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Les diagrammes suivants illustrent la m6thode. 1 2 3 1 2 3 4 5 6 pp — ^ MOIR -ipiww ttta BETWEEN tM Gf I^get Sofa^ of t&8^ Pacific AKTD ««»WM« Chiir ^ t^ AU^iie ocea^ ;« -.4^ WftlttKh FOR AND READ BC|i«i(E VhI ;^OAHD OF yu^r>B, JDbTROIT. ;i4lCHiOAN. ■■rtip'- ' *r ^ l»W*^ J^il*,oOT; .^> -,i ■5*' .*1 »'l " 'J' ' 4 .s^*, MEMOIE UPON THE Partbem Jttter-#aanw il0ttte OF COMMERCIAL TRANSIT, BETWEEN Tide Water of Pnget Scnnd of tbe Pacific, AND. Tide Water on the St. Lawrence €air of the Atlantic Ocean. WRITTEN FOR AND READ BEFORE THE w Board of Trade, Detroit, Michigan. By OElVEllAi:. T. J. CRAM:, U. 8. CORPS OF ENGINEERS. DETROIT: PtTBLISHKlD BY THE BOA-RD OIP TRA.BE, FRraTID BT THE .DETROIT DAILT P08T. ' MOV Iff lb t / i .V HROUGH Death's Door — the entrance of Green Bay into Lake Michigan — draw on the map a straight line bearing S. 82° W. to the Pacific Ocean. By glancing at a recent map of the United States, the position of this dividing line will be fixed in the mind. It will be found to pass O) directly through St. Paul City, Minn. ; thence rossing the Rocky Mountain ridge 15 miles south of the " South Pass;" thence through Ogden, Utah, 30 miles north of the great Mormon city ; from Ogden, through Salt Lake, crossing the Sierra JsTevada, 25 miles south of Carson City, Nevada; thence directly to San Francisco City, California. Such is the position of the first dividing line of the map. Now, proceeding from the Door on this line only 130 piles to where it cuts the Wisconsin River, we shall there find our- selves equidistant over land from Lake Superior and Lake Michigan. But, as we advance toward the Pacific, every other point on the line is less distant from Lake Superior than from Lake Michigan ; and before wt' reach even the Mississippi River the distance of the former is not one -half the distance from the latter lake ; and every other point in our territory lying north of this line, as we proceed, is nearer to Lake Superior than to Lake Michigan ; and so is much territory lying south of this first dividing line. For example, Sioux City, at the junction of the Big Sioux and Missouri Rivers, where Nebraska and Dakota corner upon the west boundary of Iowa, and being 200 miles south of our dividing line, is nearly 200 miles nearer to Lake Superior than to Lak? Michigan. Memoir ttpon the To illustrate this striking inequality of distances in favor of Lake Superior to a fuller extent, draw a second dividing line from Death's Door, bearing S. 60° W. to the Pacific straight across the map. This crosses the Mississippi a short distance south of La Crosse, Wis., and thence passes directly through Omaha ; thence 30 miles south of Santa Fee, crossing the Rio del Norte at Valentia, New Mexico ; thence through San Pedro and Tubac of Arizona, and comes out at Angel Island, in the Gulf of California. This second dividing line contains the points of equal distances from the two great lakes — Superior and Michigan ; and every point of all our territory lying north of it, even to the Pacific Ocean, is nearer to the head of Lake Superior than to the head of Lake Michigan. Geographically, therefore, of all our country west and southwest of the lakes — the Upper Peninsula of Michigan; one -half of Wisconsin; all of Minnesota ; all of Dakota ; all of Montana ; all of Washing- ton ; one - third of Iowa ; eight - tenths of Nebraska ; all of Wyoming ; all of Idaho ; all of Oregon ; one - third of Kansas ; very nearly all of Colorado ; all ot Utah ; all of Nevada ; all of California; three -fifths of New Mexico, and nine -tenths of Arizona, are situated nearer to the head of Lake Superior than to the head of Lake Michigan. And in proportion as we go north of this second dividing line into these States and Ter- ritories, does the distance become farther from Lake Michigan and nearer to Lake Superior. But to return to the north of our first dividing line, into what may bo stiictly regarded as the " Northwest " of the United States. No one who will take pains to study its map, topogra- phy of its States, Territories and towns, its minerals, forests, soils and relative climate as shown by the isothermal lines, can fail to perceive that this "Northwest," containing 870,'7'76 square miles, must, in time near at hand, have an important weUjJit in respect to political, productive, and commercial interests. It has been demonstrated that the Rocky Mountain, the Sierra Nevada and Cascade Ranges, traversing this Noithwest, have passes of comparatively 'low elevation, through which the iron links of railways will chain all its States into one continuous sisterhood of inter - commercial connexion. Tliere are iu this Northwest portion of the United States, five ' ' i'V i f^ } h JVbrthern Inter- Oceanic ^oute. 5 hundred and sixty millions of acres, upon a large portion of which railways, when constructed, Avill soon imn^'ess the prosperity, wealth and power now possessed by such States as Michigan, Ohio, Indiana and Illinois. This Northwest contains the winter wheat region of this con- tinent. It is richly supplied with coal, iron, gold, lead, silver, and copper, with forests and prairies, with good building stone, an abundance of water, and with an immensity of water power. The salubrity of its climate is remarkable. It is favored w"th a temperature so mild that cattle range and fatten on its grasses throuijch the winter as hiijh even to within a few miles of Cadott's Pass of the Rocky Mountain range. In its valleys, all kinds of fr.uit incident to a northern temper- ate climate grow to maturity. Its vast feeding grounds aflbrd a home summer and winter for the buffalo, the elk, and the antelope, which is evidence of the excellence of its climate and the quality of its native grasses. In short, almost every element of wealth, every requisite con- dition of social growth and prosperity for man, naturally and so abundantly exists in this region of country as to be sufficient, after deducting all waste land, for the well being of at least twenty millions of civilized christian people. The questions arise : How is this Noi'thwest to be filled up ? and how are its dormant elements of wealth to be utilized ? It is no new axiom, that " without roads there can be no decent society, no government, commerce or intelligence." Works constructed by the Romans and Peruvians — some of which still stand and challenge the abmiration of Engineers, — fully attest that those people well understood the force of this axiom. And there is another truth which I need not stop to demon- strate, but will quote: "That in proportion to the number and excellence of artificial highways, and the improvement of nat- ural channels of communication, are the exchange of services between men, the intercommunication of thought, the economy and productiveness of labor, the increase of wealth, the growth of comfort, and the development and consolidation of the civ- ilized state." I 6 Memoir upon the Now, the greatest, cheapest, most effectual and most natural means for providing for, and visiting all these benefits upon our "Northwest," are, — I. TIIK IMMEDIATE CONSTEUCTION OF THE PK0P08E1) NOKTUBRN PACIFIC UAILROAD. The act of Congress donating lands for this prescribes that it shall bo laid north of the 4.')th Parallel of North Latitude. Its termini are at Seattle, on Puget Sound, and a point, not yet designated, at the head of Lake Superior. The same act author- izes the company to construct a branch from wher« the main line cuts the Columbia River, down said river to the City of Port- land, Oregon. It also gives the right to the company for con- structing another road from Portland to Seattle, but for this latter no lands, except the right of way, are donated. The main line is to run through Minnesota, Dakota, Mon- tana, Idaho and Washington, and the branch through Oregon, thus accommodating six States directly. It crosses the Rocky Mountain Range at Cadott's Pass, and the Cascade Range at Snoqualime Pass. To enable the company to construct it, Congress has donated from the public domain, for 2;32 miles, which will be in Minne- sota, a strip 10 miles wide on '^ach side, making 20 square miles, or 20 sections, to each lineal mile of this part, and for all the remaining 1,543 miles of the line, 20 square miles on each side, making 40 square miles to each lineal mile of this part of the road. The length of the road is estimated to be 1,775 miles between the head of Lake Superior and Puget Sound. The total amount of land donated, and to be selected by the com- pany, is 66,360 square miles, or 42,470,400 acres, which, valued at only $2.50 per acre, gives the company a starting basis to hire money upon of |59,81 7 per lineal mile of road. The compara- tive cheapness with which this road can be constructed under proper management, is strikingly apparent, by simply stating a few facts. Its route is cut by rivers, already navigated by steamboats from their several mouths, up to the very points of intersection by the road. These