trade on thei^i-esent canal amounts in round numbers to a millon of torn 
 moved annually ; Jind that carrinl bv tlie Krie Canal from BufTalo is ahont twice as viucJi ; or 
 in ail about tfnee milHons cf tons are annually moved eastwards by both these water routes. 
 
 A moderate estimate of the carrying capacity of tho enlai-ged canal ^tith single detached 
 locks, double towing p( thn, and such otiier arningements as have been proposed, is at 
 least nine inilliomt of tons annually in one direction, or alwnt three tiuiis that of tho 
 trade now ofi'eiing to both tho Wei land and Krie Canals. 
 
 3rd. At the southern end of tlie line as lucated, the " Engineers" suggest a change 
 so that the enlarge<l canal shall pass thiough the village of Thorold. 'ITie princi[)1e rea- 
 sons given for this being that they consider the arrangement of locks objectionable, this 
 they represent to be as follows : — 
 
 " According to ihe plans submitted to us, this (difference of water level) is to be 
 " accomplished by 24 locks — 23 of which are on the Loop liiie. Of these are 3 of 16 
 " feet lift, 13 of 14 feet lift, 1 of 13 feet, 2 of 12 feet, 1 of 1 1 feet, and 3 of 10 feet lift. 
 " Of tho reaches between the locks there are C of 630 feet, 5 of 730 feet, 1 of 830 feet, 
 •'•and the remainder varying from 1,120 to 6,930 feet in length." ♦ 
 
 On a profile of a new trial line, some such arrangement as that aliove described may 
 have been shown as l>est suited to the levels of the country through which it passes, but 
 the whole of the 24 locks are nevertheless intendeil to be made 12 and 14 feet lift This 
 is clearly and distinctly shewn on the plans exhibited to contrectora for those parts 
 of the works for which tenders have been received. These plans were placed in the hands 
 of the " Engineers" at Ottawa, and th«*y closely examined duplicate.s of them at Thorold. 
 
 It, therefore, seems sti-ange that when the correct documents were before them, they 
 could inadvertently mtikc such a mistake as to produce a medley like that above (pioted, 
 and represent it to be the design conteniplate<l. 
 
 In speaking of the three railways crossings vrhich unavoidably occur on the line, 
 these gentlemen notice the fact that tho Great AVestein Railway has a gradient of forty 
 feet to the mile, and that the best crossing of it lias been selected ; but that the " treat- 
 " ment of the Welland Railway involves his (the) line through the gorge at Thorold, in 
 " veiy serious difficulties." 
 
 The fact, however, is suppressed, that at the two places whore the Wolland Railway 
 is crossed, the track is all but level. 
 
 At the point to which one of these crossings would be ti-.insferred, if the recom- 
 mendations of the " Engineers" were acted upon, the grade is 83 feet to the mile, another 
 fact which these gentlemen have neglectetl to mention. 
 
 They have also ignored Mio fact, evident to anyone acquainted with such niattei-s, 
 that' a drawbridge on tho gradient or inclination stated, would so seriously interfeie with 
 the working of the railway as to render it pi-actically useless. 
 
 Both canals and railways, being highways, which essentially b;>nefit ths public, the lea- 
 sons must, in reality, be strong, that would warnint the serious injury of cither one or the 
 other. 
 
 But even this might lie justifiable if the object to b« eflected were of greater public 
 impoi-tance than the interests that had to be sacrifice<l. 
 
 To follow such a course, however, where no necessity for it ' exists, woidd be de- 
 cidedly wrong, whilst to advocate it under tha guise of a public improvement, as in tho 
 case under considei-ation, ap|)ears, to say tho least of it, a manifest absurdity. 
 
 It may further be said that by following the course suggested by these gentlemen 
 there would have to be at leiuit five milU purchased, and quite a nurnber of private 
 houses and village lots acquii'ed. 
 
 In short, forming a canal of tho dimensio-« contemplated would, in twisting through 
 the village of Thorold, dig the very heart out of the place, cross the principal street at 
 
 
^■%, 
 

 '.in. I.- 
 
 46 
 
 ■uch an angle os would nccosHitate iU being cut off from the nmin line of trnvol, and 
 thereby inflict a great injury on the inhabitunts. 
 
 ^ ^ It would also throw the point of <Uvorgeace of two imix>rtant lines of navigation 
 into the centre of the village, where the traffic would be crani]>f)d up in a eom|>arativoly 
 small space, a difficulty that would bo constantly growing in extent as the tmde of the 
 canal increaseil. 
 
 In this connection it nmy be stated that the triflfc of the Orrnt Western Air Line 
 now passes over the Wellaiul Railway, which, ttigethor with its own large grain business 
 during the suu)nier months, renders it a i-oad of very gi-eat importanco to Uie public, 
 and therefore no hasty or inconsiderate action that migki have a tendency in any way to 
 impair its usefulness should be entertained. (So© copy of Managing Director's letter 
 hereunto appended.) 
 
 One of the gi-eatcst difficulties met with in fixing on a location in this vicinity was 
 to avoid all iujmious inteifei«nce with existing lines of traffic, and at the aame time 
 'aecure the most practicable route for the new part of the canal. 
 
