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JAMES STREET, 1874, THE QUESTION OF TH3 O^^SO^^IDEJS AND COTEAU LANDING CANAL EXAMINED. « <■> « BY J. P. LANTIER, M.P., Co. Soulanges. ^ONTREAL : PRINTED BY PENNY WILSON & CO., 155 ST. JAMES STREET. 1874.. 41 THE QUESTION OF THE CASCADES AND COTEAU LANDING CANAL EXAMINED. The interest manifested on the subject of our inland navisfation induces me to offer some observations referring to one section ot our system of canals. No better opportunity than the present could offer itself to draw the attention of our Jies^islature and of the com- mercial comnumity to the necessity of mai^in^- a strong effort to put the navigation of the St. Lawrence in the most perfect state of efficiency. It has, in fact, become a question of political and commercial necessity, that we should lose no time in taking the necessary measures to improve our s-y^tem of canals on the St. Lawrence, if we wish not only to compete with our neighbours in obtaining that large share of the Western produce trade that it is so desirablt; that we should obtain, but even if we desire to retain the advantages which we have already secured in that direction. It will be admitted that, if we wish to construct on the St. Lawrence a good system of canals, it must be perfect and efficient in all its parts, each section made and located so as to correspond with each other in thorough efficiency, and fully equal to the depth of water that can be otitained from Prescott to Montreal. If one part or section of our system of navigation is deficient and not equal to the other sections, it will not only retard the development of our freight trade ; hinder or destroy the success of commercial speculations, but it will also diminish the efficiency of the whole system ; limit its usefulness, and induce shippers to seek elsewhere the facilities of communications which we could not offer them. Amongst the many difficulties to the unobstructed navi- gation of the River St. Lawrence, between Montreal and Prescott, the Rapids of Coteau, Cedars and Cascades present one of its most formidable obstacles ; and, as it is to that sec- tion of our navigation that I desire to draw the attention of the Federal Legislature, I will briefly refer to the attempts WA that have been already made to avoid those difficulties, before submitting a project, the execution of which would, in the well-expressed opinion of the commercial community, afford the best and the only means to overcome the difficulties caused by those Rapids to the navigation of the St. Lawrence. FORMER ArrEMPTH TO IMPrtOVE THAT SEtTIO V OF THE RIVER. The early settlers of the country had understood that the shortest route to reach Lake St. Franci-s from Lachine, was by Cascades Bay and the north shore of the St. Lawrence. They had constructed small canais at the end of the Cascades point, and at some other places, from that point, to the site of the old Coteau fort, ^See General Report of P. W. for 1867.) After the conquest, the British Government had also considered that the shortest and best route to connect Lake St. Louis, below Cascades, with Lake St. Francis, above the Coteau Rapids, was obtained on the north side of the river, and had, in consequence, constructed a small canal across the point of Cascades, another at the Bisson Rapid, and one at the Coteau fort. The Legislature of Lower Canada, following the same course, had, at subsequent periods, caused surveys to be made on the north side of the St. Lawrence, tor the construction of a bettor system of canals, from Cascades to Coteau Landing, and, in 18-38, expended a sum of ;^-tO,000 to facilitate the navigation by the means of short cuts, on the north shore, through some of the most difficult points of the rapids. In 1834, Mr. Mills made an exploration from Cascades to Coteau Landing, and recommended the construction of a series of three small canals, on the north side, to avoid the three Rapids ot Coteau, Cedars and Cascades. He also visited the south side, and expressed his opinion, that a more direct communication between the two lakes would be obtained by the north than by the south route. (See General Report of P. W. for 1867, fol. 13, and following.) Other engineers, and namely. Colonel Philpotts, surveyed different lines of canals on the north side of the river, and recommended their construction. The Seigniors of Beauhar- nois have caused surveys to be made on the south shore of the St. Lawrence; but they were made on their own respon- sibility, and without any official authority. Mr. Stevenson, in 1833, and Mr. Huird, in 1835, wereemployedb)^ the Agent of the Seigniory of Beauharnois, to make explorations on the south shore. As their reports were ex parte made, they could not be considered as very impartially stating the merits of the location. They contained romantic descriptions of the site; of the advantages of that location, which they declared to be unsurpassed. (vSee General Report of P. W. lor 18G7, fol. 14; also Mr. Killaly's Report of 1st Aug., 1842.) In 1834, Mr. Stevenson's project was submitted to the Government and Legislature of Lower Canada, but it was not accepted nor entertained. In 1835, two plans for the construciion of a canal on the south side, which had been prepared by Messrs. Stevenson & Baird, by order of the Seigniors of Beauharnois, were submitted to the Legislature of Lower Canada. (See Report of P. W. for 1867, fol. 14.) But the Government and Legislature, being well informed, by the rtjport of the hydrographic survey of that part ot the St. Lawrence, by Messrs. Thompson and Larue, as to the defects of that route, and as to the exaggerated statements of Messrs. Stevenson and Baird, refused to entertain their project, and it was rejected. In 1839 Colonel Philpott recommended the construction of a canal on the north shore of the St. Lawrence. Nothing further was done to improve the navigation of that part of the St Lawrence up to the time of the union of the two Provinces of Upper and Lower Canada. THE BEAUHARNOIS JOB. It must be Uorne in mind that at that period of our political historv, the Seigniors of Beauharnois exercised a very large influence in the Colonial Office, and in the Government of Canada. They had justly considered that the construction of a canal through their Seigniory would be hiirhiy beneficial to them ; that it would enhance the value of their property; and that the time had arrived to secure, by their influence in the Colonial Office and with the Canadian Government, the execution, through their estate, of the important scheme which the Lower Canada Legislature had rejected in 1835, The 20th August, 1841, Lord Sydenham, then Governor General of Canada, in a messige to the Legislature, recom- ii ;t moiided that m^^nsures should bo adopted to improve the navigation of the St. Liiwrt'iice by construotinn' a stories of ciiiialH, jind recoiiinn'uded that u loan should be ii"gotiatod to defray the expenses of their construction. That part of his niessajre, which has reference to the canal between Lakes St Louis and St. Fiancis, contained statements from which t'le only interenci^s that could })e drawn were, that tht-re were capitalists in England who were interested in this work, and especially in seenin- the