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Maps, plates, charts, etc., may be filmed et different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning In the upper left hand corner, left to right and top to bottom, as many frames aa required. The following diagrams illustrate the method: Les certes, pisnches, tableaux, etc., peuvent Atre fllmfo A des taux de reduction dif f fronts . Lorsque le document est trop grand pour Atre reproduit en un seul clichA, II est filmi d partir de Tangle supirleur gauche, de gauche A drolte, et de heut en bas, en prenant le nombre d'Images nicessaira. Les diagrammes suivants iilustrent le mithode. 1 2 3 ,,_ .■ -,v.|:>. "1 '" 3 4 5 6 4: '' -r. . f -.^%^- J^^'sr^i^ % ^^ i ,^^ '-^ '4 ''T' f I; J ; ! REPORT ,,<< ;'»'<., f ^HE ^NAL NAVIGATION OF t«E CANADj j«»« BY LIEUT.-COLONEL PHmJOTIB, BOTAI, BMOIMIBM. 4 ■'.--t^ ■•■V » ti ^■■ 4 ;jf" ■ WJS"-.! V, ' ! ■<«> ■jf^ *if* -*»%»■ -KHJ^iff** *li. ..,:**■■'', ■r,. •»(„ .,f-i* ■^vi'-.V. .;^„,lk ..«*«&,6^4.i£aiij»:'^A ^m»m ■ !V A' k J",^ w , •*?. wn-rff;' ^t ■\l f>^. \ '- i ' ••.' ;i im '% 1} .# REPORT THE CANAL NAVIGATION OF THE CANADAS. BY LlEUT.-COLONKl. I'HILLl'OTTS, ■■*■ ■«i ROY.M. KN'tilNEKHS. • REPORT ON THE CANAL NAVKiATION OF THE CANAUAS. The following Report, called for by the instructions of His Excpllenc^y the Earl of Durham, will embrace three distinct lines of communication : I. The communication from Lake Erie to the sea by the Welland Canal, Lake Ontario, and the River St. Lawrence. IL The communication from Lake Simcoe to Lake Ontario by the Rice Lakes and River Trent. IlL The communication from Lake Huron by the Frenrli River and Lake Nipiss- ing, to the Ottawa River. I. The fii'st of these being the most important, and my attention leaving also been more immediately called to it, as well by my instructions as by the directions which I have subsequently received fror ■ His Excellency Lieut. -Gen. Sir John Colborne, 1 proceed to report upon the communication from Lake Erie to the sea by the Welland Canal, Lake Ontario, and the River St. Lawrence. Assuming Port Colborne at Gravelly Bay on I^ike Erie as the commence- ment of this very important communication, (the reasons for which will be given hereafter when I treat more particularly on the Welland Canal,) the distance from Lake Erie to Quebec may be estimated at 587 miles, as follows : REPORT ON THE CANAL NAVIGATION OP THE CANADA8. 3 Canal Navigation. From Port Colborne on Lake Erie to Port Dalhousie on Lake Ontario by the Weilaml Canal To Kingston by Lake Ontario To Prcscott by River St. Lawrence To Head of I-ong Sa.it Rapid, 3K miles : in which distance the follov.ing rapids requiring canals occur, viz. The Galoppes Rapids ^i Point Cardinal ......•• 0-py Rapide Plat Siftr Furren's Point . . . • • • • ' ^Tif To Cornwall by the St. Ijiwrence Canal Coteau du Lac bv I-nke St. Francis • The (^iscades, 14} nidcs : in which distance the following rapids requiring canals occur, viz. The Rapids at Coteau du Lac 2} Ditto at the Cedars If Ditto at the Cascades • '■^i To I^achine by the Lake St. Louis ' • To Montreal i)y Canal To Quebec by the River St. Lawrence niles. 28 Lake and River. miles. 180 70 lU 324 35 .PJ. 60J 8 21 180 526i Making in all 587 miles, as above stated, in which distance it appears that the navigation is naturally good for r>26i miles, and that only 60 1 miles of canal are required altogether to enable large steamers to pass from Quebec to Port Colborne, froir vhence tli(> imvigation is also naturally good for large steamers for a distance of 1000 miles, through Lake Erie, the River Detroit, Lakes St. Clair, Huron, and Michigan, to Chicago ; so that, in the whole distance of nearly 1(300 uiiles between Quebec and Chicago, the navigation of 1526^ miles is naturally good for large steamers, and consecjuently there will only be 60i miles of canal navigation, of which the Welland Canal comprises 28 miles, and this work is absolutely required under any circumstances in order to afford a water communication between Lake Erie and Lake Ontario. Of the remaining 32 .J miles, Hi have already been nearly completed by the Provincial Government of Upper Canada, in order to overcome the rapids at the Ix)ng Saut near Cornwall ; 9 miles have been constructed for barges some years since by the Provincial Government of Lower Canada between Lachme and Montreal, which however will require to be very much enlarged, A ■PUPHIVMH ( n r 4 REPORT ON THE or rather a new canal will be required for steam-boat navigation; and 12 J miles are necessary to be made in the various short canals required to pass the other rapids of the River St. Lawrence at the Galoppes, Point Cardinal, Rapide Plat, Farren's Point, Coteau du Lac, the Cedars, and the Cascades. In the above distance there will be 517 feet of lockage, which will require 63 locks, and the total expense of completing this long line of communication on the large scale adopted in the St. I-awrence Canal, near Cornwall, will be £2,228,700 sterling, as shown in the following Table. {Between Lake Erie mid Lake Ontario.) The Wellaiul Canal (In the River St. Lawrence.) The Galoppes Rapids .... Point Cardinal ...... Rapide Plat Farren's Point ...... Long Saut Rapids ..... Rapids at Coteau du Lac .... Ditto at the Cedars .... Ditto at the Cascades .... Lachine Canal ...... Length in iiiili-a. '28 Oi Hi 2J IJ 2i 9 m\ No. of locks. 35 1 I •2 1 7 2 4 3 7 63 Feet of lockage 3'2H^ n n 4 48 17 :«)J '2al 4.j .517 Amount of eiti- matcil ci|i«nae. £1,2.50.000 29,.')00 2.'),000 120.000 48,000 57,300 120.300 125.000 129.(K)0 324.600 £2,228,7tJO Of the above-mentioned works, that part of the St. Lawrence Canal which has been commenced at the Long Saut Rapids near Cornwall, and the Welland Canal, which connects Lake Erie with Lake Ontario, are by far the most important, and they demand immediate attention. The inland navigation from Quebec to Lake Michigan being alternately through the large lakes of Upper Canada and their connecting rivers, and the portion of this disivince which will recjuire canals being altogether so very short, in comparison with the length of the whole route, it is quite evident that large steamers will be much more advantageous under such circumstances than sailing vessels ; and accordingly we see that, on Lake Erie and the Upper Lakes, the number of the former is increasing much faster than that of the latter : as there can be no towing on these Upper Lakes, large freight steamers, similar to those now in use on the Mississippi and its branches, will have a most decided advantage over all other modes of conveyance. This is in (1 ill Si t CANAL NAVIGATION OF THE CANADA8. I " mm some measure proved by tlie fact that the merchants of the Upper Lakes are now in the habit of ordering their goods, which are sent from New York by tlie Erie Canal to Buffalo, to be forwarded upwards in steamers in pre- ference to sailing vessels ; and therefore it follows that, if v/e can bring these large freight steamers from these Up])er Lakes down to the sea-ports of Quebec and Montreal, all the delay and exj)ense of trans-shipment will be avoided, as well as the long and tedious navigation of the Erie Canal, and consequently one of the great advantages which may most confidently be expected to result from the opening of this communicaiion on the large ticale here proposed, will be the inducing of the greatest part of the trade from those States situated to the westward of Buffalo to pass by this route to the Atlantic ; and it is believed that this will be effectually secured by afltrding a continuous uninternipted steam navigation, without i^ny trans-shipment in the whole distance of nearly IGOO miles; but if the size of the short intermediate canals on this route he reduced to the small scale required for schooner navigation, trans-shipments will be necessary, and thus one of the greatest advantages which the River St. Lawrence naturally enjoys will be thrown away, and this route will in a great measure cease to have such a decided superiority as it may be made to possess over the Erie Canal as well as that which intersects it at Syracuse from Oswego on Lake Ontario. From a slight inspection of the map of this part of North America, it will be quite evident that the surplus produce of all that part of this continent which is situated to the westward of the Falls of Niagara, including the States of Ohio, Kentucky, Tenessee, Indiana, Michipm, Illinois, a part of Missouri, Mississippi, and Alabama, together with the territories of Wisconsin, Missouri, and Iowa, must find its way to the ports of the Atlantic by one of the following routes, viz., 1st. By the Mississippi to New Orleans. 2nd. By the Ohio and Chesapeake Canal to Baltimore. t3rd. By the Ohio and Pennsylvania Canal to Philadelphia. 4th. By the Ohio, Kanawha, and James River, to Richmond, Virginia. 5th. By the Erie Canal from Buffalo, or by the Welland Canal and Lake Ontario via Oswego to New York. 6th. By the Welland Canal and River St. Lawrence to Montreal and Quebec. ■■^{ I 6 REPORT ON THE I' m •I]' i< k' 1st. With regard to New Orleans, the cUnate is an insuperable obstacle to any regular connercial intercourse, being one which no art of man can overcome • the consequence of which is, that the Erie Canal from Buffalo already draws off a great part of the transport from the Mississippi ; and it is said tb.at a very large portion of the merchandize intended for Tenessee, and even for Florence, in the state of Alabama, now passes by this route from New York. 2nd, 3rd, and 4th. With regard to Baltimore, Philadelphia, and Richmond, it is true that a quantity of produce and merchandize will generally be enabled to pass, through the canals and railroads, to and from ihese ports before the Erie Canal is free from ics, and therefore during two or three weeks in the tbrnier and latter part of the season these routes may possibly be sometimes preferred ; but as they are all of them much longer, and, on account of the numerous trans-shipments, far less commodious than the Erie Canal, the latter must at all other times have the preference. 5th. It is probable that New York will always offer a more steady and certain market than either Baltimore, Philadelphia, or Richmond ; and after the navigation has once fairly ojiened for the season, the Erie will be a far more commodious and cheap communication than either of the Ohio Canals, as it is much shorter, and very much less impeded by lockage. 