rivers divide the line into seven / V JVbrthern Inter- Oceanic 'Konte. I » of r'cn sections, at botli extremities of each of wliich tlie work of con- struction could commence simultanoously; and all supplies, mate- rials, tools, and workmen, can be readily deposited by the river navigation upon the line, at the extremities of the seciio"". Throughout the whole line the climate is healthy for men lu labor in. On the route there exist good stone and wood, af a general rule, within convenient distance for its construct)^! , and near to the eastern terminus all the iron exists for niakini; the rails of the very bebi quality, and a ship nnvigation from the rolling mil's hich will soon be in operation at Manpiette, Micli- igan, to the very eastern terminus of the road. These are cir- cumstances of great weight, tending to lessen, very materially, the cost of construction, and furnish peculiar advantages to this extensive route. Indeed, it would seam as if the bountiful hand of Providence had provided with special foresight for the accom- plishment of this great design. Besides the six States mentioned which will be put in direct communication with each other, and with the whole East, by the construction ol the Northern Pacific Railroad, there is just about an equal area of good country on the North in British America, embracing the Frazer, Saskatchawan, Assiniboin, and Red River valleys, wliich would also be accommodated by it with a favorable communication with the East, and it would serve as the leading means for peopling those valleys, from which, in due time, the travel and traffic would be found to be a fruitful source of revenue to the road. But there is another and more immediate soi -ce of revenue that the company may count on for their road, to be derived from military operations. Between Minnesota and Washington on the route, and along on the north in the British territory, and on the south in our own, there are countless tribes of Indians. Just as fast as the construction of the ropd would progress, people from evei*y land would pour in. In a tVi^ort time from their advent, the cupidity and hostility of the red men would be roused, and history- repeating itself, Indian wars in all that regir i would commence, and our government would be obliged to commence and for some time continue military operations to put down depreda- tions, requiring a vast amount of transportation on the road, and T 8 Memoir upon the after qnelling hostilities the military posts that would be main- tained to keep the peace, would be supplied, in a great measure, over the road, yielding a corresponding revenue. Oui Northwest must not only depend upon this road for becoming fully peopled, but it must, with ether roads that will connect with it, and some of which are now being built, be the means of outlet to connect its future commerce with the East by ship na\ jjation, at Lake Superior; and this will, as a conse- quence, greatly enlarge the business through the lakes and their connecting rivers, whose necessary improvements to meet this growing demand of commerce will now be considered. II. IMPROVEMimTS FOR A SHIP NAVIGATION FOR LARGE VESSELS FROM THE HEAD OF LAKE SUPERIOR TO TUK MOUTH OF THE ST. LAWRENCE RIVER. 1. Wherever the final terminus of the Northern Pacific Rail- road is made at Lake Superior, the point must t>e where a good and safe harbor for shipping can be made at all times having not less than sixteen feet. If Superior City be made the terminus, the harbor and docks will r robably cost about $750,000. If Ashland or Bayfield be the ultimate terminus, the cost would be very much less — we may say little or nothing, except for docks. But a terminus at either of these last two named places would necessitate an addi- tional extent of 50 to 60 miles of railway construction into Wis- consin. To permanently rest the terminus at DuLuth, Minne- sota, will require an expenditure of about $1,000,000 for the con- struction of a safe harbor, enclosed by ample breakwaters, and for the requisite docks. The relative cost of the harbor constructions, compared with the cost of extending the road to Ashland, will, in a measure, solve tKe problem of the final terminus upon Lake Superior. The next improvement in descending will be the St. Mary's Canal, which is at a point in St. Mary's River a few miles below the lower end of Lake Superior, where there are two single locks of 70X350 feet chambers and 9 feet lifts. It is well-known that this Canal was built by the State of Michigan from the proceeds of public lands donated by the United States. It is under State control. Since its corstruction, the commerce of •i Northern Inter- Oceanic Xoute, 9 1 I I Lake Superior has augmented so much as already to require the capacity of the Canal to be proportionately increased. With a, view of having it improved by the General Government, the Legislature of Michigan passed a law ceding it to the United States, and thus, it is obvious, the lirst step has been taken in the accomplishing of this object. This Canal cannot be made to answer the present and future demands of the commerce short of the followinjj items of improvement, viz : Deepen the existing locks to give 16 feet of water on the mitre sill — there is now, at low stage of navigation, only lOf feet; deepen the Canal to 17 feet, and make its rough, rocky, sloping sides vertical ; prolong the upper end of the north bank of the Canal to enable vessels coming down to more safely enter, and construct another lock with chamber 350X50 feet overcoming the fall with one lift along side the present locks. The expense of these improvements cannot be given witk much certainty until an examination and survey be made with a view of making an estimate. The cost will not be less, I venture to say, than $250,000. All can be done, however, without injury to the present locks, or any destruction of existing works, except the old gates, mitre-sills, and some of the old grillage ; and what is of great importance, the improvements can be accomplished in intervals between the closing and opening of navigation, and thus without interferinrT with the passage of vessels through the Canal. There are othi.r places besides the Canal in this river requiring attention, and which have been recently surveyed in a special manner under the orders of the LTnited States Govern- ment, for the purpose of planing for and estimating the costs of their improvement, viz : Boulder rocks, three at a place above and three at places below the Canal, to be removed ; the west, or American cVanuel of the East Neebish Rapids to be widened and straightened ; the channel at the head of Rains' Island to be straightened and widened; channel at the foot of Sugar Island to be straightened and widened ; and a little more widen- ing to be done on one side at the foot of the new middle chan- nel through Lake George, for an extent of only 300 feet, left undone because of the funds falling short by about $8,000. All these five improvements will cost $149,021; and when they are made, vessels can safely pass each other in them, and the river If 10 Memoir upon the be safely navigated throughout in the darkness of night. At present, they do not attempt night running, when darJv, and con- sequently much detention ensues. Still descending, there is no place in Lake Huron, nor in St. Clair River, requiring improvement, until we come to the St. Clair Flats obstruction, where this river debouches into Lake St. Clair. This obstruction is now being improved upon a grand scale by the United States Government, with a new Ship Canal, straight from deep water of the lower reach of the liver into deep water of the lake. The Canal is 300 feet wide, 14 feet deep, with dikes rivetted on each side, rising five feet above water and to a thickness of 40 feet on top. It will be com- pleted and opened for vessels in the summer of 1870. It is without lock at foot or guard gate at head, and so constructed that it can be deepened at any time to 10 or 20 feet, at an addi- tional cost of thirty to fifty thousand dollars, without in the least endangering the stability of the dikes. Its length is about 1^ mile; and total cost will be $425,000 at most; all of the funds, into $15,000, have been appropriated by Congress for its comple- tion. Descending from this important Canal through Lake St. Clair, thence through Detroit River into Lake Erie, and through this lake into the Niagara River below Buffalo to Schlosser, thei'e is no obstruction to the largest draft of ship navigation on these inland seas, until we come to the Niagara River rapids and its stupendous Falls. Around this obstruction there exists, on the Canada side, the well-known Welland Canal, 28 miles in length, leaving Lake Erie at Port Colborne, 18 miles west of Buffalo, and debouching into Lake Ontario at Port Dalhousie avoiding not only the Falls, but all the Niagara River, thus throwing aside the parts above and below the Falls which are eminently susceptible of deep navigation, and overcoming the total Ml from the head to the foot of the Canal ot 'iM\ feet, with 27 locks of 150x2G| feet of chamber and only lO^feet water on the mitre sills, This total of 334^ feet is to be regarded as the difference of level between Lake Erie, at Port Colborne, and Lake Ontario, at Port Dalhousie. Subtracting the perpendicular descent of the Niagara Falls from this, the remainder would be the fall of the i JVhrthern Inter- Oceanic !Route. 