communication between Lake St. Louis and Lake St Francis established on the southern side of the River St. Lawrence, and that there was reason to expect that assistance vvould be allbrded upon that condition, and that money would be obtained, on that condition, at a cheaper rate of interest. (See .Fournal of the House, also Brilish Culouisl of 25th August, 1841.) The Legislature voted the sum of $ 1 ,023, GOO, (see General Report of P. W., Ibl. ]->,) to construct a canal to avoid thi^ Rapids obstructing the navigation between the two lakes, but without stating on which side it should be constructed, adopting, however, the estimates of Mr. Mills lor the con- struction of three canals on the north shore, and the unfor- tunate job of the Beauharnois Canal has spruiig from the misuse and misapplication of that Vote of money. The intrigues which had been prepared fx'fore hand, to obtain the construction of the canal on the south side, were then used, through the agency oi Mr. VV^aketield, to secure its success. Mr. Keefer's Report of 17th February, 1842, gave, to the Government of the day, a colourable pretense to meet the views of the Seigniors of Beauharnois. The old line of Mr. Steven.son was re-examined by Mr. Keefer, approved and recommended by Mi'. Killaly ; and before the Legislature could meet and interfere in those proceedings, men were hastily brought to the ground as early as June, 1842, before any part of the work was put under contract. The work was pushed with the greatest haste. Money was borrowed from the City liank, at Montreal, to pay the labourers. The 1st August, i842, Mr. Killaly boasted in his Report, that there were 700 men at work. It is plainly seen that every means v.'ere taken to increase and accumulate the expenses, in order to deter the Legislature from interfering, at a future x^eriod, against the prosecution of the work. Th«' proiiioiors ol' th*"! l^'iiuhaniois Cauiil know (luito woU th:i: the w'holo alhiir would bo hroiv^rhi lu'loit' iho n^pro- seutalives of tlio people al the next meeting' ol'tlif House. (oMMJrrKi; OK KM^UIKY Al'IMtlNTKD. The late John Simpson, then member for the County of Vaudreuil, had addn'sseil to tin* (loveruor-deneral, a strony' protest ayainsi the proeci'dings of Mr. Killaly, utan act of wisdom and prudence to make use of the superior facilities that we could find on the worth side of the St. liawrence, instead of persisting in the error of 1842 and its consecjuences. We nuist bear in mind that the problem which is to be solved is not to ascertain which is the cheapest constructed . 11 canal, without paying due regard to its future usefulness and efficiency. But what we have to do is to construct a canal that would be in every respect fully equal to any other link of our system of navigation, having tiie best harbours, the best channels, the greatest dejtth of water, with the best advantages that could be obtained, and ofl'ering the shortest route from Lachine to Cornwall. If we examine with care the natural advantages found on the north shore, it is plain that we can obtain there all the requisites tor the construction of a large ship canal, and the most part ot which no human skill, nor the heaviest expenditure of money, could create on the other side. WHY A CANAL SHOULD BE CONSTUUCTED ON THE NOUTH SIDE. The construction of a canal on the north shore of the St. Lawrence, to avoid the Rapids of Coteau, Cedars and Cascades, will result from the careful consideration of the following leading facts: — 1st. From the admitted necessity of constnicting, to avoid these Rapids, a canal adequate to tlie present and future wants of our rapidly growing carrying trade, and Inlly capable of" admit- ting the larger class of vessels wliich it is necessary using, to cheapen the transporiiition of produce from tlse west to the sea ports; having the best harbours, the greatest depth of water, ofiering the shortest route, i-onnected at each extremity with the best navigable channels, and securing, during each season, the longest term of navi'^ntion. 2nd. From the great and insuperal)le difficulties, and almost physical impossibility, to reconstruct the Beauharnois Canal, in order to put it in such a state of efficiency so as to meet the future wants of the carrying trade, and connect it by a broad and deep channel, unless at an immense cost, with the only deep navigable channel on Lake St. Francis, which is found only on the north side of the lake. 3rd. Frtnu the well-known and proved fact, that the greatest natural advantages are found on the north shore of the St. Lawrence to construct a large ship canal, having all the qualities of a firsf-class canal, with the best harbours, free from ob- structions, and directly connected at each end with the deep navigable channels, oftm'ing also the longest period of navigation during each season, and the shortest route from Lachine to Cornwall. n THE KECESOITY OF IMPROVING THAT SECTION OF THE RIVER-PRELIMINARY REMARKS. The great efforts that have been made for some years past, by our mercantile community, to secure a large share of the trade of the western products, and the beneficial results of that commerce, have led our political and commercial men to inquire into the best means that could be adopted to obtain the largest possible amount of that important trade, and which would enable us to compete successfully with the shippers of those products to the American sea ports. From a careful comparison of the lengths and facilities of the different routes, of the means and time employed in reaching the different sea ports, and the markets of Europe, from the Western markets, with the comparative costs of each route, they iiave arrived at the conclusion that the River St. Lawrence was the great natural artery of the Western trade; that it was the cheapest and shortest route from the West to the sea ports and to the European markets ; that by lessening the expenses of freight we would give such an advantage to the shippers of produce, by the St. Lawrence, that no successful competition could possibly be made against that loute. From those considerations, and the conclusions derived therefrom, has arisen the necessity of improving the navigation of the St. Lawrence to its utmost capacity, in order to enable the shippers of produce to use a far larger class of vessels. The efforts lately made by American statesmen to increase facilities for the transportation of those products from the Western States to their sea ports, both by additional railway and canal communications, have caused amongst our commercial men a feeling of apprehension that the large share which they har a vessel drawing twelve feet. A tug boat should have to be kept constantly there to take sailing vessels to and from the western entrance lock. THE OUEAT NATURAL DEFECTS STILL RKMAININO. When that immense labour would have been accomplished, and it cannot be done unless at an immense cost, there will still remain the same inconveniences which are now experienced each year. 1st. The canal will be closed eight days earlier in the tall on account of the earlier taking of the ice, and opened eight days later in the spring, on account of the later breaking up of the ice at the western extremity, than would be a canal constructed on the north shore. 