 To enable this to be done intelligently, the country was cci-efully and clasely ex 
 amined, many trial lines run, and all such information collected as would be likely to 
 assist in arriving at right conclusions on these es^nntial points. 
 
 It was found that the Welland Railway could bo crossed at a fair angle in what is 
 called 4^Iarlatt';j Pond, about ludf a mile fror,i tha head of tho gnuh, at a i>oint where 
 the track is nearly level, and the rails alwut ten feet over the prasjnt cana! surfiico. * 
 
 Here a long wide water space pre.<ents the best i>oint for a diveigeucd of tha new 
 from the old canal, and where ample deep water basins €s»n l»j formed at tho minimum of 
 cost, in which a considerable number of veuah cw'lie, aiiouUl thii at wiy time bo found 
 necessary. 
 
 Ifapomt to the north of this hid bjsn salactfal foi laivlng the presaut canal,. t 
 ■would have involved tin crowing of the Wellan<l RaOway on tlia 83 {oai gr.i le, an«l 
 betweenthebankofai-avino, a fact which aloao wa^ oaularad suffijiont to C3.idemn 
 any such location. 
 
 In 1851, W. fhyiily, Esq., when surveying a Kna for tho " liateral Cut" to 
 Niagara, divci^ged from the old canal at a jwint about midway of the " Tattle Deap Cut." 
 He, however, dmws nttoation to the fact, that a direct line to Marlatfs Pond can »w 
 formed if required ; but lie does not proiwse to turn oiut 8»elow any of the locks in the 
 Villago of Thoiold, even at a tinio when therj wx^ no Welland Railway in existence. 
 
 On referring to tho reach js between tho lock3, at the southern end of the new line, 
 the " Engincera" stats, as previously remarked, that th«ro are :— 
 
 " C of C30 feet, 5 of 73!) feet, 2 of 830 feet," Ac, wliilst the fact is, as shewn on the 
 
 plans exliibited to inUsniling coutinctors, which were also seen by the " Engineoi-s," that 
 
 theu are 1 rea-jU of GGO fo3t, 5 between 700 and 800 foefc, «nd 7 batween 800 and 900 fest. 
 
 ^ It is also stated '• that thcro are t.vo rs.ishoa whsi-e it is impossible to htive outside 
 
 basins, except nt \ary I.wg? co.-it, in deep rock cutting. 
 
 This is also a mistake. There is only one reach without an outside bisin, namely, 
 that between the twenty third and twenty-fourth look, as shewn on jdans. This reach is, 
 hov. lyer, about 780 feet iu length, and nearly 160 feet ia width at bottom— in fact, it is 
 a basin of itself. '' * 
 
 From these mis-statements deductions have iNwa. drawn which lead to very- 
 erroneous conclusion.^, and to which it w considered necessary to direct attention here. 
 , If the supply to ail parts* of a great line of water communicutiou, such as that under 
 , 'onsideration, were not iniirorinly maiutained, eva[)oi-atM>n, leakage, &c., wo'-'d very soon 
 
 empty it, indnpeuilcntly of the demand for lockage purpuses. 
 
 .,■ When the water is <h-.i,\vn from I^ke Eriv, it is intended thr ' tho inclination of the 
 
 bottom of tlie canal shall be sufficient to admit of a mean vcloc: *j equal to about five- 
 
 'eiguths of u mile an hour >i the summit level, and that «uch other armngementa shall bo 
 
 ni:uIo as will allow of this current being continuous, if icquiretl. 
 
 -■. , iho i>ftS3age of thin large Tolume of v/atcr will be sci^rud throughout by a series of 
 
 1'n 
 
Jie nmiu Hi 
 
 »<*» cai-efulb 
 [lected as wot 
 
 It a fair i 
 
 gi-d(h, « 
 iSJnt cuii 
 n clivoig 
 )rmeJ at 
 \U at ail 
 
 ring tlio 
 
 th3 83 
 
 3d sulfij 
 
 ired. 
 
 lat the ii 
 city eqii 
 Her ari-an 
 
 I through) 
 
jie_nmin lino of travel, and 
 
 rUnt lilies of navigation 
 
 UDiicd up in 11 eoiniKirativelj 
 : in extent as the trade of the 
 
 [ rront Wcstoi-n Air Line 
 Its own largo grain hiisineu 
 Bat iniportanco to tUo pnblic, 
 i teadoucy in any way to 
 tana^ing Director's letter 
 
 lociition in this vicinity was 
 ie, and at the saiuo time 
 
 corefully and closely ex • 
 ^ected as would be likely to 
 
 It A fair angle in what is 
 
 grad?, at a point where 
 
 ie present canal surface. * 
 
 ift diveigcnoa of tha new 
 
 jrmed at tha minimum of 
 
 lii at any tima be found 
 
 fing the preajnt canal, it 
 
 th} Hi foot grade, and 
 
 3d sulBjiont to caademn 
 
 the "Lateral Cut" to 
 the " Little Desp Cut." 
 Marlatt'H Pond can be 
 Blow any of the locks in th« 
 Hand Railway in existence. 
 ~thern end of the new line, 
 
 pttne fact is, as shewn on the 
 en by the *' En<fineers," that 
 between 800 and 900 feat, 
 upoasiblo to Inve outside 
 
 kont an outside b isin, namely, 
 I on i)lans. This reach is, 
 L at bottom — in fact, it is 
 
 ; drawn v/hioh load to very 
 > direct attention here, 
 ition, such r.s that under 
 !age, ix., would very .soon 
 
 lat the inclination of the 
 jity equal to about five- 
 ler armngemunts .shall be 
 
 f 
 
 • ( 
 
 
 ired, 
 
 I throughout by a scries of 
 
 n 
 
 47 
 
 regulating weira i,!.u5e<l genei-ally in i-aceways, a short distance from the rospcctivo locks. 
 