11 parts of the river which ai'e above and below this cataract. It is not necessary to go into a complete history of the construction of this important work. At the time of its projection it was thought it would have capacity enough. It only admits in its maximum capacity vessels 140 feet long and 26 feet beam, draw- ing 10^ feet, and of 500 tons burthen, equivalent only to 16,667 bushels of wheat. It is apparent to those familiar with the present size of ves- sels — of which there are quite a number engaged in lake com- merce little short of 300 feet in length, including bowsprit — and to those appreciating the rapid growth in future, that to fully meet the wants of this commerce by the Welland Canal, it would have to be greatly enlarged. Cheap freight is what is required for the exports and imports of the Northwest, and the whole lake countiy, whether on the Canada or American side. This desideratum can be attained in a great degree by hav- ing vessels of larger capacity and providing for their passing the obstructions by a well devised and well executed system of improvements. The expense of labor for navigating a vessel carrying fifty thousand bushels of wheat would be only eight dollars per day more than for navigating one carrying only 25,000 bushels. Experience in lake navigation has shown this statement to be true. A certain way, then, to cheapen freight, is to enlarge existing canals and deepen correspondingly the natural channels whore obstructed. To meet the question upon this policy squarely in the face, the Welland Canal should have its locks enlarged to chambers of 350X50 feet, and 16 feet of water on the mitre sills; and the water ways everywhere between the locks in ea'-tli cutting or embankment to a width of 90 feet at bottom and 140 feet at water surface, and to 100 feet in width with sides vertical in rock cutting, and to a depth of at least 17 feet. This would be on a scale of no greater capacity than proposed for the ultimate improvement of the Saul 'e St. Marie Canal, ai.d St. Clair flats. But there is a verj serious natural obstacle to improving the Welland Canal to such capacity, and which is only known to the initiated few, and I feel 'it a duty to commerce to state that I have it from an undoubted source, that in the lake in front of 12 Memoir upon the Port Colborne, which is at the head of this canal, there is a wide extent of rock formation, coming up within 12 feet of the sur- face of the lake ; its width is at least 1,000 feet, and perhaps more. Without excavating a channel thi'ough this rock, which owing to exposure to gales, would cost several millions, it would be useless to deepen the canal to more than 1 2 feet of water on the mitre sills. I am not aware of any minute survey having been made of this extensive formation u.,der the lake water. The character of the rock is of the hardest kind, well known as the Black Rock lime stone. The enlargement of this canal, with locks 250 X 40 feet of chambers, and 12 feet draft on the mitre sills, has been estimated to cost $5,000,000 in gold. To enlarge it to the full capacity demanded, and to blast a corresponding channel through the lake rock, which shall give at all times of fluctuations of the height of water in the lake, 17 feet of water, would probably cost from ten to twelve millions of dollars. The great expense of such an improvement, the length of time required to make it, the length of the canal, its being in a foreign country, and the tolls being independent of any regula- tion by our own government, are points of objection of suflicient weight to induce the construction of a shorter and better Ship Canal around Niagara Falls on the American side. This is of so much importance to our Northwest, that I here take occasion to enter somewhat extensively into a review of this question, with a view of explaining its most important engineer- ing points. This is no new project. More than GO years ago, during Mr. Jefferson's administration, a company was formed under a grant from the State of New York to make this Canal. Hut it lingered ; the Erie Canal project being in process of execution, throwing the project for one around the Falls in the shade, though not into perfect oblivion, until the next year (1H26), after the opening of the Erie Canal, when a survey was made for the Falls Canal, at private expense, during the administration of Jol.n Qui oy Adams. Upon this survey, the project again slept until 1835, during General Jackson's administralion, when, by ■I J\/orthern Inter- Oceanic '^oute. 13 authority of Conofress, a more perfect sui'vey and plans and estimates were made by Captain Williams, Corps of Topograph- ical Engineers. But, to the disappointment of its friends, the project was again doomed to slumber through all succeeding administrations until Mr. Lincoln's first terra, when the military spirit was aroused by the rebellion, and public opinion looked with feverish anxiety to the military necessity of the Canal. Under authority of Congress, a report and estimates were made by a civil engineer, appointed by President Lincoln, for the con- struction of the work. Since that time tedious discussions have been held, in and out of Congress, as to whether it should be constructed by a company, aided by funds from the public treasury, or by the General Government alone, resulting, how- ever, only in another survey being ordered by Congress in 1867, during the admiinstration of President Johnson. In these dis- cussions the project has lagged from the want of sufficient support for directing its construction by Congress, on the gi'ound that it ought not to be constructed by the United States, unless with the previous consent of the State of New York, and that it would diminish the revenue of that State derived by the use of the Erie Canal for moving the exports of the Lake and North- western States to the seaboard. These are the only objections I have ever hearJ - ^ainst its construction. And now (in 1869), how stands the question of this con- templated Canal ? Afler the long period of sixty years or more since its import- ance was first publicly agitated, and during which the spasmodic- efforts alluded to have been occasionally manifested, this great national design reposes upon the last survey made in 1867, under the* direction of Colonel Blunt, Corps of Engineers, and is no more of a realization than it was at the first survey in 1808, when the M'ork was not needed the one - hundredth part as much as at the present time. II our Northwest intends it shall be completed, and I doubt not its loud demands will force its construction, either by private or public means, as soon as the consequences of the gigantic con- solidations of railroads become developed in their relation to the transporta" ion of products, it is desirable for all interested in the work to have the Canal not only located on the best route, but 14 Memoir upon the also to have it constructed upon a plan commensurate with all future commerce that may reasonably be expected to flow between the Pacific and Atlantic along the routs of the projected Northern Pacific Railroad and the chain of Lakes. In regard to location, all other things being equal, the shortest of the practicable lines should be adopted. The short- est leaves Niagara River at Schlosser (3 miles above the Falls), and debouches into this River, below the Falls and all the rapids, at a point VOO feet north of the steamboat landing at Lewiston, N. Y., being *1^%-^ miles long, which is only one-fourth the length of the Welland Canal. The profile on this route gives the total fall between the Schlosser and Lewiston termini 316 feet, and the horizontal distance between the head of the upper lock of Colonel Blunt's plan and the river, 8,071 feet. In this space he proposes 21 double locks (20 of 15 and 1 of 16 feet lift) to pass the total fall, and distributes the locks in 5 flights, separated by some short basins, and there is to be a guard lock and harbor construction at Schlosser; the locks to be only 46 X 250 feet in chamber, with only 1 4 feet water on the mitre sill, and only the same depth (14 feet) in the Canal and basins. Such locks would not admit vessels drawing more than 13^ feet, nor of length more than 245 feet, and 45 feet beam. A heavy vessel of that draft would tow prodigiously hard, and with snail progress with only 6 inches of water under her keel. It is apparent that this plan falls somewhat short of what will be required, in having no more depth throughout the Canal and basins than over the sills, and haying the lock chambers too short, considering that, as already said, we now have lake ves- sels little short of 300 feet in length. The body of the Canal and its basins should have their water at least 12 inches deeper than over the sills. Colonel Blunt's plan also contemj)lates, where there is rock, that the width shall be 100 feet and sides vertical, and in clay 90 feet Wide at bottom and 125 feet at the water surface. These dimensions are well chosen and cannot be improved. His esti- mate of the coot of the whole construction is $12,095,438. To modify this plan — preserving, however, the same number of locks with the same lifts, but making the chambers 350 X 50 feet, with 16 feet water on the sills and 17 feet depth in the J^rlhern Inter- Oceanic ftoute. 