2nd. The same exposure to the strong winds on the lake, the same dangerous proximity to the rapids of the channels leading from the lake, and the same necessity of keeping a tug boat to take sailing vessels to and from the entrance western lock to the channel of Lake St. Francis. 3. The same want of a good large, roomy and deep harbour at the western extremity, and want ot anchorage ground for large vessels, which would be obtained on the north side without any labour. 4. The same increased distance between Cornwall and Lachine, as com- pared vith the shorter distance between those two points by the North Shore route. 5. The eastern extremity would remain as now exposed to the action of the ice carried down the Cascades Rapid?, and which is accumulated there by the current of the eddy below Point Bisson. It would remain without a safe anchorage ground at the bottom of Lake St. Louis, as the eastern end of the canal is of solid stone. 6. The eastern end of the canal would remain as now exposed to the strong gales. 7. The ground used to form the embankments, being of aluminous quality, would make, as now, deposits in the bed of the canal. 8. It would remain, as now, exposed, in the event of a war with the United States, to be occupied and used, or destroyed by an invading army; no other outlets possible. TRIAL SURVEYS BY HUNGRY BAY AND BY A LINE NEAR I8LE-AUX-CIIATS. Nothing can show more conclusively that the present entrance is considered as impracticable, and is not susceptible of being improved, so as to become what it should be, to answer to the wants of the trade, than the very fact that trial explorations have been made in search of some other spots v/here another outlet to \ 17 the canal could be obtained. The promoters of that theory, instead of admitting frankly the necessity ot looking to tiie north side of the river to obtain a good location, the depth of water, the anchorage facilities, the channels and harbours which are wanted, and which are found there without any expenses, have searched for another outlet by a proposed extension of about three miles, of the canal, further west into Hungry Bay. They are perhaps under the impression that as our experience in search of a good channel, a good harbour and anchorage facilities, having been so far limited to the present site and entrance of the canal, we should become convinced by another fruitless and expensive venture, that this last resort is as useless as was the first. HUNGRY BAY. The Bay, called Hungry liay, u immediately above Grosse Pointe; it extends several miles west and is formed by an inland curve of the lake. The bottom of the bay is composed, to a great depth, of moving sand, with some boulders Anchors do not hold in that .^and. The bav is shallow and full of shoals and sand bars, which accumulate and disappear according to th<> surface swell of the bay and t^ 2 direction of the wind. From Thompson's and Larue's Hydrographic Survey of Lake St. Francis, and from Mr. Jones' evidence before the Committee of the Legislature in 1842, we ascertain the fact that the Commissioners appointed by the Government of Lower Canada, to renort on the canal question, and of whom Mr. Jones was the Chairman, had made themselves quite certain that there was not in the bay a depth of water to float a vessel drawing seven or eight feet. A glance at the land back of the bay will satisfy any person that the bay is shallow, as the back country, for several miles, seems to have been not many years ago but an extension of the bay further inland, and from which the water has receded. It is flat, marshy, partly and mostly covered with water, a regular morass. The surface soil is worked for peat fuel, the under soil is composed of moving, wet sand, the same as in the bav. Grosse Pointe is at the soutn- western extremity of that bay. It is a small isolated spot, and the only land, a little more elevated than the surrounding marsh ; but around and back of Grosse Pointe the land assumes the same character as elsewhere, as low and as marshy. That marshy, low land extends east to the very outskirts of Valleyfield. It must be borne in mind that after the construction of the Beauharnois dams, dikes had to be built in that part of the south side of the lakes to prevent the flooding of the farms, as far as the parishes back of Valleyfield. Sec. No. in App., also App. Z. 1842, }l TWO LINES TO HUNGKY BAY EXPLORED. If I am informed correctly, two lines luive been examined to connect the canal ot Beauharnois with Huiiifry Bay, one from the present terminus of the canal, to a site in the bay. The second from a point west of Valleyfield, passing south of the town, through some high lands, until it reaches the marsh, to the same site as the first in the bay. ]f the first line is adopted, the Icngtli of wliich would be about three miles, it would pass through part of the upper portion of Valleyfield, and a number of houses should have to be pulled down and paid for. If the second line is accepted, the length of these extensions would be considerably increased, and these excavations through the high lands up to the marsh would be expensive. It would in both cases either entail the additional expense of maintaining two expensive ouJots, the present and tiio new outlet, if the two are kept, not one of which would satisfy the trade, or the loss of the expenses that have been incurred for the opening of the western channel at the liciid of the canal, if the new one alone is maintained. In that case all the work done in the old channel, and in the small bay, the expenses for piers, light houses, excavation, dredging, the raising of boulders and the construction of the canal west of the lower line, if it was the line accepted, from its junction to its present terminus, would be a dead loss, to which we might add the expenses for the construction of. the dams, the payment of damages for flooded lands; while if my suggestion was adopted of constructing a canal on the north side ot the St. Lawrence, we would obtain there all advantages that we seak in vain to find on the south side, without any more losses than those already incurred in trying to prepare the Beauharnois Canal for the passage of a larger class of vessels than it was at first intended for, and in constructing an expensive public work .vhero it should never have been located, because the two canals could be useful, if adopted to proper and suitable purposes. THE OUTLET BY HUNGRY BAY. In the event, although most improbable, of the entrance to the canal by Hungry Bay being approved, through one of the two described lines, that additional length to the present canal sliould have to be made by a cut through that deep peat bog on that deep moving sand bottom, for the whole distance from the outskirts of Valleyfield, with the certainty that nothing of a permanent character can be executed in that site ; with the certainty of 19 It If having to draw from a distance tlie very materinli necessary to make the banks on that extension, ot" providing for means to prevent the bunks from sinking in the moving sand, and the canal from getting filled up by tlie sand upheaved from the bottom, and with the further certainty of obtaining in the bay no dcptli of water, no harbour, no