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Un des symboles suivants apparaitra sur la dernidre image de cheque microfiche, selon le cas: le symbole — ► signifie "A SUIVRE " le symbole V signifie "FIN". Les cartes, planches, tableaux, etc., peuvent dtre filmds d des taux de reduction diffdrents. Lorsque le document est trop grand pour dtre reproduit en un seul clich6, il est filmd d partir de I'angle supdrieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images n6cessaire. Les diagrammes suivants illustrent la mdthode. 1 2 3 22X 1 2 3 4 5 6 ^"^f-^^ REPORT 7^. Of THE CHIEF ENGINEER OF PUBLIC WORKS, ON THE ENLABOEJIKNT OP THE WELLAND CANAL OTTAWA : t^INTED BY I. B. TAYLOR, !W, 31 ano 33, UIDEAU STltKET. 1872. \ 'i R£3I>ORT OV THR CHIEF ENGINEER OF PUBLIC WORKS, ON THE ENLAKQEHENT OF THE W^ELLAND CANAL. tm^^i^*^^t0^0^n^^f^0*^*^^^»^t^t^»^^^t^^*% OTTAWA, 29th April 1872. Tna Secretary of Public Works : Sir,- -On receiving your letter, No. 7901, (dated August 17i.h, 187.0), relative to jhe eonteraplated enlargement of the Welland Canal, I at once took steps to have proper instrumental surveys made of the various lines and localities that presented any- thing like a favorable appearance, or had been suggested as suitable for that purpose ; dud of having such data collected, as would enable the wliole matter to be fully and oloarly laid before the Department. These surveys and examinations extended over a large area of country, and in some cases bad to be of a minute nature, consequently they occupied a considemble length of time. Plans, profiles, ort\.tes, are nonj::;;Sr;'trSeJby rlil" *'' ^''" ^' "'^'''^ ""^ ^-'- ^>S'»^'^ Hghtette%;tr:ntt^ri^^^^^^ *'•« movement by the land rentes of the west are increasinrso S «TL ,^ "'^"J'«" ««'^«o»-. Still, the producing powen. getting the s'rJlusTSet *'"■'"*"" *" ""*«*"1' «" ^^« «^^«"S ^e«^« of of 2^ei"^^::Zn^2e1:!S^::\t 'v''f \t ^^"-^'"^ ''-'''''' '- '"^uced li.e State large business ZhS!Zst^!^ail!:Z "'"' '' '''' '''''' "^^' * ''''^ '' -«-•»-« ^^e theETfJStrilTciteXo'nl^^^^^^^ -*-«' -cement of J>ortion of this is due toThe SflmUhVcr ZVZ:^:: r^T''''''' ''V.'''''' than that for 1870. ^ exportation in 1871, was much larger a view "fT^^i^^rtirntl^^^^^^^^^ '^ introduce steam power on this i.„te. with in this respect, betwe« It an^l thTSavr'! v"^\'*' '"'^ *^"? ^'''''^ *^« ««"*'««* offerearatively .u.alL the supply is maintained .ith g Jt dSy t riTgt; LIZ i Thero cannot be a douU but that there will always conlinuo to lie a considerable conii>etition, between railways and canals, for the carrying trade F4istward fmm the foot ^L^^fT^^^ T V/f.^'^^t^'"-'' to that point the water route, alUiough twice the length of that by land, will in all probability keep the lead. This may safely be inferred from the known characteristics of the navigation. an. y^ *f *Il^ T^^ P*'^ ^^V*"® "^^'"'^ °^ ^®^^' ^* ^«« *he practice to issue a t pass each trip to the tugs engaged between Fori; Colbome and AUanburg. * pus Jl'UZh eSr" TI '" ^T«r*A T"""'' *'" """>'«''• ^^ ^''"""l''*» "t*"*'"*™ that pusseci tiuougl tlie Canal rims m 1870 tlit-ro were iNsued at Port Colhiuno 3<^TS lof f;i^-' itii„:'ofi3t"ti o'" 'I"''' TL''^'"'' ^? *"««' '^"'» ''' ^ «---'» -ft;/: IS7T :,."'^ - * ^^ '"*/''*^ "•"»*""• g'''"»ti''l to vosselH actually engaged in the trade In . 18< 1 th,8 syHtem was changod, and a soaHon lot-pass was issf.ed to e,wh t,« -the whole number of let-passes isHi-ed at Port Oolbome that year liein^ 27fi7 rf S«„ n7 for tugs, and 80 for scows and .fts, or IH to he ^UZ^Zfl^lhl }oZ^^^ ^St the to'iuijgtrail^vi^^S^ ''' ''''^"''' ^"'"^ --^« >-' ^-" -^ - -Wition to Rhl« f^v!r«j?"l' Commissioners in their letter, dated 24th February, 'l871, to the Houor- aWe the Secretary of State, appear to have n.istaken the tugs used on the Canal for freight vessels passing through it, as on page 3G the foUowing^statemen? is made :- .< u '1' "it"' "1'^ ^''"•'*"^ noteworthy that the American steamers passing through the Wei land though less in number than the Canadian steamers, ai-e of Kgfr cC_in fal of ''gtn«EouZn1'87t w" ^-'^'«,/--, !,-*--. the' number of^AnSan't^tm^^ " iTSr Kthetonm^rnl??^ whilst those belonging to Canada amounted to " the iatte?' ^ ^'"■'"'' '"'''''' '"^ *^" agg'-eg'^te, more than double that of .1,. ^'^ examination of the records kept at Port Colbome of the down trade for 1871 shows, on the contrary, that the avemge load carried by American steamers and i^Il' ^ori tTfV.'r,''''^"^'' -- 'n *"'«' ^-^ *^'^* °f tiie CanSntteaTrs wfs tlly .•elative tonnage capacity of the Canadian and American vessels engaged JtheS. It may also be obs.rred, that in making comparisons between the traffic from the .a.l to J3uttalo and Port Colbome only ; and as the trade on the New York State Canala emlmvces he whole internal movement of that country, it would be manifestHnfah to conW It with the downward business done either on the Welland 01 Kw^ncl «lr. f^'^ ''^'•gf; "gfegate movement on the New York State Canals was in 1868 but as wav o? the W' 1 ' T'*/^*^^''^ '''^^' ^'•°" ^"'^*^°' ^'^^ "^ ^^^^' ^^hil^t the traffic b^ way of the Welland Canal continues gradually to increase. . "«- uy +>,«fJ^®''^?'r^^®"*'*'^^''''^*'^"'^ ^*« ^*'^« competition have rendered it imperative that the cost of tmnsport between the producer and the consumer, shoS^d be rXced te^ the least possible rates, and for the most part a very slight difference in thisrXct tm soon determine the course which business will take. "^«rence in tnis respect wUl It is well known that large vessels can carry freight profitably, at less mtes than smaller ones, still, although large propellers can go to Buftklo to be ter advaiC han core^bouTlT-r? \l ^'"!f' ^^'' *'" ''^**^^' »^y ^^'"g «We to continuf tS compete with that of Buffalo on nearly equal terms, even after « r'^'luction of '50 i»Pr cent, has taken place on the tolls of the State Canals. " " '•-"''*'"'^ *^* ^^ F^^ / ,f^ f M J; 4 TluH fact of itHelf iiulioiitcH not only what nmy rwisonivbly be cxiK'ct«)(l from enlarg- ing tho line of conimiinicHtion botwwu Lakus Erio and Ontario, l)iit to Honio extent what may bo fairly anticipated from inci-casing tho capacity of tho Canals liotwecn Prescott and Moritreal. Tho St. Lawrence being the natvinil outlot of the great lakeH, and tho only louto by which u channel can be formed, with a continnouH doHccnt connecting them witl> the ocean, the removal of all in4)edinientH to itw safe, and fnllcHt available navigation, uhould be a matter of the gi-eatest Holicitude to those through whose' territory it i)a8N0H. It has been fi-equently, and doubtless truly stated, that the benefits resulting from commei-ce with foreign nations, or even between differont parts of the same country, aro not confined to tho sale, pui-cluise, or exchange of commodities ; a largo and profitable part of it 1)eing the actual carrying trade itself, bssides other and numerous advant^tgew which follow in its wake. No stronger proof of a full belief in these statements can Iw found, than in tlio arguments of the originators of the Erie Canal, who constantly aflirmed that the western trade should by no means be permitted to descend to liiiko Ontario if it were possible to avoid it. They concluded with rare foresight that once on that level it woidd bo likely to find its way through the St. Lawrence to the seaboard, and therefore •: .ged that no pains or expense should bo sjiarcd to establish a line of na\igatioii direct from Lake Erie to the Hudson River. These views are still held by many prominent men, and New York has cousetpiontly Ijeen always antagonistic to any canal scheme for uniting Ijukes Erie and Ontario, even by a route through the territory of the United States. If this trade is considered of so much importance by a shrewd, far-seeing people, ever alive to their own interests, there is good reason to believe that it would be at least equally beneficial to the people of Canada, to secure, and retain tho conti-ol of it. • To enable this to be done, there can scarcely be a doubt but tluit the outlay vequii-ed for the further improvement of the St. Lawience route would be amply justified, especially as it is capable of being enlarged to such dimensions as would in all probability place it beyond the i-each of successful couii)etition. •» On turning to the map of Canada it will be seen that tho eastern extremity of Lake Erie, overlaps the west end of Lake Ontario, in such a manner as to leave only a compara- tively narrow peninsula between them, the distance across which m a north and south direction is, at one point, bai-ely 22 miles. \ , The Niagara River, forming the eastern side of this peninsula, as also the boundary line between the Stiite of New York and Canada, falls about 324 feet fi-om the upper to the lower lake in a distance of a little over 31 miles. To the eastwwrd of this river (American side) the space lietween the lakes increases mpidly, and the land is high, and continues for a long distance in a north-easterly direc- tion with< it a break or ravine of any considemble extent occurring in it. No surveys made on that side have as yet led to any suitable route being found for a ship canal of the oixlinary kind ; and even if a practicable line were discos ered, it is quite pi-oVmblo that the inlluenco of CHJUtora cities, as well as that of Bufl'alo, would prevent it being brought into use. J, I" its Iwntioi) tli« luinciiml «liffi,...u., »h,cl, in tlm victaity i, the Twolvc MirSk * """'™" °'""'"'''». «'« W"' of " » ai»»t 3,8 ,« „,„ .,, Merit':} o°f £:z'£' '"" "'"«■■ revel abovo This level is contiimed for a clistni.m. ^e ii -i Uly Hitllttt»H|, iiHoimbly bo tluit uiulor line being ' Ijoiglit to » bu (loiiu, luiloH from 1 for many Niiigai-a 3ppH to tlin ke Huron. B Niagara 3ck, shale, stone for f clas« of 50 for tlie fo of tho largest of present ip water a of St. mncli of natuml ascends 5 upper om 58G e being 'liich i« abovo roatest ns were before observed, and also that XiTl heavy Sh^^ toke. place, a hough he prism of the Canal has been subsequently fully deaSd out It i« seldom that a slide again occui-s at that place. ^ ^ ciearea out, it ib ^^.■ jf."'"*="™«*'^'i'^e which leads to the impression that when the yieldinjr materials which form the lower part of the cut are displaced to a sufficient deptlf by "heTent^ oua cJav of the Rirlps fh«re is a nr^bih 'it- *h-t +«,- ^-^' v^v^w^ u_y mo (.enacioua subsidenceof the banL cease. " """""' "^"^ '"'""*"^ undisturbed, and the I 10 under the neoe,..ty of dredging Ihe bulk onC f«„ fc Cllm ^ *° '"''■ "^ '° '^ wluoh water ento freely, „„a there r^™ "'"".y s«»m., .„d j„ ; jj \^"' ™ ..« of «., ,eeti„„ , ,i.e% to btrtenSS^i,*™^^;^ *» ™«^. *« un.T£ S^Ofifi^Tof^'^"'^'*"''?."*" tJ^MH-esenfc works since 1819 $5,060,702, a sum which would not now pay foTover tJul^^^^ W^g'^te to ^ It has been considei-ed proper to submit th. f ' " "*""* '^""•^• such matters connected witli it^as may be of t ^°''?