16 Canal and basins — will augment his estimate by $1,361,821 upon the same prices as he used, which would make the total cost of this modified plan amount to $13,457,259. Hereafter I shall call this Colonel Blunt's plan modified. Should the Canal not be built upon this larger scale, it will be a source of deep regret ever after. The locks would be none too long for the largest class of vessels, nor the water too deep in times of varia- tion of the water stages, which must be expected to occur from time to time, as they have been known to do for all past time. Colonel Blunt says in his report: "I have not felt myself at liberty to consider anything but well known systems and ])lans of canal construction. * * Certain projects for an inclined plane, and for a single lock, or well, to overcome the whole descent at once, have been laid before me ; but I have not had time, had I felt it ray duty, to investigate them thoroughly, and cannot take the respo'isibility of e^ ■ ressing my professional opinion upon them." The great engineering problem of passing ships around the Niagara Falls, is of too much importance to the future com- merce of our country to omit candid considerations of every reasonable project that may be offered. In this place, therefore, I take occasion to bring to notice some plans other than the " well known" one just considered, and which have been submitted to me for critic ism. The plan of John Burt, Esq., is to make the Canal from Schlosser on the same route as proposed by Colonel Blunt, to a point A (see profile), which is within about 1,100 feet of the very fcrow of the mountain ; then to turn a little so as to descend the mountain more directly to the lower terminus ; and between the point A and the brow to put in a single lock of 316 feet lift, and thus overcome tliG entire lock; jo at once. The chamber of this lock to be 100X400 feet, and excavated with sides vertical down tlirough the top clay and all the underlying rock strata to a depth of 16 feet below the surface of the river. From the end of this chamber which is towards the river, a tunnel is to be excavated in the rock, for a ptirt of the vessel passage, between the chamber and the river : the bottom of the tunnel to be on a level with the bottom of the look chamber ; and the width of the tunnel to be 50 "^et, and its height from the bottom to the 16 Memoir upon the crown of the arch to be 150]Jfeet, or as much less as will allow vessels with their masts to paos saf'ly through. The length of the tunnel (between the lock and the face of the bluff) will be nearly 1,109 feet. From the face of the bluff where the tunnel emerges into open air to the river will be 1,549 feet; this part to be a thorough cut in the rock open to the sky, and to be contin- ued under the river to a distance from the shore where the water is found of sufficient depth for vessels. A vessel leaving the river to ascend first passes through the " thorough cut" for an extent of 1,549 feet; thence through the "tunnel" for an extent of 1,109 feet ; thence into the lock chamber. At the lower end of this chamber there is to 1 o a foot gate made of steel, wide and high enough to close the whole head of the tunnel opening. This gate is not to swing, but to slide easily up and down, having counterpoises like a window. Just above the chamber in the Canal proper there is to be a head gate of steel or iron. The head gate being closed, the ascending vessel in the chamber, the foot gate is closed. Now the water from the upper level is ir to be let into the lock by 50 iron tubes of two feet calibre, extending from just back of tl:e head gatf down the breast wall of the chamber and along the bottom of the chamber. In the horizontal bed parts of these tubes there are to be orifices allowing several hundred jets of water to issue upwards, lifting the vessel by their upward efforts, distributed and applied equally on its bottom through the intervention of the " prism of flotation," and thus to lift the vessel and cargo 316 feet vertically to the upper level, with the great advantage of not surging the vessel against the sides of this chamber, and thereby saving it from the damage usually experienced in letting the water in by sluices or wickets. The vessel being raised the h^ad gate is opened, and the vessel passes on its way up through ihe Canal. The filling and emptying of the lock through the tubes are regulated and controlled at pleasure by a highly ingenious system of rotary valves of Mr. Burt's invention. The inlet valves are applied to the parts of the tubes back of the head gate, and the outlet valves to those parts of the bed tubes which are just below the foot gate. And he is perfectly satisfied that he has perfected the arrangement and manner of working these JVbrlhern Inter- Oceanic ^oute. 17 valves with ease, security, and success for rapidly filling and dis- charging the chamber. Of Qourse it is very readily seen that the practical success of his plan must depend materially upon the working of his rotary valves. Having described all the essential featui'es of his design, also tlie process of passing a vessel wjo, it is easy to under- stand how one is to be passed down. The lock being empty, except of its prism of flotation, both gates and the escape valves are closed, the inlet valves are opened, and through these the chamber is filled. The head gate is then opened, and the descending vessel passed into the chamber. The head gate and inlet valves are now closed, and the escape valves are opened, through which the prism of lift runs down, lowering the vessel as the chamber empties ; the foot gate is then raised and the vessel passed on through the " Tunnel " and " Thorough Cut '* into the river below. It is thus seen that the principle upon which the water itself is made to do the lifting and lowering is the same as in the ordinary lock. A few words here must suflice in respect to Mr.- Burt's Mam- moth Steel Foot Gate of 50 feet width by 150 feet height. This undoubtedly can be constructed with as much nicety and all sufficient strength, and to move in its grooves with ease and more pei'fect tightness than a wooden gate. It would require besides its counterpoises, only sufficient force to overcome the friction at the pulley journals to slide it up and down. It would not be moved except wlien the resultant of the pressures of the water against it would be zero, for, when lowered or raised, it would only be in the prism of flotation, pressing it equally on both sides. When closed and chamber filled, the water would force the gate against all its bearings, with a resultant pressure of 68,708 tons, tending to tighten the gate against its bearings. Take two strips of 12 inches in height of the gate — one being down just above the prism of flotation, where the strain would be greatest, and the other just below the arch of the tunnel — the pressure on every square foot of the first would be 9^^ tons, and upon the second 6j\"tj- tons. The strain upon the lower strip could be assimilated to that upon a beam 50 feet long fixed against a 3 18 Memoir upon the .i* thrust at both ends, having 12 inches for the breadth of its cross- setcion, and being loaded with 493 tons uniformly distributed. It would be upon these data that Mr. Burt would have to com- pute the thickness of his steel gate. When its shape and thick- ness are computed, to most effectually resist the pressure, its weight will result, also the weight of its counterpoises ; then the friction upon the journals of the pulleys could be estimated. Until we ascertain how much extra force would be necessary to overcome this friction, and whether it would require a steam engine or a water-power derived from the great head of fluid in the lock, to move the gate, it is difficult to decide upon the merit of this particular point of the plan without more study than I have devoted to it. The counterpoises can be arranged with simplicity and security against accidents. This lock is intended to pass," if required, six vessels at once. This capacity, and all the lockage being concentrated in one lift, are good features in the plan. The route selected is especially adapted to the execution of the design, and there are no engi- neering difficulties in the way: nature having furnished, as we all know, an unlimited supply of water to feed the chamber from the upper level ; also, a bold rock bluiF projecting out so near the river in which the " Chamber," " Tunnel," and " Thorough Cut " would be made in strata shown by a geological survey [see the geological profile] to be well suited to construction and permanency. Mr. Burt estimates the cost of the whole work upon his method at $9,256,376, which is less by $2,743,624 than Colonel Blunt's plan upon the same route and depth of 14 feet. But to have 17 feet in the Canal and 16 feet on the sill, Mr. Burt's plan must cost at least $11,500,000. This is less than the estimate for Colonel Blunt's plan modified by $1,957,259. Mr. Burt claims that his one lock will be more permanent and safer for passing vessels, requiring less repair, than 21 double locks, and safer from an enemy's attack ; that it will cost much less for the working of the Canal, his lock requiring only 8, while the 21 double locks would require 200, men in atten- dance. These are points well taken, and apply with great force to the question. ^brthern Inter- Oceanic Soute. 