9> ^^0- IMAGE EVALUATION TEST TARGET (MT-3) ^h vl w 7 1.0 I.I Ui ■it 2.5 2.2 I li£ 12.0 11.25 IB 1.4 Hill 1.6 I Sciences Corporation ^.■ Esquires, Engineers. Jas. p. Kikkwood, ) Chicago, March 24th, 1858. Hon. .John Youno, Chairman of the Board of Harbour Commissioners of Montreal : Sir, — Under your letkir of instructions of tlie Otli of Xoveniber last, (a a), the undersigned, together with tiieir late associ.ate, Captain John Chikle, met at Montreal on the ninth d.iv of Nov. last, anil proceeded to examine the several sites proposed for an extension of the Harbour, and also of the works which have been in progress under direction of the Harbour Comniissioiieis (luring til ■ last four years for the improvemei.it of the cliannel of the St. Lawrence bebw Montreal. They also examined the River between Montreal and Quebec, and the system of lights and buoys which have been placed there by the Trinity Hoard and Harbour Commissioners of Miputreid. After making these personal examinations, and discussing the various subjects to wh"ch their attention was called by your let- ter of instructions, and deciding upon the genera! outline of the Report, the preparation of its diflerent portions was allotted to each of the members of the Boaid. An arduous portion of the examination was undertaken by Cap- tain Childe, and was prosecuted witli his usual zeal and earnest- ness until I is last fatal illness. 'I he compilation of t!ie labors of the other members of the Com- mission, aN.'i the final arranirenient of the Kepoil, was also as- sumed by Captain Childe ; but his lamented death, in February last, ]irevcnt('d the completion of either of tiiese duties. His fiimily have placed in our hands tlie vohimiuoiis notes aiil memoranda wiiich tic had with great industry prepared and col- lected; and we have incorporat.d his (iimiion-, both written and veibal, as far a« it was possibks, in the following Report. The undersiLined have felt it necessary to make these explana- tions in apology for tiie resent condition, or to fur- nish the basis of an estimate of its future importance and irifluenco upnn the trade and commerce of the world, (d) The district to which this reference h.is been made embraces seven of the North-western United Stales and Canada "West, (c) It contains lu'arly four hundred thousand sijUare utiles of land susceptible of the highest degree of cultivation, and is now occu- pied by eight millions and a li.df of peop'e. To the north of this distiici there is a l.'irge area of spnr-ely-sottled eonntrv. The portion whieh lies within the diainage of the S,isk.t hiiwan ami li'ed Ri\crs poss( sses a climate and soil aiialagous to the southern water-shed of the Ihvltie. To the west is .inothcr hir^e area of land w.itered bv the iii)per Missom-i, aiid of etpial fertility to th;U Iving along the upper Mis- sissippi, into whieh settlements h:i\e abeady been ra|'idlv and extensively mule. Tiie laiit-.ide nf th'i noitli shore of Lake Siipeiioi- cot responds ^^itll the south of Ivieland, anil p.-is-c-; ihrontr'i cenlral Imiim (■() See Map in tli« Aiipi-udix. (/>) See A]>pciiilix, nolo B. ('/) Sec Aiipciidix, note D. (i) See Apiiciidix, note E. Pe 4 COXSTRUCTION OP and Asia; but its isothormfil line, which pusses tlirough Sweden, Norwiij', Central Asia, and Cliiiia, takes a north-western direction from Lake Superior, and in tiie valley of the Siiskateliawaii is )•<■- moved fourteen degrees of hititude to the norlli. The lsotiierni.il line of this valley for th;; suiunier coiri'sjioiids witli thai of France and Central Europe. Tlio mild cliinale wliicli is thus indicated, ripens corn and wheat, and renders it a dcsindije district for the large emigration which has been recently arriving on this conti- nent from the North of Euiojie. These great districts, in connection wiili tli;it portion of the continent lying to the eastwaid, contain within liieiii.ielves all of the elements for the support of the un>st prosperous nation on tlie globe. The forests contain the finest tiiiih. r, the earth the most valuable minerals, and the soil produces the largest crops of the most valuable cereals. The natural advantages of this interior district, sitnatetl at from one to two fhousaml miles from the ocean, would have been al- most valueless exeejit for the magnificent watcr-liiics which sur- round and penetrate it, and fiirnish so es Moine rapids are navigable exeei t in low st:ige8 of water. The great chain of Lakes, which run throuu'h the northern portions of the territory, connects with tlie liiver and Gulf of St. Lawrence, and gives a continuous navigation for two thousand five Imiubed miles, to the ocean. Lake Superior is six hundred feet abovi' the level of the sea, and is twenty-seven feet above the h'vel of Lakes Iliircm and Michigan. At the outlet of Lake Superior there is a canal one mile in length, audit has two locks whicliwilljiassvesselsoftwotliousand tons. The Niagara River between Lakes Erie and Ontario has a tall of two hundred and seventy feet. The Welland Canal which connects the navigation between these Lakes is twenty-eight miles long, with twenty-seven locks which will pass vessels of four hundred tons. The St. Lawrence River from the east end of Lake Ontario to Montreal has a fall of two hundred and twenty feet, which is overcome by seven short canals of an aggregate length of forty-seven miles, with twenty -seven locks which will pass vessels of eight hundred tons. The Channel of the St. Lawrence ha-; been deepened so that sea- going vessels drawing eighteen feet at the lowest stage of water come up the river as high as Montreal, and operations are now in progress by wliich a channel of twenty feet will be given. All of these works excepting that at tht! outlet of Lake Superior have been constructed by the Canadian (iovernment. The State of New York has built a canal from 1>uflalo on Lake Erie, and from Oswego on Lake Ontario, to Albany on the Hudson River, a combined length of five luindred and sixty-nine miles, with Idcks which allow the passage of boats of two huiidreil and fifty tons.' She has also constructed a canal sixty-five miles long from the Hudson River to Lake Ch.-.mplain, with locks which will pass boats of eighty tons; and from the northern and of Lake Chainplain the Canadian Government ha.'- constructed a canal twelve miles long and locks in the Richelieu River, which will allow vessels of three hundred tons to pass between the St. Lawrence aiul Lake Cham- plain. The State of Pennsylvania has eonslructed a canal from Clicsa- * Tlicsc cniials were oriKiimll.v Imilt witli loclis wliidi alldWccl tlie pnssiifrB of l)n«t« of sixty tons ; tlic loclfs nn now cnlnrircil to tlir size aliovc staled, iind tUr cnlnnteU clmniiel-w iiy In nearly coniiiletiMl. Tlio iliinonsioiis of tin.' iiouts ;iic lliosi^ wliich tho canal will pass wlun fully I'omiiU'ted. COXSTRtJCTIOX OF jjenko l?ay, for tlireo luinJred and fifty-four milos (incluiliiig tliirty- iscvuii iiiilcs of •iiilioiui) to the Ohio River, with locks whidi will iniss vessels of siAty toi: . The States tif Maryhmd jiikI Viii;iiiiii have const nicted canals from tidi!-\vater to tlie eastern l)ase of the Allejihany Mountains, but have not yH extended them to the Ohio Kiver, as orij^inally projected. TJic State of Ohio has consiructei] six hundred and forty-six- niiles of cauid of tiio same size as the Xew York canals, to con- nect tiic Ohio Uivei wilh Lake Eiie in three iijaces. The State (if Indiana has constructed four hundred and i-ixty nine miles of canals of llic sann? si/.c and for the sime purpose as the Ohio canals. The State of Illinois has constructed a canal of one hundred and two miles louix, with lorks wlii-an and the Illinois and Mississipil liivers. The State of Wisccnsin has constructed canals and a s.ack- water navigation, which will allow vessels of three hundred tons to pass from L.-.ke Michigan and Greeuhay to the Wisi'onsin and Mississippi i.'ivers. The tru.ik lines of railways have been constructed by indivi- dual enterprise, assisted in some cases by the Government. The first of these trunk lines extends from a point one hundred and forty miles bdow (Quebec, and from Portland, through both Eastern and Western Canada to the State of Michigan. The second extends from IJoston to Montreal and the eastern end of Lake Ontario, and to Albany, where it connects with the Central line thwugh ihe State of New York. The third extends by two lines from the City of New York to Lake Eric, where it is (onnected with the Canadian line leailing westward, and by another line along the southern shore of Lake Erie, to Chiciig^), branching off to Cincinnati on the Ohio and St. Louis on the Mississippi. The fourth extends from Philadelphia to the Ohio River, and thence to Cincinnati, St. Louis, !.nd Chicago, connecting with the third lino at Cleveland on Lake Erie. The fifth extends from Baltimore to the Ohio River, and thence to Cincinnati, where it connects wit) the other lines leading westward. Th(! fii-st line is also extended across the State of Michigan bv two roads, one leading to Grand Haven on Lake Michigan and the other to Chicago. From Chicago seven lines of Railways have been ojiened to the Mississippi at Cairo, St. Louis, Alton, Quincy, Burlington, Rock Island, Fulton, Dubutpio, and Prairie du Cliien, and two lines northward, to Fond-du-Lac and Mihvaukie. From each of these main trunk lines, others radia'e in every direction, reticulating almost every ])ait of the territory in ques tion. Some of these might also be included among the trunk lines, while others are but tributaries to the main lines w hich have been above noted. This territory of the Northwest, as thus described, has within itself a natural na\igatiou of eight thousand miles, an artificial water naviga.i u of one thousand miles, and