^'"S ^""^ ^^^^^^J^ "^ the Canal and at on several in,.ortant .uestionraS L^ bl C^htrd:'^^^^ *« ^-"'^'ed' I ijioiigf, tixat part of tile Canadian route. ' t-videnc tiiey 11 nd sufficient slides that d, with any ^ both sides mini mum ; than to bo rthe most find for the the sills— to 58 feet lis Cut for ' through s unwater- The dnift of water contemplated for the Welland Canal is nevertheless fully as much as .the river between Prescott and Montreal will warrant ; still, as it would enable vessels to pass ot tlie size now considered most serviceable and profitable for both lalre and river benefi "? ^'^^^^^^^^"^ *'^o»'*« ^''O"'^^ l»« spared to effect an object likely to prove so It is quite probable that at all important places on the lakes where there is not enough water at present to admit vessels of that draught, the harboi-s would vei-y soon be suthciently deepened for that purpose. The United States Government has already taken a step in that direction by forifi- ing a deep water channel through the "Flats" of Lake St. Clair; and the ReFuae llarboi-8 on Lakes Huron and Erie, now in course of construction by the Dominion wiH admit vessels of fully the draught stated. ""inuon, win With a view if possible of avoiding repetition, the principal matters relating to the enlargemen of that part of the Canal below Port Robinson, will, in what is to foUow, be Jcept separate from those having reference to the part above that place. Tegate to t of work. 'anal, and •e arrived for the it water "on, as ever be I 1871) 3t pass m. depth uction he St. if the t they ( In canying out the contemplated improvements, it will be obvious that economy would be consultetl by utilizing as much as possible of the existing works, consistent with the requirements of the enlarged scale of navigation. This can be done generally along the upper parts of the Canal ; but from Thorold downwai-ds it has long been understood that a new line, either in part or as a whole must be formed. ' The short distance between the locks known as the "Mountain range," or indeed between those from the 10th to the 21st locks ; renders it impossible to build detached structures on tiie same line, of dimensions at all suited to the present, or probable future wants ot the trade. . It is true that if at intervals two or more locks were combined, there might be a fair space left between the head of one set and the foot of another : but such anlrrangement on a line of navigation of this nature and importance, would it is believed be so decidedly objectionable as to warrant a very considerable outlay being incurred to avoid it. This opinion is based not only on the detention that would continually be caused to vessels by locks m combination ; but the fact that if an accident occurred at such places It would in all probability be of a more serious nature, than if the locks were some dis- tance apart. Representations having been made that a favorable line for improvement might be tound to the westward of the present Canal, and although a cui-sory examination did not bear out such statements, it was nevertheless considered best to have lines of levels run along the valley of the Twelve Mile Creek from St. Catharines upwards, and along the different eastern tributaries of timt stream. These lines of levels were continued until they interaected the Canal at different points, and one was also carried fully a mile and a halt to the eastwards of the line between Allanburg and Port Robinson. The result of a of which shews that the ridge of high l.ar.d traversed by the " Deep Cut" rises gradu- allr to the westwards, and continues all but level on top in an easterly direction, Iftidin^ to the oonclusion that the Canal has been located in as favorable ground as could have been selected m that vicinity. It on M the line, v.,-, „b,n,pt, ,„ n.t theTappea™ Z^'™ .r"" '?r''' '" »' »■»« P"" for reaching the summit on that .ule. " ** """""S '"*« • Pn>»tioaUe line .he iStS °o;;h"^^™t"<:l'al^^'„'' Sel,?rw"" -'f'^t- °' "-« «-"<• '^ta8 to the jooimtain toward, the Niagam a4r £ Zf v' ! -".'"S '""■'■''°' "■"foot of Cut. ^*o clnef point, in the Jation orjhiclX"^ t^ttl'tirfoC'I'^'^"'' ThoroH rn7ifirT::tL^tSTttr:i' -t- '°f ^=-' >-e vm.^ „, through whieh the TerMt"c£i%'S'' Twl IV" 'j?* '» «" ^' "^'k^ c„lv"( .»d »M continued in a slraight^ouKTS' thfrrn r v"' ''"'" '" «■« "orth-wct old ^iS fcl^jS'ni^r Xch-t'^eronTTt"''-' ™ *" ' »* ^^ -ear combined. At the Thorold end of fLvKu ^^^* ^"^ *« be made by four locks combined locks-two of whTch embleT.?''' rr *" ^ ^'^''^ distinct Sr of locks; at all other places the Lks wl^^to t'l "t^ '''\ ^^ «"« included two between them, except locks 11 and IS^tuch t'T:^^::'^:^:^'^ ^^"^ ^'^^^^^^ ejabX^rt^a^X^^^^^^ of locks "in combination." saryto overcome the fall. ' *'''^" ^alf the number stated to be neces- J«er™r^tl';*;;jS^gr: *rti:Se?^^ adefidencof nine .whe. or Wr of place. ,he« ve«e,,«c„„M n^C efch 'oZrt^lV S"' *" ^°*' """■ r.port't'r,'t»^tw«,'li'^°'ff''°°,°'''''''''''™'" *• location, which in . " rem Thorold ti th^ J' A "taC t S 'f" "^ " *" ""J' ""'" P^Wo rout: llT f" "r °^^"^ " - =' "".oVe =rn.trct"nTf'tre S^f «»Ji^ i?Js, t^crr'ti tj^oreir^fth --' *- ^ °- -«- ' s-t^at'ScT"-*- ""'■ ' •*' ■- i-'i^rtS ro^izziT^sf t'-risx" the4fc:rt°ntireSStrr.tief"r '",' 't- »' '-« --. mir. „ . . •'^' generally met with at other nlacep mSp water was found oln«p to th- sh-v ^ - - ^ clepths wore 45 and 51 feet, "witL a sand totter '' '"" ""^ ^^^ ^^^* ""*' «^« ^^^P^otive •*1 Id A careful examination of the west bank of the river, with numerous levels taken along, and over the space to be occupied by the four combined locks proposed to be built there, leads to the conclusion that the latter cannot be avoided without incuiTing a very heavy ex])enditare in forming a long artificial descent, something like a natural ravine •xtendmg from the table land downwards to the water surface, ' It was many years ago stated, in reference to the same place, as an entrance for a canal that the current is too swift for a safe harbor above : and below, it would be " •xposed to the swell of the lake." Tlie river is fully half a mile wide, and has a current of from 3 to 4 miles an hour and m the middle part there is a depth of from 70 to 90 fe:.t-outside in a continuoua line with the centre of the stream, the depth is about 24 feet. A sand shoal extends out in a northerly direction from Fort Niagara, on which at fths of a mile from the shore, 12 feet of water is marked on the chart, and about Uth miles to the north-east of the same fort, a rocky shoal is shewn with 15 feet water over It. ihese shoals lying not far from the tmck of vessels bound to or from the ea-stwards might m stormy or thick weather be dangerous to those drawing 12 feet water. ' The banks of the river are high and bluff, and although forming in certain winds shelter to the harbor, would present a formidable obstacle to the formation of an entrance to a canal, approaching the river at nearly right angles, and where the cun-ent is so swift a short distance from shore. iflKi''^^®j**'°^® T*" ^^""^ * general idea of the line proposed for the " Lateral Cut" in l»54, and Its outlet at Niagara; matters which will again be referred to in a subsequent part 01 this report. ' / In oi-der to obtain correct information as to whether a route could be found that would admit of the locks being judiciously placed at such distances apart as would enable the largest class of vessels, suited to the navigation, to pass each other freely between them • several trial luies were run and the ground thoroughly examined to the eastwards of the present canal, from Thorold to Port Dalhousie. uius oi rne innn'^^^^'^*/^^"''^^?"'. ?^ ^^"''."^ °"^ ^°'^' *° *^«*^ °^ ^'^ot^^^''. ^*s assumed at iOUO feet, and the shortest line requiring the least outlay for construction, was to be projected on a plan, and a profile of it prepared. w ii^^^S .f«^°g^'^^«' i* ^^^ to be constantly borne in mind, that the track of the VVelland Railway had to be crossed twice, and that of the Great Western Railway once without interfering with their present grades, especially as any change whatever in that respect would in either case inflict a serious and permanent injury on the road. „ ,, 4^^?*? i''"® ^t yas ascertained that by leaving the present canal at whaf. is r»nlled x^iariatfs - Fond, a short distance above the village of Thorold, the Welland RaiJw'av could be crossed at a fair angle, and at a place wKeic ^he tmrlr is nearly level, and about y leet over the surface of the pond. "^ ' If I Hi in order to S l «. >!n !'• "t ""'"'^ ^^''g^^- ^"antity of S willT T'r*io" °^ *^'« The principal difficulty likely t^ h. • 15 i be about the to that point, '■ oblique angle Jy for the new^ r the peculiiu- between the inner end of the piers and waste weir being used as part of the harbor. tbove referred ugh the deep ination of the be excavated, e placed close shed locks, it e it required h so that the past the old it 2 miles to the starting U feet lift > that of the e line back the western 9 it crosses f the north which it is ce lock at outlet, the feet. would be 56 is very either a for a long intersects !ess than y east of his place 1" depth ; is to h) ( tlm TtX« M^t n «nlf g^f ent was also carefully examined along an easterly bi-anch of Sp.J" l^ r?'*''?7^''"!'*^"*^'"«*^« P'-^^*'"* <=^n«'.at what is called "Colliei°s Bend, a short distance below the fifth lock. The head of this bmnch creek is near the pWe where the hne just described parses Ihe west corner of the SrSthaSe'rcletei v and from that point to the canal the distance is 7100 feet, the difference of kvelbe^^^^^^^^ ^z%7z £ifg r.Totr ^^^'^"^^^ ''-' ^--^^^-^ ^^- thetiinJckirz noo^ti?rmnri;i^o?ot fcrtLt^fSief ^^ -'^''^'- ^ ^*- «^ ^-"^ .nnr^®^""^'"®^''^*^j"'^^*^°" ^^*^h the canal, is about 4UU teet at top, and the banks are over 50 feet high. 50 feet wide at bottom, and of thll Jw.^r,'ll""l'°''^ CO,,™ fo.. ICOO feet ft-om the cami, .nd fov about two-thW, .60 feot th™„gho„t at .»tto«,, J I^tXZ'L^-Z,! tZ.Z ZS SZ'' v.« J^l^"""^ ^"^^ '' f?"**^'' -^"^ *^"" '''■^*^^' ^'^^ i*« Ji'ie i« «"ch that a downward bound hTbt:J^JorS:ur.«'^*-^^^^^^^ *« «- leading direct rthe ^ due I'^r tli;n°.«*-f f n *^^ ^""'^I^ ^"' ^''•'^'^ ^'^^ 2,100 feet, the Canal, again mns about due west; thence it follows a north-west course for 1,700 feet; then trends more to the west, and continues on that line for nearly half a mile, or to abmit 900 feet LlowJh^ 2nd oSterfo. ^ ''"''' ^'"'^"""^ ^^ '^ ^^^*^°" ^^^^r^" *h« outleron like north^"ro\fth"TtM'°k1w^n''"^^>^^^^ "«« * »*«« *« the west of nonn .jom tb^ 4tii luck, u ^^-ill be evident liom the bearings above given, that the Canal where It passes thiough the town of St. Catharines, m«st°be exti^mely' tortuous ^ x's 16 The banks of the ravine through which it is carried are nearlv on the samo 1«va1 a* the west end of St. Catharines as the table hvnd at " Collier's BonJ/^bu? the de cer of tVaTtirtlr'r^^^^^^ *^«™ ^""-^ 70 feet high over wateV^u^-- Between the 6th and 4th locks, the i-each is of a good width ; thence downward the channel is at many places narrow, and the adjoining banks liable tij slide. The north wall of the 3rd lock, a fewyeai-s after the opening of the present Canal TebuSr '" '° ^^ *''' """"^ "'' '^^' '"'"' *^*' P""^' '^ '' J^-d to bftaCdoln ^nd It is therefore to be feared that were the banks further encroached upon by the cut- tmg necessary for the enlargement, there would be a greater tendency to slide ; and that the lowenng of the bottom 2 feet, would be likely to increase the difficulty /wHlst to raise the water levels so as to give the required depth, would cause gi-eat ii.jur4 to a large amount of valuable private property. j j w a mrgo The 4th and 3ixl locks might, however, be widened towards the south : but this would not diminish the existing curvature, which at places is so sharp as to i-ender it difficult for vessels of the dimensions now in use to enter a lock, or pass freely • besides it wo,il,1 destroy the dry dock property a;, the 3nl lock. ^ ^ ' ^ '' "^""''^ mH^ J^/+?