19 He also claims that his plan would pass vessels with greater dispatch ; that his " mammoth " lock would pass one or six vessels in 40 minutes ; while Colonel Blunt's plan would require 8 to 10 hours; and that his lock could pass 216 vessels in 24 hours, while Colonel Blunt's flights could pass only 144 in the same time." If there could always be six vessels at a time to pass, proba- bly he would be right in his opinion upon this point. But suppose only one to present itself, claiming no delay for others to arrive ? Dispatch is an element of great importance, and should have much weight in the problem of construction of the locks for this Canal. It is a question to be settled by the application of well-known mathematical formulas, as soon as the number and diametres of the orifices and structure of the apertures of his valves are given. It is easy to perceive that the times of filling and emptying the chamber of his lock could be diminished very materially, almost ad libitum, simply by assigning proper shapes and larger diametres to the tubes at the inlet, and to the aper- tures of the valves, and to the orifices in the bed tubes. Inasmuch as the supply is inexhaustible, the relative con- sumption of water necessary for working the locks, whether upon Colonel Blunt's or Mr. Burt's plan, is of no consequence, except in respect to the time of filling and emptying the chambers. By making the apertures of the 50 inlet and outlet valves in Burt's in the shape of the " vena oontracta," and 24 inches diametre of smallest section of the vein, and placing the former 20 feet, which is a convenient distance, below the upper water level, I find the time for filling would be ^2-^^^ minutes, and for emptying 19^^ minutes. Hence, an ascending vessel, arriving when the lock is empty, could be passed in 35 minutes, and arriving when the lock is full it could be passed in 55 minutes, and a descending vessel, arriving when the lock is empty, could be passed in 55 minute?, and arriving when the lock is full it could be passed in 22 minutes. A double lock upon Mr. Burt's plan would relieve the Canal, in a measure, from the dotention to navigation, while making repairs, should one lock get out of order. In this I'espect, and with a view to future increase of 20 Memoir upon the commerce, the question might be asked: Would it not be better to make a double lock upon his plan, with chambers about 60X400 feet, than a single one of 100x400 leet chamber? Before adopting, however, such deep chambers, there is another circumstance not yet touched upon, which should not be over- looked, and which has reference to the seams and fissures in the rock strata in which they would be made. The geological profile presented shows eight strata of diiferent kinds of rock, down through which the chamber would be excavated, and the upper level of the Canal is to be excavated in the top stratum. Suppose seams and fissures should allow the water in the upper level to find its way around or under into the chamber? In such a contingency there might result many little cascades spouting into the chamber, sufficient to produce inconvenience to the vessel and cargo while being raised or lowered in the lock. It would not be difficult to remedy this by proper engineering. The rushing in of water through the fifty tubes, with a head at the start of not less than 17 or 20 feet, would probably produce so smart a current in the canal above as would interfere with easy and safe progress of vessels which might be pass- ing to and fro therein while the lock would be filling. To obviate this and to give room for waiting vessels, a large basin, say 200 X 400 feet, with 1 7 feet depth of water, should be con- structed a short distance above the mammoth lock. Indeed a basin should be made there for any plan of locks. In passing, I may say that I am very confident Burt's method of letting the water in and out by tubes could be applied to the ordinary lock with advantage, to prevent the usual surging and pitching of the vessel while filling the chamber ; and I would express the hope that his magnificent project will receive the careful consideration of canal engineers, to the end of fully and fairly developing all its merits or demerits before adopting or rejecting it. It certainly is easy of application on this particular route. In its working, the force of the water itself, of which there is a vast amount now being wasted, would be the moving power, requiring no expensive extraneous stationary power to lift or lower the vessel with its cargo. In this respect, therefore, it is immeasurably superior to an inclined plane attached to the lower end of the Canal, as proposed by Horace Day, Esq.: or to jybrthern Inter- Oceanic :Route, 21 the It a marine railway all the way, with an inclined plane at each extremity, advocated by tev«ral civil engineers some years since, and whoso opinions Mr. Day circulated in a pamphlet, and used in his strenuous advocacy of the inclined plane part of the marine railway project being applied, in preference to locks, to the Lewiston end of a Canal, for overcoming the 316 feet fall by using stationary power; or, as good luck might bring two vessels from opposite directions simultaneously, causing the descending to haul up the ascending one — each carried in a tight dock containing water for the vessels to safely ride in, the docks being moved on 1,800 rollers fixed in the plane of 2y^ miles in extent, and connected by a cabl^ tliat long, going around a windlass at the top of the plane, and a canal constructed for the remainder of the passage around the Falls. The demerits of this plan were so luUy pointed out in t former communication that it is unn'-'cessary here to present them for reconsideration, being satisfied that full justice was then done to Mr. Day's project. But there is another plan not yet touched upon which has recently been presented, emanating from one of high standing and too much experience to be omitted in this memoir. It is the plan of Caleb Forshey, Civil Engineer, devised for the Lewiston end of the Canal, and designed to overcome the total fall at once without a lift lock, and yet relying on the weight of water for lifting and low^^ring the vessel and cargo. (See drawing of the section.) The plan consists of two parallel thorough cut canals, with sides vertical and smooth, extending from the river 80 feet wide, and water deeper in them than 1 7 feet (by a quantity a;, which may be calculated). These cuts to penetrate the rock formation into the mountain brow 2,680 feet horizontal distance from the water's edge. At the stopping place in the brow of these deep cuts, their breasts from their very bottoms are to be made also vertical and smooth as high up as 299 feet above the river's surf >,ce ; thence the thorough cuts are to be continued 600 leet, with their bottoms, however, only at the same level as the tops of the breast heights, and terminate in an uppcsr basin of the size of 400x600 feet on top of the mountain, and having 17 feet depth of water. From the upper basin to Schlosser, the Canal to be single, with IV feet of water, with dimensions in width, Memoir upon the . A! :. J, w guard lock and harbor at Schlosser as in the proposed modifica- tion of Colonel Blunt's and Mr. Burt's plans for this part of the line. The pier or prism of rock left between the two branches of the bifurcated part of the Canal is to be about 80 feet thick, and its rock top, also the rock top on either side of the branches, are to be brought to level and firm benches at the same height. These benches commence a little above and extend about 350 feet below the breapt heights; and the inner corners of the benches are to be plated with thick iron if the rock should not prove sufficiently strong without it. In each canal branch just above the breast height there is to be a tail gate, not in mitre shape but straight across, with two leaves opening by swinging inwards, and when shut