safe anchorage ground, not even for a wood scow, and far less for large vessels ; no channel in the bay; of having to dredge an artificial harbour, and a channel from the bay across the lake, to the navigable channel of Lake St. Francis, on its north side; of keeping a dredge at work to keep that extension of the canal clear from the sand raised from its bed, the harbour and the channel across the bay and lake clear from tlie moving sands of the bay, the shoals and the bars of sand. That extension to the canal would make it much longer, according to the line adopted, and would necessitate either the construction of another lock or another distribution of the locks on the canal. Immense piers should have to be constructed on b;)th sides of the entrance into the bay upon artificial foundations. It is known by every pilot and every boat owner, acquainted with the naviga- tion of the lake, that Hungry Bay is exposed to the w inds of the whole compass, the south and south-westerly winds excepted. That the bottom of the bay is composed of a deep bed of moving nands, constantly in motion by the effects of the wind. That shoals and bars of sand, accumulated by a storm, are displaced to fill up adjacent ponds or channels existing before a gale ; that there is no certaint)' after a strong wind to find a shoal or a channel wherw they were the day before. The ice of the bay is the last to leave the lake in the spring, and the tirst to take in the fall. The canal opening in Hungry Bay would, to a i;ertainty, lose more time of navigation than with the present defective entrance. It would be a most extraordinary expedient to adopt if, to remedy the existing defects of the present defective entrance, we choose another one, in an out-of-the-way place, far worse in every respect than the present one. If the project of the North Shore Canal is objected to on account of its length, what excuse could be given to induce 8hij)pers to be satisfied with one still longer, by at least two miles, and leaving between Cornwall and Lachine the present longer route, as compared w^ith the distance between the two places by a canal on the north. I am told that an exploration was made to obtain another channel of communication by a line between Isle-aux- Chats and the pillar of the lied Light House. In my opinion, and in the opinion of pilots of long experience, if such a course was adopted, the difficulties of navigation would be increased instead of being lessened. The cost of excavation would not be less, if not I I not more, but tlio site would bo still worse ; first, on account of its cloMor proximity to tbo nhoulH und the rapids of Coteau ; next, on account of the groator ditftcultics and the greater amount of expiMidituro nocessary to obtain by excavation a channel of com- munication across a strong current, from thence to the deep navigable channel of Lake St. Francis ; and again, on account of the grcattu' ditttculties for vessels coming from above to enter that lower pass. (See testimony of Messrs. Asselin, Prieur and Rinfret.) No propeller with a long tow could enter it with a strong westorly, north or north-westerly wind, and because there is no anchorage ground. The want of anchorage facilities and bottom is so much feltou the south side that vessels that have to beat against a strong wind, or that are not ready to cross to the south by day time, when there is appearance of a dark night, remain moored at the Coteau Landing piers during the night, to wait for a favorable opportunity of reaching in safety the entrance channel of the Beauhamois Canal. I will now ask the projectors of the deepening of the present channel, or those who propose excavating another broader channel, either in the line or by a lower line, if in any of those two eases the lake ice would not be drifted into the bay in larger quantities than now ; if the ice would not take as early if not sooner than now ; if it would not remain as iate, if not later than it does at present, and if the canal would not be closed as early a9 now each fall, and opened in the spring as late as now. NO MORE DAMS ACROSS THE RAPIDS SHOULD BE BUILT. As the enlai'gement of the canals will require, above all things, a greater depth and a more abundant supply of water than may be needed at present, in the event of the Beauharnois Canal being enlarged, the increased depth of water necessary to be obtained for a channel from the western extremity of the canal to the navigable channel on the north side of Lake St. Francis, must be obtained either by the excavation which I have already described, or by conotructing more dams across another section of the river, above the Coteau Rapids. There is no alternative between those two expensive and extreme means. The cost of such an excavation under water, for such a distance, through solid stone and large boulders, would be immense, apart from the inconveniences to the navigation in such a narrow and tortuous channel. With vegai'd to the construction of additional means of raising the water liy new dams, the public accounts will show what have already cost, the damages caused by the erection of the present dnms, apart of the claims which might be presented in future. It cannot be denied that the construction of additional dams across g ;i 21 the Coteau Rapids would be still more disastrous than was the first experience, as tho most of tho upper part of the County of Soulanges would be flo(Mlod, and the front of the counties of Glen- ^'ary and Soulanges would be covered Avith water. The Federal Parliament would ho exposed to tho payment of dama^'os, in ex- cess of the expense that would be incurred for th construction of a new canal on the north, where there is a natariu depth of water in tho harbours, and channels at each extremity to flfyut vessels drawing fifteen feet of water. THE CASCADKS AND COTEAU LAN'DINO CANAL. I have already noticed the fact that tho construction of a canal on the north shore of tho St. Lawrence, from tho Hay of Cascades to Coteau Landing was not a now project. Apart of tho surveys made on the north side, by men of emi- nence m their profession, to which I have alluded, and who had invariably recommended that side of tho I'ivor as tho host route to connect tho two lakes, Mr. Casey, in 1842, made an exploration on the same side, at tho request of the late Messrs. Harwood and Simpson. (See Appendix Z., of Journal, Session of 1842.) His report and his evidence before the committee of inquiry on the Boauharnois job, demonstrated conclusively the superiority of the nortli shore over the south, for tho construction of a canal, but also pointed out the defects of the location on the south shore, the want of a channel, the difficulties to obtain one, the various reasons why the selection of tho south side would hereafter be re- gretted, our experience since that time having amply justified him. A 'T EXPLORATION ORDEnED IN 1871. During the fall of 1872, Mr. Baillarge, of the Department of Public Works, received from Mr. Langevin, then Minister of that Department, the necessary instructions to make a survey on the north side of the St. Lawrence, for the construction of a lai-go ship canal to connect Lake St. Francis with Lake St. Louis, from Cascades Bay to Coteau Landing. A thorough