^ structures of the dimensions proposed (nearly double the length and width of those now muse) either at the phvce occupied by the present locks, of in the vicmity, or indeed at any other pla^e tliat could be selected between the 5th lo<^k and the outlet of the Twelve Mile O^eek there is good reason to believe would not accommodate the class of vessels contemplated by the enlargement, and even be to eome extent a hind- rance to the passage of those now in use. j It is therefore questionable whether a projier line of navigation of the scale now '^proposed can be successfully formed along the valley of such a deep, comparatively nar- Vow a^d winding ranne, through which flows the drainage of a large extent of country that w^rtam seasons form rapid streams, occasionally carrying with them considerable ^u^^f^or detritus, which are eventually deposited in the still waters of the Canal. \^B^des, in heavy freshets, the large body of water thus suddenly brought down, Bdnietimes threatens to destroy the works, and i^ at times very difficult to control. «... 7)f^ ^^^^''''^^y^ fir«t "i?«e, and subsequently enlarged, it was no doubt neces- B?ry to follow the i-a/me on the line adopted ; but although judicious at that time, it does not follow that tbe same route is adapted to a line of navigation of tUe scale now under consideration. ""wo^ From the point where the trial line intersects the present Canal above Thorold along the route by way of " Collier's Bend," and the existing Canal to Port Dalhousie' the distance is lOJ miles ; and the estii^ated cost of construction is $5,350,000. ' X, ' By following the more direct route (previously described^ betwoep thA «am» T.oi„t, the distance IS 8| miles; and the probable cost of the work, etc., connected with the construction of the canal is estimated at $5,180,000. same level at he descent of er water 8ur- 4 iwnward the resent Canal, m down and 1 by the cut- le ; and that f, whilst to ry to a large it this would er it difficult des it would length and is, or in the lock and the ccommodate bent a hind- 3 scale now •atively nar- of country, considerable e Canal. ught down> trol. loubt neces- ;ime, it does 3 now under re Thorold, Dalhousie, 0. ame pointa, i with the 17 Both estimates are prepared on the same basis, and at prices believed to be the fair Tntendence aT * Foportionate allowance in both cases for contingencies, super- It has been assumed that the quantity of excavation necessary to deepen and enlarge the ok channel, wou dcost 33.^ per cent, more than on other parts of the line ; and that the enlargement of the 2nd, 3rd and 4th locks during winter would be attended with liUly as much additional expense, as the materials now in thorn would amount to for the purpose of rebuilding. From the foregoing it will be seen that tl)c direct lino to Port Dalliousie is lully two nules shorter, and can be made at 1170,000 less cost, than by following the "Collier's Bend" line, a.id the o\\ canal to Port Dalliousie. The latter, it may again be observed, has the following objectionable and unavoid- able features, namely, of being situated in a deep ravine, at some places extremely cr(K)ked and narrow, where the banks are liable to slide, and of having at times a large body of water (unconnected with the navigation) charged with soU ^"0111 the adjoining country thrown into it, and thereby either impeding it or endangering the works. Thei-e is also on the lower part of it considerably over a mile of floating tow-path which ismconvement to the trade, and expensive to maintain. ♦u * 2" f^l *^""^? \T' *^*^°"g^ *^'« ^li«t'i»ce is shorter, its physical peciilarities are such tfiat the locks could be spread over a much greater extent, and the Canal ma«s«e«« «» theadvan- XxtntT.li^'"'^''^ "^ ^'^P"^^ "'^ ^ ^"- «f ^''^ »-g^«- of tl^e -ture TwPivP M^J'r^'f "° ^"^^\f tl»« f^'anal is situated at the natural outlet of the If two n^,?,?""- * ""'T *^' rJi"f °* ^•^'■* r»«lhousie. Its entrance is formed by mean, of two parallel piei-s, placed 200 feet apart, nnmincr in a north .tnd .outh direction ?^'^^f ^ T IW*'"'"^'^*'^^^^ "* ordinary low water level is fi-om ll|tol2 feet-bottom, indurated clay. Between the inner end of the entrance piei-s and the fiist 18 lock, the b.u.in has an area of fully seven acres, Which can be inci-eased to 17 .icres when ' miuu-ed. All the matenals to be ren.oved for th.t purpose, consist of silt and soft ir. 1 ^1 f ^••l^^ ^"liwected with deepening the entrance channel to 14 feet, and the basin to 13J feet at the inner end of the pie.-s, and 13 feet at the lock, over an area of aS 10 acres, are now under contract, aooui The harbour is easy of access a.id egress iu almost any wind. There is no nercentiblo the el'T- rsroflrettS;""^'^" '"'''-'' '^ '" ^^'^'''^'^^'-'^^ ^- -"^ -"- 'o Above the first lock, which has generally a lift of from 12 to 13 feet a snatious inner harboi.r or basin luis been formed by the damming back of the wa eT'overT We urea of which there is a depth of U feet and upwards. ^ This b,isinorreiXchis entirely beyond the influence of storms on the Lakes beinjr Wf nSS vSr '-'''''''''' ''''' ''^^''' -'' -I"^^^« «^ accommodacit l?eT;! In the preceding pages will be found an outline sketch of the survey made in 1854, for a Branch Canal, extending from Thorold to the town of Niagara, and the main features of the river outlet at the latter place are also described. t!.. willUn'^^l '^^"'''"r ^'^ *^"f P'?J*^*', 'K'^'^'y *^ •'"'=' ^« «<^*«^ *!»«* «'« construction of tw S "^ Railway j„g ^11 ,^^^^ „,,^,^g^^ .^ the vicinity of Thorold, as to prevent the adoption at that place of the line then proposed. . i'"'"'""' ■r.n S ;^^' V^ p^"^^"* "^t"" '*• ",^''''''' "' "'^"'^' *^^^* the Railway passes through the fro^^i ,^T ^""'J?^ '^'^ inclination of from 80 to 90 feet to the mile, and that be SalSr ^ "■"''''* ^^ *^" ^"""^' ^"'"^^ ^'^ «"°h ^ g^d« ^o"W r-.n.WW ""'iT'^ '^•!''"l' '"'^ *^ the selection of a point for diverging from the pi-esent This point is about half a mile fm-ther up than that at which the "Lateral Cut" ine joins the present Canal, but from it for about Jrd of a mile along the proposed route through "Marlatfs Pond," there is a depth of fully 6 feet of watel- ; coSeCSly hi foi-mation of the new line although longer, would not involve much, if any, S ional mentioned*;'" '''^"""'^ ^'' '^'^«^« '^' ^^*^°» '^'''''^ Uween^heports d«3j«?.^'"°"f ^'*^™^*^^ h*hL« i« ^^o^t 1108,000, a sum that should bo either «S£^rut» nrf'T,'^ ""^ '^'" ^T' i'"">.«"«i« t""^! i^^' or added to that of the ijateiai Cut line, for the purpose of coinji.ariBon. 10 Srver wL « Al Vr *'^!/^'"-*7g l>«'»t «it Thorold to its debouclnne on the Nkgara Kivei, was at that time estimated at .£!)89,C2r), or say |!4,000,000, ^ This being t'lkcn as ihe value of all the necessary works, etc., in 1854 it will bo SI '.?.?? ^^ estnnated probable cost, au amount which there is reason to believe 2 rather under than over, w'lat would be required. Cnt"'2i!n'2"*''''" ?^ f *''« Port Dalhousie trial line were followed for the '< Lateml Snf J ir" l^n*", ^^T *^"'"^ *^° '^"'^^ «'™«'' «««'» «t'>er (3! miles from thestaS point above Thorold)dGt.iched locks could be substituted for the thrfe up^r flights of SoOO and'.,"" '''' ".i^'^'^^ ^"*" ""^' ^"^ '' -«"l^l augment its 'ST W iP4DU,000, and thus raise the estimate to $6,050,000. wnnlJ'^inl" r*^'^*^ ^ '^'T"'" ^^l*'' ^'''^ '^'^'^ °*^'«*^' fl'g^*« of combined locks on this line would involve an expenditure of at least $450,000 more, which would make the toS ET^*^ ''-ir'' ?•'■ *'l^, " ^^'''"^ ^"^ " !"'« -ith detached locks, $6,5So,000 Jrt above stated with combined locks, the cost i.s estimate.1 now a .«5,600,000. ' nl.nJ'^l'f ""1 ^r"' '"^''"''^'^ *.? ^"''* Dalhousie, with locks placed at such distances apart t^ inclult T" " "'" f'r' '^ ^"^^^'^ P^^^^^"^ '■'''' «*^-- "^ «- reaches Sren SKoO ^ necessary harbor improvements, is, as before stated estimated at In order to admit of a fair comparison being made between these lines, it has been XL 'if** ^f *' estimate for both as having detached locks, inasmuch as oA a nav gitS^ of the chanicter contemplated coml,ined locks would be so decidedly objectionable as to raroblecTin" eltSsr "^"^"'^ '' '"''' ^^'^™' ^^^ '''-' ^-'''"^^ ^^"-^ *° ^^-^ nf ^\^'1' .^T"''^''' ^f ''^^^I^ed tba* the "Xateral Cut " line, with five different flights tZtZj^t: '°'* ^''''''' ™'^" ^^'^'^ ''''' '^ ^'^^'^ ^*^"^°--' with ZS line to «V39o"S)otof ?? ^""t" ?"" *''' "^'^T^ ^'^''" ^'^"^'^ i"^"™ *!»« «««t o( that line to 11,320,000 mora than that required to be expended on the Port Dalhousie route. It should also be borne in mind that the Port Dalhousie line is the shortest bv about /ourmtles-^ fact which, apart from the question of fii-st cost and maintemnce is of the tC?t Ir^^wr' *" f^' 'r.^'' ^'^'^^"^"^^^ «« ^' -«"^d necessarily lengtrn the time o? ti-ansit through the canal, and increase the towage expenses of vessels. l!n«='^r-°^*^"''*'*'^"i'**^''*T*?' '^""^ ""^ *^« "'^"^ questions connected with these / It is doubtless quite true that the mouth of the Niagara River affords ample space for a large fleet of vessels, and that in certain winds good shelter can be obtaS in Tt ^H"Z "'" rT!l "^:''"'^T ^ ''' ^''''S Belectecl for an entrance to a ca^al, fo" the fS:-' "'"" '""^ "^""' ""^ contemplated, some of which may be staL Is «n,.J^\ ''^'•^'T '^ * '■fr'^ '''r''®"*'' ''' *^'^ '■^^«''' (3 to 4 miles an hour), which in case of soiUherly winds, would iwJer it very difficult for a vessel to approach^ the canal in^,4 A manner :is 6o enter it. ine employment of tusrs it is true, iv- ,\ i-„ c^™ obviate the difficulty ; but, it should become in^S \h t toh" IrandTugTou" have to cross the current in making the entrance. ^ u vr Wlien Lako Erie openn in the spring, all tlio ico must pass out by the mouth of the Nmgarii Kiver, where everytliing in its courae in attacked with gi-eat force and during easterly wiiujs it is driven across to the westerly side of the river, rendering it ttlni jst imi)ossil)le to maintain any pier projecting oven slightly into the stream. • , "^^ *""®^ ^^'<'» northerly winds prevail, large masses of ice are kept floating about in the offing long after other ports on Lake Ontario are open. This would, of course, continue to be the more felt the greater the extent of trade and from its diminishing the already comparatively short navigable season, could not fail to be objectionable to Niagara River being selected ns a route leading towards a canal the navigation of wliich, at the earliest period each year, is of such vital inux)rtance to the commercial interests of the Dominion. 