bearing against a straight sill at bottom, allowing 16 feet of water over it. This gate when shut is to be fastened by iron hooks. There are two large docks to be constructed of iron, into ■which water is to be put to float the vessel and cargo in. Each dock is to have two gates — one at each end — also straight across, opening inwards, and bearing when closed against a bottom sill, and fastened by iron hooks. Wire ropes, having theii ends firmly anchored into the tops of the benches of the outer sidos of the canal branches, and passing down these sides under the dock bottoms, thence con- tinued up the inner sides of the canal branches, and over high, strong pulleys fixed upon the pier bench, are to suspend and can-y the docks in their vertical motion alternately up and down as may be required — one dock always going up as the other goes down, each carrying its passing vessel or vessels. To enable the system to move up and down with precision, safety, ease, and diminished friction, small pulleys with deep grooves are to be firmly set in the sides of the canals; also in the bot- toms of the docks ; and the suspending ropes are to wonder in the grooves. The ends of the canp's at the tail gates, and the ends of the docks which come up there, are to be furnished with ample India rubber "buffers," so that when the dock-ends come fairly up they shall lay water-tight or nearly so, on being fastened with hooks to the ends of the canals; and thus, when the tail JVortfiern Inter- Oceanic ^onte. 23 gate and dock gate are opened, the dock may, to all intents and purposes, be a part or prolongation of the canal branch ; anu a vessel with its cargo can float over the sills from the Canal into the dock, or vice versa. Having given a description of all the essential parts of the Forshey plan, it remains to give his explanation of its prao ical working for passing vessels. One dock being joined end to end with and hooked to its corresponding upper canal, the other dock, of course, will be down in its corresponding lower canal, from which the vessel to be lifted enters this dock, whose gates are now closed and hooked. 'J'hen the water is let through wicket gates (set in the tail and lock gates) into the upper dock from the Canal until tilled to the same level as in the Canal, the buffers preventing undue leakage. Then the tail and lock gates are opened, and the descending vessel (if there be one at hand), will be floated into the dock and all the gates t'hut. It is a part of the plan that by exact gauge marks fixed in both docks it can always be readily told when the docks are pro- perly freighted; and when the adjustments are such that an equi- librium exists between the weight whi(;h is to descend and that which is to ascend, by adding more water to the upper dock it will begin to descend, and in a very short time rest in the water of its lower canal ; and the other dock will be found lifted, with its vessel, to the tail gate o? its corresponding upper canal, where it is to be secured by the hooks ; and being water-tight at the buffers, the wicket gates on being opened will allow the vacant space between the tail and lock gates to be filled, and the water in the canal and lock to come to the same level. Then these gates and that of the descended dock will be opened and the vessels removed from both docks and allowed to proceed on their respective ways, and the docks ready to receive other vessels. Sometimes two or more vessels will be made to enter one dock to counterpoise one or more in the operation of lifting and lowering. In case no vessel be ready to counterpoise one seeking to pass either way, the balance will be effected by water only in the 24 Memoir upon fhe dock which has no vessel; and in all cases the bals?ncing, adjusting and moving required will be effected by water. For the purpose of regulating the rate of movement, for starting and stopping at pleasure, also for working pumps for adding or subtracting water to perfect the adjustments of the docks and to move the system, the plan contemplates the use of a steam engine. Such is the method of Colonel Forshey. Now, I estimate that both locks, with their loads of two of the largest freighted ships passing — one up and the other down — would weigh not less than 19,972 tons, and this would be the weight to be sus- tained by the ropes. Each rope would be 1,030 feet long; and, supposing it 6 inches in circumference and made of iron wire, it would weigh 2j^ tons, and it would require 126 such and as many top pulleys to sustain the loaded docks, including the weights of the ropes. The pressure upon the journals of each pulley would be8I| tons. There are other forces besides to contend with in the movemei t, viz: friction, rigidity, and the additional weight of water jut into the dock to move the system. The effect of all the fore- going forces constantly acting would be to stretch the ropes. Again, notwithstanding all the regulation of motion hat may possibly be effected by the steam engine, the moving mass would be liable to shocks exerting a percussive force upon the ropes, tending to snap them asunder, like a hawser broken under the jerk of a vessel. It seems to me there would be a liability, though they might not break, of the ropes stretching so much under the constant action of such heavy forces, that when the dock conios up to the upper Canal, the sill of its gate and that of the tail gate might not be on the same level. The variation in the height or' the lock sill by the expansion of the ropes from freezing temperature to the highest summer's heat, would be appreciable. To bring the lock sill flush up to the canal sill, would require, on account of these causes, during the season of navigation, a continual vexatious readjustment of the lengths of the ropes, and there Avould be difficulty of no small magnitude in hooking the ends of the dock and Canal together, and of preserving sufficient tightness at the buffers. JVbrthern Inter- Oceanic ^oute. 25 As soon as the descending dock begins to move there is a growing preponderance in its favor, arising from the weight of increasing amount of rope on its side, causing an accelerated motion which it would be unsafe to check and difficult to regulate by the engine. Another circumstance is that where the descending dock immerses in the water of the lower canal, un oscillation or bouncing cannot be prevented so effectually by any application of the regulating engine as to avoid jerking the ropes, if not entirely out of the pulley-grooves, still so strongly against their sides or edges as soon to chafe the ropes to pieces. Should they be thrown out of place or become " foul" down under the dock in that water, serious detention would occur; and this liability would be produced by another cause, which is, that in the river at Lewiston there is sometimes a considerable swell from the northerly winds, which would be communicated to the lower bifurcated canal and so agitate the dock there as to jerk hard upon the ropes. This effect might, however, be avoided in a measure by putting in guard gates ; but if they were put in they would have to be opened many times when that wind would be blowing. Again. Under the most favorable circumstances, where ropes are used over fixed pulleys and against fixed points like those in this plan, with heavy action upon them, they soon wear out. Oxydation, too, of the journals of the top and all other pulleys in the plan, and of the ropes themselves, is a cause of deterioration difficult to contend with. The renewal of the ropes and pulleys would be a heavy item of expense to be often incurred. To sustain a pressure of 81f tons, the journals of every top pulley would have to be large, and the friction would be in pro- portion not only to this large pressure, but ito opposing effect would be proportional to the diameters of the journals. In the motions of the docks up and down, vessels floating in them with their heavy top-masts, spars and rigging, would careen and pitch. Drafts of wind, even, rushing through the thorough cuts would give tendency to oscillation of the sus- pended masses, and the docks would be liable to hit against the walls. To prevent this, possibly, rollers miglvc be intervened or 26 Memoir upon the buffers put upon the sides of the docks ; and it may be asked, what master of a vessel would have confidence in the safety of his vessel seeing it suspended more than 300 feet high in mid air? The foregoing circumstances are so many practical difficulties in the way of successfully working this ingenious plan, and must be provided for bef-^ie one would be justified in adopt- ing it. I think its first cost, which would probably be about $12,000,000, and the expense consequent upon wear and tear, would make this plan in the end a more expensive one than the plan of Mr. Burt or taat of Colonel Blunt, to say nothing of the much greater risk and want of confidence in its use. Its author claims much expedition for the passage of vessels by it. There are so many adjustments