6th. The communication, which it is proposed in this Report to open between the Upper Lakes and Montreal and Quebec, is however much shorter and more commodious than either of these routes ; it is also much less impeded by lockage, and far less by canal navigation, as it enjoys the great advantage of having the River St. Lawrence tlirough nearly its whole extent. It has been objected to Montreal and Quebec, that they do not afford so good a market for produce as New York, and that they are easily over- stocked ; but there can be no doubt that when once the inland navigation has been so far improved as to render it possible to bring the trade of the western country by this route, mercantile establishments of sufficient extent will soon spring up to receive the i)roduce of that fertile region, and fomard it to the West Indies or Grea* Britain, as may l)e required, avid thus insure to the western merchant and farmer as good a market at Montreal and Quebec as he would obtain at New York or elsewhere. It has also been objected to this route, that the ports of Montreal and Quebec are usually blocked up by ice d'iring several months of the year, ^■m: "Wff"' ■'!f* CANAL NAVIGATION OF THE CANADAS. 7 while New York is open all the year round ; but when we take into con- sideration the fact that the Erie Canal is also rendered impassable by the same cause for a longer period, this objection ceai.es to be of any importance, and as this route will, when completed according to the plan here proposed, be a much more convenient and cheap route to the Atlantic than any other, (and by some alterations in the Trade Act such decided advantages may easily be given to the ports of the St. Lawrence as will render these markets far preferable to New York or any others on this continent,) there can be no doubt that a very large portion of the vast trade referred to, as well as the wiiole of that from Upper Canada, will pass this way, and that Montreal and Quebec will become two of the greatest eniporiuins in North America. From the above statement there can be no doubt that this vast and important tmde may be secured to Quebec and Montreal, if the canals required to pass the rapids, &c. of the St. Lawrence be made on the enlarged scale now pro- posed ; and therefore I proceed to report fully and in detail upon each portion, beginning with the Welland Canal. WELLANI) CANAL. Before the last war with the United States, and indeed until the opening of the Erie Canal in 1825, the whole of the trade of the country bordering on the River St. Lawrence, T^ike Ontario, and the Upper Lakes, found its way to the ocean ria Montreal and Quebec, and it is probable that it would have con- tinued to do so to this (lay, had it not been for the construction of the New York and Erie Canal, which, by attbrding a safe and conmiodious inland water communication from liuHiilo, at the ft)ot of Lake Erie, to New York, has secured to our neighbours on that side of the boundary line the transport of nearly all the products of the western country, thus depriving the inhabitants of Canada of the atlvantage they had previously anticipated of becoming the carriers of all produce of the extensive countries west of the Falls of Niagara, and diverting much of their own produce to the New York market. This was soon foreseen, as the natural result of the completion of that canal, by a few enterprising individuals of Upper Canada, who, fearing the consequence to the trade of these provinces, began a survey of the country as early as 1818, between the Chii^pawa or Welland River, which discharges 8 REPORT ON THE 1' Vr itself into the Niagara River about 2 miles above the Falls, and the Twelve- mile Creek, which discharges itsell' into Lake Ontario at Port Dalhousie, In consequence of the active exertions of the individuals above alluded to, the Legislature of Upper Canada passed an Act in the year 1824, incorporating the Welland Canal Company with a capital of £40,000, which sum was considered sufficient to make a canal with locks only 7 feet wide for boat navigation, commencing at the Welland River, about 9 miles from its mouth, where the village of Port Robinson now stands, and entering Lake Ontario at the mouth of the Twelve-mile Creek where the harbour, now called Port Dal- housie, has been formed ; but before any progress was made in this design, the importance of the work began to be more fully discussed, and in the following year (182;)) the plan was enlarged for schooner navigation, and the capital of the Comj)any was increased to £ 200,000. It was originally intended to make the Welland River the summit level, and to pass up the River Niagara from the village of Chippawa to Lake Erie ; but the high ridge of land which crosses the countrj' between Port Robinson and Allanburgh, and rises to the height of 5G^ feet above the surface of the Welland, proved a most formidable obstacle to the pursuance of this plan, to accomphsh which, that part, commonly called " The Deep Cut," was under- taken, requiring &u excavation of from 30 to 5G^ feet iu depth for a distance of nearly 2 miles. The removal of this formidable obstacle was very nearly completed, and there was every prospect that this first and most important section of the work, commencing at Port Dalhousie and ascending from Lake Ontario through the Deep Cut to the Welland River, would soon be opened for navigation, when, in the autumn of 1828, these high banks sUpped down in many places, and iilled up the bottom of the canal. This disastrous occurrence caused a very great additional expense, and it became a serious question with the Company whether it would be expedient, with their limited means, to persist in the excavation of the Deep Cut, and continue the work on the original plan, or to raise the summit level, and abandon the idea of clearing out this channel to so great a depth. It is much to be regretted that the resources of the Company were not sufficient to enable them to persist in the original plan with a reasonable probability of success ; the ultimate expense of which it now became very difficult to estimate with any certainty, in consequence of the quicksand on which these high banks CANAL NAVIGATION OF THE CANADAS. were found to stand ; and as their prospects of obtaining funds for the final completion of the work depended upon the communication being soon opened, the Company were reluctantly obliged to embrace the latter alternative ; and by throwing a dam across the Grand River at Dunville, and cutting a small canal as a feeder from thence, they have brought the water of that river over the Welland by means of an aqueduct, at a level about 15J feet above its surface ; and therefore vessels are now enabled to pass through the Deep Cut over the obstacles caused by the slides above mentioned. Although the completion of the Deep Cut would b we given a safe water communication for vessels round the Falls, by sailing up the Niagara River from the mouth of the Welland to Lake Erie, yet it would have been a very imperfect one, because there is a very strong current below Fort Erie, which can only be ascended by sailing vessels when the wind blows strongly from the eastward, and it would also have been a very circuitous one ; it was therefore subsequently intended to follow the Welland to Fort Creek, which is situated al>out 11 miles above Port Robinson, and by a cut of about 14 miles in length through a flat swampy country to enter the Grand River, the mouth of which is capable of being made a very excellent and safe harbour for any number of vessels that may navigate Lake Erie, and this Lake would thus have been rendered the summit level and feeder of the Welland Canal throughout its whole extent. The alterations of the plan, however, in consequence of the slides at the Deep Cut, rendered an aqueduct necessary across the Welland, and therefore the navigation of that river, which, for a distance of upwards of '10 miles resembles a canal more than a running stream, (having scarcely any perceptible current, and being sufficiently deep for any vessel that can navigate the Lake,) has been impeded. It has also been necessary, in order to raise the v*ater of the Grand River to the summit level re(juired, to erect a dam where the village of Dunville is now situated, about .O miles from its mouth, and the water is brought from thence by a feeder 20 J miles in length ; but the canal, instead of being carried to the Grand River, has been taken by a shorter cut of only 7f miles to Gravelly Bay on Lake Erie, where the harbour of Port Colborne has been formed ; and thus the entire communication between Lakes Erie and Ontario has been completed without entering the River Niagara at all. The advan- tages of this alteration are very important; for besides avoiding the great 10 REPORT ON THE II [I a. i impediment to the navigation caused by the strong current in that river at Fort Erie, a great reduction of the distance ' in lake sailing has been effected, an additional harbour has been formed on Lake Erie, and the canal is now generally open for navigation much earlier than the Niagara River, which, owing to the large quantity of ice that accumulates every spring at the foot of the lake, is generally closed for three or four weeks after the ice has dis- appeared above. These alterations and additions to the original plan, however, have neces- sarily added much to the expense of the work. In the year 1833 the Legis- lature of Upper Canada appointed three commissioners to superintend the expenditure of a certain sum of money on this canal, and to appoint an engineer to examine it, and make an estimate of the expense of finishing it. In consequence of which, Benjamin Wright, Esq., an experienced engineer from the United States, was employed for this purpose, who made a full Report upon the work, and suggested several improvements, some of which were adopted ; and now the expenditure from first to last has been altogether not much less than £ 500,000, of which upwards of £ 200,000 have been expended on the Deep Cut alone. Although the canal was opened for schooners in 1830, the locks were not put into an efficient state till 183'), since which time it has continued navigable with little interruption. From the return of tolls collected (see Appendix), it is evident that the traflic on it is fast increasing, and that it is already drawing a great portion of the trade of the western country by this route ; and when the contemplated improvements on the River St. Lawrence are com- pleted between Prescott and Moutreal, it cannot fail to answer the expectations of its original projectors, who deserve great credit for the activity and zeal with which they have ])rosecuted the work, under a series of discouragements that would have induced many persons of less j)erseverance and energy to abandon it in despair. From Port Robinson to the mouth of the Wellund Thence to Fort Krie To Port Colborne ..... From Port Robinson to Port Colborne, by canal Saving of distance "Jj miles. 