eight thousand miles of railway in <']ieraiioii, besides a thousand miles more in progress. From the preceared with those sailing from the north- eastern Atlantic jwrts. The climate of the lower country injuriously affects most of the products of the northwest, and diminishes their value when shipped by that route. The expense of transferring cargo at New Orleans is much greater than at the northeast. All of these circumstances combine 10 the prejudice of this route, and corifine the exports by it, from tiie territory in question, to a narrow belt along the Ohio and along the upper Mississippi between Cairo and the Des Moines Rapids. Too canals of Pennsylvania drain but a small area along the up])er Ohio, in conserpience of their limited size, great lockage, and disconnected water-lines. The determination of the question of the best route for the water-borne trade is therefore reduced to a comparison between the routes through the State of New Vork and that along the St. Lawrence. For the present purpose each of these routes will be examined as if they had already been improved and completed upon the most advantageous plans, which the anticipated extent of the trade througli them would warrant (m.) With this view the cost of transport on the Erie and Oswego canals will be taken, as if they wore enlarged throughout. The Caughnawaga canal, from the St. Lawrence to Laki; Champlain, (k) See Appenilix note K. (/) See Apipoiidix note L. (»i) See Appendix note M. will be considered ns complotod on tlie fame scale fts the St. Law- rcnci! Ciinixh ; and tlic CliMinphiiu Canal will bo icgaidcd as also enlart;<'d to the same dimensions. The locks on the Wellaiid Canal will bo considered as enlarged to the same capai'ity as those on the St. Lawrence Canals; and the St. Lawrence River between Montreal and Quebec will be regarded as improved so as to allow sea-going vessels of a ca|>a- oity for twenty feet of watcr-diaft, to meet tiie lake craft side by side in a safe and eoinmodiojs liavbonr at the former port. It has been ascertained that the tonnage of the exports* from an agricnitnral district is four times as great as the tonnage of its imporf.s, when they are of equal value. The surfihisses of the territory in question are mostly raw and heavy comnuxlilies, enibracing the cereals and lumber, and a small amount (relatively) of flour and salted meats; and in return for thes.i articles of export are demanded the manufactures and mer- chandise from the East, and groceries from the East and South ; while the prairie country of the south-westein portion of the ter- ritory requires also large supplies of lumber from the northern and north-eastern portions of the district (n.) The raw commodities, and those of consitlerable bulk or weight in proportion to their value, must nect.'ssarily be transported by the cheapest conveyance, almost irrespective of the rapidity of movement. These classes include by far the largest amount of tonnage moved. Next in importance are the bulky and heavy articles of manu factures, merchandise and groceries, when cheapness of transport is important, but where greater celerity and certainty of move- ment are required than in the first-mentioned class. Articles of great value in proportion to their bulk or weight, and those of a perishable character, require the more speedy tran- sport, almost without regard to the cost of conveyance. Sailing vessels furnish the cheapest transport, and are chiefly employed in the conveyance of the first class ; steamboats and propellers are required for the second class; and the railways enjoy the monopoly of the last of the classes above mentioned. Some of the nrticles embraced in these classes are conveyed exclusively by sail-vessels, some by steam-vessels, and some by the railways ; but for many others there is a strong competition be- tween the difl'ercut modes of tran.'^port, the more rapid but expen- sive ones drawing to tbomselves the conveyance of articles which belong to the cheai^'r nuides of trans])(>rt. (o) The lateness of the season, the demand for or value of the ar- ticle iti market, or the necessities of the owner, frequently change the movement from a slower to a more speedv convevance. During the last ten years important changes jiave taken place, which modify to a considerable extent the conclusions which were arrived at by those who have examined the cost of transport at an earlier ilay than the present. The demands of trade in its infancy required only the smallest class of vessels ; as it increase:!, the demand was at first met by an increased number of vessels, which, for the convenience of the architect, was confined to the same model and size. When the • By tho word "exports," as used in this place, is to bT understood the surplus not required for consumption within the district. (n) See Appendix note N. (o) See Appendix, note 0. CONSTRUCTION OF A NEW HARBOUR. trade upon any particular route became important, vessels of im- proved models and increased size were introduced. The preju- dices of navigators were for a long period opposeecn enlarged from two hundred and fifty to fifteen hundred tons, and steamers of two to three thousand tons are now in common use upon tho ocean. The limited trade of the lakes was accommodated at first by a small class of vessels. This trade has increased with gn at rapid- ity, and, wherever :t has become of suflBcicnt importance to war- rant the use of large vessels, they have been supplied ; so that at this time a considerable portion of this trade is done in vessels of from two to five times the size of those employed a few yeais since. It has been found that the cost of building, equipping, and run- ning the larger ve8.sels does not increase in the same proportion as the increase in their capacity ; and tlierefore that the cost of transport is reduced by increasing the size of the vessel, whenever there is a sufficient amount of trade to insure full cargoes. The best-informed navigators upon the Lakes estimate the cost of transport in the largest class of vessels now employed at one- fourth less than in tho small vessels which were formerly exclu- sively employed in the lake trade. The increasing demands of trade and the competition of tlio railways have called into use a class of steam-vessels denominated propellers, of great carrying capacity, and with engines adapted to a slow speed, so as to obtain the greatest economy of fuel. Those of this class first built were small vessels, but it was soon ascertained that the greatest economy was attained by enlarging them to the greatest size that the lake harbours would admit. The economy with which these vessels are run, combined with tho greater celerity and certainty of their voyages, enables them to share with sailing vesssels the carriage of the bulky and cheap articles going towards tide-water ; and as their charges are so much lower than those of the railway, and their deliveries are as prompt and but little longer, they have rapidly drawn to them- selves a larger portion of tho business which had begun to seek the latter ; and thus, by generally securing full cargoes in both directions, they have eftected a material reduction in the charges of freight both ways. The grain trade of the Lakes now requires the handling of a million of tons per annum at each end of the route, and at each transfer of cargo. At the principal shipping ports on the Lakes warehouses of great capacity have been erected, into which tho grain is elevated by steam power from cars or waggons, weighed and held in store, and loaded into voss-ls, at less than one-fourth the cost of the former hand method, (q) Tho vessel being loaded in much less time, her port expenses are very much reduced, which again results in diminishing the cost of trans| ort. Similar arrangements will doubtless soon be brought into use for the transferring of other freight, which, with the continued improvements yearly made in every bnmch of transport, will prove an additional stimulant to this trade, already fo large. ( fi) St>" Appendix note P. (7) See Appendix note Q. I of I'm- proju- consii- leiisc of rear by ilarged learners |)on tho I « rst by a rapid- |to war- tliat at l^ssels of |w yi'ai* ind rnn- >port.ion cost of liencver J CONSTRUCTION OP Til comparinj; tlin i-onto'* tlirouc;li tlio State of New York witli each other aii'l witli tlie St. Lriwreiiee, it is necessary to observe, Jhat by the way of 15iitf lio and Oswego a Irarishipnii-nt must be made from tlio lake vessels lo can d boats, and tliat the extra cost of canal transpurl and Iwiavy tolls must be adiloil to tlie-^e routes; while by the way of Lakn ChMiiiplaiii to New York, and by tlie St. Lawreiiee to Montreal, no transhipment is re(piiri''' '""■'' '" ''i'' iiiovoiiu-nt or in tiw expo sure to till! wi-atlKT. Tai- cainiot lio as.^iiiiifil at less ilian twi'iitv •five cents jier liaiiul, of livu pur cunt on lliu e()>t of (he artii'l).'. A ('onsiiloialilc portion of tiic sniplns of the W'ost is rcijuiii'il for consuinplioM in thi' nianut'irtiiiijig di^irii't-' of ^.ew Kiij^jaiul anil at tlif lishciics ai tlic oulk't of liii' St. I,a\vrcni'<'.(/') The iiit rior of New I^i itlaml can ln' !-nj)|'lit'il from Montreal clu'Hpi'r liian from awy otlior iliroction, and the moiiopolv of tiiis trade may be (••itinlcii upon as lioionii'ini;' lo tliis ronlf. The sn|iply to the lisherie-* can al.-o be oiilained throngli thi> route as cheap as by any other. The liiilish ( ioveniiiiiMil, by an eniii^htenei! pobcy, lias lliro\vn 0|en the na\ ii>aliiin of tiie St. Lawrence free to all nations, and the prodiie.s of the Western States may be exehaniifd at Montreal for the products of any nthcr coinitry free from any duiy to the Ennlish (mi\ emnient. The ( lieapiuss, shortness, aiai other adyali- tages of this route, when fully appr<'c'iated, will doubtless attract to it so coiisideialile a share of the Wesfern trade as to warrant the expenditures jco] o-^ej lor the enhirgemeiit of tlie locks of the Wellaud canal and for the propos.