3rd. The shoals, pr.?viously mentioned, as lying to the north and north-east of Foi-t Niagara, would doubtless in northerly -winds be dangerous to vessels entering the river m thick weather, espacially as they extend out so far aa to be near the track that would in all probability, bo followed either to or from ports at the lower end of the Lake. ' This is irie3i)ecti\Q of whether, the bar at the entrance is of a permanent or shiftinir nature. •* 4th. Although the mouth of the Niagara River is a comparatively well sheltered roatlstead, it nevertheless, at no place forms such a harbor as is necessary at the entrance of a canal ; whilst the banks and shore are very unfavorable for the construction of one in the position and of the capacity required. On the other hand there is no appreciable current in the harbor of Port Dalhousie— the ice leaves it early in the spring, and without injury to any of the works— generally before the ice on Lake Erie breaks np, and always long before the outlet of the Niagam is clear. ^ There are no shoals or obstructions of any kind in the offing, so that vessels can run for It safely from any point in the lako ; and further, there is as above stated, a harbor already formed at this place capable of accommodating a large number of vessels and which at a moderate outlay, (included in the estimate), can be enlarged tx) afford amole space tor the trade of the projected canal. These facts, together with the shortness of the route previously described— the advantages it will possess, the lesser amount required for its constniction, and the suitable- ness ot the harbor, all, in my opinion, lead to the conclusion that the dii-ect line to Port JJalhousie is the best route that could be selected for the enlargement From the junction of the Port Dalhousie brancli line southwards, the enlargement can generally be mado along the line of the existing canal, and in order to obviate the necessity of low. - the bottom of the reach below Allanburg, it is proposed to raise the water level two feet. ■ . . ' ' The land damages that would be caused by doing this, it is believed, would be small m comparison with the cost of deepening the channel, and it would render unnecessary ..ii_. if.i-onc^ vt.ii ,;hc euivci'ta, utjiur vuaii ihac oi ejcjendmg lliem so am to obtain the proi)er width of water-way. ■ «« . v .« SI the mouth force, and iiidering it ^ing about ; of trade, lid not fail [Is a canal, ortance to ?t of Fort 5 the river lat would, ako. >i shifting sheltered i entrance I of one in ilhousie — -generally 9 Niagara s can run , a harbor issels, and )rd ample ibed — the e suitable- le to Port sment can bviate the I mise the be small necessary btain the i. r *i'i"'" """**'«^Bn,lge to that of Miiilatfs, a diHtanco of ^ths of a mile, tlu, channel IS toi the most part tluough a pond, wliich at sonjo phiccs is of co.widcmble width, but of very little doptli. In ceit.iin winds vessels exporieueo great difficulty in paHsing bore, as thov ai-o not unfrequenty driven over ane kept at a uniform height ; an an-angement which it was considered might be the means of preventing in 8omlde«-ee the recurrence of slides m the banks. ^^n^^ '^I'^^J'^" guard lock for 1,800 feet southwards, the bottom is from 45 to 80 feet in width, and sunk a little lower than the mitre sill at Port Colborne iock. • The part next in order is the cutting through the highest ridge of land on the route and known a^ the "Deep Cut." It is upwards of nine thousand feet long, and a mean width of 50 feet at bottom; the lower parts of the sides are, however, somewhat irregular from the slides which have occurred, and the necessity ot having to remove the material by means of dredges. i^na* Attention having been previously dmwn to some of the difficulties which on various occasions have been experienced in connection with this part of the works, it is not con- sidered necessary in a i-eport of this general nature to enter further into the subject. ,. }\f^^l. \o^«ver, be sfcat«d thnt the work of removing a continuous strip along the Iront side of the east bank of this cut, for an average width of 50 feet, and down to within * two teet ot ordinary water surface, is now under contract. J width, and ta ||i« 'ike oxtuiit lis iH now ■h In order tlmt tho l>ottom of tli*' *Uh««iit level oiu be nnule of doj.th proi-nsiMl, it will l,n uocohmn^ to li|fhlf!i Mie wont bank to n being Uoiit! on the oiiHt Hido. This iH tl.e mon, noc-sNiiry us the we.* ^f,|f, which has Htood well formiVMui now .shown nidiciitiouH of sottloinciit. . ^^ '^' abouT"'Sn f?"f'' "Mf *';'" " ?'/" ^'V^''*' «'""■'' ''"'^" •'♦ ^"'-^ ^"''''"^o" "'« 'liHtanee Ih Iw very much diinini,slHHl when tlw water is l.)w.>re.l to the hn-el of Lake P^rie. af .. InMfT-l' f *^«;, '^'t''""«>' «''''l"'n "«ed, are now in a dilapidated conlition. and not at a cleptli suited to the enlargei.ioiit. To admit of the channel above this place being laid dry without emptying the nnrfc below, now guard gates should be built as no.tr the south end of the " Deep Cut " il a proj)er foundation for the stnictuio can bo obtained. ^ ' On the easterly side of this pond or basin, a branch Canal has been formed for fullv i^t'^-^::f'ah;;.k:y?';i;H;;^:^°""^^^^*''^^ ^'^^•- ^-^'^ thep™tmai;; ^^ J" f^lf'^w n" f •"' ""' ' """^ '^''•'' '"''"y y^*^'"" '^?« «»'»>« through a point at the month of the WVIlaml i^ver, ,| , a view of giving the* navigable channel an inwaxl NlCr^r '* ''"''«' "* ^""'''""* ^* "'""«^*« ^^'*^ *'^« «*™"« cnrrentSftte «,^n nn^R ff V"^"- ^n.^''^"' ^'^<>'^ni''0''t'' w«fo engaged on this route, between Port Robin- son aiid Buffalo, vui Chippavra ; but since the construction of railways along the side of the Nnigaia Rive-, passenger boats have ceased to run between thesa places. It may also be stated, that although the lock at Port Robinson is the same size as others on the mam line of Canal, and that the Wellaml and Niagara Rivei-s form a Teen water line of commumcation with Lake Erie, this route is seldom if ever used by vessels engaged m the Lake tiudo. ^ voshbih «wl„ S'?i" w'n^"'!"^-'"' "PTr'^" ^"'" ^""y ^ '»"^''' ^^^ ^''^"'^1 continues on the west t^n^ b. ". "r[^ ?''•■•, *"'■ *''« ^''''''' i' '•* °f *'"« '"«^«^'^ i* « i» thorough cut- ting but towanls both ends, one side of it is formed by an embankment of considerable height, which at some places is so situated that piles had to bo driven along the slope to prevent encroachment on the bed of the river. ^ ^ The additional width for the prism .should generally bo taken off the west side inTn the'eilsMe"*"' *^^ ^'"'''' "''^ ^"^^' *""'* ^^^ ''"" ^''^ ^^ improved by widen' It is believed proper to remark that part of tiie material to be excavated about mid- way ot the distance above stated, consists of nnnsu "'f hard clay. i„ A ^* '^"^ r"*'* ""'^ °^}^^ ""^''^^^ J"''*t mentioned, ^. ^ Z^ ^ i. -arried over the Wel- land Kiver by means of an aqueduct, formed of . h. y c-,.. , of well built ashlar ,?nT"tT; ^ '•'' ^^''"''^f'''^ so arranged, that the pr -. m, .. ,:;tt.,u of the C- .1 is one foot undei the ordinary surface of the river, and also thai t!>i . -.dorsides of l.o centre por- tions ot the arches over the water way of the stream are fully five feet below its surface. ,.n1inZ?*w^^'''■®1^^'^^'^^"* *,''''* ^*^« *° '^ °«'^'^*i'^ «^t«»fc '^ dam, thi-ough which a t£ n™ '^ T "" c^'' 'f '*''' ^'^ ^'^*'" '^"""'"^ °^ a sectional area sufficient to allow the necessary volume of water to i)ass. u i PniVU)UHto(heor.H:ti.uof tl.o8tn.rt.uo, thnt pa.t of tl > bo.l of tl.,- river to l* ^.mm. ll.„ fo..n, kt.o.H wm;e tlum woll piK.,1, h.uI tl.o maH.,n,y ca.n.,! ,... bo fo.^ til wutoi- wiifl iillowci to .•t'MU.no its i)ii{»i.ial coiu'hi'. ' Tl.« a.,.io.l..ct is 31 (J foot long, a.i.I tl.o t.-m.k 45 foot wi.lo Utweon tho aide wuIIh which a.-o carno.1 up to a height suitod to tl.o t}.-a...l llivor level. ' whid!^i;,T£''' '7 ^?'"'"'"f"^ '''"''' fl/H'ff '^l"^"' »*"•» 7 foot riso. tho vonssoiiHof Sv .^ n '" •'"' i ""'^ \''' "''"'In'"'' "'""« •" "*' ""'^""'-.v a...l co„o,-ete, l,..o.,Kht fully ,.,, o tl.oc.-own ot li.e arohes. Tnv.is verso u.,.l,ers wore then lai.l a.u nocuml between the sulo walls c.or v I id, a f1.K,r of ,,la,.k was subsequently placed. On is !«T/"r t'lf "^ ' * *"1' "'-n'' tl'" -"»"it water is at its fl.U h^l.t, or 20 fee over the level of the pvoseiic mitre sill of Port CoUwrne lock. When Lake Erie forins the source of supply, tho Hunimit will bo lowered 8 foot which would leave only 10^ feet in the a.piod.ict. la.t bv ,x.,..ovi..g tie wooden Ir During seflsona of very low water tlie.-e aiv, however, occasionally, for short periods ^«B than 12 feet of water on the present lock sills at Port Colbourne. ^ It is e^for"p c' £".««; 1? Sr^ "**^ "^ *'''* "'"'''*"•"' "'■ ^""'^"^8 ""•^*''"' *^"«' ^ J°^«r Uie th. J'l®""?*^'"'']?;*!*^ 'J?P^'' at the aqueduct can be obtained by cutting down the crown of tfirc^igl;": ^^ "'"'*''' ^''' "" 'P"'' ''^'^'^«"* 20 feet in the cf.itre of the Znnel wm.Jw"-''"" '""^ Jon«r\*^"'}* '".)»"»g t>'« stal^ility of tho structure, if strong bauds of ZZt 7n '''" 1^'* /"^.^'i" «tone-extended down into the haunches of the^-espective • arches, and throughout well fastened to tlie masonry. itsptcuve heavJ^nl^ *'^^«„'"«"«°»e;l might then be covered between the abutments with prevent displacement from any cause whatever, vessefs-'^f^hTfiSwb"' T^f^ *''' f'"'"'!* aq'ie.Iuctcan be madaavailable for the passage of Trv ! out i\ y of the enlarged canal, and in this way, one of the chief dfficuUifs in o'ith' nlargmenl at this imporUini point will bo obviated at a very moderate servic?trnZfd'pris:^ulh7hr^^^^^^^^^ ^ '-^- -'"- °^-^- ^- --^ For this purpose another, and sei.arate water wav will have to be formed across the f nver, a connection with which could be made above and below the p4ent aquST. snoh !rS« l^ ■t^'''^ ''''^'' °f *^^ "''"'■ '^'^^l ^«"«I' ''* i« q<"fc« evident that a structure enteSS '^^^'g^t^O"' ^'^ ^dea that could not, under any circumstances, be enlJ«;rJ!,^iT!|:f.-l*l^'^,!'« ft'"^'^ ^- *he Bite of an aqueduct suited to the )i^'Z:^~Z,Z'i{'' "C '" I ^=<-»-5«« f The preeeut one, wiiei-e the course of the rn .r could ^SrSrmL aiT"*' ""^ '^^^ '^ '^"^ '*''^'^^ unwatered untU the foundations were properly tormed and aecured, and the masonry laid. 24 Ni ; li This would necessitate the formation of a canal avomid the town of Welland that woul< cross several streets where bridges would be required -destroy a large extent of valuable property, and be attended with a very great outlay. To avoid such an expenditure, it is proposed to form a channel solely for the puroose ot passing the necessary supply, which might be so arranged that its bottom would bo about the level of the river surface. It niight be constructed of iron, or even of wood, resting on stone abutments, and on such centre piers as would form little obstruction to the water of the stream. 1 1 ? **''!r.'