18 „ 22 ,. Total 49i 12 37^ miles. M: fill *» CANAL NAVIGATION OF THE CANADAS. 11 Tliis canal, as now constructed from Port Colborne on Lake Erie to Port Dalhousie on Lake Ontario, is rather more than 28 miles in length : it may be divided into four great sections, viz., the first, from Port Colborne to the aijueduct, 7 J miles in length ; the second, from the aqueduct to Port Robinson, 4;^ miles ; the third, from Port Robinson to Thorold, ii\ miles ; and the fourth, from Thorold to Port Dalhousie, nearly 10 miles. The first section passes through a low flat country, the surface of which is about 8 feet above the level of Lake Erie. For a distance of about half a mile near the lake the excavation for the canal passes through a bed of lime- stone, commencing about 4 feet under the surface ; the remainder, through marsh resting on clay, which can be easily removed, Thp second section, after crossing the Welland River by means of a very good aqueduct, formed of wood, runs along the left bank of that river, which, being composed of good stiff clay, affords the means of forming the canal without difficulty. The third section, soon after leaving the Welland River at Port Robinson, passes through the high ridge of land before alluded to, which crosses the country on the north side of the Welland, and through which that part of the canal culled " the Deep Cut " has been excavated ; it then passes by Allan- burgh across the mountain ridge to Thorold. The excavation of the Deep Cut is through stiff clay resting on quicksand, the banks of which, though far too steep, stood very well until the excavation reached the quicksand, when the slides above mentioned took place, which caused the abandonment of the original magnificent plan of carrying the water of Liike Erie through to I^ake Ontario. Between the Deep Cut and Thorold the soil is generally clay, and easily excavated, excepting through " the little Deep Cut," which pas.ses through a ridge of clay 20 feet high, resting on a bed of limestone, in which the excavation has in one part been sunk to the depth of 8 feet. The fourth section, soon after leaving the village of Thorold, descends the mountain by a deep ravine into the bed of the Twelve-mile Creek to St. Catherine's, and terminates at the mouth of this creek at Port Dalhousie, where it enters Lake Ontario. In descending the mountain the excavation runs generally through a mixture of limestone and clay till it passes into the valley of the Twelve-mile Creek, where the soil is chiefly clay, and where, indeed, little excavation is required. ij.iA^ ,4* 9'i! r 12 REPORT ON THE ill 111 I fill it. The difference of level between the two lakes is 328 feet 8 inches, to which must be added the rise of the feeder from the Grand River above the level of Lake Erie, which is 5 feet at the aqueduct. The number of locks at present is forty, including one .lear Port Colborne, descending from the level of the feeder from the Grand River into Lake Erie ; two at Port Robinson, descending into the Welland River ; and two at Allan- burgh, descending into the canal below the Deep Cut. These five extra locks have all been rendered necessarj' in consequence of the alteration of the summit level. The locks below St. Catherine's are 32 feet wide, and 130 feet long; the lock at Port Colborne is 24 feet wide, and 130 feet long ; all the others were originally 22 feet wide, and ) 10 feet long ; but some of them have settled inwards so much that they do not now exceed 20 feet 6 inches in width. The canal generally, according to the original plan, was intended to be 2G feet wide on the bottom, with slopes of 2 feet base to 1 foot perpendicular ; and having 8 feet water, it would consequently be 58 feet wide on tlie top water line. The locks having been mostly built of wood, more than twelve years ago, are now generally in a very decayed state, and in order to keep the canal open they require frequent repairs. By constant watching and superintendence this canal has been kept in such a state of repair that no accident of any great consequence has lately occurred, until this summer, to interrupt the navigation for any length of time ; but it was necessary during the past season to close it on two occasions, for about ten days each time, while some of the locks were undergoing repair ; and I feel it proper to remark, in the strongest manner, that it is quite impossible, in the present state of the work, to insure the navigation being kept open much longer unless the whole canal be immediately put into an efficient and per- manent state of repair. For, besides the dilapidated state of the locks, the banks in many places require to be strengthened, and altogether the whole work is at the present moment in a most precarious state ; so much so, that if permanent and efficient measures be not adopted without delay, there is great danger that this highly important communication will soon become impassable. I am therefore of opinion, and I feel that I cannot state it too strongly, that no further delay should take place in finally deciding upon the plan which is to be adopted for completing it, and carrying it into execution as soon as possible. CANAL NAVIGATION OP THE CANADAS. 13 The Welland Canal Company have been fully aware of this for some time past, and they have used every exertion in their power to carry this desirable object into effect, in which most probably they would ere now have made much progress had not the present financial difficulties of this province rendered it impossible to procure the necessary funds for this purpose. In the year 1837, Messrs. Baird and Killaly, two experienced civil engineers, were employed by the Company to examine the canal, and make a full Report upon it, which they have done in a very able and satisfactory manner. In deciding upon the route which they have recommended for the carnl, they appear to have been governed by the principle of availing themselves as much as possible of the outlay already incurred, and of making the most of the works as they found them ; but they were particularly directed by their instructions " to interrupt the navigation as little as possible," and also to " report fully upon the propriety or necessity, as regards the public interest only, of altering the present route or any part thereof." After thoroughly examining the subject in all its bearings, which they have fully stated in their Report, they have recommended that Port Colborne should still be retained as the point of departure from Lake Erie, and Port Dalhousie the point of entrance into Lake Ontario ; but that both of these harbours should be much enlarged and improved, and thai the feeder from the Grand River should be widened and deepened in several places in order to afford the additional quantity of water that will be required. They have also recommended that the old line should be adopted throughout, except in the descent of the mountain between Thorold and St. Catherine's ; and they have recommended some improvements between St. Catherine's and Port Dalhousie. In the size of the locks, which are proposed to be built of stone, they were limited by their instructions to 110 feet in length and 24 feet in width, for schooner navigation. The canal is intended to be 36 feet broad at the bottom, which is to be G inches below the mitre-sills of the locks, to have 8 feet of water on the mitre- sills, and consequently 8 feet 6 inches in the other parts, with slopes generally of 2 feet base to I foot perpendicular. Their estimate amounts to the sum of £300,304. 2«. 3d., of which £65,189. Ids. lOrf. is proposed to be expended in the improvement of the harbours of Port Colborne and Port Dalhousie, and £13,156. 1 Is. in building a junction and graving lock at Dunville. 14 REl'ORT ON THK 1,.: fi 1' r ■111 ll ill 'it !! .if, I'll! m They conclude their Report by expressing their fears that the scale above alluded to will not be found sufficient for the prospective wants of the countr>-, even in a commercial point of view, and therefore they suirgest that it should be enlarged to such dimensions jis will suit the steamers navigating the lakes : with this view they propose that the locks should be made 45 feet wide and 180 feet long, which alteration may in their opii\ion be eft'ccted by an increased expenditure of £250,000, making in all £550,;}()4. 2.s'. :\(l. Halifax currency. The Welland Canal Company, however, have not felt themselves warranted,* with their limited means, in adopting the suggestions of Messrs. Baird and Killaly in this respect, and therefore they are about to proceed upon the small scale for schooner navigation only. In referring to this Report, and the plan on which it is at present proposed to proceed, I lelt it my duty, as soon as 1 received directions to make a Report on the subject, to request that their oj)erations migbt be suspended until I had an ojjportunity of inspecting the canal, as their work would be all thrown away if it should hereafter be determined by (ler Majesty's Government to take it out of their hands, and to enharge the plan to the scale which 1 am about to propose for consideration. From every inquiry which I have been able to make on the subje(;t, I am of opinion that it will be very inexpedient for Her Majesty's Government to follow the limitt 1 plan of the Welland Canal Company, as I feel (juite satisfied that before the canal could be completed according to that jdan, the necessity of making the locks large enough for steam navigation would become evident even for commercial purposes ; but in the event of its being required for military operations, in which point of view it nuist be more especially regarded if assumed by the Government, there cannot be a question on the subject. I have, therefore, as directed by my instructions, drawn up my Report with this view, it being most important that, in the event of any misunderstanding with the United States, our vessels of war on Lake Ontario (which can be fitted out at Kingston without difficulty and to any extent) should be able to pass up to Lake Erie, where we have no naval establishment of any kind for this purpose. Before I enter upon the plan which it is my intention to propose for the enlargement and completion of this highly important work, it may be proper for me to point out the diflferent routes by which the communication from Lake Erie to Lake Ontario by the Welland Canal may be efl'ected. ¥ i CANAL NAVIGATION OF THE CANADAS. 