and other circumstances to attend to, requiring time, and above all, so many different kinds of :<^'^rces complicated in its working, that it is very diflicult to come to a definite opinion as to the time it would consume to make a given number of passages of vessels by this method. Before dismissing the question of overcoming all the fall brought between the mountain brow and the Lewiston terminus on this short route, there is one more plan presented for the consideration of engineers, and which consists in making two thorough parallel cuts commencing at the river's edge, following Burt's route, and penetrating 4,645 feet horizontally into the mountain brow : these cuts, however, not to be at the full depth all the way, as in Burt's or I'orshey'e plans, but to rise in steps. The first step, which is that next the river, to be 410 feet long and 17 feet deep below the river's surface; the next step lo have its tread at the same level as the river's surface, and to be 385 feet long and rise 2%}^ feet ; also all the other steps 385 feet long and 26^^ feet rise as we ascend. There would be 1 2 steps and the same number of risers in each thorough cut. On these steps, between the vertical rock sides of the cuts, this plan proposes to arrange a flight of 12 double locks, each with a V>*\ of 20t^ feet, and chamber 50X350 feet, having 10 feet of water over the sills. The excavations into the river from the tails of the lower locks not to be bifurcated, but to be of the whole width between the outer faces of the two cuts, and to J\forthern Inter- Oceanic Xoute, 27 have IV feet depth of water everywhere in it. This, with the river, would form the lower basi^. The upper locks in the double flight would come about where Colonel Blunt's 19th lock would come in his short Lewiston route. More than 30 years since locks were constructed in our country with 25 feet lift with wooden gates, and worked well ; and at a later period iron gates have been constructed for prisms of 30 feet lift, and have worked successfully. It would be best to make the gates of steel, and swinging with two leaves ; and the question would arise whether it would not also be best to put in the tubes on Mr. Burt's ingenious plan for filling and emptying the chambers, if practicable in so long a flight. Oh top of the mountain, some 600 feet from the upper locks towards Sohlosser, and where the excavation would only be 30 feet deep, would be the place to make the upper basin, 15 feet of the excavation for which would be in the top clay, and 15 feet in the under rock. Nature presents here the most befitting place for an upper basin, which, as already said, should form a feature in the Canal, whatever plan may be adopted. From the head of the flight to this basin the Canal should be bifurcated, as in Forshey's plan. In regard to the widths of the thorough cuts, in which the locks are to be placed, and th* thickness of the rock prism left between them, tf'X.- must depend in some measure upon the compactness of the rock strata. The geological survey presented by Mr. Bui't shows that we may rely with some hope upon using the very rock itself by making smooth work for the faces of the lock chambers and breast heights of the lifts. This being supposed, the cuts would be 60 feet wide and the prism partition say 20 feet thick. The cost of the whole work upon this plan of locks and basins for the same width of Canal as proposed by Colonel Blunt, but of 17 feet water in the Canal and 16 feet on the mitre sills, will, by an approximate estimate, amount to $12,500,000. The time for passing twelve such locks would be consider- ably less than for passing 21 chambere, as in Colonel Blunt's plan, though the time by these twelve locks would undoubtedly be greater than by Burt's lock. Taking a whole year's com 28 Memoir upon the moroe of large and small vessels, his lock would kIiow a greater saving of time over every other plan suggested, if we suppose it no more liable to accident, or disaster causing no greater delay for the remedy than the other plans. What precedes, upon the question of passing the Falls by a Canal on tiie American side, applies only to the shortest recog ni/,e(l practicable line known as the Lewiston route, and which lies nearest the Niagara River frontier. The river where the debouch of the Canal would be is only half a mile wide. Several other routes were surveyed and estimated upon by Colonel Blunt. One of these is called the "Eighteen Mile Creek Route," about 25^ miles long, leaving Niagara River at Tonawanda Island, 8^ miles above Schlosser, going round by Lockport, N. Y., thence debouching into Lake Ontario at Olcott Harbor, which is at the mouth of this Creek — making the total lockage 320^ feet. However well put these points seem to be, those who advo cato the shortest Lewiston route meet them by the following : Admit that 15 miles of river and lake, adapted by nature for all sizes of vessels, is avoided, nevertheless this route being longer by more than 18 miles of canal -towing, with a little more lockage than the Lewiston route, the question arisen : Will 18 miles of canal -towing take less time for the passage of ships than 15 miles of good river and lake navigation? Should the additional length of Canal consume more time, the argument, in its application to commerce, would seem to be in favor of the ^ ewiston route. Aij to security from attack, the Lewiston route requires the V 'lole work to be excavated, lirst down into a stratum of stiff clay, which would have to be wasted, and could be formed into a thick parapet on either side ; then the excavation is down in rock for a depth considerably deeper than the depth of the water in the Canal. This spare rock will form an immensely thick revetment to the clay parapets. The work being thus covered ami incased in rock, it would be very difficult for a secret party to do damage ; nor could a battery on the Canada side work serious injury, unless put in the prolongation of the line of the locks. On this j>rolongation an enemy's battery could probably be erected within three-fourths of a mile, and if J\'br/ArrH /kfrr-Otrfrnff ^^wM 80 unmolested enfilade the locks. Hut thnt ]mf«ition. ns nil utht^ii* for an enemy's battery, oould be ooiupl«ly ooiuintuwlod by guhf* properly posted behind or on the eiiual uml lock pivrunetH. Hy wasting the materials excavated (lu>reron>, with ft vltnv to defense, the Canal in itself would be a fonuldal>l»> loi-lllleutliui, which, if well armed and well serve*!, Wiudd deCond IVoiu M\y serious injury. Jiesides, Fort Niau;ani is only m*t J« i}w natural ship navigation all tbrougli T>ak« (htinrh* ftn4 (Umti tl*t* St. Lawrence liivcr, until we rt'tmh (iiiU>p\ U»p{il«, whtmi Wtfffl* mit is 272 miles b<;low Ix?wi*l^>n. At thtt hm4 ot tb*<*« r^|^/i«^ we come to a rea«h tii aSntui I0« mWm^ tx%UmtVm% U> Mmiirml^ in which reach of the Ht. \jh.*- remit tAmirmt^unm io m(n *( hera t^imlMeft ', . 30 Memoir upon the NAME OF CANAL OK SAFIDfi, Galop's ... Connectins: Link Canal, Point Iroquois, Platte Farren's Point, Cornwall Beaubarnois, Lacbine, 9 6.75 11.5 4. 48. 83.5 44.75 206.5 j^ 2 2i 8 4 i lU lU 8i 43f I 2 1 2 1 7 9 5 27 4.5 av 6.75 5.75 av 4 6.86 av 9.16 av 8.95 av Each lock has its chamber 45X200 feet, and only 9 feet water on its sills. These are called the " St. Lawrence Canals." They allow the passage of vessels 186 feet long, and 43 feet beam, maximum burthen 300 tons, equivalent only to 10,000 bushels of wheat. The cost of enlarging these canals to locks of 46 X 350 teet in the chamber, 16 feet water on the sills and 17 feet everywhere else in them, would probably amount to $5,200,000. From Mon- treal to Three Rivers — up to which tide water comes — it is 90 miles, in whick ships drawing 20 feet safely navigate. The total fall, or difference of level, from the foot of Lake Ontario to tide water at Three Rivers is about 235 feet. The difference between this and the total lockage of the St. Lawrence Canals is 28^ feet. This is due to the natural inclination of the river for all those parts in which there are no rapids. In these parts, on an average, the fall is nearly l^'^ inches to the mile. From the head of tide water at Three Rivers out to the Gulf of St. Lawrence, it is 600 miles, in which ice in winter is the only obstacle to ship navigation. In this respect, the Puget Sound waters of the Pacific have the advantage, offering no obstruction, in any season, to the freedom and safety of ehips navigating thom. JVorthern Inter' Oceanic Houte. 81 III. EXTENTS AND COSTS OP IMPROVEMENT OF THE DIFFERENT KINDS OF TRANSPORTATION. Having described all the obstructions and methods of improving them, from tide water of the Pacific to that of the Atlantic, on this natural northern line of inter-oceanic commerce, I present the distances on the track of transportation as follows : ' Lensfth of track of the kind of DESIGNATION AND KIND OP TRANSPORTATION, traneportat' n in railet. Projected Northern Pacific Railroad, 1775 Ship navigation in Lakes Superior (410 milcB) ; Huron (335 m.) ; St. Clair (23 m.) ; Erie (240 m.) ; Ontario (180 m.)