-d harbonr improvement at Montreal. The following table of the cost of transport per ton by the .sevend nait. s is made up Iroiu Chicago, as a slarlinu-poiiit com- moi; to iill, from which yessels of eight hundred tons will jterforni tlie duly ao fu- eastwaid as they can be iiayigateU on eacli ro'itc. The lontes ilirough the Erie canal, both by the ^vay t)f Buffalo and of Oswego, will require the voyage of the large vessels to tei- minate v.t those ports, and the cargo to be transferred into canal- boats of two hundred and fifty tons. The route throngh Lake Cham|)lain to New York, and that through the St. Lawrence to Montreal, will allow the large vessels to pioceed directly to those ports without transfer of cargo. TABLE. First. —From Chiciigo to Xew York I)y tlic way of the Lake to Buffalo, the Eric canal, and the Iludon Kivcr to Xew York. By sailing By steam V(«selH. Vessels. From Chicago to Buffalo, 9U miles Lake navigation, at 2 anil 3J mills §1,8.3 $3.20 " Buffalo to West Troy, 353 " Canal " at « mills 2.82 2.82 " WeslTioy toXewYork, 151 " River " at 3 anil 5 mills 0-4.'5 O-tO Transferring cargo at Buffalo 0-20 0-20 1418 lailes $5.30 gc.gg Scfonf/.— From Chicago to Xew York by the way of the Lakes and Welland canal to Oswego, ami thence by the Oswego and Eric canals and the Hudson River to .New York. By sail By steaui vessels, vessels. From Chicago to Oswego, 1057 miles Lake navigation, 2 ami 3J mills §2.11 $3.10 Additional expense on the Welland canal, 28 miles, 3 '"ills 0-8 0-8 From Oswego to West Troy, 202 miles Canal navigation, Suiills 1.G2 1.62 (v) See Ajipendix, note V. [ifj bee Appendix, note W. A NKW HARBOUR. From West Troy to New York, 151 miles river navigation, 3 ami 5 mills 0'45 O'Ttj Transferring cargo at Oswego 0-20 0-20 1410 miles §4.40 $0.30 Thinl. — From Chicago lo New York by the way of the Lakes, the Welland, St. Lawreni^e, Canghnawaga and Chamidain canals and tlio Hudson River to New Voik. Ily sail By steam vessels, vessels. From Chicago to New York, lil32 miles, at 2 and 3J mills. $3.20 $5.71 Aililitional expenseson the Welland, St. Lawrence, Canghnawaga and Champlain canals, 107 miles, 3 mills 0-50 0-5O 1632 miles $3.70 $0.21 Fourth. — From Chicago to .^lontrcal by way of the Lakes and River St. Lawrence and the Welland and St. Lawrence canals. By sail By steam vessels, vessels. From Chicago to Montreal, 1278 miles, at 2 and 3} mills. $2.5i, $4.47 Additional expense in the St. Lawrence and Wel- land canals, 75 miles, at 3 mills 0-22 0'22 1278 miles $2.78 $4.09 The comparison of the routes by Railroad from the termination of the voyages of the large ves.sels to ceitain points is as fodowa : First. — From Chicago tc Buffalo by Lake vessels, and thence to New York by Railroad. By sail By steam vessels, vessels. From Chicago to Buffalo, 914 miles, as before $1.83 $3.20 " Buffalo to New York, 444 " Railroad, at IJ cts. 0.60 6.66 Transferring cargo at Buffalo 0-20 0-20 1358 miles $8.69 $10.06 Seconil. — From Chicago to Oswego by Lake vessels, and thence to New York by Railroad. By sail By steam vessels, vessels. From Chicago to Oswego, 1057 miles, as before $2.19 $3.78 " OswegoloNcw York, 327 " by Railroad, at 1 J c. 4.90 4.90 Transferring cargo at Oswego 0-20 0-20 1384 miles $7.29 $8.88 Third. — From Chicago to Whitehall by Lake vessels, and Uience to New York by Railroad. By sail By steam vessels, vessels. From Chicago to Whitehall, 1415 miles, at 2 and 3J mills. $2.83 $4.95 Additional ex|)ense of Welland, St. Lawrence, and Canghnawaga canals, 101 miles, at 3 mills 030 030 From Whitehall to New York, 223 miles, by Railroad, at IJ cents 3.35 3.35 Transferring cargo at Whitehall 0-20 0-20 1638 miles ,$6.08 $8.80 Fourth. — :^rom Chicago to Whitehall by Lake vessels, and thence to Boston by Railroad. By sail By steam vessels, vessels. From Chicago lo Whitehall, 1415 miles, „ ad transferring cargo as in No. 3 $3.33 $5.45 " Whitehall to Boston, 191 " by Railroad, 1 J c. 2.87 2.87 1606 miles '. $6.20 $8.32 Fifth. — From Chicago to Burlington by Lake vessels, and thence to Boston by Railroad. lj|" T.-y- 0-7(J 0-20 I'H, llie lul tlio V Htciun CUHl'ls, |$5.7l o-no River Iv stcnm Vc'HSI'Is. |$4.4'r 0'22 CONSTRUCTION OP Ity null Ky sti'ni.i VcmscIh. vi'shrls. From CliiciiKn to Hiirlin(ftoii, l.'ir>l miles, at 2 find 3J mills S2.70 !? 1,73 Adililidiml i'(iii'n.''cs ol' AVclliiiid, Hi. Liiwronce, mid ('aii(.ijiinwnga cnnalH, lOlniileH, at .'Imill.-i. ;I0 l-'roni Hurlingtoii to lioston, 2ri8 iiiili'S, at Ij cfiits 3.H7 Triiii.sf't'niiig cargo at Uiirliiigton 0-20 o-:t(j 3.H7 0-20 lOOOmiles S7.()7 $9.10 Sivtii. — Kkjiii Chicago to Montreal liy Lake vossels, and thence to JJoston \)j Railroad. ll.v sftil H,v stciini vessels. vrsscl.H. From CIdcaKo to Montreal, 1278 miles, as Iicforc S2.78 ?4.G9 " Montreal to lioston, 341 " by R. road, 1 J cts. 5.12 5.12 Transferriug cargo at Montreal (i'2U 0'2U Kil'J miles $8.10 Slo.Ol flecenlh. — From Chicago to Montreal by Lake vessels and thence to Portland by Railroad. li.v sail II}' 8t iMini vessels, vesseln. From Chicago to Jlontreal, a.-< before, 1278 miles S!2.78 §4. GO " Montreal to I'ortland by HR., 292 " at IJ ct:<.. 4.38 4.38 Transferring cargo at Montreal 0-20 0-20 1570 miles. . . !?7.3(; §9.27 It is ol)vioiisly in. possible to iii('(ir[icirale in sticli cstiiiiates all of tliu ini'identul tidvatitages of soniu of the roiitof, to wliicli allusions liavo Ihh'II rnaile ; liul, as tlu-se would not attcct tlic ijfcnuiul con- clusions wliicli arc (h'rivcil from the lable.^, a more particular con- sideration of tlieni is not deemed necessary. These tables ovt, as has been already men- tioned, do not show the present charges by the several ronte.s, bnt are only intended to exhibit the comparative cost of each route when they have been fully improved in the mnnner which has been previously stated. The present charges for transport between the West and the Atlantic tire tiioiv in favor of the routes to New York than the above tables would indi<-ate; but any conclusions diHwn fioin the present conditions would be obviously of only teiuporary a]ipliea- tion. (a) Having brought the cost of transport from the interior to Mon- treal, the next point for consideraiion is as to the expediency of con- tinuing the lake vessel to Quebec, or of bringing the sea-going vessel to Montreal. Our late associate, Mr. Cliilde, Jiad fully exa- mined this (lUeslioii, and wc quote from his notes as follow : — " It has been alreaily shown that the shortest and chea]iest route troiii Chicago to tide-water is via the St. Lawrence, and it is admitted by all coinnu'rcial men that unobstructed transport traih' will alwuys lake the sluirtost and cheapest route. As a question of practical c(!onomy, it must also be admitted, w'''M)ut the necessity of aigument, that vessels prop 'fly constructed fo. die lake and river tr.dHc; west of Montreal, will be neilher safe nor profitable for the gulf and ocean; nor, on the other liand, would tlie deejier build of sca-goiiig vessels be suitable for the canals and shallow ])arts of ilui river and lakes. It follows, then, that aport of transhipment must be jirovided. The natural coiiisi- of (Cana- dian trade and population li.is from an early period maile Quebec and Montreal piominent centres of both upon the river. These cities d" ide ihe river trade, iiud are togi'tlier capable of atfonling (a) See AppeudLx, note A. A NEW HARHOUR. 9 all the facilities that the future commerce of the river may recpdre. The diirereucfs pcuMiliar to each secui to spring soKdv from natural causes, to wil : at (,»iii'bcc ihe river harbour is deep and broad, the channel from thence to the ocean has alwavs been unohstructeil and sufli.ieiit for ihe largest class of vessels. The changes of tidal level (1;) and ln feet respectively for suimiier .iid spring) Would be delriinental to geiieial trailic, but are of verv gretit lul- vantage in the lauding, pren.iratiou. and slii)uncnl of tindier which i.s (diielly transported in ratts from the upper country t'^ (.Quebec. For such reasons tin' iuiiiuMiso limber and lumber trade of the provinces will (loiihlless eoiiiiiiiie to be transacted tit Quebec. " Quebec iiiiil .Montreal must enjoy a very large increase of genertil tratHe by the increase of |iopulation in their respective districts, and also by till public works which servo to expedite and clieiien the collection, transportation, and distribution of pi'oduco and merchandize whether inward or outw.uil boiiinl via the St. Lawrence route. "It is ap]iarent that the position o( Montreal, at the hcail of oi'.ean iiiivigation and at the foot of the lowest rapids, possessen certain tidvanlages peculiar to itsilf It is siiiiounded by a more populous and ferlilo region (d'cmutry, at the conllueiice of the St. Lawren/.e, Ottawa, and Laki^ Chainphiin routes cif trade, and the focus t()»vards which the continuous intlneiices of rtiilwaj's and the natural and artitic'al walei-chiinnels of the West and Nortli- west will more and more i oiiccntriile the trade of the lake coun- tries. These countries now number eight millions of people ; at the close of another century tlicy will jn'ohably come up to twen- ty millions. " We notice (dso, as a proof of the eligible commercial position of Moniretil, that in the years preceediiig 1850, during which tl e co"u laws of England and all ditierential duties favoring the di- rect ex|)ort and import trade with the Canadas Iwid been repealed, and the bonding .system of the United Slates and the reciprocity treaty with that country establisheil, the ports of the United States became virtually