15 It would naturally have been expected that this would have been done by assuming Lake Erie as the summit level, and cutting a canal from the mouth of the Grand River, or from Gravelly Bay, to the River Welland, and thereby taking the water of the Welland down through the canal by the vale of the Twelve-mile Creek to Lake Ontario. Although a most formidable obstacle existed to the accomplishment of this plan, which, as has been already stated, rendered an excavation from 30 to 56| feet deep necessary for a distance of nearly 2 miles, yet this bold project was, as we have already seen, undertaken by the Welland Canal Company, who were only prevented by their limited means, and the want of adequate support and encouragement in the accomplishment of this object, from carrying it into effect. It has been already shown that the slipping-in of the sides of the Deep Cut, when nearly completed, induced the Company to abandon this part of their plan, and to raise the summit level to the height of 8 feet above Lake Erie, ^y means of a dam across the Grand River, the water of which is now brought through the townships of Moulton and Wainfleet to the Welland, and carried by an aqueduct over that river 1 5 feet 6 inches above its level ; and by this means vessels are enabled to pass over all the obstacles occasioned by the Deep Cut above alluded to. This having been effected, it becomes a matter of comparative expense whether this important navigation shall continue to receive its supply of water from the above source, — whether the original plan of locking down from the level of Lake Erie into the Welland River shall not be resumed and carried on to completion, or whether the supply of water may not at any rate be obtained direct from Lake Erie, without obliging vessels coming up from below to rise, as they now do, 5 feet above that lake, and then descend into it at Port Colborne. I. If this canal continue to receive its supply from the Grand River, and the summit level be kept, as at present, 5 feet above Lake Erie, four modes present themselves for our consideration. ist. By following the present route from Allanburgh to Port Colborne, and receiving the water by the feeder from the Grand River, according to the plan now adopted by the Welland Canal Company. 2nd. By following the present route to Port Robinson, and then locking down into the Welland, and following that river 4 miles to Hellem's Creek, I I t I' I 16 REPORT ON THE 1(': M'. immediately below the aqueduct ; then rising by a single lock of lOj feet to the level of Lake Erie, and passing on straight to Port Colbonie, or rising by a • double lock of l^ feet at Hellem's Creek to the level of the feeder, and descending by a single lock of 5 feet into Lake Erie at Port Colborne. 3rd. By following the present route to the aqueduct, and then descending by a double lock of 1 S^ feet into the Welland River, and proceeding up that river G^ miles to Fork Creek ; then by a double lock of 1 5^ feet ascending to the present level, and entering the feeder at Marshville, 4 miles distant from the Welland, and following the feeder 9 miles to Broad Creek, which may be entered by a single lock of 7 feet fall about 1} mile from the Grand River, which it joins 2 miles from its mouth on the level of Lake Erie. 4th. By supplying the Deep Cut from the Grand River by means of a tunnel or inverted syphon under the Welland, instead of an a<|ucduct over it, and locking down into the Welland by a double lock of 15^ feet at Port Robinson, following the Welland 10^ miles to Fork Creek, and proceeding from thence, as described above (No. 3), by Marshville and the feeder into Broad Creek, and thence to Port Maitland at the mouth of the Grand River. n. If the original plan of conveying the water of the Welland River through the Deep Cut be resumed and carried on to completion, only two modes present themselves ; to accomplish either of which it will be necessary to sink the Deep Cut 15^ feet more than will be required by the present plan of feeding it from the Grand River, and 10^ feet more than would be recjuired if it were supplied with water from Lake Erie. The average depth of water now in the Deep Cut is about 8 feet, and therefore an increased depth of only 2 feet will be sufficient, on the present plan, to give 10 feet of water; and if Lake Erie be made the summit level, an increased depth of 7 feet will be sufficient for this purpose ; but if it be supplied with water from the Welland, it will be necessary to sink it 1 7^ feet lower than it is at present. Having sunk the Deep Cut to the level of the Welland, the only remaining point to determine would be whether the canal should enter Lake Erie at Port Colborne in Gravelly Bay, or Port Maitland at the mouth of the Grand River. 1st. In the former case a lock of 10^ feet lift will bring a vessel to Lake Erie level at Hellem's Creek, near the aqueduct, and a canal of less than 8 miles will bring it from thence to Port Colborne, where a regulating lock will be required. Hm m CANAL NAVIGATION OF THE CANADA8. 17 2nd. In the latter case a lock of 10 j feet lift will also be sufficient to brinj; a vessel to the level of Lake Erie, between Marshville and Fork Creek, which, for a distance of 1^ mile, may easily be made navigable; and by cutting half a mile across a point to Misener's Saw Mill, 1^ mile of easy excavation will bring it to Marshville, from whence the present feeder, being enlarged for a distance of 9 miles, will bring it to Broad Creek, within IJ mile of the Grand River, which it will enter about 2 miles above its mouth. By the former route a canal of less than 8 miles in length will take a vessel from the Welland into Lake Erie at Port Colborne, where it will be 1 8 miles distant from Port Maitland, at the mouth of the Grand River, which is the only naval dep6t on Lake Erie. By the latter a canal of 14 miles will be necessary, but though so much longer than the former, the excavation on this route will be comparatively easy, and therefore this part will not be very much more expensive ; and this route has the decided advantage of being (i miles shorter to the naval es- tablishment on the Grand River than the other, and also of communicating with that important station without any exposure whatever to the lake ; and in addition to its l)eing 18 miles higher up the lake, the mouth of the Grand River is always free from ice in the spring before Port Colborne, and it is altogether a more commodious situation for military purposes. in. If the canal receive its supply of water from Lake Erie, two modes present themselves for consideration. Ist. By bringing the Lake Erie level from Port Colborne to the Welland, and building a large aqueduct across that river, then proceeding by the present line, 5 feet below the present level, through the Deep Cut to AUanburgh. 2nd. By erecting a dam across the Welland, near Port Robinson, and thus raising that river 10^ feet to the level of Lake Erie, and proceeding from Hellem'e Creek, near the aqueduct, to Port Colborne, as before described (I. 2) ; or passing up the Welland to Fork Creek, and proceeding from thence by Marshville and Broad Creek to the Grand River, as described (I. 3). This plan will also lower the surface through the Deep Cut 5 feet, and of course increase the excavation to that extent. Taking all the circumstances into consideration, I believe that the first mentioned plan will be the cheapest ; but as there is reason to doubt whether the supply of water from the Grand River will always be found sufficient when the locks are enlarged, and as the last mentioned plan will be in every respect f 18 REPORT ON THE •T:. ! i I! i ■'! 'I by far the most commodious and secure when complete, I am induced to recommend its adoption, and I believe that the difference of expense will not exceed £50,000 sterling, the rough estimate for the former being about £ 1,200,000, and that for the latter £ 1,250,000 sterling, if the canal be taken from Hellem's Creek to Port Colbome ; but if it be taken from Fork Creek to the Grand River the expense will exceed this sum, and therefore I have for the present estimated for the route to Port Colbome only, the detailed expense of which will be given in a future Report, accompanied by an estimate showing the extra expense to the Grand River, which will certainly be at all times the more commodious of the two for naval and military purposes. From the Deep Cut the old line may be enlarged to Thorold, from whence it will be desirable to deviate from the present course, and to follow a deep ravine or branch of the Ten-mile Creek for some distance ; it may then cross over to a branch of the Twelve-mile Creek which joins the old line a little more than a naile above the village of St. Catherine. From Port Dalhousie to Kingston, a distance of about 180 miles, the navigation by Lake Ontario is very good for steamers of any size, and so indeed is that of the River St. Lawrence, as far as the town of Prescott ; but between Prescott and Montreal there are numerous rapids, in consequence of which, and particularly of that of the Long Saut, near Cornwall, the difficulty and danger of conveying heavy stores and merchandize is very great. This was found such a serious inconvenience during the last war with the United States, that a short time after the peace of 1815, Major-Gen. Nicolls, then Conunariding Royal Engineer in the Canadas, was directed to send an officer to explore the country between Kingston and the Ottawa River, in order to ascertain whether it would not be practicable to form a secure and commodious water communication by an inland route, which being remote from the frontier, and therefore beyond the reach of an enemy, would be at all times available for military purposes. Captain Jebb, Royal Engineers, who was employed on this duty, reported in favour of the practicabihty of forming this communication ; but nothing was done respecting it for many years afterwards. In 1321 the Legislature of Upper Canada passed an Act "to make pro- vision for the improvement of the internal navigation of the province," and appointed commissioners to report on the subject ; and in 1824 they sent in estimates for connecting Lake Ontario with the Ottawa River by the Rideau. :!li''^ CANAL NAVIGATION OF THB CANADA9. 19 They also sent in an estimate for the improvement of the St. L' >^Tracc, particularly at the Long Saut, which was considered more immediately i e- cessary in consequence of the recent cession by the British Government of Barnhart's Island to the Government of the United States. Nothing iitrther appears to have been done on this subject, however, until 1826, when the British Government, seeing the absolute necessity of opening a secure water communication between the lakes and Lower Canada, in the event of another war with the United States, determined on forming the com- munication by the Rideau, ". d sent out Lieut.