., 1087 Ship navigation in rivers connecting these lakes, and where no Improvement has heen made : St. Mary's (45 miles) ; St. Clair (30 m.) ; Detroit (35 m.) ; Niagara (25 m ) St. Law- rence, (318 m.) 8S8 Ship navigation by canals, constructed and contemplated, to over- come obstiucted places in these rivers: Saut de Ste. Marie (1 mile), constructed ; St. Clair Flats (1| m.), nearly com- pleted ; Niagara Falls (7 m.), proposed, not commenced ; St. Lawrence Canals (in all 43^8 m.), constructed, 58 Total distance from tide water to tide water 8268 We therefore see that on this route we should have 1,775 miles of i-ailroad and 1,513 miles of ship transportation between tide water of the Pacific, at Seattle, on Puget Sound, and tide water of the Atlantic, at Three Rivers, on the St. Lawrence. The amounts of money required for the contemplated improvements, to the largest scale, are tabulated as follows : 10 )8 DESIGNATION OP EACH IMPROVEMENT. Dol'rs reqnir'd. First, construction N. P. R. R., 1,775 miles, single track, equip ments, sidings, and buildings, $46,283 per mile, in coin,. . . $82,152,325 Harbor and necessary docks at head of Lake Superior, 1,000,000 Improving Saut de St. Marie Canal, 250,000 Improving other places in this river, 149,021 Finishing St. Clair Flats Canal |15,000, and to deepen it to 17 feet, $30,000, 45,000 Construction of *Ship Canal around Niagara Falls, on Lewis- ton shortest route, 13,457,259 Enlarging the St. Lawrence Canals, 5,200,000 Total costs, $102,253,605 "The eetimate for tliig Canal would, of coarie, be somewhat modified, according to the plan ^vhlch wonld be adoptad. 32 Memoir upon the It will be seen that for all, except the railroad, the improve- ments, including a harbor and docks at the head of Lake Superior, will cost $20,101,280. This supposes the canals to be brought to a depth of 17 feet, the lock chambers to the size of 360 feet in length, 46 to 50 feet in width, and 10 feet depth of water on the mitre sills, requiring |;15,601,280, to be expended on works in the United States, and $4,500,000 on those in the Dominion of Canada. IV. TIMB OF MOVING HEA.VY FBEfGIlT PROM SEATTLE TO THREE RIVERS. Supposing all the foregoing improvements completed, the approximate time for the movement is estimated as follows : Days. Hrs. From Puget Sound to Lake Superior, by rail, 6 3 On lakes, including one day for trans-sbipment at Lake Superior from cars into vessels 6 15 On rivers connecting the lakes 1 20 On canals, where obstructions are in the rivers, 1 3 To pass through all the locks, 1 8 Total, 16 19 V. COST OP TRANSPORTING PROM SEATTLE (TIDE WATER* ON PUGET sound) TO THREE RIVERS (TIDE WATER IN THE ST. LAWRENCE), SUPPOSING ALL THE IMPROVEMENTS PERFECTED. Hon. W. J. McAlpine, in his comparison of the costs of freighting by different modes of conveyance, puts them as follows : By Railroad 12^ to 13^ mills per ton per mile By Lakes 2 to 3 and 4 " " " By Rivers, 2i to 3 " " By Canals, 4 to 5 " " " The highest numbers being applicable to short, and the low- est to long lines of conveyance. On the route we are consider- ing, all but the canals are long lines. By applying the JVbrthern Inter- Oceanic !Route^ 33 foregoing costs to our table of distances we shall find the costs from — Seattle to Lake Superior, bj' rail $22 19 per ton Lake Superior to Tliree Rivers, by ship 3 33 " From tide to tide, total |25 52 per ton At present it costs $0.25 per ton from Lake Superior, via the Erie Canal, to the seaboard, or to Atlantic tide water. VI. QUESTIONS PUT AS OBJKCTIOXS AND ANSAVEBEn. » A 15 20 8 3 19 of as Suppose the Canal around the Falls constructed, how are your large vestjls to reach the Atlantic while you have neither the free navigation of the St. Lawrence below St. Regis, nor the right to enlarge the St. Lawrence Canals so as to allow your large freighting vessels to pass through ? Now, this objection is often put; but it is no argument Against the construction of the Canal around the Niagara Falls, as I will endeavor to show. Unobstructed navigation extends on the St. Lawrence down •our own border 65 miles below Lake Ontario, and nearer to Eastern markets by nearly 300 miles than our large upper lake vessels are permitted to reach by the single obstruction of the Niagara Falls. Construct the seven miles Canal around these Falls, and there will at once be added nearly 300 miles of ship navigation to what we now have for a population of twelve millions of pro- ducers in eight Lake States, whose produce in 1867, in bread stuffs alone, amounted to 257,700,000 bushels of wheat, and 269,700,000 bushels of Indian corn. Were I to ennumerate other products of the farm, and products of the forests, and of the mines, there would be adduced results in amounts proportionate to these breadstuff's, all of which go on augmenting from year to year. On our own shore of Lake Ontario and bank of the St, Lawrence, there are eight commercial ports, at which there are -railroads and at least one canal terminating and connecting in 6 84 Memoir upon the every direction with New Eiighind and Now York lines of transportation. Extend the hirge sliip navigation from the n])i»or hikes to these ports, and the surplns produce of the hike States, and that whicli is soon to come pouring in from the Northwest, will be carried to eight more distributing ports 'U)0 miles nearer the points of consumption, instead of being, as now, all distribuied from only one port, and conveyed by only two lines, whicli are inadecpiate to carry the surplus, and what is carried upon them is too expensively conveyed by round about paths before reach- ing the doors of the consumers, in all New England and Northern New York. And the same argunu'iit will a])ply, with equal force, in respect to the return commodities rcMpiired by the Lake Stales and the Northwest, to come by shipping from the Eastern States via the Ontario i)orts. In this enlarged facility of interchange of commodities lies the blessing a Canal on our side of the Fi-'ls would confer upon the Lake States, the Northwest, and all Ne\> ' .1. though our large ships should not be permitted to pass below Oguens- burgh or St. Regis, on the St. Lawrence. IJnt let sueli vessels lieavily freighted with grain, lumber, timber, iron, and copper freely enter into Lake Ontario, and it is morally certaii, that not only would the St. Lawrence Canals be immediat-ly ouTarged, but competition would force the enlargement of th^^ Fi'ie and Oswego Canals to dimensions suitable for lively participation in the transmission of heavy freight, and then all obstacles causing the breaking of cargo would be lemoved, that now block the passage from all the lakes directly to our seaports, or to those on foreign coasts, for vessels large enough to cheapen freights down to a minimum. One more objection raised to this Northern route i» that " It is frozen up half the year." This is an exaggeration of the time. It is admitted that generally the rivers connecting the lakes are elosed or clogged with iioating ice from December 10th to April iOth, that is. fcr foui irsontlisi' in the year. And so it is on the Mississippi above the mouth of the Ohio; on the Missouri; on the Illinois ;; also on the Illinois Canal ; and for three months in the summer season, the low water in these channels is a very 'L JVbrthern Inter- Oceanic :Eoitfe. 35 groat impedinKMit to cheai) traiisnortiitioa. The objection of low water docs not apply to tlie Northern route. As a general rule, tlie St. Lawrence Canala and that river are open for navigation 'J 10 days in the year. Ocean steamers arrive at (Juebec as early as IMay 1st, and depart as late as November 24th. There is ample time after ripening for all the grains to be harvested, prepared, and sent from all the Lak«' States and the Northwest to the lake ports, and shipped down the lakes into the St. Lawrence, and thence across the Atlantic, even before navigation closes on thio route. For all edible products shij»ped to the seaboard and thence to foreign ports, the Southern route, via New Orleans, with the Upper ^Mississippi improved ever so much, rannot favorably compare with the Northern, on account of the deteriorating eifect of so warm a climate upon such products. The deteriora- tion has been estimated at 5 per -^ent. disadvantjige on the Southern voyage. In drawing this comparison between the Noi-thern and Southern routes, by which products may be made to reach foreign markets, it is very far from my intention, nor is it to the interest of the public, to decry one route with a view of building up another. On the contrary, it is my aim to give each its just due, and with the Iiope that both of these lines shall yet be improved by well digested plans of engineering to cajDacities altogether commensurate with the growth of our Lake and Northwest States. All of which is respectfully submitted by TH09. J. CRAM. To the Board of Trade of the City of Detroit, Midi., December 24lh, I86S1. ■^w^mm'yfmfr'r^^anmm'^