free to Canadian trade, thereby diverting from the St. Lawrence ronti- if of the (Jana lian cereal exports and f of all imports. Vet the imports into Montreal increased at the same time fifty per cent, but \^ of this increase ap|)ears to have accrued on the first year of the reciprocity traile with the United States." "Ill l8o5 the totiil iinporis by the river are stat- ed at ^1 1,494,028 Total imp(nts from Unite.l State ports 20,825,432 Making total imports ^32,310,400 of which Montreal absorbed $12,372,580, or over f of the whole ; and ^§878, 552 more than the total iinpoits that year by the river. Thus showing Montreal to be largely on the increase, notwith- standing the diversion of the trade from the river to other routes, via Portlanil, lioston and New York, (b) '■ But the true interests of Canada, and of the North-west- ern Lake States, requires that thiit trade and its future increase shall be restored to the shorter and chea|cr route via the St. Lawrence, not by restrictive goveiiiinental eiiactinenis, but by j)ei'- fccted canals, deepened channels, numerous light-houses and well instructed pilots. (6) Sue appenUlk uule ii. ■R 10 CONSTRUCTION OF A NEW HARBOUR. " Otlicr local consMcrations point to Montroai as the sea-port of tlie W(\st, and as tlio pro]>cr point of transhipment between sea- going anil interior lake vessels. "Ist. Because the larger He;i-going vessels caii continue their voyage from Quebec to Montreal, one hundred and eijjhty miles, at less cost per ton than woidl attend running tl.'i^ smaller interior vessels from Montreal to Quebec ; for with the completed twenty feet channel, and corresiionding harbour extension at Montreal, there is no reason to apprehend extra risk or de'.enti'Mi. " For instance, a steamer of medium size arrives at Quebec fully loaded with 12()0 tons of goods, 250 for Quebe'.'. and 960forMort of New Yoik, anri will be abh^ more and more to con- trol that portion of the inland commcice for which she is in posi- tion so favorably situated. In further illustration of these remark.s, wo will here enter into some details. (_/') During tho last six years the Government has been engaged in establishing a thorough systi-ni of lights through the (iulf of St- Lawren;'e, to which allusion has already been made. These, with a more thorough survey of the channels and a more intimate ac- (piaintance with the route on the part of tho (iulf pilots and navi- gatxirs, have even now all but entirely removc' tlie co.ist of Labrador, through the (!ulf uf St. Lawi'eiu'e, are certaiidy more free fioin tliose dense fogs wliicli prevail (iii the liaiiks for one thousand miles of the passage, fol- lowed l)V vessels fi'oui the noith of Europe, than tiie north-eastern coasc of the irnited States, and the ports between New York and Cape Raee. The stc^aniers plying between Monlreal and Liver- pool uniforndy take the passage referred to, througii the Straits of Belle Isle, and, in proof of its general exemption from the fogs ■which prevail during certain months to the soutli and also of the shortness of this route, th<-y make shorter passages than the Cunard or Collins steamers from Boston and New York to the same port, (p) The undersigned have made careful euijuiries of masters of vessels wlu> have bi^cn for a long time eTigaged in the navigation below (.Quebec, a few of whom were well ac([uainted with the na- vigatieu througii the Straits of Belle L;le,an.l from all of whom they have received the stron_es.t assurances of I lie safe and convenient navigation to the open sja by that route, although hitherto it has not been much u bee Aptudix, note I. Closes u u u u <( ii it COXSTRUCTION OF A NEW UARBOUR. The mean for tlie last ten years r derived from these tables is as follows : — Straits of Mackinaw Opens Tort tJolbonie " Port. of Buffalo " I'ort of Oswego " Port of Albany " Port of Montreal " Port of Quebec " r.ic " Eiie Canal " " Welland Canal " " St. Lawrence Canals " •' Cornwall Canal " « P>eauliarnois Canal " " L ichine Canal " " St. Lawrence iliver between J Lake Ontario, Montreal and V " " Lachine ) Do. between Montreal and Quebec " " Taking into account the difference in time between the voyages from Lake Ontario to Albany or Quebec, and the dates of the opening of the navigation on the two routes, it appears that the navigation is opei; about five days earlier and is closed about days on tlie St. Lawrence route than it is on the Erie Canal. The large emigrant passenger business which is now concen- trated almost -exclusively upon New York, might, we should think by proper exertions, be shared by the port of Montreal, and much in that way drawn to that port, whence a return c.argo of flour or grain would be always certain. The emigrant can be carried to Montreal from Europe for the same charge as to Now York with equal profit, and he can be forwarded from Montreal to the Wes- tern Slates for less expense to himself than from the port of Xew York. If with these conditions, a share of this business cannot be drawn to Montreal now, there must exist jirejudices and draw- backs unknown to us which time will ameliorate or remove. The examination of the (piestion of the location of the proposed harbmir at M iiitreal was also very carefully investigated by the laie Capt. Cliilde, and in the following lemarks upon that branch of the ipiestion his views will be generally quoted. The foregoing cons' leratioiis bring us to tlic conclusion that the Harbour Coimiiissioners are right in their views respecting the need of an early extension of the Harbour of Montreal. As now situated, it is at best only a summer harbour, suited to the domestic, coastwis ', and river trade, and affording very inade(piate accommo- dation for even tlw limited number of soa-going vessels of large size which now visit that ])ort. (»') " When the (di:iniiel below Montreal is enlarged to the depth of twenty feet (which will bo done by 1860), the increased number of 'his cla^.s of large vessels together with tli ts at St. George's Street, fifteen .ind a half feet deep at St. Di'ininiik Street, anil fifteen anil a Indf I'eet deep at St. Denis Street : this high level being thi' only one favnralile for a ship-canal to the Kivef at lloclielagn i>ay, while the upper level of the .S;. (iabiiel lock being nine and a Iwdf'feot lower, and too low for a twi'iily feet depth of lecdc and i"iiial. "The difficiilly, llu!ii, ^apart I'roni the 'estriiclinn and damage to lan is now iiiqiraciie;ilile .en the ice is passing down the river. Mr. Childe examined the question of supplying the dock at this location with water, and we quote from his notes as follows : " Three modes of supplying water for dock purposes at this point are suggested. First, from the Lachine Canal, by increasing the section of saiil canal every where to its full width, which would let down enough more water to supply the dock, and with less current probably to obstruct navigation than is now experienced in the narrow rocky reaches above. "Second, from the tail-race of the Water-Works, which would give an ample supply ko long as the pumps shall be worked by ■water-power, the bottom of the wheels beinir four feet above the surface of water in the proposed dock ; and the distance being \\ miles, gives fall sufficient to prevent bi;ck-W!iter tipon the wheels. "But neither of these sonrces will be as constantly reliable as is desired. At best, both are l.nt secondarv to other and prior uses ; while the regular working of the barbour lix ks is of the utmost importance, and should not besiilject to adveise control or accidents, whicli might at times cut o(f the supply. An indepen- dent source therefore will be greatly preferable, and thi-; is hapj)ily at hand, forniing the third mode of supjily ; which is to take water from the head of ihe Lower Lachine Itqiids above Knox's mill by an open camd 5^ mill s long wiili a mean wi«') Soo Alipt'iidlx jr. 1! ined to tho west from :1 tons sea- ways from n States, it t from the wilder Mon- Aiuerica; 10 Harbour no greater population leasing it liversity of otherwise etures, can )ver the St. d tiic same ery shallow ssod by any wheat from ng tlie flour or into cars will pay in- it amount of e are united 1 ten, to one lent increase y much the < for an inde- nated by the 1 executed at 'he enclosing puddle wallSj le first cons- ncrciifcs, tho id masonry, I without in- ."d." n the details rca, sheltered d ; that one pair of gateii at solid cril) tli«* doi'k to y 8 or feet C;hil le, that Hccouimoda- idi have bion (iniuiodatiun r location, water to the l> I locks by an independent canal, by means of which a large surplus will be provided which may bo used for milling purposes. It has been represented to us by some of the best-informed com- mercial gentlemen of Moiitreal that there is a present demand for an iiicreaaed amount of water-power; and tliat what would be furnished by the construction of the independent canal, woidd be disposed of up n terms which would repay the cost of construc- tion. («') Tlie great a.lvantages which would bo ','iven to this route by the development of the valuable water-power which exists at Montreal, has licen alluded to in the forinor portion of this lleport, and its value to the city itself has been discussed in the above re- marks of Captain Childe. In these opinions also the undersigned agree. The jilan of the dock is complete without this independent hy- draulic canal, fis it can be suppUed with water from either the La- cliiiie canal or the tail-race of the Water-Works, or by pumping from the river, at a less cost than by the independent canal; but as the latter may in itself be made a source of revenue, and as has been »lated a valuable adjunct to liie route, it will doubtless be f.iuiid expedient to eonstruct il at an early day, although its cost