-Col. By, Royal Engineers, for this purpose. Under his superintendence this canal was formed, at the sole expense of the Home Government, and opened for public use in 1832. About the same time canals were also formed by the Royal Staff Corps at Grenville, at the Chute h Blondeau, and at Carrillon on the Ottawa River, which, in connexion with the canal about to be formed next year by the Provincial Government at St. Ann's, and the Lachine Canal, which has long been oi)en to the public, will complete the line of water communication between Montreal and the lakes. Although this is a very tedious and circuitous route, the question will at first sight naturally be asked by all persons not well acquainted with the subject, why the above mentioned canals, which now afford a safe communi- cation to Kingston, and to which the British Government have already so largely contributed, will not answer every purpose? and why therefore they should be called upon to assist in completing the works on the St. Lawrence ? To which it may be answered, that although the Ottawa and Rideau Canals are most useful in a military point of view, and in the event of a war witli the United States they would be invaluable, yet they are so circuitous, and so much impeded by lockage," that they will not answer for commercial pur- poses ; at least they never can compete with the American canals for the trade of the Western States. Some of the locks on the Ottawa Canals are at present too small for steamers ; and even if they were enlarged to the size of the Rideau locks, they would be altogether too small for the steamers which 4 ' VeueU passing from Lake Ontario by this route rise 1 65 feet 4 inches to t. Mmmit level at the Rideau Lake, and then dei .-end 292 feet 3 inches to the Ottawa, from whence me lockage to Lachine is 82 feet : making altogether 339^ feet ol lockage. By the St. Lawrence it i» only 209 feet from Kingston to Lachine. The distance by the latter route also is only 190 miles; by the former it is 237 miles. I, 20 REPORT ON THE 'I ■"• ],( ■ 'I! i I:' I; r r i navigate Lake Ontario and the Upper Lakes, and therefore a trans-shipment at Kingston would be necessary : consequently a canal on that scale, even if it were made along the line of the St. Lawrenc vvould never draw off' the trade of the Western States to tl.p sea-ports of Lower Canada to the extent that it may be made to do if completed on the scale here proposed. For unless we open an uninterrupted navigation for large freight steamers, capable of con- veying a cargo of at least 300 tons, without any trans-shipment before they arrive at Montreal or Quebec, we have no chance whatever of securing any great portion of that vast and important trade which must ere long be carried on between the Western State i and the Atlantic Ocean, a very large proportion of which may, if properly encouraged, be most undoubtedly induced to come by this route, and thus confer incalculable advantages on the inhabitants both of Upper and Lower Canada ; for besides the benefics which will ultimately result to these pre vinces from these works, when completed, they will derive the greatest possible advantage from them during their progress in many ways, and particularly in the verj' favourable opportunity they will afford of en- couraging emigration from Great Britain to almost any extent, and on such a plan as will soon insure to these provinces a large numerical majority of good and loyal subjects. And I fully believe that nothing would tend so much to quiet the different parties in both provinces, and to produce contentment in the minds of all the well affected portion of the population, as the speedy completion of this verj' important communication, of which I now proceed to enter upon the details. i4\ m In m THE RIVER ST. LAWRENCE. The River St. Lawrence, which conveys the walers of I.«ake Ontario to the Atlantic, has always been navigable f-^r the largest steamers without inter- ruption from Kingston to Prescott, a distance of about 70 miles, and this latter port was for some time considered the termination of steam navigation ; but of late years steamers of great power and small draught of water, carying passengers and light freight, have passed daily to Dickenson's Landing, which is situated at the head of the Long Saut Rapid, and about 38 miles below Prescott : from Dickenson's Landing to Cornwall, a distance of about 12 miles, this river is only navigable for boats and 'arge barges. ; u CANAL NAVIGATION OF THE CANADAS. 21 At Chimney Island, about 4 miles below Prescott, there is a shoal which makes the channel very narrow, and tb-^ navigation rather intricate ; but in ordinary seasons, when the river is not unusually low, vessels not drawing more than 9 feet ol' water may pass through it, and in all other parts of the river above the Long Saut there is a sufficient depth of water.' In the year 1833 the Legislature of Upper Canada passed an Act " for the improvement of the navigation of the River St. Lawrence," and appointed commissioners to make the necessary arrangement for this purpose. They employed Mr. Wright a.nd Mr. Mills, two civil engineers from the United States, who made a report and estimate of the expense required for improving this part of the river between Prescott and Cornwall, and who subsequently laid out the canal at the Long b.rut, which was required by the Act to be commenced and finished before any other part was undertaken. It appears by their Report, that between Prescott and Dickenson's Landing there arc four rapids, which will require improvement before this part of the river can be made navigable for steamers carrying merchandize and heavy freight, &<:;., viz. The Galoppes Rapids, the Rapid at Point Cardinal, the Rapide Plat, and Farren's Point. The plan tley have suggested of passing these by short canals is a veiy good one, but I am of opinion that it will cost much more than the sum they have mentioned in their estimate. The Galoppes Rapids are situated about 7^ miles below Prescott ; here a lock of 4^ feet lift will be necessary, and a canal about 2400 feet in length, which, as descending vessels will pass down by the river, need not be more than 50 feet broad at the bottom. The expense of this point is estimated by Mr. Wright at £1.'),848. IOa*. 6d. Halifax currency; but I am of opinion that it will amount to £29,500 sterling. The rapid at Point Cardinal is situated about 1^ mile below the Galoppes Rapido, and here a lock of 2^ feet lift will be required, with a canal about 1 5(X) fett in length ; the exj)ense of which has been estimated by Mr. Wright ^ In tlic churt published at the Hydrographical Office of the Admiralty in 1828, from the 8urve\ made hy Captain W. F. W. Owen, R. N., in 18'J6, the soundings here are marked 12 to 15 feet, Rnd 1 found abtiUt the same depth when I sounded here in July last ; but I had not the mc»n!< of ascertaining the exact nature and position of the shoal above alluded to, as the current is very stiong in this part of the river : it is therefore very desirable that the officer commanding on the iakea should be requested to have it properly exaiuined as soon as possible. 22 REPORT ON THE m i ,, '•I mi ill' I It' HI I !*' ; '} !' •I at £ 13,484. 18s. 6rf. Halifax currency ; but I am of opinion that it will amount to £25,000 sterling. From Point Cardinal to the head of the Rapide Plat the distance is about 10 miles, in which there is a good channel for vessels drawing 9 feet of water : there are, however, three rapids in this part of the river, which it may be proper to notice, though they may be passed by steamers without much difficulty. Opi)osite Presqu'ile, for about 1500 feet, the current runs at the rate of nearly 5 miles an hour. At Point Iroquois, for a distance of about 2710 feet, it runs at the rate of 5^ miles an hour ; and at Pine Tree Point at the rate of 6 miles an hour. At the two latter points the St. Lawrence is very narrow, not exceeding 430 yards in breadth at the former, and 3D0 yards at the latter. At the Rapide Plat three different routes have been suggested, by Mr. Clowes in 1826, Mr. Barrett in 1830, and Messrs. Wright and Mills in 1833. The first passes up Sawyer's Creek for about half a mile, then runs along a little in rear of Maria Town, and enters the river again near the mouth of Campbell's Creek. The second passes up Sawyer's Creek for about a mile, and running much more inland than the former, comes out at the bay near Broffle's Store- house. The third runs along the side of the river from the mouth of Sawyer's Creek to the bay near Broffle's Storehouse. I agree in opinion with the latter gentlemen, that the third is by far the cheapest route, and therefore to be preferred. The fall here being 11 i feet, two locks will be necessary, with a canal 3i^, miles in length ; the expense of which, for one lock only, is estimated by i4r, Wright at £51,451. 8*. 9d. Halifax currency ; but I think it will amount to £ 120,000 sterling Farren's Point is situated about 10| miles below the foot of the Rapide Plat, and here a lock of 4 feet lift will be necessary, with a canal about 4000 feet in length; the expense of which is estimated by Mr. Wright at £26,485. Ss. Halifax currency ; but I think it will amount to £48,000 sterling. The Long Saut Rapid begins a little below Dickenson's Landing, and about 5 ihiles below Farren's Point, where the river ceases to be navigable for any thing but boats and large barges as far as Cornwall, and consequently a con- tinuous canal of T J- miles in length was commenced here in 1834 by Messrs. Wright and Mills, whose estimate for this work was £216,342. \s. 2d, Halifax currency ; but owing to the sudden and very unprecedented rise in the price CANAL NAVIGATION OF THE CANADAS. 23 of provisions and labour in 1835 and 1836, the contractors were quite unable to procure workmen, at any wages which they could afford to pay, under the contracts made by them in 1834. The commissioners therefore felt it ne- cessary to make an advance on those prices of 10 per cent, in 1835, and 30 per cent, in 1836 ; in consequence of which, and of some alterations in the plan, the expense has far exceeded the above estimate ; but notwithstanding these difficulties, this magnificent and important work would probably have been completed in the year 1838, and now in full operation, if the necessary funds which have already been voted for it by the Provincial Legislature could have been procured. About £362,134. 