 These weii-s are to have such a width of spill w.ny, luid area of uluice openings as to 
 fully eflfect tlie object in a manner suited to the (wsition and circumstances. 
 
 Thus a volume of water from three to tix times gieatcr than thai required for lockage 
 purposes, will at all times be passing into each mich or level ^tween the different locks. 
 
 It will thei-ofore be evident, that calculations biuied on a theory that deals with the 
 question as if the canal consisted of a series of still water jionds, liable to be drawn down 
 by evei-y lockfuU of water required for navigation, are for all practical purposes utterly 
 worthless. ^ 
 
 The time occupied in filling a lock, is not over one-fouiih of that required by a 
 vessel to pass from one level to anot) er; whilst the water is flowing constantly through, 
 and over the weirs at a rato fully <ta rapidly as it could be indiciowsly discharged into a 
 lock. 
 
 Thia being the case, there is not even tho remotest probability of the levels being 
 drawn down ; but on the contrary care will be i-equired to i«gulate the discharge so as to 
 guard agabst the reaches getting too high, if there be any considwsble length of time 
 between the lockages. , s 
 
 _ In working the present canal, the levels are seldom, if over, drawn down below navi- 
 gation height, unless on reaches where the means of controlling the supply for milling 
 purposes are defective. 
 
 There u, however, a vast difference between drawing as at present from a limited 
 uncertain source of supply, and tlie time when the canal bottom will h9 at such a level 
 as to admit of Lake Erie being tapped. Then the rolume of water need only be limited 
 by the current that can be judiciously permitted in ths prism of the canal. 
 
 It is, of course, desirable to have basins adjoining reaches of moderate length, 
 when they can be obtained at reasonable outlay, but to secure one on a level nearly 160 
 feet in width, would scarcely warrant the destruction of a great public hichway like the 
 Welland Railroad. *" > ' . 
 
 Especially as after this had been done the traffic of both the old and now lines* 
 would be thrown into a channel in which even the width above stated could barely bo 
 obtained. 
 
 Moreover, when one-fifteenth part of the probable outlay required to make so 
 destructive a change would form a basin between the 23i-d and 24th locks, if it should 
 at any time be wanted, which there is no reason to believe will, under the cii-cumstances 
 be required. ' 
 
 The reconlmendation of the " Engmeers " that the difference of elevation should be 
 overcome by 20 lock? instead of 24, and to make ihf lifts chiefly 16 and a few 17 feet " 
 is B0««nuch at variance with precedent even on boat canals of comparatively little 
 width, that it is necessary to consider carefully such an unusual proposition. 
 
 It has been already shewn that the locks on the line are intended to be 12 and 14 
 feet lift, and that the gentlemen had an opportunity of knowing this fact ; their advocacy 
 of uniform lifts, as if it were something new, is therefore, to say the least of it quite 
 superfluous. ' ^ 
 
 Their suggestion relative to increasing the lift of the locks han doubtless mainlj in 
 view the lengthening of the reaches between them, and admitting of the Ime passine 
 through the village of Thoroli . * * 
 
 It has already been shewn what would be the effect of carrying out the latter change 
 on the vilUge proi)erty, as well as on the Welland Railway, so that it is unnecessary 
 again to refer to these matters. 
 
 ^ Still it is proper to bring under notice the fact, that by following the suggested line 
 t&rough Thorold, the curvature would be greatly increased' at the places where the locks 
 would be situated, and that the water would have to be drawn off for one or more winters 
 from the present canal durijig the progress of the works—a matter which of itself would 
 be attended with serious consequences. ' .i . . j 
 
 
48 
 
 If the lift of the locks were incrensed, their raiir'.)cr of course could be diminiiihed, 
 and this would to some extent lessen the quantity of masonry, but it would largely 
 increase the amount of excavation to be done, and as a whole would considerably 
 augment the cost of the work; besides the liak to the gates and foundiitioim would 
 
 be greater, * 
 
 When fixing on the height of tl:e different levels, the question of the lift of 
 the locks was carefully considered in all its different phases, and every effort made 
 to arrive at right conclusions. 
 
 All accessible written authorities were consulted, and the airangemert of lockage 
 on most of the canals on this cont'^ent, as well as in Eurojie, was studied. ThLi 
 information, together with my own exi^eiience in the construction and practical 
 working of canals, led to decisions on all leading pouits, which, after a careful review, 
 1 feel eonfiilent are right. 
 
 Along the quickly sloping ground at the Ixise of the mountain, the locks are 
 ■hewn with lifts of 14 teat, an arrangement best suited to the levels, and other 
 controlling circumstances. 
 