exploration was executed in that fall and icades to Coteau Landing. And your petitioners, as in duty bound, will ever pray. Becommendation of the Montreal Board of Trade. (Copy, No. 2903.) Office Montreal Board op Trade, Montreal, 5th March, 1873. Hon. H. L. Lanqevin, C.B., Minister of Public Works, Ottawa. Sir, — I am directed by the President and Council of this Board most i-espectfully to inform you that their attention has been drawn to representations lelating to the great advantages whicli would iiccruo to the rapidly increasing commerce of the River St. Lawrence, by the con.struction of a new canal on the north side of that river, from Cascades to Coteau Landing, as contrasted with the f^lcilities aiforded by the Beauharnois Canal, even if the latter canal could be, and were enlai'ged to the capacity intended for the other canals on the St. Lawrence River. The President and Council have given the subject such con- sideration as their knov.ledge of the circumstances of the case admits of. They are of opinion that the question must depend largely for decision upon thorough reports of competent Engineers as to the difficulties to be overcome, and probable expense that would be incurred. The President and Council beg, however, to say, that if the question of engineering and expense can be satisfactorily answered, the advantages of a canal on the north side of the River St. Law- rence, would be great, both by shortening the downward and upward trips of vessels, and by atfording a much safer harborage at the entrance and outlet to the proposed canal, as compared with the one on the opposite shore. There would also be this further great advantage, that the proposed new canal would be parallel to the railway, which would be advantageous in ease of break, obatruction, or other inconvenience. The President and Council are well aware that of the attention that has been, and is still given to the improvement and enlarge- nient of the canals by you ; and they are contident that the matter in this comnnmication has only to be brought forward, to secure for it all *he consideration and subseciucnt action that is necessary, I have the honor to be, Sir, Youi- obedient servant, (Signed,) aVm. J. Patterson, Secretary. Extract of the report of Mr. Killaly, 12th August, 1841. improvements required between lake ST. FRANCIS AND LAKE ST. L0TJI8. The Coteau, Cedars and Cascades present most formidable difficulties to the dragging up of a small light barge, with but fifteen or twenty tons of cargo. To vessels (if any size they are wholly insurmountaole. The construction of the necessary locks and canals to overcome those difficulties, Mr. Keefer estimates at £225,900, and I have every reason \o believe that the work can be done for that sum. Extract from Mr. Laidlaw's separate report, 1871. PROM THE GRAVE ERRORS, WHOLLY ATTRIBUTABLE TO ENGINEERS. These have occurred in the selection of canal localities, such as building a needless canal at one place on the St. Lawrence where, I understand, the construction of weirs and the improve- ment of tlie bed of the river at a small cost, wimld have obviated the necessity of a canal, and at another place on the St. Lawrence, where a canal was built in all probability on the wrong side of the river. Extract f the message of Lord Sydenham, 20th August, 1841. The navigation of the St. Lawrence involves the expenditure of nearly one-half of the whole sum calculated on. That work is no donbr highly desirable, but it scarcely justities so great an expenditure at present, unless some diminution of the annual charoe of interest upon the sum to be raised can be obtained, nor is such a diminution to be unhoped for. Many capitalists in England are ; 32 intorosted in the prosecution of thin work, and especially in seeing tlie communication between liako St. Louis and Luke St. FranciM established on thesouthern side ol' the River St. Lawrence. The Govornoi'-(xonoral haw reason to expect that assistance will bo afforded upon this condition. THE THREE ALLEGED CHANNELS WHICH HAVE DISAPPEARED. Extract from Mr. Killaly's Eeportof 1st August, 1842, cited froni Mr. Tate's Report : — " At the foot of Lake St. Francis, a point on the south-eaMtern side, extending from the shore of Hungry Bay, called (rrosse Fointe, forms one side of a small bay called Chartier's Bay, which is the mouth of the south channel, or of that portion of the rivei- which runs between the Grand Isle and the main land of Beauharnois. The other side of this bay is formed by an island called Isle-aux-Chats, or Clarke's Island. Upon considering the capabilities of this bay as a harbour or entrance to a canal, it will apjioar to be sheltered by Cirosse Pointe from the prevailing wind, which iS south-west, as well as from the surf and swell of Hungry Bay, from which it is quite distinct ant separate. It has an entrance of suflBcient extent and depth of water, in the whole breadth of which, about 1188 yards, there are two shoals of small extent, upon which is a rock with but five feet of water over it. There is every facility for removing these shoals if necessary, but from the fact of there being Three entrances of from six to twelve hundred feet in width each, and with a depth of water varyinn from twelve to twenty feet, it may be sufficient to place buoys over them. " Pursuing tho channel down, there is a fine reach extending a mile and a quarter, with a good clay bottom, and sheltered from the winds. The current does not exceed two miles an hour, and there are ten feet of water from the shore. Here, therefore, is a good and safe anchorage from Ohartier's Bay to a point called McPherson's Point, a distance of two miles and five chains. This harbour, then, fully comes up to the standard of an unexceptional entrance." |! '' Statement of vessels wrecked in the western channel at the head of the Beauharnois Canal : — 1. The steamer Magnet. 2. One schooner loaded with hams. 3. One schooner belonging to Charles Plumbs, of Prescott. 4. One barge, wheat laden. 33 6 One loiulecl barge. U. One do do. 7. One wood lj. .0 1862. Joseph Cauchon, Commissioner. On the 24th April, the canal was readj^ for use, and live days afterwards, vessels succeeded in passing through the ice which had accumulated in the bay at the head. The freshets of last spring and heavy rains dmnng the summer did considerable damage to the banks, which, from the nature of the materials they are formed of, are liable to slide when softened by the action of the water. This renders not only ".r. annual outlay on the protection walls indispensible, but diminishe.s tao width of the channel, which from this cause and accumr.lation of silt in it, had & few years ago to be cleared out by means of a dredge. IS63. JV. J. Tessier, Commisi^ioner — Sess. p. No. 8. '^'''" ' Eeport speaks of large tracks of land flooded on account of sudden thaw in the spring, and of breaches caused to the dike in Hungry Bay. The report further says : " The insufficient accommodation at the outlet (east) of that canal, has been severely felt for the past few years, as a large number of vessels frequently collect there, waiting for tug boats or favorable winds. At such times one or more steamers with vessels in tow have occasionally arrived when there is really no