11*. \0\d. Halifax currency have been expended on this canal altogether, including the sums paid for land and claims for damages ; and if it be now carried on to completion without further delay, it will only require the comparatively small sum of £51,500 Halifax currency to make it navigable ; but if it be left in its present state, every year will add very materially to the injury which a large unfinished work of this kind must necessarily receive from being so exposed to the effects of the trying climate of this country. Owing to some difficulty which has occurred in raising money for the debentures that have been voted for this purpose by the Provincial Legislature of Upper Canada, in consecjuence of the present pohtical and financial diffi- culties of the province, this work is now suspended for want of the com- paratively small sum above mentioned, the expenditure of which will, it is believed, make it navigable, and thus give a steam-boat navigation from the head of Lake Ontario to Coteau du Lac, at the lower end of Lake St. Francis, about 36 miles beln v Cornwall. There are some unsettled claims for damages to property of no great amount, which must eventually be provided for, as weU u^ vhe sum of £5,215. 15«. 6^^. Halifax currency, for which the commissioners have given notes bearing interest to some of the contractors and other persons for work, &c. per- formed since the money which they have received from the Government was exi^nded; and it is true that a further outlay of £10,000 or £12,000 will eventually be necessary at some future period, in order to give the work a finished appearance ; but this is not at all essential to its utility, and therefore it may be delayed until the canal is completed and in operation, when there can be no doubt that the tolls will soon raise that sum, and thus the D 21 REPORT ON THE ■m. 1 M I' * i 1 ■s .i !*1 whole amount eventually required for this canal will be about £57,300 sterling. In this canal the fall is 48 feet, which is overcome by 6 locks of 8 f^et lift each, besides the regulating or guard-lock at the upper end. These locks (which are all built of cut stone of the best description) were required by the Provincial Act to be made 55 feet broad, and not less than 150 feet long ; but Mr. Wright, considering that vessels of such a breadth would require a much greater length in order to give them a due proportion, very properly increased the length of the locks to 200 feet between tlie gates, so that they will now pass steamers from 175 feet to 180 feet long, and upwards of 52 feet broad. The depth of water over the lower mitre-sill of the locks was required by the Provincial Act to be 9 feet, and therefore the other parts of the canal have been made 10 feet deep; and as descending vessels will not be able to pass down this part of the river with safety, the width of the canal at the bottom has here been made 100 feet. Tiiere is a surf benn 2 feet below the water surface on each side of the canal of 5 feet in breadth ; all the slopes, both inside and outside, have 2 feet base to 1 foot perj)endicular, and therefore the breadth of the canal at the surface of the water is 1 50 feet ; the banks are made 4 feet above the water surface, and 12 feet broad at the top. In order to avoid bridges, road culverts have been built where bridges would otherwise have been indispensable. They have been constructed of good coursed rubble masonry, giving a passage of 12 feet broad, (of which 2i feet are taken off for foot passengers,) and 10 feet higii to the crown of the arch, which, rising 3| feet, is built of cut stone 1 foot G inciies thick, laid in cement : the top or outside of the arch is covered with flat stones, laid in cement, which are afterwards covered with 2 feet of puddle. The expenditure of the money required for this work, a.s well as the general management of every thing connected with it, lias been entirely under the control of the commissioners appointed by the Provincial Act above alluded to, who have annually rendered a full report of their j)roceedingH, as well as a detailed statement of the expenditure, to the Legislature. The work, after a fair competition by public advertisement, has been performed by contract, and in general the contractors have been a most respectable body of men. The stone used for the locks is a compact limestone,* being a species of Uu * Ita specific gravity is 2G(iG|-. ; ! lit CANAL NAVIGATION OF THE CANADAS. 25 black marble found a few miles from the canal, easily worked, and easily procured in large masses, so that many of the courses are 2 feet thick : the specification for the masonry required that none of the courses should be less than 12 inches, but generally from 16 to 24 inches; the stretchers not less than 3 feet long, and the headers not less than 2 feet in the length of the course. The whole of the masonry of the locks is laid in mortar, composed of hydraulic lime or cement from Messina, (a village situated in the State of New York, about 9 miles from the canal,) and a due proportion* of sand. The lock-pits have in all cases been excavated in clay or gravel, so that there are no rock foundations. The canal gen' ily has been excavated through hard clay or gravel, which changes in some places to light loam and sand. At the Long Saut, where the excavation has been from 40 to 50 feet in depth, the first 10 feet of it have been generally through stiff clay, below which it is mixed with gravel and some hard-pan, with occasional veins of sand and a quantity of large boulders, which are principally of limestone. There is no rock excavation in any part of the canal as now executed between Cornwall and the Long Saut, but in some sections there is a large quantity of loose stone and large boulders. A full and minute description of the masonry, &c. of the locks, as well as of the construction of the lock-gates, the improvements invented by one of the contractors, Mr. Wilkinson, in the capstan and shaft, in the mode of adjusting the friction-rollers, and in constructing the valve-gates, will be found detailed at length at the end of this Report. The works above mentioned comprise all the improvements required in Upper Canada. In the Lower Province there are three rapids between Lake St. Francis and Lake St. Louis, which will require to be overcome ; and the canal between Lachine and Montreal will require to be very much enlarged, or probably it will be better to make a new canal altogether bci veen these two places. No vessels of any size have ever attempted to pass that part of the St. Lawrence which runs between Lake St. Francis and Lake St. Louis, large barges alone having hitherto been employed here on account of the rapids at Coteau du Lac, the Cedars, and the Cascades, which, like the rapids of the Long % I ; * Tlic proportion was from 2 to 3 parts of the cement to 1 of sand, the smaller quantity being allowed when St. Ucgis or river sand was used. 26 REPORT ON THE ^:f! Saut, cannot be navigated safely by descending vessels of a large size if heavily laden. The Legislature of Lower Canada, therefore, in the year 1833, autho- rized the appointment of commissioners for the improvement of this part of the navigation, who employed Mr. Wright and Mr. Mills to make a Report on this part of the river, in doing which they suggested the tiirte following plans. 1st. By forming a canal from M'Donald's Point at the lower end of Lake St. Francis to the foot of the rapids at Cotcau du Lac, then entering the river, and making use of it in those parts which can be navigated without much difficulty, and connecting them by intermediate canals at the rapids of the Cedars and Cascades, which form a serious obstacle to the navigation. According to tliis plan, it is j)roposed to make use of about 8 miles of the river, and to form about 6| miles of canal in the whole distance, which is altogether about 14| miles. In doing this, 9 locks will be re(iuired, and the expense is estimated by Mr. Mills at £23r),782. 3s. 2d. Halifax currency. 2nd. By commencing a canal from McDonald's Point, above mentioned, and following the general direction of the river, but going rather more iidand, and thus forming one continuous canal of about 14if miles in length to the foot of the rapids of the Cascades. This plan will require 10 locks, and the expense is estimated by Mr. Mills at £324,943. 1 l.v. .'if/. Halifax currency. 3rd. By commencing a canal also at M'^Donald's Point, but running across by a route still further inland 13^ miles to the Lake of the Two Mountains, which it enters a little below the church at Vaudreuil. This plan will require 10 locks, and the expense is estimated by Mr. Mills at £402,104. 4.v., hut it would require a further expense of £40,.')98. ITw. ll^r/., making altogether £442,762. 19s. 11 ^rf., to extend this communication through to I^kc St. Louis, as an additional lock would be necessary in order to pass the rapids at St. Ann's. This plan, iherefore, apj)ears to be de(;idcdly objectionable, because it is far more expensive than either of the others, and because the Like of the Two Mountains is always closed by ice for a longer period every year than Lake St. Louis and the River St. Lawrence; and another very decided objection to this route is, that there appears to be no good channel of sufficient depth between Lake St. Louis and Vaudreuil. I have not yet had time to devote so much attention as is necessary for a proper examination of either of these plans on the ground ; but I am disposed to agree in the opinion expressed by Mr. Mills in his Report, that tlie first plan is preferable to either of the others, inasmuch as it appears to be the CANAL NAVIGATION OF THE CANADA9. 