^ Ai?'",,"^"^ ^'"'^ "'^'^^ ^"^ ^^'^ '^•'^*^"^ o'^ up-stream side of the aqueduct, the lock down the Welland River would bo rendered useless ; consequently, if tWs branch of navigation has to be maintained, another lock would have to be constructed. But by making the supply channel on the east, or down-stream side, there would be ittle or no interference with the existing works, whilst the saving thatwould be effected L ir/T ' ^^^"^liy ^«^?" the property necessary to be purchased, and leave a considerable amount to be applied to the execution of the works. From the aqueduct to the junction of the feeder with the main line, the distance is \nnV\ V"^^'!' ^'^d the bottom for the most part is 50 feet, but at some places it is over lUO leet in width. '■ The east side of the canal, between the points above mentioned, is generally formed ot a heavy embankment, so that the prism must be widened, on the west side. In doing this, part of the banks of old the canal, which now forms a race-way to the mills at Welland will have to be cut away, which will render it necessary to make a new water coui-se at these places. A short distance below the road bridge at the junction, the Canada Southern Rail- way Company have built a swing bridge for the purpose of carrying their track over the canal, with the distinct underetanding that a permanent structure will be substituted by them, wlien notified to do so by the Government. The enlargement of the Canal^^onstruction of new work, and alterations to othei-s —the purchase and drainage of land along the main line, from the upper end of the Port $1 840 000''°"**" "' Ma'-l^tt's Pond, to the Feeder Junction, is estimated to cost From the Junction southwards for 23,500 feet, the Canal is formed through clay ^ excavation ; thence for 2,258 feet it is in rock ; when for 2,200 feet it is again in clay : at the south end of which the principal rock cutting commences, and continues for a dis- stance of 6,347 feet, or to 460 feet south of the entrance lock. The total distance from the Junction to the south end of the Port Colborne look being about 6f miles. * KQ^" !'^A" '^'"^\ °' ^^® ^^^^ ^^*" bottom is 50 feet wide in clay excavation, and from 56 to 58 feet through rock cutting ; the latter being from l\ to U feet higher than the present sills of the entrance lock. • * ^5 i^elland, that ge extent of • the purpose om would be ents, and on queducfc, tlie is branch of re would be d be effected and leave a r I distance is es it is over illy formed In doing atWelland, iv courae at them Rail- ck over the >stituted by lis to otliere of the Port ed to cost 1 rough clay lin in clay ; !S for a dis- borne 'ock id from 56 ' than the As the sides of this rock cuttinj? will be all bnf v«i.f;m.i ;* i 1 1 i , „ a width .s will giv. the pris.n of th^ ol!:u£,.^l\rTfeJ f Tke t'tSdl:"' those parts inearth excavation. *««'*'' a like sectional area as btter the,. IS good .-e.^,, to Wiovo wonl.l be the „,o»t juawl I'tTlopt h.voopo„i.,g, avauahi. L that v<'^t^!iX' :;ur:'!cJs:tst^:nf. zzr feet. ''XtarlCr''rftrtT.»r "'■? "" ^i"!' °" "" '°°'' »"■' » '»» «»■" '^ low „„te,^^':f^^i*r^l'e: 'sd^^^^^^^^ channel „„«t be built «t «>me place in Z viSy "° °™' "■«"' The Lake Erie entrance to the Canal at Vm-t P«ii. • r t , extending out into the lake, which on the weste^.n • '' ^'''"?^ ^^ '""'"^"^ "^ 1»«'*« 1,600 feet beyond the line of the sC-f aiTd t^lS^^^^^ '^^ 'T^' .^^t"""'^ ^"■^^*^°" course, and is only 500 feet long ^^**™ ''''^ *''** P^«»" ^^^^ * southerly lock,fhVdYst:t:ilt3Jo\r ''Cnl3V"'-'''n.ff J^«"^* *« *'- ^-'«^the average width of 265 fercoLinina^^^^^^ ^«^* '"^ ^^''Sth, and has an foot b^low the level of Si S^e^^KtrenltrLl""^' "^^' "^ '^P*^' ^^ ^""^ -« the sho'iirstuisiigSbtS Z:IAV''- '•""' r"*^^ ^* ^^^-^ ^-^^O feet from lock miti^ sill, and at his dSi t a„ ^ild^^^ *?? ''''\ ""' *"« ^«^* ^^^'^^ *he the pier which opens to the soCh wes^^hrif i™lSo Sou:"'" "P^"'"' *^"* ^''' ''' ».e ^r iLS: ^iitmt?- ^ z ^ t^- --- - - -. The works of enlarging the basin 7'5 fpf>+ ;., „ „^ n i ,. th«,„gho„. 18 inche, beWhe mti Jli of tl i lock ^^^S ""T!',""; "5'' •» " '"'l'"' entrance channel at other places fully tw^fLt ,!„,S'. Tl ,'",' "i"' "' "'"'''"« ""> under contract ' ""''" ""> '»™' »' *« lock aills, are now ««>rilit^;'°*"°"""""°"- «'«"»"'«» K 2.200 feet long, ,nd have an no,,.?g:,tt°;:;™;;air,f.,;l:^r;tt,;'r^^^^^ ■"-« ^ "■»-" E., 800 feet froni'the light.ho,S oTt KIS If /b !'' ^"'' 'i' " •'"'»^«™ outer end of which, at low*.tage, of Z fZ!'St J^X^Zl^^'^'^ " " "''' °" "'' thu ^'".rttrt%tSwS,/to;;.?\xStr^^^^ '-"' "" =« r-. point iu«t mentioned. ^ "'""" ^''^^' *** ^^^^^'e it terminates at the ^ It 13 proposed to construct a breiikmiter alongside of this reef for its entire lenzth • and by tins means form an outor harbor, that will bj upwards of 40 acres area This' together with the inner basin would, th.re is reason to believe, not only accramodate the trade of the enla.-ged canal, but afford shelter to all such vessels as may seek refuse thriJr/r^/ ""'^1 ■• . '^^^ f'f\ ^'t^' r^^' '"'"^^ distinguishing chaiiristie, could then be placed on the outer end of the breakwater, and a smaller one built on the head of the present pier, so as to guide vessels into the harbor at night. The probable cost of tnlarging the canal from the junction southwards, includine 'I l.,„ The mouth of the Grand River being well known as the only natural harbor at the lower end of Lake Erie, on the Canadian side, it was considered proper that such surveys and examinations should he. made as would enable a line, via the Feeder, to that place to be compared with the route to Port Colborne. ^ ' From the junction upwards, the Feeder has a south-westerly course for 16i miles ^ where It is joined by the Port Maitland Branch at Broad Creek ; it then takes a more westerly direction, and continues in a winding course 4J miles to DunnviUe. BVom opposite Stromness a line . was run along the bed of what is called " Broad Creek, to opposite a rocky point on its eastern side, thence it continued through the ?^S P7"«l y;* f«/o'-fc Maitland Bi-anch to the Grand River, which it strikes aJ 7,J50 feet from the starting point ; making the total distance from the junction to the Grand River, 1 7^' miles. '' The Feeder, from the junction upwards, passes through a flat marshy section of country, the upper part of which for a depth of from 3 to 4 feet, is a light vegetable mould, and underneath a deep deposit of blue clay. It has generally baen formed by a cutting from 6 to 7 feat n depth below the natural surface of the ground, and depositLg nf '>?f 1 ^f^yft^d'vlong both sides. In the spring of 1845, it had a bottom^ width of fully 9 Vret ^^^'' ' °'°'' P"""^' °^ ^ l^«'-^°'^tal to 1 vertical, and a depth h..r. ^^T 7^''^ tl^^ ^ ^'T^^}' «f P^'*^®^ ^here, for a short distance at each, the bottom had been made from 35 to 40 feet in width to allow vessels to pass freely, durin.. the time it was intended to be used as the main navigable route ; but from sliifs' in the%ankrSt, and other partial obstructions, the channel is not now of these dimensions. a. tb« tvr!'y l«^«l';^l^«'^/fc the proper height, is 8 feet over what was formeriy assumed as the low water surfaca of Lake Erie ; but records of the rise and fall of the Lake, show , that at times it falls from 6 to 10 inches below that level. The bottom of the summit ■ each has therefore been assumad at 22 feat below the surface of the feeder, or two feet under the top of the present sills of Port Colborne lock. This wouU make the average depth of cutting for the proposed Canal about 21 feet from the Junction to the Port Maitland Branch, which maV be taken for that depth ^d width irrespective of the present channel, the material excavated from which haviSg W placed along the sides, one-half of it would have to be removed, no matter on wW, S vlic cmargemuiit was ui^Je, an l the formation of back ditches, lock, culvert pits" Ac" vould amount to fully as much as the other half. * ' ' 27 r At the upper end of the line, numerous borings were made througli the Creek and marsh, all of which showed that the mataiiAls to be removed were s6ft nuul and clay for the full depth (U feet) of the necessary cutting. To excavate a channel from the Junction upwards, of like dimensions as estimated for other parts of the line, together with lock and culvert [)its, ditches, &c., would require the removal of fully 10,000,000 cubic yards of material. This would form a bank about jOO feet wide and 6 feet high, for tlie entire length of the cutting; deposit ground for which, together with that for other purposes, would require the purchase of at least 1 300 acres of land, . ' A guard lock would have to be constructed at soma point near the Grand River, together with the means of admitting and regulating the suuply to the Canal, and a lift lock would be required near Stromness, so as to keep up the navigation of the Feeder to Dunnville. • New culverts would have to be built in the vicinity of those at present under the Feeder, and new road bridges constructed. A bridge to ciirry the line of the Buffalo and Lake Huron i'<>ilway would also have to be built. V The trid line strikes the Grand River about one mile above the outlet of the present branch Canal, and 1 1 miles above the entrance piers at Port MaitUnd, The stream at that place has a width of about 300 feet, between 12 feet on one side to the same depth on the other side, and in the centre it is 30 feet deep ; these depths and this width continue down to near the entrance of the present Canal ; but opposite Moss' Wharf ^I^"^ ^^^ ^^* downward, 17 feet of water was found in the centre of the stream, and 400 feet further the depth was 15 feet. From this the channel diminishes to from 12 to 13 feet m depth opposite a wharf in the centre of the* village, where it Ls for some dis- tance both narrow and crooked. Outwards the depth gradually increases to 18 feet opposite the north end of the west pier ; thence towards the Lake there is a depth of fi-om 19 to 20 feet in the centre of the channel. 1 Qrt T^^ entrance is formed by means of piers, having a south-westerly course, placed 180 feet ap.irt, and so that the one on the west side extends 400 feet further into the lake than that on the east side; the latter is 1,400 feet long, the inner, 1,000 feet of which runs in a S. S. W. course from the shore, and forms a breakwater on that side. Thfi west pier is 1,600 feet long, and the inner 600 feat, the shore. run all but due south from Inside the area is large, but with the exception of a comparatively narrow chan- nel, It IS for the most part shoal, so that there is at present no accommodation for large vessels, until north of the entrance of the present Canal. The mouth of the Grand River is easy of access from the Lake, and has the advan- ' ^e Of being open earlier in the spring than places to the eastward of it on Lake . iine. It could doubtless be made an excellent harbor, capable of accommodating a large But notwithstanding all the natural advantages it possesses, it is quite evident that economy would not lie consulted, or the interests of navigation duly considered, in its being^ selected as the Lake Erie terminvis of the projected enlargement, inasmuch as it would involve the necessity of making what is equivalent to an entirely new liiie of canal l^y miles long, requniug un enormous extent of excavation, all of which would have to be wasted, whereas an available line only 6 j mUes long, is already formed to fully one- Jialf the necessaiy dimensions. 