place for them to make fast to. , The ice takes sooner and remains longer in tne still water of the ba3^ at the head of this f^anal, than at the upper entrance of any other on the St. Lawrence. It is crosf-icd bv a lai-ge number of swing bridges, which together with the long dikes on l»oth sides of its upper entrance, rendered necessary by the backing of the water there, considerably increase the cost of maintenance. Ottawa, May 13th, 1873. Pear Sir : — In reply to the questions put to me as to the desirability and practicability of ct.nstructing a canal on the north side of the St. Lawrence to connect Lake St. Francis with Lake St. Louis, I have the honor to submit the following, viz, : Question No. 1. — " Have you been engaged in the navigation " on Lake St. Louis, between Laehine and Cawcadcs, and between " Laehine and the eastern entrance of the Beauhamois Canal, and " during what time and in what capacity ? Could jou tell from " your experji^nce in that navigation at what time was the port of " Cascades opened and closed ?" Answer. — I have been engaged in navigation on Lake St. Louis, between Laehine and Cascades and between Laehine and the eastern entrance of the Beauharnois Canal, and other places on Lake St. Louis, at tirst in 1842, and afterwards from 1845 to 1853 inclusive, as master of steamers. The time of opening and closing of navigation at the ditterent port, /aried according to the severity or mildness of the weather in fall and spring. 1 have Tin 184G) commenced running between Laehine and Cascades aiout the middle of the month of Aj)i'il, (and could have commenced earlier had our boats been ready.) Generally before the first of May, and have run as late in the fall as 17th December (in 1848.) Question No. 2. — " Did you ever remark that it was opened " in the spring and closed in the fall unusually late or early ?" Answer. — Yes. As I have stated in my answer to question No. 1, but never was opened late. Question No. 3. — " Did you ever remark anything par- ticular ?" Answer. — No, except that ice remained on the shoals until the north water from the Ottawa River (eau du n^rd) rose and floated it off. But I never found the ice to obstvuct tie channel after I could ett'ect a landing at Laehine from Chateauguay, where our boats were usually wintered. The shoals referred to, in no way interfered with the channel, which is broad and deep. Question No. 4. — " Did you ever carry the mails for the Mail " Company to Cascades because the Beauharnois Canal was closed " with ice?" Answer. — Yes ; at the opening of navigation on Lake St. Louis during several seasons before the opening of the Beauharnois Canal. Question No. 5. — " Do vou consider, from your experience, " the Cascades Bay as a gooa and safe harbour with deej) water " and safe anchorage?" A nswer. — 1 do. Question No. 6. — " Do you fousider the channel leading from " Cascades Bay to Lake St. Louis as good, broad and safe ?" Answer. — I do. Question No. 7. — " Did you, during the whole of your ex- m "■ perience, sec mountains of ice in Cascades Bay or ice remaining " there until late in May?" Answer. — Never to the best of my recollection, and I look upon such assertions as mere stories. (Question No. 8. — " Did you hear of any damage done by ice in Cascmles Bay ?" Answer. — I never did. (iuoation No. 9. — " Do you know the outlet of Chambery " River in Cascades Bay, and from your obstu-vations, w^ould you " consider that entrance of a canal bj' that river would be unsafe, " exposed to damage by the action of the ice in Cascades Bay i*" Answer. — 1 know the outlet of Chambery Eiver in Cajscades Bay. I do not think that there could be any possibility of damage being caused by ice there ; and as proof of my assertion, I beg to refer to the existence, yet, of the old canal and locks at Cascades, which latter, although hold together by no cement or fastening- whatever (so to speak) still exist in good shape. Question No. 10. — " Would you consider that a canal by " Chambery Eiver, exposed to be closed earlier in the fall or *' opened later in the spring in consequence of the ice remaining •' later in the spring and taking earlier in the fall in Cascades Bay ' than elsewhere ?" Answer. — I would not. Question No. 11. — " Did you command steamers from Cornwall " to Montreal, and during Avhat time, and had you any experience " of the navigation by the Beauharnois Canal ?" Answer. — I did, from 1852, with little interruption up to 1859, and after the latter year up to the yeai" 1867, inclusive, between Ogdensburg and Prescoit and Montreal. Question No. 12. — " Did you remark the action of the ice at " the eastern end of the Bcauharnois Canal and at the western " extremity, and what did 3'Ou obfx i v e ?" Answer. — I have always observed that the ice is much later breaking up at the head or western entrance of the Beauharnois Canal than elsewhere; and this I attribute to the fact, that the dam built between the islatids and the main land of the south shoj'e of the St. Ijawrence has converted what was swift water and rajtids into a pond of still water, and, as is well-known, ice makes faster and thicker in still than in swift or nnming water. At the eastern end llie iee breaks up, according to my observations, about the same time as at the C.-'scades ; but it must be observed that, as the canal iksel**, if the water be not lc< out, or if the water weirs or sluices of the lock be not opened to create a strong current to wear out mss^ 40 the ice or cause it to break, it would be late in the month of May before the canal would be of unj practicable use for navigation purposes. I have known the ice to hold bo fast at Valleyfield (western entrance to Beauhamois Canal) that men and teams have been crossing from Clark's Island, (Isle-auz-Chats), to the main land, when steamers and other craft have been lying to waiting for a strong westerly wind to break up the ice, and have seen men eiigaged with saws and other implements to make a passage through the ice to allow the vessels to pass through to open water on Lake St. Francis, which, I firmly believe, would not be the case were a canal constructed on the north side of the St. Lawrence. The ice which accumulates on the shoals below Cascadeo Bay, commonly called " L4 Bruet dn Loup" is, I consider, caused by the accumulation of anchor ice formed by the congealing of the Avater when the temperature of the atmosphere is highly rarified and necessarily when passing down the outlet west of or above " Isle-aiLi:-Chevaux" lodges on the sfwafs east of Cascades Bay, but the deep water or channel is not any more effected by this ice than any other part of Lake St. Louis ; therefore, I believe, after thirty years experi ce, that the best site or location for a canal is decidedly the ' \ side of tbo St. Lawrence. I firmly believe that, with a cana fhe north side of the St. Lawrence, season of navigation would be at least two weeks longer than at present. Respectfully yours, To J. P. Lanthier, Esq., M. P. House of Commons, : Ottawa. J. H. DE WITT. (Translation.) : '. LETTER OF CAPTAIN P. T. MASSON. St. Eustache, April 3, 1873. To J. P. Lanthier, Esq., M. P. : Sir, — In answer to your letter of 29th March last, I must inform you that having resided at Cascades for more than