27 cheapest ; but I am of opinion that his estimate is far too low, and that it will cost £374,300 sterling. I proceed, therefore, to enter a little into the details of that plan, as follows. In order to pass the rapids at Coteau du Lac, Mr. Mills proposes that a canal should commer;;.t; at McDonald's Point, and pass down along the north bank of the river as far as Fer i\ Cheval, a little below the fort : the length of this canal will be a little more than 2| miles, its breadth at the bottom 100 feet ; and as the river falls 1 7 feet in this distance, two locks will be required here, besides guard-gates at the upper end ; the expense of which will be about £117,050 sterling. With reference to this part of his plan, Mr. Mills remarks in his Report, that " it interferes with and will destroy all the improvements which have been effected by the British Government " (at Coteau du Lac) ; and he adds, " I have laid my plans disregarding them altogether, presuming that every privilege and facility would be given to the province, without the least hesi- tation, in view of the improvement proposed." On this I would remark, that his plan does here interfere very materially with the fort and barracks at Coteau du Lac, the latter of which must neces- sarily be removed, as well as the powder magazine, if it be adopted ; but good permanent buildings might be constructed of equal extent, and affording better accommodation, and a suitable alteration in the fort miu'ht also be effected, for the sum of £3,2.')0 sterling, which will increase this part of the estimate altogether to £ 120,300 sterling. From Point Fer h Cheval to the village of the Cedars, a distance of 6 miles, there is a good and direct channel, having from 12 to 35 feet of water; and therefore the river may here be said to be navigable for this distance by large steam-boats, although there are three points which present some difficulty to sailing vessels, viz., Point au Diable, Point h Weittier, and Point ii Biron. At the first of these points the current runs at the rate of about 5 miles an hour for about 452 feet ; at the second it runs about 4 miles an hour for only a short distance ; and at the last it runs about 5 miles an hour for nearly a quarter of a mile. In this whole distance of G miles the river falls 7^ feet ; the bank here is from 20 to 30 feet high, and composed of clay, with some veins of sand, which, as they cause frequent slides into the water, would present a very serious obstacle to the construction and maintenance of a canal along this part of the bank, either on the top near its brow, or along the bottom; Ijhf 28 REPORT ON THE PI ii I If' and it is rather a singular circumstance tliat, though tliis ditiiculty occurs again below the rapids at the Cedars, where the river is also navigable for steamers without a canal for some distance, it does not occur at any of the rajjids or intermediate points where a canal is indispensable. At the rapids of the Cedars the river falls 30 feet !) inches in a distance of nearly If miles; a canal of this length, therefore, must be constructed here, which may be carried across Point aux Cedres, and formed from thence along the river to Point h Moulin, through which it may be cut to the navigable part of the river below. It will require three locks of 8 feet inches lift, and a single lock of 10 feet lift, making four in all, besides guard-gates at the upper end. The whole expense will be about £12") ,000 sterling. From Point a Moulin the river is again navigable for steamers for a distance of a little more than 1 J miles to Point c\ Coulonge, there being a channel from 10 to 3r> feet deep, which, however, is not so direct as that above the Cedars. Hetween these two points the current runs about li^ miles an hour, and the river falls 1 foot 9 inches. The bank of this part of the river, like that above the Cedars, is also subject to slide off into the water, thus presenting a very serious obstacle to the construction of a canal, and therefore it is fortunate that one is not required here. From Point li Coulonge to Lake St. Louis, a distance of a little more than ti^ miles, the navigation of tiic river is obstructed by the rapids at Split-Rock Point and the Cascades, the latter of which present one of the mo.'t fonnidable obstacles of the whole. In this distance the river falls 25 feet 3 inches, and therefore three locks will be necessary, besides guard-gates at the uj)per end, viz., one at Sjjlit-Rock Point of 7 feet lift, two at the entrance from I^ke St. U)uis of 8 feet 9 inches and 10 feet lift respectively: the canal will be cut thn)ugh Split-Rock Point, and also through the point at the Cascades, which being composed of rock, the excavation here will be very expensive. In the other parts Mr. Mills projioses to form the ca.ial by constructing a bank along the river to retain the water to its proper level. The expense of this section will probably amount to £129,000 sterhng. From hence it appears that the whole distance from Lake St. Francis to Lake St. Louis is a little more than 14^ miles, which may be divided into live sections, as follows : the first section from M'Donald's Point, near the steam- boat landing, to Point Fer t\ Cheval ; the second from Point Fer ^ Cheval to i,S CANAL NAVIGATION OF THE CANADAS. 29 the village of the Cedars ; the third from the Cedars to Point h Moulin ; the fourth from Point h. Moulin to Point h Coulonge ; the fifth from Point h Coulonge to the entrance of Lake St. Louis at the foot of the rapids of the Cascades. The second and fourth of. these sections, comprising a distance of nearly 8 miles, are already navigable for steamers, and therefore nothing is required to be done to them, although the river falls 9^ feet in this distance ; in the other three sections, comprising a disUmce of about Gf miles, the river falls 73 feet, in which 9 locks will be required of various lifts ; so that the whole descent from the foot of Lake St. Francis to the head of Lake St. Louis is about 82^ feet, and the estimated expense required to render this part of the St. Lawrence navigable for large steamers is £374,300 sterling. In the latter part of this Report, Mr. Mills states, that he visited the south side of the river, and passed over the country from I^ake St. Francis to Beauharnois on ijake St. I^uis, but not with instruments, and therefore he does not speak positively on the subject ; he says, however, that " he believes it will require a longer canal, and although very feasible, yet possessing no advantages and no extraordinary facilities for construction." In the year 1835, Mr. Baird was employed, in conjunction with Mr. Ste- venson, a civil engineer residing in Lower Canada, by the agent of the ' Seigniory ' of Beauharnois, in order to prove that the south side of the river does possess advantages over the north side, and that a continuous canal may be made more easily, and at a smaller expense, on the former than on the latter. According to the Report made by Mr. Baird, it appears that a cheaper canal may be constructed by following the River St. Louis for some distance, the expense of which he estimates at only £ 194,800. 7s. lOrf. ; and, according to the Report made by Mr. Stevenson, a canal may be made by a route running nearer to the St. Lawrence, the expense of which he estimates at only £224,444. 5*. Halifax currency. Both of these estimates are lower than Mr. Mills's first and cheapest plan ; but I am of opinion that they are too low, as well as those made by Mr. Mills, and that this work cannot be executed properly for the sum mentioned ; but before I can venture to give a decided opinion upon either of these routes, it will be necessary to examine each of them far more minutely than I have yet had leisure to do. I have no doubt, however, that the communication between Lake St. Francis and 11 7 ','' i I' i 30 REPORT ON THE Ii W' '.. I fil ;i i 'fA '■ .; I: il ■ Lake St. Louis can be completed for the sum I have put down for this purpose. It is proper that I should here notice a remark, very justly made by Mr. Mills on this subject. In reference to the south side of the river, he says that, " Purely geographically, this would seem the most natural and direct route for a canal between these waters ;" but he adds, that " there is a political objection to its being constructed on the south side of the St. Lawrence, which I will barely name. The work in contemplation must be considered national in its character, and therefore ought to be so located as to be least in danger in case of foreign invasion." If this was considered an objection in 18H3, when Mr. Mills made this Report, how umch more ought it to be so considered after the events of 1837 and 1 838 ; for it is quite certain that if this canal had been constructed and in operation on the south side in 1838, tiie couununication would have been interrupted by those persons who rendered necessary the march of the High- landers from Glengarry to Beauharnois, as well as the exi)e(lition to Napierville, Chateau-guay, &c. And this certainly may be considered a strong objection to placing the canal on the south side of the St. Lawrence, because it would be so much exposed in the event of a war with the United States. To this it may be answered that the communication now under consideration is chieriy, if not altoge'her, intended for commercial purposes, and that the whole line of the St. Lawrence would be .so much exposed in the event of a war as to preclude its use to any great extent. This important (juestion, however, retjuires full consideration, and it will of course be decided by higher authority than the Report of any individual. I have here provided for placing the canal on the north side of the St. Lawrence, according to Mr. Mills's plan ; and if Mr. Baird and Mr. Stevenson are correct, the sum I have mentioned will be more than sufficient for placing it on the south side, if that route shall be finally decided on. I think it probable that by putting one or two dams across from the north shore to Grande Isle, the river itself may be made navigable nearly all the way to St. Timothy; but I have not yet had an opportunity of examining the ground sufficiently to enable me to speak positively on the subject: I am, however, induced to believe that in any case it may be found possible to construct a canal on the south shore cheaper than on the north. From the foot of the rapids of the Cascades large steamers may pass through CANAL NAVIGATION OF THE CANADA8. 31 Lake St. Louis to Lachine, a distance of about 21 miles, without meeting with any serious obstruction. As far down ns the middle of St. Bernard's Island, which is situated at the mouth of the River Chilteau-guay, the navigation of this lake has always been found good ; but it has been very generally under- stood that large vessels could not pass the shoals or banks of sand and stones which occur opposite the mouth of that river. I have, however, ascertained from actual observation, as well as from the information I have obtained from the most experienced pilots on this lake, that there is a good navigable channel by whicii vessels drawing not more than !) or 10 feet of water may pass down to Ijachine without ditlicultv. TIIK L.\("III\K CANAL. The rapids between I^ichine and Montreal render it necessary to form a continuous canal of about 9 miles in length between these two places. A joint-stock Company, which was incorporated by an Act of the Provincial Legislature about twenty years ago, caused the preliminary surveys to be made for this purpose in 1819; in the following year the Provincial Government purchased the rights of this Company, and conunissioners were appointed to superintend the work, which was fully opened for the use of the public in 1825, since which time it has been in constant use, and it is now generally in good order. The present canal is about 8^ miles in length ; its width at bottom is 28 feet ; at the top water line, where the excavation is in rock, it is 36 feet, and where it is in earth, 48 feet, with 5 feet depth of water. The locks, which are built of cut stone, are 100 feet long and 20 feet broad ; they are seven in number, including the guard-lock, and of various Hfts, from 6 to 9 feet ; the whole descent from Lachine to Montreal being about 45 feet. The total cost of this work was £109,601. Os. 9rf. Halifax currency. The tolls, which in 1825 were only £1280. 