 This, it is believed, is the highest that could be judiciously introduced on a line of 
 navigation like this, whei-e the gates are wide, and where it is at the same time of 
 the greatest importance that they should be expeditiously worked, and no unnecessary 
 
 risk invited. „ . « ^ . *i i i 
 
 On the extensive system of boat eanals of New \ork State, where the locks 
 are only 18 feet wide, the perpendicular lifts are all loss than 12 feet, except in two 
 or three cases at the river outlets, where in one instance there is a lift of about 16 
 feet at periods of extreme low water. , t • r 
 
 On the canals in Great Britain, the lift of locks seldom exceeds 11 feet, but is often 
 considtrab?v ?ef,s. The lift of the locks on the St. Lawrence Canals is generally from » 
 to 10 feet, except at the lower tnd of the Lachine Canal where the lift is 13 leet. 
 
 On the present Welland Canal, where the locks are 26^ feet wide, there are some 
 of them 14 feet lift ; the rest are 12J feet and under, except at Port Kobinson and 
 W'illand. The locks at the latter two places are 26^ feet wide, and have at present lifts 
 of 17 feet, but when tlie summit level is lowered to that of Lake Erie they will each 
 
 have only 9 feet lift. *» t • j 
 
 When submitting a plan for the Caughnawoga Canal, Mr. John B. Jarvis proposed 
 to have locks of about 12i feet lift, and Mr. Walter Shanly, in his report on the Niagara 
 Lateral Cut, fixes the minimum lift of the locks on that line at 14 feet. 
 
 On other projected lines of a similar character in this Province, the locks are ^ 
 generally placed at from 10 to 12 feet lift. . , ,., 1 
 
 ■ There is no case on record, as far as I know, in which an experienced Lngineer, 
 after due consideration, has advised the construction of locks 17 feet lift on a line ot 
 navigation of such dimensions as that of the Enkrged Welland Canal, and where the 
 gates require to be so expeditiously worked. , , , , . , , - -„. 
 
 4th. The " Engineera " advised that " means should be provided for fiUing .- ..' 
 through " the gates and through the lock walls so os to shorten the time of passing ves 
 
 " sels " ius. 
 
 In the practical working of canals, the mode of Wling and supplying the locks has of 
 course occupied considerable attention, and numerous plans have been tried to effect this 
 in an expeditious and satisfactory manner. These may generally be classed under the fol- 
 
 "?8t By iMissing the water around the gates, through sluice-ways formed in the ina- 
 
 Bonry of the side Walls. . , , , eA 
 
 2nd. By buUding a culvert parallel to the side wall of the lock for the passage of the 
 water, admitting and discharging it through tunnels formed at one or more points, " ^"» 
 done by Sir William Oubitt, many years ago when carrying out the improvements of the ^ 
 
 Bevem Navigation. .-,. ^, x xt i :";. js ^^v" 
 
 3rd. By duices of various kinds, constructed in the gates themselves. 
 
 : ■ ♦- , » 
 
 w at. 
 
 
41 
 
 The pkii fii-bt nioulioiieil whh naoptej in klie lockii on tlie Ottnw» CannU, uuwnitlM 
 of forty ywiro ugo; but it w.ui fouiuJ tliit tlm nclioa of tho water, together with tUt of 
 front, Injiuwl the walla to such an extont. that in order to nare them from heina outireir 
 destroyed, It became neocwmry to fill u|» the tunIl«!^ and intn)d»c« tho water through 
 ■luioea placed m the gates. Although tunneU no doubt answer well in somw countries 
 they an nevertheless found tolns f|uitB objectioii;»ljle where the action of frost is so try- 
 ing and severe as in Canada. ' 
 
 On the St. Uwrence and Welland Caiuils, which were constructed long after those 
 above referreil to were in use; the water for filling or emptying the locks is passed 
 wholly through sluices in tlie gates. This mode of effecting the object has been found 
 Udi''*''d* ^'""^^ purpose, besides possening the advauUge of being rapidly over. 
 
 The time generally occupied in filling or emptying a lock on the Lachine Canal, br 
 inean. of the quadrant valves now in use, is from four to fire minutes-this, as befo^ 
 
 .ru , ' * J . ^"^ °( *•"' *^"** necessary to pass a vessel from one reach to another. 
 
 The enlaiged lock, on the Welland Canal of 14 feet lift, can, however, by means of 
 II"* i?r* u k"»d of valves, intended to be used, be filled, ii' necessary, in 3* minutes : 
 butdthough provided With the meaiui of fully effecting this, I do not think it would be 
 judicious to do It in less than about/w minut?s. 
 