thirty years, and having had 1 he means of remarking each year the action of the ice in the Bay of Cascades and the time of its departure, I have never heard oi a place called Ice Point, nor that t'le ice remained in the bay to the middle of May, I have obtained a good experience in the navigation of Lake St. Louis, from Cascades to Lachino, having commanded a steamer of the U. C. Mail Co. on that line. 1 am perfectly disinterested in the success of the canal on the north nhore, having sold out, a long time ago, all the real estate which 1 had once at Cascades and in the two counties of Soulauges and Vaudreiiil. I state without any 41 hesitation that ice leaves the Bay of Cascades as soon as the Lake St. Francis ice comes down, and that tlic ice in Cascades Bay causes no damage. The wharf which we had, and the old Cascades Canal, havii.g never sulfcred any damage on account of the departure of the ice from the bay. Having been cmploj'ed for many years as one of the Provincial arbitrators by the Public Works Department, there must still be, in that department and amongst the members of the Legislature, some persons who remember me well, namely, the Hon. John IFamilton, of Kingston. You may consider as sheer absurdities all the stories of the mountains of ice, of the Po.n ' of ice in the Cascades Bay, and specially thnt the ice of the bay remains up to the middle of May. It happened but once, about thirty years ago, that the ico had not all left by the Ist of May, but it left on that very day ; a man of the name of Gordon Johnson intended to plant on it a May-pole, which fact was considered as extraordinary and worthy of remark. The reflux of the water of the St. Lawrence in the Bay of Cascades, when the ice on Lake St. Francis comes down, atid which causes the departure of the ice from the Bay of Cascades, has never causid any damage, and shall never cause any to a canal that would debauch by the Chamberry Eiver. The channel on Lake Si. Louis to the Cascades Bay, which is but an extension of Lake St. Louis, is deep, broad, and more than sufficient for a vessel or steamer urnwing twelve or thirteen feet of water. I speak of all those facts with perfect knowledge, because I have with the assistance of one Landry set the first buoys, where are presently the light houses on Lake St. Louis. I give you the foregoing information with pleasure, and I guarantee them to be most exact. I have the honour to be, Sir, yours, &c., ; ;. (Signed,) P. T. MASSON. Extract from a Letter of Captain Charles B. DeWitt, Ibth May, 1873. At the request of pei'sons interested in the project of the new canal, on the noi-th shore of the St. Lawrence, 1 take the liberty of bringing the following facts to your knowledge : I have commanded steamers between Cascades and Lachine from 1846 to 1851, inclusively. During that period the navigation was opened each year by about the middle of April. The shoal called Brideloup, on which some ico accumulates, is absolutely outside of the channel, and that ice is in no way an obstacle to the navigation. 1 am of opinion that by constructing a canal on the north 42 shore the navigation reason would ho lengthened each year by ten or fifteen days. Extract frow a Certificate by Charles Lefaivre, Flantagenet, 25th March, 1873. I am engaged in the nuvigntioti on the St. Lawrence for a number of years, and the owner of two boats, the Emily and Kingston. During the last summer I could not reach from Grosse Pointe to the entrance of the canal without grounding one of my bouts. One of my boats drawing eight feet and a half of water grounded also in one of the lower locks. The two ends of the canal are defective and dangerous. Several boats have been wrecked there. The channel at the head of the canal is crooked, and too luirrow. Anchors will not hold on the bottom, which is of rock from :il)out a mile above Crrosse Folnte to the entrance of the canal. The navigation season is retarded every spring by the accumulation of the ice at the head of the canal, and often artificial means had to be used to break the ice to enable vessels to pass. St. Stanislas de Katska, 2^th March, ISIS. — Extract Certificate by Joseph de Repentigny. from a I am engaged in the navigation on the St. Lawrence since thirty-two years. I have commanded the boats of Messrs. Glassford and Perrault, also my own boats. I have always found the entrance of the Beauharnois Canal very difficult, on account of the channel being narrow and tortuous, and from the want of a sufficient depth of water on the rock, which extends fro'Vi one mile above Grosse Pointe to the entrance of the canal. Several vessels and boats have been wrecked at that place, and many, my own included, have lost their anchors, as J hey could not hold on the rock. At the eastern end several vessels have been exposed to being wrecked ; when the wind is north-east, the surge is so great that the entrance into the canal is very difficult. The opening of the canal is kept back on account of the accumulation of ice from Grosse Pointe. Extract from a Certificate by Jean Bte. Elie, owner of Boats at St. Zotiquel 24th March, 1873. I am engaged almost from my youth in the navigation on Lakes St. Louis and St. Francis, which I know thoroughly well. In my opinion the canal of Beauharnois has been constructed on the wrong side of the river; the channel leatling to the entrance 43 from Lake St. Fi-ancis is defective, and without a sufficient depth of water; the bottom from GrosKe Pointe and for a mile above is composed of solid rock and large boulders. No vessel can safely anchor there. It would be exposed to ho. drifted into the rapids by the strong currents found there. That channel is tortuous, and difficult even in ' ly time, but more so during the night, when the wind is strong It is too narrow to enable two vessels to meet. I can speak of those facts from my own experience. Having lost in that place three of my barges, almost completely, and my anchors. 1 am aware that sailing vessels have been wrecked, and that some others lost their anchors in the same passage. I can testify as to the losses of their barges made by (iodfroy, Lalande, Joseph Jkrtrand, and Francois Descarie, with his two anchors. A grand child of Lalande, aged Hi years, was drowned, and the i-est of the crew on board bis barge had great difficulty to save their lives. The Beauharnois ('anal cannot bo opened early in the s|)ring, because, during the fall, the pieces of broken ice drifted by the strong winds from north and west form such a thick nuiss on the pond between (Irosse Pointe and the entrance of the canal, that we nave to wait until the ice is melted by the sun, if artificial means are not taken to break it. In my long experience I have never known that there was a place at Cascades called Pointe aux Glaces (Ice Point.) I can tissure you that the navigation would be opened in the spring much sooner if a canal was constructed on the north side. Because the channel from Cascades to the Lake would be opened as early as the lake itself, and because there is nothing at Coteau Landing to prevent the ice from passing down, as is the case from Grosse Pointe to the canal. The harbours and channels on the north are deep, good and safe. Extract from a Letter of Reverend B. Rivard, Priest — Isle Perrot, 10th May, 1873. "With I'eference to the enlargement of the canal of Beauharnois and the project of constructing a new one from the Bay of Cascades to Coteau Landing, I feol no hesitation in stating, that a new canal on the noi'th of tlie rapids would be more advantageous to the tratle of the Dominion than the present Beauharnois canal. I reside at Isle Perrot since over thirty years. I have always remarked that the Cascades and the north channel from that bay to Isle Porrot were clear of ice each spring much earlier than the south channel from Beauharnois. The Cascades Bay is clear of ice sooner than Lake St. Francis. 