28 To make the enlarged canal along the line of the feeder, and through the marsh to Grand River, together with all necessary works, harbor improvements, &c.. "Would cost at least $4,260,000. ^ ' ' It is, however, important that the feeder should be thoroughly cleared out the bottom lowered about two feet, and some additional passing places made. ' By doing this, it is believed that a much greater volume of water could be drawn ft-om the Gmnd River, at its low stages even in dry seasons, and in this way the diffi- culties hithei-to arising from short supply would doubtless, in a great degree, be obviated. In case of a wet seiwon occun-ing during the enlargement of the main line, the deepening of the feeder would admit of the trade .passing temporarily by that route, as was done when the constnxction of the present canal was in progress. By adopting this coui-se, it is probable that the work connected with the rock cutting below Port Colborne, instead of being confined to the winter months of several years, might be can-ied on at least one year continuously, which would gi-eatly facilitate the operations, and enable the pressing demands of the trade to be met at the earliest possible period. The various important matters connected witli the enlargement of this canal, having been, I believe, fairly placed before the Department, and at the same time as fully m could be done within the limits of an ordinary report, it is now considered proper to give a brief resuvii of the principal reasons which led to the selection of the route recommended. 1st. It is the shortest pi-acticable route across the peninsula, being only 26 J miles in length, a matter of vast importance'in a ship canal between the two great lakes, where the time occupied in passing through it is often •f the utmost consequence. 2nd. It is the cheapest line of navigation that can be formed of the capacity to answer fully all the objects contemplated. 3rd. The harbors at either end are easily accessible, free from attacks of ice, and have none of the objectionable currents, bars, shoals, «fec., which are almost invariably found at harbora situated near the mouths of large streams. They are open early in the season, and contiue so, long after navigation closes, and can be made at a reasonable outlay fully capable of accommodating the trade of the enlarged canal. The probable cost of the contemplated works from Port Colborne to Thorold,* will as previously stated, amount to $4060 000 From Thorold to Port Dalhousie via the new and direct line now recommended 5,180,000 Total $9,240,000 The carrying out of this extensive undertaking would, under any circumstances, occupy from three to four years, a period not unlikely to be protracted by the scarcity of men accustomed to that class of labor, unless there may be a large influx of workmen from other coimtries. It is important that the summit level should be maintained, as nearly as possible, at Its usual height, until at least one-half the additional width is obtained, when it can be lowered to that of Lake Erie. ^ The canal can then be made the full width, without the oiierations interfering with the passage of vessels. 29 From the nature and extent of the undertaking, it is believed that it o«n l.« .„ • j such course as th s be followed no one oan cHva „«,;*{,: '^^P!^^^'^* **? y"l"e. Unless some tune HI=.I, to ,» „,„,^ to^i,"^" ™ rS„lrpte!,t^e«„t" °'""'°" "" "^ "■' He survey w» e„t.„.l«l to Mr. Tho,„„ Monro, „ho» „p„rt U hereunto appended. I have the honor to be, Sir, Your obedient servant, JOHN PAGE, Chief Engineer, Public Works. no REPORT OF OFFICER INTRUSTED WITH SURVEY. Ottawa, January 23rcl, 1872. JOHN PAGE, Esq., Chief Engineer, Public Works. variourmitf. 1?.*,^^^^.^"' I ^""^^ '""^l' ""°^ '"''^^^^ ^""^ examinations of the various routes proposed for the enlargement of the Welland Canal, as will I trust ^nable a cec^xon to be arrived at as to the most eligible line for the impmvlment of thil' f .eat pubhc work ; and I have now the honor to submit for your information the general ;i:t latter ^'^^'^^'^ *''^^^"°-^"« -^-^'-^ '^^-^ - *^« ^^^^ tJ.^.'^t' ^^,"}g yo»''/^'eq»ently expressed desii-e, during the progress of the surveys that they should bo m,vde as comprelieusive as possible, so that all the data nec^s^r/in the full and fair discussion of the relative merits of the several projects sUiTdbTLLtlv S bl'mSe." ^'''^'^ '''''''' *^« I-'-I-' examinations' aid merl.nts whS Port DathoS'''' '"''^'^ '''''^ topographical map of the country between Thorold and 2. A survey of the present Canal, from Thorold to Port Colborne. with ci-oss sec- tions at about 500 feet apart throughout this lengtli. Port MaSr'""'*'' ^^^'^' *""'' ^""""^ "^''"^ *''^ ^'''''••' ^"'^ ^*« B^-'^^d Ci-eek to Ur. -f/ f'""!^ °^ ?? ^"^^^^^ ^'^^ ^"^^^ and its eastern tributaries, together with ongitudinal sections of the same ; lines being run from the head wateiT o comS S the present Canal near the town of Welland. i-onneci witn 5. An examination and part survey of the proposed " Lateral Cut " to Niatrara • also soundmgs of the mouth of the river, &c. JNxagara , According to your directions at the outset, the surveys were made with a view of wo^k'^wf/ P»]l^*^'^f ble line for enlargement, with detached locks throughout Uen the work was well advanced, you informed me that the scale recommended bv the Canal Commissioners for the proposed navigation was for a channel TS)Tot bottom ^^^ wwe, with 1 J feat on the mitre sills— canal depth baing 13 feet. The Quantities havn been estimated for a canal of these dimensions. quantities have oin. i-/* ^^f "^«'^*1j: impossible to enlarge the present canal to any considemble ext<>nt along Its northern end, chiefly because numbei-s of the " mountain lockT'Z 1 o^!^^^ together that they could not be lengthened without thi.>wing m"ny of 4em iilcomb na tion_an arrangement very objectionable in a navigation of the 4Lctercontemnlated' A new line had therefore to be sought for by which the descent Ttween CS^ Lake Ontario could be made by detached locks, with a sufiicient leng^of Teach St ween them to enable vessels of a large class to pass each other without difficulty. portaS.r?'S Z'.'^T'^^'^f'- ^''\^^r''^ t? this matter, as being of vital im- ^ " r.^,^ " qucsiiuiij and m order to render the results intellilrihlA T cKaii •adeavor briefly to describe the leading topographical featui^s of the vSLty^ ' "^^ 4 1 o a; 11 Vi 81 L»^- » / ^. .^^^'""S^'^ escaiimiont, (here called tho " mountain"), runs in a general direction west of Queenstou Heigh s to Hamilton, and at a distance from G to 8 miles from ho latr/L„ T.^"*n °' t/'^ ^ '""'™V' •r*^^ ""^ ^'"^ *° 360 feet over tho serv ce of tho latter, near Thorold. Tim is one of tli3 mx.t foDnidablo o1).tacles to be surmounto I in the construction of a canal connecting L ikes Ontario and Erie. ir.A ^l*^°"g^\^•^ia"y Plf cesit presentsanearly p.rpsndichu- face, yet thero are valleys or mdentations. which break the general regularity of its outline, and where tho slo^^ i much less steep Down these the streams that drain the northern part of the upper plateau, find their way to the plain below. ^ • ^ ^ r.f ./"^^.^'l^^e^^ ^»f been t.vken of the bed of one of these water-courses, in the construction 01 tne existing canal. Tho Twelve Mile Creek which has its sources amongst the "Short Hills," about thf vZw ?ort dT'"'"^' f "","« ^^'' ^"^•^"^ '^"^ ^"^' ^"'^^ "^*« *''« farmer at the Village of Port D^lhousie, where lowai- entiunca of tha canal is situate.!. in tAtTolV^oT'^^ °^ this creek, its waters were set back to the second lock, iL ^ • . Catharmes, about 3 miles inland. At the 3rd lock, the canal leaves tne mam sti-eam, and runs up to a coroked branch of it to the foot of the " mountain " which IS reached at the 15th lock from Like Ontario. Tho face of the slo^ s Ihen «^hA/*i • 1 ''' "^^f ,r»T'' ^''''I'^y ^^ *^" «^"*^' •'^"^'' '' continued along th^ western „ cJ''>^'T'''^>'T °f '^u* P"".'*'?" °^ *^« ""« ^«*^^«^" Thorold and what is known as "Collier 8 Bend," clearly shewed that all the ground available there for canal purposes bS W,Zi .^ '^ impossible to locate another line alongside of it, as it wL admitted to be to enlarge the existing one to the required dimensions. valle^if^W'^^^M'^'A*^"?'™'-'^^"'''*^'**" *^« «^'«""^^ O*^ *^« east side of the Onterio " ^ ' ^ '"""^'^ *'° °^''" *^^ ''''^^"* ^'''^«"t ^o^^'^'^ds Lake «n^ J\'rT^ i-ises about the centre of the northern part of the Township of Stamfoi-d 4 mr« if ^ f *^*^^^ '^' ^""^'^ ^°'^''^^^' Its iourse is almost due^west for abou of™hl vinal^. ' """ '^* ^^ °^ ^'^"''"^^ Township, and immediately in i^ar fn Jf ^^'^ tbe Stream, (which is quite small), turns sharply to the north, at i-ight angles wlSr r'n "^'^ '"7?^ ^'r'^ ^ ^•^"^'^^ of about lialf a mile in length, deeply Zwrcl'e:^Q\.tir" ' '' '■"' "'"' ™"'^ ''^ ^'°"^ ^' ''' "xnomiU'^ai; 40 felt'hilf Th^l^^l^'fT*^ '^*''? ?^^"^ T^^''" *^^ ^^'^''^ «^ *^« J'-^tt^'- ^re about T^,-; !i ^ The leve of the stream belaw is about 80 feet under that of the plateau. o&lw""*^ Y ^'T^C^^'i^' '''''^'''' P^^*^^ «^- h«-d of a deep valley, up a poS of the western slope of which the present canal is carried, as above referred to. end £'r?.tlT^4'Pr'"' °"* ^''*' "^'^ ^'J'*'^,' '^' ^"'^^ ^''' ^ *^^« «***^' ^'«h. ^Z.t\.'T\ yJi^giVunu uiciiaos aown wards along the base of tho cliff towards the vaC?iJerwV"''r r'^ "^''V^ ''' '"^^^ ''''' ""*" the eastern points of the valley is reached, where it shews an almost parpendicular heig ht of over 100 feet. 32 In following the foot of tho 8lop3, the Great Westei-ii Railway is met at about a rni le and a quarter from tho n.outl. of tin ravine. A. thU forms ^a governing fea re in tho location, its course in the vicinity may ba briefly tlescriboil as .llowsT The line crosses the present Cnal at Li.k No. 12, about two mile, below Thorolcl Itthen runs magenera direction a little south of evst towards tho Suspansion Bridie travei-sing the 10 mile Creek about 1] miles from Thorold Station, and Ttering th^ long cut ing by which the " Mounta n" is ascended at about a mile further totle we t The grade is here 38.5t fe.t to the mile, and in the valley of the creek there is a con Biderable curve m heavy embankments. ^ ^ * *'°" Thus looking northward from the mouth of the ravine al the Cement Quarry a sort of triangular shaped area presents itself, formed by the line of the Great Western llaTl way, and the ea^t and west sides of a deep indentation in the line of the "Mountain " converging to the point referred to. Down the centre of this space the Ten Mi e Seek runs noithward to the Lake, crossing the Railway as above described Its mouth 's about three miles to the east of Poi-t Dalhousie. The whole of the eastern slope between the Ravine and the Railway has been care- fully surveyed and covered with a net work of leveh Tl.o ^,.«cc, 1 7- i above the Village of Thorold, this gully was measured and closely levelled throuehout ■ and the ground between tho bend referred to on Hoover's Farm and Marlatt's S was mUorwidth ""■ " "'''" °^ ''^'"* three-quarters of a mile in length bThaH UffV P*"^ T''^\?u *Jl««\"P^f'^tio'^^ ^1^'^ been that a fair loaation can be had between Mar- tmTtold'l^^oS^^^^^ ^^«^-'t partofthVro'fi::. fayo/ofttTrojeSC'^"""^ *'^^ '""^ P^'."