is not chargeable to the scheme of the dock. GENERAL KEMAUKS. It will bo obseivcd, that the enlargement of tlie locks of tho Welland Canal, so as to allow tho largest class of vessels which can navig.ite the upper lakes (eight hundred tons) has been assumed as necessary to the success of the whole system of Canadian works ; and that whenever tliis shall bo done, the contest for the Western trade will be between the ports of Oswego and Montred. Tliat portion of the Western and Upper Canadian trade which is to seek foreign markets can then be transported on the down- ward trip, at less cost by the St. Lawrence route than by the way of New York. The importance of the up cargoes has been already discussed ; and the influence upon the cost of transportation by this route must bo duly considered before its full advantages can be delei- iiiined. The foreign export of the agricultural products brought to the seaboard by the New York wi>iks forms but one third of the whole, while the home demand consumes two thirds. As a gene- ral proposition it may be stated that the iinpoils will follow the same course as the exports; and hence tliat although the im- proved St. Liwreute route will pn'sent strong inducenieiits for the one third of the trade, yot if the preponderance of the remainder of this trade is left lo tho New York route, it will niateriallv aid that line in its contest for even the foi'eign trade, by giving to it the upward cargoes which tend so much to cheapen transport. Tho eonstruction of the proposed Caugliiiawaga Canal from the St. f>awre>ice opposite Lachine to Lake Clia:nplain, will allow the large lake vessels to continue their voyage to Whiicliall (two liuudred and ten miles from New York, and one huiulred ans having a large pecuidary interest in the Railways of Canada. It is inii)ossil.le to soure the carrying trade between the West, or even (^f Upper Caiiada and the seab.'ard by railway.s, against the (dieap water-routes tiirough New York ; but the success of the Canadian railway is intim itily dependent upon the diversion of a considerable portion of this trade to the St. Lawrence. This water-route through the St, Lawrence, when improved, has l>con shown to be cheaper than any other to tho sea-board ; and when it shall have drav.n to itself the business to which it is legitimately entitled, there must go with it such an amount of passengers ami light freight trafllc, as to give to the parallel^rail- way an increase of busiMe^s which will be (d' great value to its revenues. The remarks which have already I een made on this division of business between the water and railway lines, in a preceding part fit' J 8oo Appt'iidix. iiuto N', • RoiiteB for & flanal are now bciiiR Burveyed from Ooornian Boy to Lakn Ontario and to till' Ottawa, l.y wliltli it i« saij llmt i,< lour luindrcd ii.il.s of navimtioii -vouM 1«. saved l„ 11,0 coinnii'iTe of Ukcs Micl.rwn ai..l Sup, nor. Tlir tnulrofLako Urio iind ll.r sn,itli,.ni portion of Huron would nol lie nmi'lrd l,v this sllvin^'of riis. ta;Hv Till' liu-KP looknw, ^■l•..l,t (■ • 1 x" IT ,■£• • XT o •" ! Jind also tliose which are proposed to complete the improvements be extended through New Iminswick to Ilalifa.v in Nova Scolia, , , , , i i , . . . .., ,,,.,.,,,,. , , along that ronle; tind that when thus imiirovcd, it will present and, by a rederation ot the irovinces under one general govern-! , , , i. . . , , ■ . o o jjjjj (jiicapest inoije ol commuiiieation not only to the sea-board, courses which discharge into the St. Lawrence, will, when these advantages are availed of, settle within her borders", and greatly add to her wealth and prosperity. A liberal expenditure for the completion of the magnificent public woiks along the St. Lawrence cannot fail to divert to this route a large share of the tiade and travel belween the West and Atlantic, and while this will recompense for the expenditure, it will not only add to her commercial prosperity, but will also render her unrivalled advantagi's known to the stream of emigration which in tlowing llirough her channels imisl be largely atti acted to her teiriLory. The conclu-ions to which the Board have arrived may be brief- ly stated as follows : — 1st. That the natural advantages of the route between the wes- ment, which has already been agitated and will no doubt be ae- complislied at an early day, together with the cireumstances alica ly alluded to, point to the advisability and security of providing the largest accommodation for the trade at a point which may be so admirably adapted to its transhipment and distribution as that of Montreal. In the examination of these subjects, we have labored under the disadvantage of the want of an intimate ac(juaiiitaiice with the condition of the trade of Canada which a residence would have furnished. Our remaiks have therefore taken a wider range 80 as to embrace those districts with which we are more familiar, but wliicli are also deeply interested in the improvement of the St. Lawrence route. To the ]ieople of Canada however these are questions of still deejier interest. With a climate, soil, and proiluetions at least but also to New-England and New-York. 2nd. That the amount of business vdiich will be drawn to this route by the ailvantages which it will possess when so improved, will be sufficient to warrant the expenditures necessary in making them. 3rd. That the port of Montreal is the proper jilace for transfer- ring cargoes from the interior to sea-going vessels ; and therefore that the Harbour Commissioners are right in their plans for deep- ening the channel below Montreal so as to allow vessels drawing twenty feat to come to the latter port, 4th. That the present harbour facilities t)f Montreal are entirely inadequate to accommodate the present trade ; and that such an in- crtase as may be expected on the completion of the improvements already mentioned, will require a large addition theieto. equal to the eontigiious districts of the United States, and ha\ing 5th. That the location of an enlarged harbour at Point St. the means of securing not only the cheapest channel to the ocean but also the cheapest to New England and New York, her future ■progress must be vastly ac(M'lerated. The countless emigration from Euro])e which has hitherto pas- sed almost in sight other rich, healthy, and well-situated finds, to seek abodes in the Western States, far removed from the world's markets, and oftentimes in uiihealthy (climates, jind on lands but little if any b','tter than those which lie nnoccnpied along the watei- Charles is the best site that can be found at Montreal ; and that the fac'iliiies which a harbour at this place, upon the plan suggested, will amply accouiiiiodate the trade in question; and finally, that in our opinion the improvements in the channel of the St. Lawrence at and near Montreal, and the construction of the proposed harbour, are not local questions but of national importance, by which the tinal siici;ess of the scheme of Canadian public works will be ma- terially inllueuced. ■4 :i i I k P ivlien these iiid greatly magnificent k'ert to this G West and )(MKliture, it iilsii render ■ation wiiicli I'tetl to lier lay be brief- en the wes- Lawrence been made, )roveinent8 will present le sea-board, rawn to tliis io improved, y ill mailing for transfer- »nd therefore ins for deep- els drawing il are entirely at such an in- mprovements cto. at Point St. a1 ; and tli.tt an suggested, nally, that in St. Lawrence )8ed harbour, y which the 9 will be ma- 't f HARBOTJE OF MONTEEAL. The following remarks on the project of extending the Harbour of Montreal in front of the City, were inadvertently omitted by the Engineers, Messrs. W. T. McAlpine, and James P. Kirkwood, in their printed Report, and are now authorised by them to be ap- pended to the same : — The examination of the plan for enclosing the front of tho pre- sent harbour by a breakwater, and deepening the harbour itself by dredging, was also made by the late Captain John Childe. His views upon tho subject were as follows : Next in order is the suggested plan of enclosing the present River Harbour by a permanent ice-barrier extending in an east- erly direction from Wind-mill Point about 1350 feet, and thence 4000 feet in the direction of Monarquo Street Wharf, opposite tho lower half of St. Helen's Island, and terminating at a point about 650 feet south-easterly from the east end of the Victoria pier. This plan has been presented for consideration with the expecta- tion that it would meet tho wants of commerce for many years, be very much cheaper in construction than a dock-harbour, and retain the whole traffic upon the natural river level. But on ex- amination we find this plan will enclose an ari'a of about 110 acres, exclusive of the present wharves and deepest water, and will require to bo deepened to 20 feet water by dredging an average of 10 feot, giving 1,'7'?7,000 cubic yards of mud, sand and pebbles, which we estimate may be taken out at 2s. per yard, or total cost of £177,700. Then a suitable ice-barrier, exposed as tliis would be to tho action of the water and ice, would cost, as wo estimate, not less than £60 per lineal foot, ami for the whole enclosure of ground, 5350 feet, £321,000 Dredging, as above, 177,700 A total of £498,700 If by this plan the future wants of commerce could be answered, there would be some reason for its adoption ; but such a harbour does not, in our judgment, meet the leading requirements before stated, to wit : safe and convenient storage at all seasons ; con- venient acccsBibility by carts and railroad cars; and the facility of separating the transit from the distributing trade. Wo think that the risk to property stored upon or contiguous to such a bar- rier in winter will be greater than at any other point proposed ; that the whole structure, without piers and warehouses, will be out in the river and inaccessible by carts and cars, except via iower bridge of Lachino Canal or ferry-boats ; that the river and coastwise domestic trade being immediately connected with the general population of tho city, will continually require all of the present river harbour in front of and below the city, but will not need the deep water or expensive ice-barrier, and warehouses called for by the transit, interior and foreign trade. If the whole domestic and foreign trade were confined for some years to the present harbour by the deep dredging and expensive structure before mentioned, the time will come when more space must be needed ; and at any time the transit foreign trade may be more favorably detached to a position contiguous to the present harbour and to the city than can be the domestic, river and coastwise trade. The latter does not now, nor will it probably for fifty years, require more and larger accommo- dation than the river and its western branch afford ; but it is to cheapen, developc and guard the transit and foreign trade that deeper water and larger and better harbour facilities are called for. We therefore advise the construction of those where they will for all time be devoted to the transit and foreign trade, leaving the domestic trade undisturbed where convenience has already placed it, and where it will need but very light expenditures from time to time for its enlargement. By this course the ultimate cost of h.'irbour fticilities for all species of trade will bo greatly lessened ; and for the next three or four years, whilst the work of a perma- nent and contiguous dock-harbour shall be in progress, no interrup- tion or curtailment will be experienced in tiie use of the present harbour. In advising, therefore, against the third scheme, we turn with more confidence to the fourth and last position at Point Saint Charles. The undersigned are of opinion that this plan of enlarging and partially protecting tho present harbour would be inadequate to meet the requirements of the commerce which will be attracteJ to the St. Lawrence route, when it shall have been improved in the manner herein contemplated. This plan would only accom- modate a limited amount of trade, and would bo only a Summer harbour, and would not afford sufficient refuge for vessels when the ice is drivinsr in the river. W. J. McALPINE, JAS. P. KIRKWOOD. NOTE. ,4 The following private notes and observations of the late Capt. John Ciiilde, in reference to the improvement of the Harbour of Montreal, having been received since the meeting of tlic Board of Trade on the 21st instant, the Harbour Commissioners deem it important that the same should be communicated in full to the members of that body. From Cait. Ciiilde's Note Book. Montreal Harbour. The foregoing considerations bring us to the conclusion that the Harbour Commissioners are right in their views respecting the need of early extension of the Harbour of Montreal. As now situated, it is at best only a summer harbour, suited to the domes- tic, coastwise and river trade, and affording in all respects very inadequate facilities for the few sea-going vessels of large class which reach Montreal by the improved channel of 18 feet water; and when this channel shall bo carried to a depth of 20 feet, as may so readily be done, the deficiency of Harbour accommoda- tion will be more and more seriously felt as the size and number of sucli vessels increase, as they are sure to do, until they reach the maximum suited to the completed 2'' feet channel, and to the vastly extended trade from the west, which the enlargement of the Welland Canal, milling power at Montreal, and other im- pi-ovements before spoken of, must inevitably draw to Montreal for storage and export to foreign countries, or distribution to the north-eastern states. The practical question for us now to arrange is therefore, where and how can the Harbour be extended most advantageously, all things considered, to meet the present and future wants of domes- tic (and foreign) commerce via the St. Lawrence route. But before proceeding to answer from a comparison of the several proposed sites, we will state : 1st. That any additional Harbour accommodation should be in place and form adapted to the general and particular traflBc for which its facilities may be required. 2d, That it should be a Harbour of protection for repair or building of vessels, and for safe and convenient storage in winter as well as in summer. 3d. That it should be a part o"f or near to the present summer Harbour, and communicate conveniently therewith, and also with the Lachiiio canal. 4th. That it should be as near as practicable to the commercial portion of the city, for the convenience of the distribution trade which must become very extensive, and has already made Mont- real the chief importing city of Canada. .5th. That it should be accessible by railroad cars, and thus be brought at all seasons, especially in winter, into convenient con- nection with the west, with Quebec, Portland and Boston, and with the interior manufacturing towns of New England. 6th. That it should afford especial facilities to the transit trade, by bringing the lake and sea-going vessels side by side or to the opposite sides of the same wareliouse, that one may discharge directly into the other, or both at pleasure to and from store, without the expense, delay, or waste of cartage. And Yth. (The preceding conditions of service being fulfilled), it should be so situated as to obtain, with reasonable expense, an ample supply of water for dock uses, and in connection therewith, bring to the Harbour and to its vicinity from the Lachine rapids, a large amount of water for milling wheat into flour and for gene- ral manufacturing purposes. Keeping these important objects and uses in mind, we pass to a particular examination of each scheme presented for Harbour improvement. And first we take up that proposed for Hoche- laga Bay. We find hero a suflScient area of farming alluvial land appa- rently free from rocks, and situated in the depressed portion of the Craig street valley aboui, three miles north from tlie Exchange and Custom House. A dock Harbour of any needed size and depth can here be excavated some rods, and the bottom of the dock about 11 feet above the river at low water level, giving with 20 feet depth of water, 31 feet lockage to the river, and very good building grounds on all sides of the Harbour. The connection with the river is suitably proposed at the mouth of the brook, a little north of the New Hochelaga wharf, where a narrow belt of deep and nearly still water is found between the bank and strong river current, favorable for bringing vessels to the entrance of the locks. The river channel also is deep enough here for any vessel that can come up from tide water, but is much narrower than above or below the island, and consequently the current is very strong. Thus far considered, the Hochelaga site is very practi- cable, but, to obtain a supply of water for it, is a far more serious matter. The quantity required for one lockage every three- fourths of an hour is 165 cubic feet per second. This cannot be taken from the Lachine canal by pipe through Craig street, the fall being nine feet, without increasing the velocity of the current detrimentally to the navigation, rmless the canal is made wider, nor from the tail race of tire water works, because the surface of the proposed Hochelaga Harbour must be 10 feet higher than said tail race. It remains then to bring in v/aUr by a separate conduit from the head of the Lachine rapids, a distance of 11 i miles, and total fall of 9J feet, the estimated cost of which is £504,330, or to furnish the required supply from the river at the nearest point to the dock, an average lift of 37 feet, which will cost for fixed pumping machinery £34,560, and the annual expenses for seven months' navigation will be, including interest and deprecia- tion, about £17,000. Either of these modes of supply is ob- jectionable. The first, because of its insuperable cost, and the NOTE. insit trade, or to the ' discharge iom store, ; fulfilled), xpense, an therewith, line rapids, d for gene- we pass to or Harbour for Hoche- land appa- •rtion of the :change and i and depth >f the dock ng with 20 1 very good t the mouth irf, where a )etween the vessels to vessel that rower than ent is very very practi-" nore serious svery three- caiiuot be I street, the the current made wider, surface of higher than y a separate of 1 1 j miles, 8 £604,330, the nearest vill cost for expenses for nd deprecia- ipply is ob- >st, and the second on account of the great annual cost of working, and espe- cially the risk of breakage or explosion to which such machinery IS always liable ; and we cannot believe it judicious to trust the operations of the very large tide of commerce which moves through the proposed Harbour, to the casualties that may and do often interrupt the working of the best steam machinery. The most favorable ground for the Hochelaga dock will carry its centre three miles from the Merchants' Exchange, or, by very greatly increasing the amount and cost of excavation, it might be brought half a mile nearer by moving half its length south and keeping the lock entrance from the river as before ; but the ave- rage distance of 2 J or S miles would prove a great inconvenience and expense to the business of the city, equal in cost of cartage alone at 10 cents per barrel to the freight charges inland for 200 miles, or for 500 miles of ocean transit. Nor could there be any connection with the Lachine canal except by locking to and from the river, or any reasonably cheap way of bringing water here from the Lachine rapids for milling or