44 The navigation being opened, while it is still closed at Beauhamois. You know that I have no personal nor local interest to serve in that question, I mako the foregoing statement in the hope that our Govern- ment will not fall into a second error more detrimental than was the first in constructing the Beuuharnois Canal. Certificate of Messrs. Joseph Asselin, Francois Prieur, and Joseph Rinfret, pilots — 2nd April, 1873. Wo, the undersigned, Joseph Asselin and Francois Prieur, pilots, of more than forty years experience, and Joseph Rinfret, pilot, since twenty years, from Kingston to Montreal, employed as pilots l)y the owners of the Mail Line Company, and oy other com|)aiiics owning steamers and sailing vessels, are prepared to declare under oath, if required, that Ave know the navigation of the St. liawronco, fj'oni Kingston to Montreal, on the lakes and through the rapids, as well as arjy other pilots employed by the ditt'orent companies owning boats and steamers navigating on those waters. We know all the channels and shoals, also the depth of the wafer in Lakes St. Louis and St. Francis. We do not hesitate in stating that the northern channels through those two lakes are the best and the deepest. We can safely pilot through those channels, any sailing or steam vessels drawing fifteen feet of water, from Cornwall to Coteau Landing, on Lake St. Francis: also from Cascades, through the north channel on Lake St. Louis, until it meets with the south channel, from Beauharnois, with vessels drawing over fifteen feet. The south channel on Lake St. Francis does not offer the same advantages. The entrance to the Beaiiharnois Canal, from near one mile above Point Cartier, offers great difficulties for vessels drawing eight feet and a half, even when the water is high. The bottom of that part of the river being of solid rock, an anchor will drag. During the high winds the surf on the rock is stronger than elsewhere. The channel from Grosse Pointe to the entrance of the canal, is too narrow and tortuous, hence its name of "the crooked ripid." To our knowledge many vessels have been wrecked at that place. It has liappened to ourselves when meeting there with other vessels to meet with accidents either to the vessels under our charge, or to those we had to pass by. The lower end of the Beauharnois Canal is also most unsafe, especially during a north-eawt wind. The two extremities of this canal offer neither harbours nor anchorage grounds, while there are good harbours and good anchorage ground on the north side, at Coteau Landing and at Cascades. 45 We declare also that the navigation by the Beauharnois Canal is closed aooner in the fall, in consequence of the thieknesH of the ice formed in the bay from Grosse Pcfinte to its entrance; also by the loose ice drifted into the bay, by the wind from north and west, the most prevalent during that season of the year ; while the Lachine and Cornwall Canals are free from ice for til'teen da^'s longer. It happens often, during the spring, that vessels, after passing the Cornwall Canal, reach the Beauharnois side, where they are detained at Grosse Pointe, and compelled to remain at anchor for several days, and even weeks, in the impossibility of reaching the entrance of the canal, on account of the thickness of the ice. They have to wait until it is melted by the heat of the sun, or opened by ai'titicial means. We positively affirm, without any fear of being contradicted, by any experienced pilot, that in the event of the opening of another outlet, near Isle-aux-Chats, that is to say betM'een that Island and the great pillar of the Bed Light House, as we have been informed that such a course had been recommended lo the G overnment, such a channel would be still more dangerous than the present one, on account of the strong currents towards the main rapids, and because tug boats with a long tow of vessels will be more exposed to be drifted into the rapids, which at that spot are most dangerous. We do not know that there is at Cascades any place called Pointe-aux-Glaces (Ice Point.) When the Ottawa Eiver is swollen by the melting of the snow, the ice from Vaudreuil to Cascades is carried away as early as in any other place. The Cascades channel is opened to navigation much sooner than the channel at the head of the Beauhainois Canal, Last year, in the middle of the month of April, we had to be landed from the rafts of Messrs. Calvin and Breck, at the foot of the Cascades Rapids, in an open boat to the Cascades shore by the north channel, as we were not able to reach the Beauhaimois side. ;: j his JOSEPH X ASSELIN, mark, his FRANCOIS X PRIEUR, mark, his JOSEPH X RINFRET, mark. Received in presence of C. 0. Pease, Warden, County of Soulanges. 4G From the declaration of Paul Leroux, trader at Cascades, 20th March, 187:^. That, in liis opinion, the enlarfy that canal, as it is retai'ded every year hy (he lon^'or period durini; which (he ice remains at the head of the canal; while oil the north side the same obstacle would not he found. It has hap;»ened of(<.n (hat when communication was .losed on (he south, it was opened on the north side; and that travellers comin«^ from the west, who could not go down by the canal, on accoun( of (he ice at Valleyrield, had to land on the nor(h side, reach (Jascades by land cai'riage from Coteau Landing, and arrive at Montreal by a steamer from Cascades, no such obstacle would have been met on the north side, while it was experienced sometimes for ten days on the south. That the deepening of the channel at the head of the present canal would not prevent the ice from accumulating hereafter, and would not, therefore, cause an earlier opening of the canal, while no such obstacle would be experienced on the north side, iw no ice remains there at the latter end of the winter, and as the Cascades Bay \% clear of ice sooner than any of the extremities of the present canal. That tho entrance into tho channel, leading to the canal, is difficult ; the water is not deep, and accidents have often happened which were not generally noticed. That the entrance into tho channel leading into Cascades Bay is straight, over eighteen feet deep, and from thi'oe to four hundred i'eot broa(l. That deponc.it resides at Cascades, in the Parish of Vaudreuil, since alunit forty yeai-s, and knows the whole place perfectly well. That there is no such a place known as Pointe a la Glace (Ice Point), as was stated. That the shoals make no obstacle to tho navigation, on account of the great breadth of the channel, which would render quite onsy the access of vessels to the canal if constructed there.