^^^^' -"^-« -^ reasons in The difficulty of choosing a proper point for divergence from the present Canal has been greatly increased by the construction of the Welland Railway. ^ This line nmsfrom Port Colbourue to Port Dalhousie on the eastern side of the Canal Behind Thorold it is located in the ravine formed by the Ten Mife Creek W viously described), this being obviously the best way of reaching the Lwer level The grade down the ravine is nevertheless between 80 and 90 feet to the mile, and this rate of mclmation is continued for nearly three miles. It is manifestly desirable to utilLrS much of the existing Canal as possible, and in this view the new line should be^in a? Ts short a distance above the mountain locks as could judiciously be done At the same time It IS clear that the ravine affords the best line fir enlargement by reason of the gTeat savmg m excavation, consequent upon its adoption. & J " tuegreai 0»i '^ ^A^^l M "^^ T *J®''^f°r° ^""t^' diverging from the middle of the " Little Deei» IJut, and striking for the ravine as directly as its position would pemit. This would be a short and cheap line between these points. But, after careful examination, it was considered inadvisable to adopt it inasmuch as the Kailway would have to be crossed at a great angle of skew-between he 28 of a^-„.. aiiiij.— cmdatai)uiatwhurochogiade of lUb track is from 80 to 'JO feet per ^ dd +!,« Jli^"^.*^° ^**'' ^'^^,*° *^'® '"°"*'' "f *^'« i-^vino, tlic tlistat.ce is 2 tOO feet Down lK>ok^lT^whiohtT '^S^^^'^^t '^f to locks and reaches k preserved from Lock 24 to len«th7tLi:rl''lll?!,tt";J^^^^^^^^^^ ^"^^• ^,^"^'' nearly three^imes t.u.. locks is U fe«t e^ach •' thTl.;^ ,i o f ^ '^'''^o.ll^ enlarged canal. The lift of all then., S4 I li^? ^'"'^^I"" "^^^J^'}' ^^^ S™"""* '''°"« *^° «'«torn slops wn« cai-of.illy oxjimincd and ovolle.1, HO Imt if there Ih no ol.jeetion to the acluption 'of locks of IG Lt S another mo C.U1 easily ho l.u.l clown on that basis, au.l estinutoJ for. la such case tl o engt of ock and reach nught he .ncreas3d to nearly 1300 feet ; and one lock could ho omitted the descent being accomplished by seven locks instead of eight, as shown. ' Even wi^th locks of U fee^, lift, it is, however, possible to obtain a greater length intorfen^ico with this rate of incline, by which it would bo iucreaed is a mS.lo The level of tho rails wdl therefore govern that of the surface of any canal at ttcmsshig. A glance at the map will show that the nearer any line from the mouth of the ravine, to he railway run.s to the centiv, of the valley of the Ten Mile Creek, Te less w U bo t he distance between these i.oints ; nnd, as above stated, tho railway rises rapid ll tTt ho e.«^ Thus, where the railway crosses tho creek, its rails are 198 feet abovo datum whereas at^the proposed point of crossing for the canal line they are 21GJ feet above Ve same v«r«...ri'! ^^''^ ""^ *''^""'' ^''*f ^^^^^ P'^rticularly described, inasmuch as it will hereafter I>e referred to in connectiou with the pro ec ted " Lateml Cut " to Niagara. The difficulti*^ t ImZrf ' '""•,""■' 'ff' /''? '^' ™""'^y '^ 1^ --''• To the not h th gi" nd IS still steep for over mile, and had to be carefully examined to obtain a practicable Ze nvl^.i^'^'' *''" '-f^^.'V crossing it bocomas necessary to curve a good deal to tho west, in order to run as straight as possible for May's Ravine, which, upon being closely surveyed P^rt Dalhousir' ^ ^''" '^^'''""^^S to the t-each above Lock Na Y at The position of the swing bridge is accordingly shown on a short tangent between two curves to the west, each of 1000 feet radius. ^ o«iween The line then runs nearly straight to 3.62 miles, taking advantage of a spur of high ground between two small tributaries of the Ten Mile Creek. * Tliis avoids throwing the Canal into heavy embankment. On the length of 1 22 mdes beyond the Railway locks Nos. IG, 15 and 14 (ei«;h 14 feet lifr), lock No. 13 (13 jr a ™iis"L'i'ti; & •" " "">■ - ""»-■ ^" "■- ^-« -"'■» -^ +K„ «T' n*l"i"' -'"^ *n^" ''"'■''^^ ^''^'^'*^^ *° ^^^ '^^'*' ""'^ '■"»« *o^'^»-*l« t'l" >^estern end of at 3 92 SileT""'^' Cemetery, crossing the Ten Mile Creek where tho banks are very low, It is noticeable that all the branches of the '' Ten" have, on the vicinity of the Great Western Railway, high banks ; but, at about three-quarters of a mile to the north of it these valleys run out, and the streams are nearly on a level with the surrounding countrv Advantage has been taken of this feature to cross the Ten Mile Creek at a favourable The Cemetery corner is reached at 4.56 miles, and the road from St. Catharines to Jlomer, &c., is here crossed. The present line is shown on the map as curvin« Bli-litl" *" the cast, ior the purpose of shortening the cut through the gravel ridge on" wh1ch'"the road nins, and m order to get a crossing a.s nearly at right angles to the latter as iwssible 80 tnminod and lift, another tlio length of l»o omitted, eater length •re circuitous of nearly 40 ;ont that no ssablo. The iroHsing. )f the ravine 1 will be the to the eost- kagu to do, urn, whereas ro the same hereafter be » difficulties the grotind ticable line. the west, in ly surveyed ok No. 1 at mt between pur of high ;th of 1.22 No. 13 (13 reaches of tern end of e very low, F the Great lorth of if ig country, favourable bharincs to slightly to which the IS ijosaible. con,,*™, „,|vi«blc to al.,Al,e ^o.^iZ.^'^Zl ITSo tJc'CMl'!''''" "''"'""*"' '^ Canal „„faoo nu„t be e„ti« yT7cS« Zrf^ to Lt *T"n "'Ij""""';, '°"<» *» at^.W„,e «.e .ho ..ece™,-?; beigSil^S Ser^i^t^^Zrr/r;.^^ water surface can be thrown up out of cutting, as sholv?^^on the nrofi e° T. t' ., •' clear xt wxll be neces.sary to describe the triafiine atZox'let in Sayl' J^e" *'"'' feet, and tlie surface level of the canal 44 feet above datum Ix.ck No 4 oculf vr nl ^ near the point where the north branch of the ravine runs out tZ ^„vf 1 v be placed No, As before stated, the trial line joins the the existing canll in the reach above lock nn Iletween thw |K)int .itul Port DalhonRio, theiv< l^ a liirRO bay on tlio cmi nuh of tho Iviiniil with mi aivii of 40 uci-oh, in wliidi tliorc in »i< i.v.'Nont fiom 12 to 15 f^ut wiitor with u ni.ul Lottoni Tliis forms a capacionH im.<.,- 1.,. ,i, foi- tho accomodation of a' larjro immlMU' of vcHsok It i« ahi.ost (..mplcu.ly ian.l hK'k.'d, ho that all tlioHo likely to bo U«;taiii(.,l from gon.K out into tho lak(t dining Htonny woatlior, might Hafoly lio tlicro without intcili-iing III any way witli tho uppei- bound traffic. S,)unennit of vessels passing each other freely, and the Railway ciossing can be so arranged as not to interfere with existing grades, whilst, at the same time, the efficient working of the proposed Canal can be fully secured. If tlie line recommended should, in tlie main be adopted for construction, the relative levels of the old and new Canals will be such that a large milling and manufacturing power can be created on channels discharging from tlie latter into the former at various points. The nature of the soil through which the • line nnis IS genemlly so favourable for the construction of water-tight banks and sides, that the loss froni leakage and infiltration (often a. serious item), will probably be reduced to a m.nimum whilst, in the execution of the work, the proximity of large quarries of ' excellent building .stone, together with an abundance of first cla.ss cement, will prove a ' great and obvious advantage. Finally, tho Lake Ontario terminus of this line can, as bo ore stated be easily made capable of accommodating the largely increased trade, which will beyoml all doubt, follow this route upon its completion to the scale now A NjMv whom tl.o trial line to Port DrtlhouHi.- pasnos the wo8t corner of tho St. Ciithftiiiu-.i' Comtstoiy, it niiiH olo.so to tli.> lioad ..f linmch of the Twelve Mile Cnwic wl.i(3h etiton til . [HOimt C.iuil at wlut in ktiowa a. • Collioi-'a H )ii,|," a Hhort diatanoe lieiow lock No. 5. It iH (loiil)tl(>H8 practicable to descend l.y this nivine, and form a connection with tlio Pl^esent w.ik ; hut the liu.. would Ire crowded in l)ctwoon liigh hanks, wliero it wonld I>o difficult to locate the required waste weirs ; and the channel would bo crooked and imsiutable to a navigation of the character contoiiijilatcd. This lino would interfere with tho existing hydraulic race by which the water is now supplied to several of the mills in St. OathiuiuoH, and would cross the Welland Railway whore there is a very heavy einbanknieiit, necessitating a formidable bridge. It is also said that the character of tho soil in the gully at somo depth below tho surface iw, in plaoos, a sort of quickwnd unsuitable for the foundations of tho looks. But it seema to me that tho chief objection to this route, and one that would out- weigh all ordinary considerations of economy is, tliat it leads into the tortuous channel ot the existing canal, whtro the tratHc of Imth would bo thrown together, and where in some places it would be almost if not quite impossible to obtain a line adapted to the requirements of the enlarged canal. In my humble opinion the lines of traffic when dividetl at Thorold, should not again 1)6 united in the same channel until tho inner basin of Port Dalhousio is reached, where there 18 am; le room for Iwth without danger of interruption to either. For these roasona the present canal haa not been surveyed from Collier's Bend to Port Dalhousie, although information can readily, be provided frein existing documents, on which to base an approximate estimate of cost, should the proposition of enlarging by this rente be enter- tauied. The profile shews tho lockage and a longitudinal section down tho ravine, which has been measured and cross-sectioned closely throughout. 2. From Thorold to Port Colborne, the existing canal has been accurately surveyed and cross-sectivned at distances, of 500 feet apart, so as to afford sufficient accurate data to make an ajjpreximate estimate of the cost of the enlargement. As instructed by you, the quantities between Tliorold and Allanburg, have been f calculatetl on the arrangement that the water of the reach between these points wUl be raised 2 feet, instead of lowering the bottom to obtain the requisite depth. Up to the bend below the Allanburg bridge, at the Holland road crossing, tho pre- sent line IS generally followed throughout. At this point, however, the very objection- able approach to the lock from the lower level, may be avoided, by adopting a new line tor enlargement. This would permit of the necessary works being constructed, without interruption to the business of the existing canal. The ground in the vicinity of Allanburg, has been closely cross -sectioned, to enable the new line at this place to be located on the west side in the most favorable position. 38 hi: ii ''Y^^^rti!^:^:::^ through the -^e r.r the ..e ..0.0. .uuh -hoth^^i^:?;;^^^:-^ of thXp:;?a^i^^^^^^^^^^^^ -al is in some pla.es, close to the left bank The enhugVment is th^lXl at s h fac ' nSte l""*.,"" ''\' "'^ "°^* *'- «*-"- any interference witl. the banks wh oh H.'-i-* ?" ^''^ T^"" ""^^ *^»« l*^"^!