 11 ♦1.^'!^°"' !** *"^^'fj« "* * *>e«»«o" •»» to f'e mode of filling and emptying tho locks. 
 »II the different phuis that were known to have beer previously in use were caiefully 
 buSIws * ''"'^ of endeavoring to modify, improve or adapt them to the circum- 
 
 -.•♦i.T{!^-\' *'*"™*'.?f nwwonry alone, whether imu:ediately ai-ouml the gates or parallel 
 with the Bide walls, it will be seen, are objectionable for the roa«on above stated 
 nr •v^nTJS-*''"' '' "-^\^« ""PPOsH would be met by lining tJo tunnels with c«-,t, 
 ^Lfl LTi, K* i"""'."" ^^ '"t'^I'icng » number of lar^e iron pipes embedded in con- 
 Crete, with blanches at various points leading into the lock chamber, but the i-anid oxida- 
 tion of such a large surface of metal, together with the unavoidable difficulty of access to 
 
 conduits for the purposes of repaira, would, in case of accident when the canal was 
 open, be likely to cause serious inteixuption to the navigation. 
 
 Moreover it was considered, on thoroughly investigating the matter, that the risk of 
 faUmj to the working ecjuipment, the probable damage to the v.alls, &c., by th s m<Se of 
 introducing and regubting the water, would more than counterbalance any pSsiblo 
 advantage that could be gained, or time saved, by its adoption poHsioio 
 
 On again reviewing the subject, there appears to be no reason to alter tlie conclu- 
 «ons arrived at, e.si.ecialy when it is borne in mind that intro<l„cing the tunnel system 
 would involve a greatly increased annual cost for maintenance, and nS^essitete at nrosei^ 
 an adcbtional outlay or from forty to fifty thousand dollar a ea^S^ oJ in ^3? 
 derably over ($1,000,000) one million of dollar, /or that purpos,<^<me 
 
 In conclusion, it w deemed proper to submit a brief summary of the reasons whv in 
 my opmion, he line selecte<l for the enlargement should be adhered t^, 3 to r^nSti 
 few of the prmcipal reasons why I believe the sur; M.ons contained inle " EnJbC« » 
 report should aot be entertained. "* mo r-ngmeers 
 
 *v '"^^^• ^J««« located ia the best that can be obtained between the wida nark nt 
 the canal above Thorold and Lake Ontario. oeiween tne wide part o{ 
 
 CathfriL^ w^^*?"i"**'i ^S" ''°""*'"^ JU ^" ?^ *'^^ ^"''S^ of Thorold and town of St. 
 Cathannes, where the land damages wiU involve no great outlay : whUst the w«^r 
 
 power aubMqnentlyavailablewUI render the land acquiildynlS 
 
 .t«ic!?wi?iM,^r'*' "^ ^^^ '^^ ^"^^ ""'^ '"''^" ""'*" "^ "' ^*" '^^'^ ^ "««»- 
 
 4th. The length of the reaches, arrangement of basins lifk<« of tht, jAi^t. -«j *i.. 
 
 mjans of emntying and filling them, aro sul as to socuro t"; etcieL and 0x1.^^^^^^^ 
 
 JS^Sl ' ""' '"°""^« unnecessary risk ; whilst economy has b^^JfS^ 
 
 25—7 
 
 -:-:'i^l\ 
 
 SHtf 
 
 
60 
 
 > 
 
 meant of safe conimtinicntion. JthcIicrUj worthJeaa u a 
 
 3rd. That bj increasing the lift of the locks, the risk of accident » —li .v 
 lu«rc:r ^-^ teincrc^^thout an^ benefit J ;;ta"L"::";oatw?r* 
 
 4th. That the filling and emotying of the locka in the manner •us^stwl i, not 
 d.«».tcftnbeaone hs ox,,e<litio«H!y a« cin:umauL4im wL^nt 
 pon the nnviiration ih« ri«W i^u^.^,Lui '...'" wm.T«nt, 
 
 I therefore beg rcspectully to ndviso that the lino from Marlatt'a Pan,! ty. P^ r^i 
 hoiuie a, located on the ground, be adopted, and that the works bo carried o^t f^Sl; 
 tothade8.gncontemplated,and for which Tenders have been pullid/kTti Tnd SS^^i 
 
 I havo the honor to be, Sir, 
 Your obedient aervant, 
 
 JOHN I'AOE, 
 Cff^^f i'tiffineer, Public Woria. 
 
 t 
 
 Ottawa, 6th March, 1873. 
 XL ^^ ^''*" Sib,— I learn that the Cannl Commissionem recommenrl «. ^«„f„f r 
 the Government line at the village of Thorold which will cmTlK^Wn Tif*^?" '^**'" 
 about the centre of its eighty-four feet grade If hisTs so i? wSL *^^1 ^'^''^^ *' 
 to the road, as the grade is nearly M.reeCes IcJ'g and the iifficul^ ^l""^ destruction 
 impossibility of stopping trains il aescencli„g\S s^JioS ly ScJits^^^^^^^^ 
 nage of freight and render it dangerous to the life of passen^rs Sd in Z^n!f; ^^ ^' 
 foundthat when a train is once stopped great power i,Vt iS g"tti^tider^:''°fii " 
 
 The Great Western now use the Welland betweeii its Alain and aL S«^!^* f 
 the present moment fourteen regular trains j,ass over that portion daSv hI.l'u. ' ^,** 
 durmg the season of navigation the number will be much Leator ^' " '^*~^ ' 
 
 I feel It my duty, as Manager of the AVclland, to brine tliis matt*, «ffi„;.ii w^ 
 you and respectfully beg, that before adopting the P~p««ed*chXe t^^ t^^ 
 der the damage the road will sustain by it. ^"""ge, you wm weU oonai. 
 