other manufacturing pur- poses. We find, therefore, that the scheme for a Dock Harbour near Hochelaga Bay fulfils only the 2d of the seven conditions of ser- vice before stated, and is so distant, isolated and expensive (see estimate in the Appendix), that we deem it unworthy of further consideration, and we advise its rejection. " The extension of the Lachine Canal from the upper level of the St. Paul lock through the city to Viger Square, and the con- struction there or at some other lower portion of the Craig Street valley, of a dock-harbour for sea-going vessels, and a connecting ship-canal thence to Hochelaga Bay, would have been a judicious harbour location and a suitable termination of the canal, had it been undertaken at an early period, before the city population had dense- ly spread improvements through said valley, which now renders such location and connection of canal and harbour, it seems to us, totally impracticable on account of the great destruction of proper- ty and other damages that must accrue." This scheme would bring the water fifteen feet deep at the Hay Market, twenty and one half feet deep at St. George's Street, fifteea and a half feet deep at St. Dominick Street, and fifteen and a half feet deep at St. Denis Street : this high level being the only one favorable for a ship-canal to the River at Hochelaga Bay, while the upper level of the St. Gabriel lock being nine and a half feet lower, and too low for a twenty feet depth of lock and canal. " The diflSculty, then, (apart from the destruction and damage to city improvements,) is that the ground south of Viger Square is much too low for the Canal extension at the required level as compared with the higher ground at and north of that square where deep-water accommodation is required." Next in order is the suggested plan of enclosing the present River Harbour by a permanent ice barrier extending in an Easter- ly direction from Wind-mill Point about 1350 feet, and thence 4000 feet in the direction of Monarque Street Wharf, opposite tlie lower half of St. Helen's Island and lerminaling at a point about 650 feet south-easterly from the east end of the Victoria pier. This plan has been presented for consideration with the expecta- tion that it would meet the wants of commerce for many years, be very much cheaper in construction than a dock-harbour, and retain the whole traffic upon the natural river level. But on ex- amination we find this plan will enclose an area of about 1 10 acres, exclusive of the present wharves and deepest water, and will require to be deepened to 20 feet water by dredging an average of 10 feet, giving 1,777,000 cubic yards of mud, sand and pebbles, which we estimate may be taken out at 23. per yard, or total cost of £177,700. Then a suitable ice-barrier, exposed as this would be to the actiou of the water and ice, would cost, as we estimate, not less than £60 per lineal foot, and for the whole enclosure of ground, 5350 feet, £321,000 Dredging, as above, 177,700 A total of £498,700 If by this plan the future wants of commerce could be answered, there would be some reason for its adoption ; but such a harbour does not, in our judgment, meet the leading requirements before sta'cd, to wit : safe and convenient storage at all seasons ; con- venient accessibility by carts and railroad cars ; and the facility of separating the transit from the distributing trade. We think that the risk to property stored upon or contiguous to such a bar- rier in winter will be greater than at any other point proposed ; that the whole structure, without piers and warehouses, will be in the river and inaccessible by carts and cars, except via Island Wharf or ferry-boats ; that the river and coastwise domestic trade being immediately connected with the general population of the city, will continually require all of the present river harbour in front of and below the City, but will not need the deep water or expensive ice-barrier, and warehouses called for by the transit, interior and foreign trade. If the whole Jcmestic and foreign trade were confined for some years to the present harbour by the deep dredging and expensive structure before mentioned, the time will come when more space must be needed ; and at any time the transit foreign trade may be more favorably detached to a position contiguous to the present harbour and to the City than can be the domestic, river and coastwise trade. The latter does not now,nor will it probably for fifty years, require more and larger accommo- dation than the river and its western branch afford ; but it is to cheapen, develope and guard the transit and foreign trade that deeper water and larger and better harbour facilities are called for. We therefore advise the construction of those where they will for all time be devoted to the transit and foreign trade, leaving the domestic trad3 undisturbed where convenience has already placed it, and where it will need but very light expenditures from time to time for its enlargement. By this course the ultimate cost of harbour facilities for all species of trade will be greatly lessened ; and for the next three or four years, whilst the work of a perma- nent and contiguous dock harbour shall be in progress, no interrup- tion or curtailment will be experienced in the use of the present harbour. In advising therefore, against the third scheme, we turn with more confidence to the fourth and last position at Point Saint Charles. Hero we found a largo and naturally unavoidable area of shal- low water, well protected by the abutment ami bank of the Grand Trunk Railway from tlio swift currents and downward How of river ice; and by enclosing it on two sides, beginning !.t the Vic- toria Bridge abutment, and running parallel with the high-wat(3r current about 4000 feet to a point east of the Windmill Point, thence to the same point about 1400 feet, an area of about 130 acres will be conveniently secured for harbour purposes. The en- NOTE. 4 i M closing bank will bo made water-tight by a vcrlical puddle wall, and covered on the outside slope by the rock excavated from the inside and bottom. At the centre of the north side a ship-lock, 15 by 400 feet chamber, will connect the enclosed space with the present harbour and river channel. Thus by a lock-lift of 20 feet, and the shelter afforded by the railway, you will acquire for first- class sea-going vessels as much useful area as is now furnished by the unprotected river harbour for river and coastwise transports. We believe that a dock-harbour thus situated, will be perfectly safe from water and ice floods, and meet fully and substantially all of the requirements before stated :— 1st. As a depository for grain", flour, and prepared lumber from the west and north, and for car- goes of foreign merchandise ; 2nd. As a safe place for storage, for ship-building, repairs, and for milling or manufacturing purposes ; 3rd. As most convenient for communication with both the River, Harbour and Lachine Canal ; 4th. As near as practicable to the city (the centre being Jths of a mile from the Merchants' Ex- change), and of more convrnient access by carts and cars than any erections could be, for enclosing the present harbour; and 6th. As peculiarly well adapted by absence of currents for bring- ing the lake and sea-going vessels side by side for the cheapest transhipment of rolling freights and lumber, or to the same ware- house for grain. All these objects and uses unite to make Point St. Charles the most suitable place for your harbour improve- ment; while the 7th and last consideration, for bringing here a large quantity of water for dock and milling purposes, cannot be applied to any of other locations without costing more than it is worth. " Three modes of supplying water for dock purposes at this point are suggested. First, from the Lachine Canal, by increasing the section of said canal every where to its full width, which would afford enough surplus water to supply the dock, and with less current probably to obstruct navigation than is now experienced in the narrow rocky reaches above. " Second, from the tail-race of the Water- Works, which would give an ample supply as long as the pumps shall be worked by water-power, the bottom of the wheels being four feet above the surface of water in the proposed dock; and the distance being IJ miles, gives fall sufficient to prevent back water upon the wheels. " But neither of these sources will be as constantly reliiible as is desired. At best, both are but secondary to other and prior uses ; while the regular working of the harbour locks is of the utmost importance, and should not be subject to adverse control or accidents, which might at times cut off the supply. An indepen- dent source therefore will be greatly preferable, and this is happily at hand, forming tlic third mode of supply ; which is to take water from the head of the Lower Lachine Ilapids above Knox's mill by an open canal 6i miles long with a mean width of 20 feet and depth of 7 feet, and a fall of 13i feet, which will deliver at Point St. Charles three times as much water as the dock will require, for the estimated cost of £80,125, including right of way for a canal three times wider and ten feet deep, which may be made to bring down a very large amount of water for manufacturing purposes, beyond what will be needed for the dock. " In fact there is a legitimate relation between the manufacture of flour and the very extensive traffic in wheat and flour which the new dock is designed to accommodate ; and when joined to the cheap freights of seven to nine hundred ton vessels west from Montreal, and with one thousand to twenty-five hundred tons sea- going vessels east from the same port, and with Railways from the dock via Victoria Bridge to all parts of the Eastern States, it