- ^ avoi.l they have been built. ' ^'''^' '"'" "'^^ ^'^"^^''^^ «ol"l by i-epaii^, and the time takentiSriwrzSilrxxTr^^^^^^^ «^*^« -- -- necessary to build one. Betwe°ei^ Wei ami amlfSS" "?' "' ^T ^t''^""^'^ ^« considered is calculated for on the west si^of the can« i ^"'\ .'f " ''^ *''^ ^'''^"'•' *J»« «^cavation Kamey's Bend, the enlar Jen en^^ fs Jo J^^^^^^ to IS at present on the east side of S r!nni 7 , °'' ?^ '^™« '"'«• ^he toy path Colbome. '^ *"* *^^ ^'^'^a'' «"d also the road from Welland to Poi? Portc'oZtXtSuS^^^^^^ below Stone Bridge to with large heaps of lil arisingTom t :xcJ::tio: 7l^:^S^'^^^ ^"^^'^^ lying'itiiretell'^^^^^^^^^ - a oonside..ble a.a of rock for the entrance when the cari is eJl^ed"^^^^^ ^ required depth The work is, I believe, now under contract. and t;tf Sff^rtl^^i^^^^ Port.Colborne of the si.e between quoins. P'-oposed canal, the present one being only 230 feet long have2;rilrS^i?et^^^^^^^^ of the lake neither of these locks would by storms have rendered it nLessarrthatS ntw^^^ t *k' ^"?^'''^ fluctuations caused setts ofgates opening in opposite ZJnn!!'-T°''^'''^"'''^« P'-^^ided with two made for the nL lofk tTs^^I eSta hii L'fT^r^"^ ^"'' '' ^« P^^^"'"^^ be the summit should this at any time ^^we advfabl! ' '''""'''* temporarily for thase'^i^t^:ittdy ^^^^ Po-fe to pass through the gates of hat for the present caLl below iS Ttw^tZ^"^ f^ "'^ ""'^"^ ^ "«» «« • large weir for the purpose. This might be buiuTn .5 ^'"^ Tf'"^"^ *« ''^"^truct a, ^ a channel excavated fron. it to ioin the p« I1 1 \1- f '^^ ''*^*' °^ *^^« i""^^ basin, and i under the Grand Tnmk Eailw, y The 'wiL h S'* ^'ll^ """^^ '^^ *^« ^««H P«««ing com-se, have to be rebuilt. Wit^i refeienr f f1 ^' 1 *^ '.™f "« ^'^ *''^ «"« ^"'. of if the prism be made through ro^crt"^ of thV^ ^ ^ • ' ^"*^ ^""*^^ '^'"^ ^^i^^^W, volume can be passed throxfgh Tt witKu^'aJnl ^ 't\'""*"^' ^°'-' *" ^^P^^ cun-ent downwa,-ds and in the di3ron of SJl f • "^Jl''*'2pable current. A sUght advantage to *he trade. *»»rection of the heaviest traffic would be an obvioup, d T b( 1 through the xcavution, are J, namely 100 the left bank b the stream, land, to avoid and the time 3 river were be considered le excavation light line to 'lie toy path Hand to Port B Bridge to eing covered ler with the >st pier. rea of rock Hired depth of the size iO feet long at noon of «„h .hy T ho™ ™ . ri^X i°'? « "'""' ■"«"",»'»,"'"' ""^ '-^'"' It . to ■» «.na.«;t':o;:x itinj.Tet;.f^^^^^^^ rroi7r'^Tir:;S^^ 12 fpST .were the floor of tlie aqueduct made low enough to give the required denth of alonpLronfoT^'^.'L'ir"'' " "''™"™' " *''"™' '^'»- *"« «"l.|.ly of tM» v„l„n,e, 5cks would ons caused with two ■esumed be jrarily for } gates of IS well as onstruct a jasin, and 8, passing 3 will, of Choroid, an ample A slight I obvious i Lake Erie level would b^^ itttle ove.' 2 1 fl^ ' ' *"^ '^" "'""«' "^'""« '"' ^ ^^"'^ *<> underlyin/which blue .iTZln^T'f.l'^.^.'^ * ^«^* ""^ I^^*^ «'■ ^'^S^t^^We mould, underlymg which blue clay was found in every case. vm.-.M * ^^^ ^"^"f^ *^ F"'* Maitland, Broad Creek crosses the feeder j°*.-«"7T ^'..'^d boriugs t^ken in its bed for about th.:« Z^,^;r:^r^:^ bottom line Se p.:re^^rnlr-""*'""» '^"^ '"^^ -"^ "^^'ff^'l'^y --'^ to and b.low the This creek was 40 111: li I 11 ; f i . Judging fi-om the ground in the Vicinity, it appears as if the Camifei-ous limestone (through a ridge of which the present branch to Port Maitland has been partly cut) falls off abruptly on the eastern bank of Broad Creek about a quarter of a mile to the west of the existing canal— at all events, we fon.nd no rock in the bed of the creek close to the eaatei-n shore, nor on a straight line from a point at the " Quarry " to a junction with urand Kiver. '' From Stromncss to the latter, the distance is 7250 feet, on which there would be an avemgc depth of at least 11 feet of mud and clay cutting. From the point where the survey line strikes the Grand River, the distance down it to the mouth of the Port Mait- land branch IS one mile ; and to the piere at the entrance to the harbor, 3250 feet farther making the toUil disUmce to this ]>oiutfrom the feeder junction near Welland to be about I'J^ miles. The excavation necessary in the formation of this line, from the junction to Gmnd River, would be fully 10,000,000 cubic yards. « Through the river, in the direction of the piei-s, from Broad Ci-eek, the soundings shewed nearly 30 feet m the centre, until about opposite to the entrance of the present canal. The stream is about 400 feet wide for this distance. From thence the channel shoals to a point near the centre of the illage, where there is a sort of sand bar with onT \\i^ u If ° ^^^"^ °" '*• ^^*®'' *^^ ^ P^««^ i* <^e«Pe^ V^iokly, carrying neai-ly 20 feet thi-ough the entrance and out into the lake. The width between the outer part of the piers is 180 feet. When they were built the plans shewed that there was only 9 or 10 feet water between them. The present depth demonstrates the effect of scour on a shifting bottom during spring freshets at which time It IS stated that the current of the Grand River is objectionably strong. ' From the foregoing it will be seen that the route via the feeder to Port Maitland irem the junction with the main line of canal, would be 19| miles in length, whilst the distance from the same point to Port Colborne Harbor by the present canal is but 6 27 miles, shewing a difference in favor of the latter of 12.50 miles. These lengths are measured in both cases to the entrance piers of the harbors. There are, however^ other considerations which present themselves in connection with this matter, which I shall briefly refer to. Port Maitland is easily accessible in stormy weather— has, as already shewn, a deep water entrance— and, from the nature of the river bed, is capable of enlargement at a reasonable outlay. This harbor is now frequently used by vessels as a haven of refuge and 18 stated to be one of the safest on Lake Erie. It has the additional advantage of bemg generally clear of ice much soone- than either Port Colborne or Buffalo. It is also well known that to^vards the eastern end •£ Lake Erie great fluctuations of the surface are caused by storms— the maximum effect from this cause being often productive of serious inundation at Bufliilo. This is mainly owing to the rapid convergence of the north and south shores, and the fact that the city is situated .it the extreme end of the lake. ■ o -nr^'^T •^V"?^^ *''® neither so sudden nor so great to the westward. It is said that a B. W ga e which produces a rise of 4 or 5 feet at Buffalo, does not lower the surface at Cleveland more than a foot. If this is substantially cori'ect, it is clear that Poit Maitland would be more advan- tAg?o«sly p,.aeeti ai this respect than the ptoseiit fceruiinus of the canal on Lake Jfirie ; and ftu entrance lock buUt at the former place could be more easily worked ous limestone i-tly cut), falls to the west of k close to the junction with I would be an int where the he Port Mait- ) feet farther, id to be about Lon to Grand ;he soundings f the present e the channel ind bar with rrying neai'ly ey were built The present » freshets, at strong. >rt Maitland, h, whilst the il is but 6.27 le lengths are in connection i".wn, a deep genient at a en of refuge, advantage of ). It is also le surface are ve of serious e north and ake. • s said that a le surface at more advan- ce Ei-ie ; and ( 41 £iSiilliss=S£Bs surrounding country into the new channel. diaiuage of the and a^ft S ntriJ? '^°''^^' 'f^''^ «"*^' ^°"^'l '^"^"^ *« ^^ '^"il* near the Grand River The general result of these operations may be stated in a few words »ej,i„g into . aoH „, <,„i.k.„a, whiJEi't^ s:^'"^^^::!;^^!;," ," "f found^ta we"S driven"!' .Ilf t'd'Se W^uf S R-'° ''"'t '"' P*» "' ""' "l""^""' argument in fivor of adVCS Li cSrroL*'" '"^ '^'^ "^" ^'^ '' ^"^ 8««^ at ThtoH,'att1Stin^^^^^^^^^^^ theenlarged canal down the mountain slope .it appeared that even if this scheme were "adont^ir ThTu 'V'"''"'"'"" ^^^J^^^^y. "^'^^"'"ci. as best for its southern end adopted, the location now shewn would be the 6 42 I i i ijii I' ■: At the town of Niagara, the line was run back from the river bank at the ruins of Fort George, for about a mile inland and levelled. The ground for some distance to the north and south of the projected terminus of the canal was also surveyed, and cross sections taken at several places. The river was also sounded for some distance in the vicinity. _ The result of these examinations shew that the line marked on Mr. Shanlc y's plan, is doubtless, the best which could be found in this locality. The banks of the river are genemlly from 40 to 50 feet high, and so steep as to offer but little choice of ground for the site of the combined locks. Advantage has, however been taken of a bend in the stream a little to the south of Fort George, to locate the entrance, where the current is not so swift as above the Feriy Point, and where, in calm weather, the ice would have a direction towards the opposite shore. By the kind permission of the gentlemen in charge at Fort Niagara, we made a copy ot their carefully prepared chart of the month of the river, with surroundings in the lake for some distance to the north and south of this point, and also for a considerable length up stream. An examination of this document will shew that in the centre of the river inside, (which IS here about half a mile wide), the water is very deep, the soundings shewing 70, 80, and in some places 90 feet, with a sand bottom. The depths increase very rapidly from the west shore towards the centre of the stream. At 150 feet from tho beach, mppsui-ed on the line of the " Lateral Cut" produced, we found 51 feet water , and this wa« ako shdwn (at the same distance out) tor several hundred feet abeve and below this point. Outside the river m^ulh the mtor is not so deep, as on a line in the general direction ot ttie centre of the stre.im lakeward.s there k for some distance about 2i feet water. To the north of Fort Niagarii, and for a distance nearly three-quarters of a mile from the shore, there t« a sand shoal with only 12 feet of water at its extremity. Jt -^^ fJ^^ ^ ^."'''l^ ''"^^^ '''^^*^ ^'^^' 1^ ^««* ^^tei- on it» «hewn about li miles N. K of the Fort, in the Lake. These dangera would doubtless prove serious to vessels making the Harbor m stormy or thick weather, as they lie in the general direction taken by those trading to or/rom jjorts at the eastern end of Lake Ontario. Notwithstanding this objection, it is however evident that Niagara is a tine natural roadstead, capable of afforrUng shdter to a very large fleet of vesnels : and in certain winds it IS f asily accessible. Still, if a^lopted ^ the lower entranc* to the Canal, it will necessitate the construc- tion, maintenance, and navigation of four miles of additional Canal beyond that required to reach Lake Ontario from Thorold, via the proposed line; and there appears to be no way ot avoiding 4 locks in combination where it enters the Niagaiu River, except bv , incurring a very large'additional outlay. > i J \ Adopting about 3^ miles of the Port Dalhousie line for the south end of the ,o^^ •, "^ ^''^^' *^®