 Yours truly, 
 
 THOS. R. MERRITT, 
 Hon. H. L. Lakoetin, ' C^irman. 
 
 Miniiter of Public Works. 
 
 l^ 
 
 ■ t 
 
 i. 
 
I 
 I 
 I 
 I 
 I 
 I 
 I 
 I 
 I 
 I 
 I 
 I 
 I 
 
 I 
 I 
 
 i 
 
 i 
 
ac 
 
 changes proposed bj th6 
 
 FoT(t and the nevr canals into 
 
 ' of both channels of trade, 
 
 of the works. 
 
 ke of its maximum grade, 
 
 practicallj worthleas as • 
 
 |ident, as well as the eost 
 ugatioQ that would war- 
 
 he manner saggested is not 
 " fumstances will wanant, 
 lected with tunnels and 
 
 17 of the suggestions of the 
 b^hat if thej were followed 
 1 n additional cost of full 
 
 farlatt's Pond to Port Dal- 
 |, be carried outagreeablj 
 Iclj invited and received. 
 II 
 
 to PAGE, 
 [jneer, FtMie Worlct. 
 
 ri, 6th Mareh, 1873. 
 
 [imend a deviation from 
 ie Welland Bailwaj at 
 I be perfect destruction 
 Bculty, and at many times 
 ■^ce ito capacity for car- 
 land in ascending, it is 
 fing under way again, 
 •in and Air Lines, and at 
 ■"daily, besides specials; 
 
 f matter officially befot« 
 nge, you will well consi- 
 
 B. MERRITT, 
 Chainnan. 
 
 (No. 18666.). 
 
 Depa 
 
 Oentleme.v,-- Your report 
 enlat^oment ot the Wellana Cau 
 Engineer of the Dopaitrnent to ( 
 nish you with the accompanying 
 si'uh remarks as you may deem" 
 
 I 
 
 Messrs. Gzowski and Keefer, 
 Civil Engineers, 
 'Ottawa. 
 
 Sir,— .We yesterday receivec 
 ., the 22nd inst., accompunied by 
 gostecl by the Board of Engineers 
 to offer such remarks as we may ( 
 It is to be rogrettetl that M 
 Engintors to m hem at the 'A' 
 these extracts nuglit have been 
 has occurred. 
 
 We cannot enter into any di 
 from his report, and again referre 
 ouraelves only, yre have to state t 
 It in any particidar. 
 
 We adhere to the recommenc 
 
 practicable, and that these lifts she 
 
 the conditions. That provision si 
 
 through the walls and through the 
 
 be made as long as possible, and tl 
 
 that as the only possible means c 
 
 deviation recommend through the 
 
 ■ive road-culvert under the canal 
 
 swing-bridge placed on the extended 
 
 of the locks and levels should be sv 
 
 Creek, a siphon culvert, and proi 
 
 suggestions are not referred to in t] 
 
 We are still of opinion that a 
 
 cost of constructing the canal, acco 
 
 not exceed that of the present (Mr. 
 
 In this age of active railway « 
 
 IS an important element in determii 
 
 M much as possible, the Board re, 
 
 perfectly safe, and the filling of th 
 
 wAllS* 
 
 We may remark, that at the c 
 nave an example of filling throu«»h t 
 •onstraction. * • 
 
 /'■ 
 
■ >»'■ 
 
 01 
 
 (No. 18666.). ' 
 
 Department op Public Works. 
 p Ottawa, March 22ncl, 1873. 
 
 I have the honor to be, Gentleir<jn, 
 
 Your obedient servant, 
 MesstH. Gzowski and Keefer, (Signed,) F. Bbaux, Secretarj. 
 
 Civil Engineers, 
 Ottawa. 
 
 Russell House, * . ■ 
 
 a xiT Ottawa, March 26th 1873 
 
 fosted by the Board of Engineer ?nhbSanTS,.fl« W^n 7n''^ ? "? ''^'^"S«» «"«- 
 offer such «n.rks as we n.^h::r^£^L^:^:t^ ''^"^'' '"'^ '^'l"^^""^ - 
 
 hese extracts uu^^ht have been iullv dS,^«i7^^ t "^'"i"':""* '»"''*"°"« ^^-^^t^l of i° 
 as occurred. ^ ' "^ discussed, and by so doing saved the delay which 
 
 We cannot enter into any discussion with Afr P<.fr« -n.,* i • 
 Pom hU report, and again referrJ to that of tl,n -R^!^?' f iS '•^''"'8 ''''''^ "'« «»*"ict8 
 
 .JltS^t'SrSie^S^^^^^^^^ -far as 
 
 le conditions. That provision should h^^niL r rn' 1 *" ^^'"^ "^^ ^ ^ f*'«' *" «n«>^er 
 >n.«gh tho walls and Su^ugh thtio Lt^^^ "^^^ "{ "'" '^'^ ^"' 
 
 ) made as long as possible ami fl.»f r>.° i i , . '° 'f ""''"^ ''°'^^» *he locks should 
 :at as the onfy^oSirm^ns o atJfuL t^^^^^^^ on mry .eaeh-and 
 