is very clear that the milling power so easily brought from the rapids to the proposed dock and its vicinity will serve to render Montreal one of the largest wheat and flour markets in North America ; and secondarily, for general manufacturing purposes, the Harbour Commissioners, statesmen and capitalists can confer no greater benefit upon the Province of Canada and industrial popu- lation of Montreal than by developing this water power, and leasing it to enterprising indviduals who will thereby create a diversity of labor and furnish employment to thousands who would otherwise be idle. " Water for the dock for milling and other mannfaclures, can all be passed through the same canal by carrying it over the St. Pierre River and the Water-Works tail-race at one and the same point, and under the Grand Trunk Railway by a very shallow syphon. Montreal will then enjoy the advantage not possessed by any other sea-port within our knowledge, of delivering wheat from the lake vessels to the mills on one side, and of rolling the flour from the other side into sea-going vessels for export, or into cars for consumption in New-England. The surplus wfiter will pay in- terest upon three times its cost. " From all these considerations, and from the vast amount of Western trade likely to take the St. Lawrence route, we arc united in opinion that a dock harbour of one hundred and ten, to one hundred and thirty acres, is the best form for a permanent increase of accommodation, and that Point St. Charles is veiy much the best site therefore. "The cost of construction, including the £80,126 fw an inde- pendant supply of water, as before explained, is estimated by the engineer, Mr. Forsyth at £510,000. " It is not necessary that the whole work should be executed at once and before any part could be brought into use. The enclosing banks faced with stone upon the top and river side, puddle walls, lock and two or three piers will bo the extent of the first con- structions. Afterwards, as the commerce of the port increases, the work of excavation, inner facing with crib-work and masonry and other piers, may be carried on from time to time without in- terfering with the use of all parts previously completed." " It is unnecessary for us in this report to enter upon the details of construction. We simply advise that the largest area, sheltered by the railway works from drifting ice, be enclosed ; that one lock 400 foet by 75 in the clear, with an intermediate pair of gates 150 feet from the head gates be adopted ; also that solid crib work be used for inside walls from the bottom of the dock to within three feet of water surfoce, and surmounted by 8 or 9 feet of well-dressed stone work." The preceding considerations bring us to the conclusion that the Harbour commissioners are right in their views respecting the need of an early extension of the Harbour of Montreal. In its present condition it is at best only a summer harbour devoted to the domestic, coastwise and river trade, and affording in all res- pects very inadequate facilities for the few sea-going vessels of large class which now reach Montreal, by the improved channel of 17 feet water; and where this channel] shall be carried to the depth of 20 feet as may so readily be done within the next tWO ^^1 m 4 h '■k ti NHTiv d tons sea- ways from n States, it t from the ) to render s in North urposes, the 1 confer no strial popu- and leasing diversity of d otherwise ictures, can over the St. id the same Bry shallow ssed by any wheat from ng the flour or into cars will pay in- t amount of f e arc united ten, to one lent increase 17 much the i fi>r an inde- nated by the le executed at The enclosing puddle walls, the first con- increases, the md masonry, le without in- ted." pon the details area, sheltered 3ed ; that one ;e pair of gates that solid crib )f the dock to by 8 or 9 feet the conclusion lews respecting ontreal. In its lour devoted to ding in all res- foing vessels of proved channel e carried to the n the next twO vcnis' by llic inoiKtrato aiM'lioiial oxpciiililiii'o of .€'25,000, tiic tluliciency of linvljoiiv accomiiiodiition will bo more and nioie se- lioiisi}' felt as tho sizo auil miiiihor of sndi v. shcIs incroasc .'is tliey av(i Rtiro to do, until tlicy icni'h I lie maxiiiHim suited to t!io ' .1 tliat llie f^hortest and cheapest route fi'oin C'hican'o to tii)e-watev is vi;\ tiic St. Lawrence, and ii is adinilJed by ail coiiinievcial men tliiil, unolistnn'li.'d trans|H)il tnidc will always take Iht,- shortest and cheapest route. As a quest i in of praelica! ecoivmiy, it imisl also bo ,'u!nii(ted, without *,lic necessity of ari;uinent, that vessels properly constructed for ih'- lake and river traflic, west of Montreal, will be neither safe noi ]iic>H(idilo for the yiilf and ocean ; nor, on tlu! other hand, would the deeper build of sea-yoiiig vesiKils be suitable for the canals and shallow parts of the river and lakes. It follows, tlien, that a port of transhipment must be ])rovided. The natural course of Cana- nadian trade and population has from an early period made Quebec and Jfontreal prominent cenires of both upon the river. These cities divide the river trade, and are together capable of adording all the facilities that the future commerce of the river ma)' reipiire The differences peculiar to each, seem to spring solely from natural causes, to wit : at Quebec the river harbour is deep and broad, the channel from thence to the ocean has alw.ays been unobstructed and suflicieiit for the largest class of vessels. The chanires of tidal level (13 and 18 feet respectively for summer and spring) would be detrimental to general traflic, but are of very great ad- vantage ill the landing, preparation, and shipment of timber, which is chiefly transported in rafts from the upper country to Quebec. For such reasons the immense timber and lumber trade of the provinces will doubtless continue to be transacted at Quebec- " Quebec and Montreal nuist enjoy a very largo increase of general traflic by the increase of population in their respective districts, and also by all public works which serve to expedite and cheapen the collection, transportation and distribution of produce and merchandize whether inward or outward bound via the St. Lawrence route. " It is apparent that the position of Moiitieal, at the head of ocean navigation and at the foot of the lowest rapids, possesses certain advantages pecu iar to itself. It is surrounded by a more populous and fertile region of country, at the continence of the St. Lawrence, Ottawa and Lake Charaplain routes of trjide, and the focus towards which the continuo\is influences of railways and the natural and artificial water-channels of the West and North- west will more and more concentrate the trade of the lake coun- tries. Those countries now lumiber eight millions of people : at the close of another century they will probably come up to twen- ty millions. " We notice also, .as a proof of the eligible commercial position of Montreal, that in t'lo years proceeding 1856, during which the corn laws of England and all diftbrential duties favoring the di- rect export and import trade with the Canadasha'l been repealed, and the bonding system of the United States and the reciprocity treaty with that country established, the ports of the United States became virtual ly//-cc to Canadian trade, thereby diverting from the St. Lawrence route \l of the Canadian cereal exports and | of all ini]>orls. ^'ct the iinpoits into Montreal incicased at the same time fifty ]iei- cent, but j-iofthi-* increase appears to have accrued on the lirst vt.'ar ol ihct reciprocity tradii wilh the L'nitcd .Slates." " In IS."),") tU'i total inijiorls by the river are stated at ^U 1,40 t,028 Total imports iVoni Uiuted Stales ports 20,82.5,-1.12 Making total imports «;J2,;>1!),K'.() of which Montn^al ab^orbeil -yd 2, ;i 7 2,") 80, or over -j ( detentions fi'oni tlic want of siiitalile wliarf sjxice, from the lidiil changes, and from the risk of grounding at low water at (bo wbnrvea ; but these evils can bo obviated in time by building more wharves and extending them to deeper water, and by a tidal dotdi for which thorn exists an admirable site at the mouth of the creek on the norlli-wes erly side of flint city. J5ut apart from all loeal questions, the general acnumulation of export products at Mon- treal, as the terminus of 1500 miles of inland navig.-itioi:, is niuch better security against detention of vessels there either for load- ing or discharging, than can bo had at Queb'ic at any time. We therefore make allowance of one day for each trip in favor of Montreal, and state : Previous amount brouslit lurwarj $482 Three (lays time in running ami monrinpr at whnrvoa nnd other dotcntiong, Cor wliidi llu> puy and snliain- tencp ol'otficpra and men will Ik- 215 Interest nnd insiirnnco :! days on cost 1(12 l''or contin^tent expensefl §50 each inn Total by inland steamers $i)HD "Which divided by 2200 tons, ns before, gives 45 cents per ton=2y'j mills per ton per mil.; and ')i cents j.cr barrel of flour. The above shows the comparison bifwcen sea-going st<'amships of 1200 tons and lake vessels of 500 tons. Steamships of 2400 tons are now built for this route, the cost of transport by which, com- pared with the largest lake enifc (800 tons), would show a still larger result in favor of bringing the ocean steamships to Montreal. The same eonipari-oon of sea-going nnd inland sailing vessel siiews a much larger dill'erenee in favor of sending ocean vessels l<« Montreal." llAnuorn Offick, MoNTUEAi., 24//t Jpril, 1858. . . . $482 rvos 215 . ... 102 inn . . . $!IH9 ■s 45 cents per Darrel of flour. ; sti'HiiishipH of s of 2400 tons y wliicli, corn- Id sliow a still pstoMontiPttl. siiiling vessel ;• ocean vessels fFICK, ipril, 1858.