 >viation recommlnd throu^the vi£ o Vorold C/ • f ^^^7,.^'' "^^^^o t^o 
 .e road-culvert under the canal foX qlrton roTrV^e trie «l"' n"« '''^ ^'^P^"' 
 'ing-bridge placed on the extended win^ of the n^LTLrV 1,1 fii. ?,'''! V'*'" "^^^ » 
 the locks and levels should be such af would «S nit- ' fi^ finally, that the position 
 «ek, a siphon culvert, and pr^Wderfr n J,' °'i"^^"« the culvert, for the Ten MUe 
 
 t exceed that of the present (Sfts) Jfans '"'^ "^ Engineers, would 
 
 much a, possible the Board reco.i.ended i^ oT 6 and' 17 f^For'T^ ^V'""' 
 ^^tlysafe, and the filling of the locks both through the ^ttl /^d' [^^ tttc" 
 
 We may remark, that at the combined locks on the Ride^u Canal in *i • •* 
 rXr'^ '' ''''' *^~'^2''.*'>« -"^' -•'-^ 1- beefi^u^rvlr^-in^S^^^^^^^^ 
 
 
 •r' 
 
■ «? -'■ 
 
0S 
 
 •• .'.v»-'>l. -. 
 
 
 ««« »,11 be »o obj„U„,„ u, our m,,lci„g that foot ZuMXln ^ „St^,^^V 
 toSr "*' • Pta», »tach we have, aft,,- „a,-ef ul cMmination, co^ilcrS 
 
 We have the Lonor to be, 
 ■ ■ ' Your obedient servants, 
 
 (Signed,) O. S. Gzowski. • 
 
 Hon. Hector t. Langevin, C. B., " ®**'"^'* ^='=''=«- 
 
 Minister of Public Works, ' "... 
 
 . Ottawa. * ■-■ ' 
 
 If 1 1 
 
 (No. 18739.) 
 
 Departmbst of Public Works, 
 - Ottawa, 28th March, 1873. 
 
 ;„.♦ ^^^J^^»f*=''*'»— I am directed to acknowledge the receipt of vour letter of the 2Gth 
 mst, contaxmng remarks on Mr. Page's reMcit on the change, 8„ggest-.d bv the Bolf of 
 Engmee.-s, m hts plans for the Welland Canal, as called lor by mj letter of the 22nd 
 
 «,».,• w%^^^*fu ''^'*"*? ™\*** **" y^""" '^tt«»t'0» to thi't l»oition of Mr. Page's report 
 which refers to the ci-ossing of the Welland Bail way on an 83 feet grade, and to Xh 
 
 oS± T.W "'^V' y°»'-^«™^»''«- The Government would like to have also yoS 
 opinion on that particular subject. ' ' 
 
 I have the honor to be. Gentlemen, 
 
 Your obedient servant, 
 
 (Signed.) F, Braun, 
 
 Messrs. Gzowski and Ke?fer, C.E. i ' ^^^^^7- ^ 
 
 
 
 Ottawa, Slsfc March, 1873. 
 r H ^."*'~-'° compliance with your request of the 28th instant, we will now add the 
 following remarks in reference to the crossing of the Welland Railway, by way of suni.le 
 ment to our letter of the 26th instant. J' . y 1 M" 
 
 A swing bridge upon any line of railway is an inconvenience to the traffic, yet with 
 a weh constructed bridge, and properly equipped railway, and a compliance with the 
 statute regulating the passage of tmins over such bridges, their can be no dancer to life 
 ftnd pro]«rty, and but very little inconvenience. 
 
 Mr. Page's plan is to cross the Welland Railway where the grade is level at an 
 %*%% 7 ^* degrees. ITie line through Thoi-old would coss it at its maximum gnidient 
 oi 8d feet in a mile, and with a slight alteration, without changing the grade, it would 
 cross It at a right angle, the most favorable angle for the jmrpose ; so that as i e^ ards the 
 liorizontal angle of this crossing th^ line through Thorold is much more favorable than 
 pne line through the gorge. 
 
 I 
 
 T 
 
Itucle and 
 iicli ho 
 B, both 
 
 |to you b' 
 not nd 
 K, as justi 
 id \\'ith i 
 pxamiuat 
 
 ants, 
 
 GZOWAI 
 
 IcEL Kee 
 
 1 of Mr. 
 
 Bfc grade, 
 ike to hi 
 
 Braun, 
 
 S 
 
 t Marcl 
 J we will ] 
 ^way, by w 
 
 to the tra 
 compliai 
 |in be no c 
 
 grade is 
 I its inaxin 
 Pg the gn 
 '; Ko that ai 
 moiie fa 
 
OS 
 
 'o.L 
 
 
 tude anil importance of 
 ' ich lie eudenvonrs to 
 I, both vre fear only 
 
 Etna, 
 
 I you b7 the Board of 
 
 I not adopted, we hope 
 
 !i, OS justice to ourselves 
 
 cted n-ith it, if this great 
 
 pxamioation, considered 
 
 ants, 
 
 GzowflKi. 
 Ivzu Keefer. 
 
 |8th March, 1873. 
 [of your letter of the 26th 
 gested by the Boai-d of . 
 my letter of the 22nd 
 
 prtion of Mr. Page's report 
 '" |Bet grade, and to which 
 llike to have also your 
 
 Braun, 
 
 Secretary. 
 
 3l8t March, 1873. 
 
 J we will now add the 
 
 Jway, by way of supple 
 
 ^ to the traffic, yet with 
 compliance with the 
 |in be no danger to life 
 
 be grade is level, at an 
 
 ■^ its maximum gradient 
 
 J»g the gi-ade, it would 
 
 f; Ro that as regards the 
 
 Inch more favorable than 
 
 * I • 
 
 > V ) 
 
 f 
 
 A 
 
 ■#v 
 
 th« O^i^W*'^'^ to the inclination or gradient of the railway, Mr. Page proposes to cross 
 the Great Western Railway where the mchnaUon is something like 381 foet ocr mile 
 The very heavy traflic of the Great Western Railway at this jKjint will be mJch mor^ 
 difficult to control on this gradient than the lighfc and compawtivsly unimportant traffic 
 or tiie Welland on the steeper one. . , 
 
 It is diffisult to assign a limit to tho giwlienl at which it would be impossible to have 
 a safe croMuig, and we believe that it is quite possible to construct a safe cro-inc at the 
 point proposed for the Tliorold line. ** ' 
 
 No railway company has a right to adopt a gradient on it» line on which tho forco 
 or gravity exceed? the power of the brakes on its engine and cars ; in other words everr 
 railway company is bound to have sufficient brake-power on its tr»ius to brine them to a 
 •tand at any point on any of its grades. 
 
 The Baltimore and Ohio Railway, as well «« the Bostou and Albany Railway, two 
 or the most important roads in the United States, each carrying nn immense traffic, have 
 gradients of 85 feet to the mile and upwai-ds. / > 
 
 They find no practical difficulty in controlling their trains at aU points on these 
 
 Practically it is easy to protect the trains on the Welland RaUway by semaphores, 
 therefore, without adopting any more than the usual precautionary measures, we feel 
 sure the crossshg can be made quite safe. - 
 
 I have the honor to be, Sir, 
 
 Your obedient servant, 
 
 • ' ' (Signed,) C. S. GzowsKl, 
 
 fTL TT 11 TT , ,r ■ »» Samuel Keefer. 
 
 The Honorable H. L. Langevin, C.B. 
 
 Ottawa. - 
 
 *i. i5*n~T^ undersigned considers it material to add that there is a level crossing of 
 the Welland Railway on the Thorold and Queenston road, near the place where the 
 swing bridge would be, at which the trains of the road are any day liable to be broucht 
 to a stand on its maximum gradient. 
 
 (Signed,) Samuel Keeper. 
 
 '^?. 
 
 Copy cj a Report of a CommUtee of the Honorable the Privy Council, approved by JIi$ 
 Excellency the Governor General in Cvuncil on the 10th April, 1873. 
 
 On a report dated 7th April, 1873, from the Hon. tho Minister of Public Works, 
 stating that oil the l<th August, 1870, the Chief Engineer of his Department (Mr. Paee) 
 was instructed to have such surveys lind examinations made as would enable tho best 
 coui-se to be adopted for the enlargement of the Well.md Canal. 
 
 That on the 29th April, 1872, Mr. Page submitted a comprehensive report on the 
 mode of effecting this object, advising that the harbor of Port Col borne should be 
 adopted as the entrance from Lake Erie, and that the present line of canal downwards 
 should be followed to a point above Thorold, thence a new line should be formed to Port 
 Ualliousie, the present outlet on Lake Ontario. 
 
 . A Sfr*^** "*'*''• ?l*''fu''?'"''' "«?«'««*'^J' *» ««5"»-e a canal of 12 feet available depth, 
 atiaSiO nnn"" ""f) f i~w": with locks 270 feet long and 45 feet wide, he estimated 
 at |9,240,000, and stated that it would require about four years to execute the works 
 under the most favorable ciroumstances. 
 
 That this report was laid before Parliament and an appropriation-was 'granted 
 towards carrying out the undertaking, and that the Chief Engineer was subsequently 
 directed to make the necessary arrangements for carryiug out the works, and to have 
 part of them pUced under contract at the cariiest possible peri9d. 
 
 
> • 
 
 1^- 
 
 '■ . .»;' 
 
 I I 
 
 h 
 
 Thttt in November 1R79 ♦!. i ~'^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^=============^^ 
 
 warrant tenclAm k-* • • ■^' *"• P'aM •nd 8fiAoiR«.i • -== 
 
 That during thia tim« o«.»« • " ^""^ f""" i-eceivintf 
 
 twSE«£Ss-f-:=.::;:.r 
 
 That these gentlemen havin, v v , . ^^""''' ''^ <"»i"once 
 
 ^'i' i«u °' "*' '"" « "» '"'•«. of ss, fur .°'""^' ■•"« "■»• 
 
 .-P'WtlBir report »„,.., I. . "••»"■« <*«ngM reC. 
 
 CJerk, Privr CounciJ. 
 
 •if-' • 
 
 ■m- 
 •*■ , 
 
 •l.v