12*. 4rf., have very much increased during the last ten years, and they amounted this year to £6638. \0s. 4d., as will be seen by the statement given in the Appendix. At the upper end, near Lachine, the excavation has been carried through solid limestone rock for upwards of 2 miles, where the cutting has been rather deep ; but from thence to Montreal it runs chiefly through clay and gravel, 32 REPORT ON Til!'. i 1^ 'I' ' I:' *i I X and the ground is generally very favourablo for the purpose, excepting near the fourth mile stone, where a species of hard-pan occurs for about half a mile. The stone for the upper locks was obtained from Caughnawaga, and that for the lower locks from the (juarries near Montreal. The present entrance at Lachine is very inconveniently situated, even for the small vessels which now pass through it, on account of the shoals and rocks in the neighbourhood ; it will therefore be necessary, in forming a canal for large vessels, to make the entrance at U'icluiian's Point, nearly half a mile higher up the river, where the water is deep very near the shore, and the entrance will be very commodious. Considering the great expense that would be rctpiired to alter the present canal, and enlarge it to the dimensions now proposed, and also the very serious inconvenience to which the public would be ex|H)sed if they were deprived of its use for two or three years, which they necessarily nmst l)c if any attempt be made to enlarge the present work, I have piojected a new canal altogether, which, beginning at I^ichman's Point and running in rear of the village of Lachine, will cross the road leading to Montreal a short distance from the foot o'' the hill, and meet the present canal about 4 miles from Liichine, by which means some deep cutting in rock excavation will be avoided, and altogether this part of the line will be more commodious than the j)resent one, and more easily executed. After meeting the present canal, it may be carried along the north side of that work until it comes near Montreal, where it will be necissary, in order to avoid the expense of purchasing the numerous valuai)le buildings which have been erected near the lower locks, to tarrj' it into the old canal, which may for this short distance be enlarged without much inconvenience to the public, as the forwarders may very easily for one season cart their goods, &c. to the point of junction. Some alteration may probably be made with advantage in the disposition of the locks. No. I, or the regulating lock, will oc near the entrance. At the Cote St. Paul, locks Nos. 2 and 3, which now fall 12 feet by two combined locks, I propose to place one of 9 or 10 feet lift; and by making No. 4 or the St. Gabriel lock to fall 10 or 11 feet, instead of 8, we shall obtain the same level as at present in the reach below that lock, from whence the re- maining descent of 25 feet into the St. Lawrence may be overcome by three locks, thus reducing the number of locks to six instead of seven. CANAL NAVIGATION OF THE CANADA8. 33 Three small culverts will be required as at present, besides an additional one between the entrance of the new canal at Lachine and its meeting the old one at the point above mentioned ; one swing or drawbridge at each end, and three intermediate ones: viz., at the crossing of the main road near the foot of the hill ; at the crossing of the road between the Tanneries and the CAte St. l*aul ; and at the crossing of the Iy)wer Liichine Road above Montreal ; besides which, from six to eight acconunodation Bridges are said to be ne- cessary ; but 1 think that some of these at least ought, if possible, to be die- pensed with, or probal)ly large scows may be substituted for them. It will be desirable to straighten the course and deepen the bed of the little River St. Pierre, without which large claims for damages resulting from the backing of the water in wet seasons may be anticipated. The expense of this canal, according to this plan, will be about £324,600 sterling. From Montreal any vessels which can pass through the canals above described will be able to proceed to Quebec with;)ut ditticulty, and thus the whole expense of improving the conunuiiication by the Welland Canal and the River St. Liiwrence for large freight steamers from Lake Erie to Quebec, and of thus opening a contiimous inland navigation from tide- water at the latter port of IGOO miles in extent, may be estiniJited at £2,228,700 sterling. It will be desirable to undertake the St. I^wrence Canal from the Long Saut to the Cascades and the Welland Canal in the first instance ; both of which may be completed in three or four years from the time of their being properly commenced, provided a sufficient number of workmen are procured for the purpose, by encouraging a large emigration. The other works mentioned in this Report may also be completed in the same time from the period of their being commenced. Between Montreal and Quebec the shoals on Lake St. Peter's offer a very serious impediment to large vessels heavily laden from the sea; but as such vessels cannot possibly proceed beyond Montreal, this difficulty, though a very serious inconvenience to that city, does not materially affect the trade of the Upper Province and of the Western States, and therefore I do not feel it necessary to take any further notice of it in this Report, wliich is respectfully submitted for your Excellency's consideration. George Phillpotts. , ff j } ii-: ■iiiil A 1 1 } ■ ' 11 if 'i :] if . i 4 "i ; i '1 34 REPORT ON THE Detailed Estimate of the Masons' Work, Curpentcrs Work, Timber and Iron required for the coiwtruciion if one of the Locks on th" St. Lawrence ("anal, complete. Masons' Work iii Ihe Lock. ■ Work, ifc, with Gates Main body of lock Main breast Upper breast Extension of wings Anchor stones S!)-:,") yard? 147 ., 117 ,, ")()(! ,, 3-2 ,, 1717 lh». 4727 vurds of masonry at 40s., 9 Excavation of lock-pii, foundation, &c., 11, iJUO yirds, at l.<. Hrf. . Labour in puddling; and fillinjj; in mar of walls, &c., 480(» di-vs at 3s. !»rf. •28,500 feet uperficial i-inch pine plank laid double on the Hoor of the lock chamber, and under the wpUs, £17. iO.«. ....... 7250 superficial feet of ditto laid in sheet piling, £8. 4100 superficial feet of 5-inch hard-wood plank laid in the recess floor, £3'2. 10s. . 12,000 icct of timber laid in the foundation, at £43. Twentv-seven trusses framed and l'»id for recess floors, caca £11. Iron-work for ditto, 10,544 ibs., at 9rf. per ih 1067 of 4-inch spikej for rcccbs floors, weighing niirty-three of l|-inch iron bolts for n^ tin breast, 3J feet long weighing ........ Sixtv-six of 1-inch fox-'vedged irjn bolts, 1} feet long Total of masons' work, &c., in body of lock Carpenters' Work, and Timber in the Gates. One j)air of upper gates. Twejve bars 28 x 13 inches, 32 feet long caci' (oak) .... Two quoin-posts 18x20 inches, 16 feet long (ditto) .... Two mitre-posts 18 X 16 inches, 16 feet long (ditto) .... Eighty plank* 2 J inches thick and 1 2 feet long, and 1 inches broad (Norway pine) One pair lower gates. Eighteen bars 28 X 13 inches, 32 feet long (cak) 1456 Two quoin-posts 1 8 X 20 inches, 22 feet long (ditto) Two mitre-posts 18 X 16 inches, 21 feet long (ditto) . . . . . Eighty plaaks 2^ mches thick, 16 feet long, and 10 inches broad (Norway pine) £. s. it. ,454 718 15 900 498 15 58 t. 133 5 516 297 390 H 103ti 703 3456 at 9rf 129 !2 13,095 15 White Oak. 970| 80 64 no 84 Pine. 800 1066$ i, 2764} 1866} CANAL NAVIGATION OF THE CANADAS. 35 Brought forward ..... Two mitre-sills (oak). Four pieces 22 x 12 inches, and 33 feet long ...... One pi'-'ce '2.) X 9 inc'ies, and 12 feet long ...... The 4-inch studs betv een the bars of '.he gates will come off the other sticks. That is, 3027f of oak timber at 2», 6rf. per foot 21MK) feet of 2J-inch Norway pine, at £7. \')s. Carpenters' work, framing gates, and fixing iron-work, &c. Ijaying mitre-sills ....... Fitting anchor stones, boring for bolts, &c. . . . Total for timber and carpenters' work, in gates, iSic. Iron-work in (he Allien. Wiite Oak. 27641 242 21 '^ I'ine. 186CI 18GGA £. 378 1.5 400 47 3:> d. •y (I 87') i) 2 I'pprr (into. 1.0- 1 .cr Gate. 1 Wroujjtht Cast Wrimitht Cast Iron. Iron. llrass. Iron. IroTi. Brass. Sixteen "Jy plates, weighing . .lbs. 1312 1312 Sixteen T plates 752 Forty do 1880 1 3(» screw bolts and nuts for do 680 , . . . 208 do. do. do 1040 Four valve-gates, with rods and fixtures 2.J64 122 2748 )22 Four valve-gate screws, with fixtures 1521 328 168 1521 328 168 Two frietion-roUers, with bars, &c. 1122 340 128 1274 340 128 Two do. screws and brass boxes .... 96 78 96 78 Twelve pieces of segment . . . . 4317 4317 Six plates for do., with spikes .... 600 600 Eighty-four bolts for segments .... 336 336 Twenty-two screw Iwlts for mitre-sills, nuts and washers 319 319 Sixteen rag bolts for blocks for mitre-sills 224 . . 224 . . One plate and 8i)ikes for do. .... 113 , . 1 113 Two bars for edge of do. ..... 42-' 424 • • Fifty-two spikes for do. 19 19 Twelv ' bridge l.nees 336 336 108 bo.ts for do. 54 54 Twelve hand-rail supports and two hand-rails . 717 . . 717 Four caps for quoins and mitre-posts, with hoops and nails 184 . , 184 Two anchors, with hoops and wedges, &c. 9(M) 120 900 I'io Sixteen bolts for do 134 131 Four capstans an'i drums 68 3248 59 6t 3248 59 Four capstan shafts 1488 1 2032 Four do. with well covers and brass boxes 4 1160 81 4 1160 81 Twenty-four bolts for do Carried forward .... 12 12 13979 9393 756 16347 9393 756 lllrH 9! 4 ir Ui '\ hi. - ill? ^ ^ 1 36 REPORT ON THE Upper (iatc. Lower (iaie. Wrought Cast Iron. Iron. ; Wrouglit itrass.'l Iron. ttis. Brought forwnrd . Four capstan T pliitcs, with brass boxes Twelve bohs for do. . . . . ■ Four capstan steps, with plates, boxes, and bolts Eight capstan handspikes Two chains 43 feet long Two do. 81 feet long . Two fixtures for do. on gates Four riders for capstan Four iron braces for gates, 1 7 \ feet x 4 inrls'^s x | inches Four do. do. 2 1 1 feet x 4 inches x | inches Two Cv,nneeting do., '2 feet long Twenty bolts for do., with nuts Twenty-eight do. do. Two quoin-post steps, hoops, ^c. Two snubbing posts Twenty liolts, with nuts and washers for connecting the bars of the gates together Twenty-six do. ....... 720 7 -inch spikes for planking . . . • i 1300 do I i TotiU Total quantities in both gates 13!)7!) ir>G 48 2 '2 2 444 408 770 233 272 ,')7G 32 160 !)39o 74 38 411 73.) 18."),'>8 186 66 7r)6: 16347 81 11 156 ■■II 48 222 444 408 770 233 272 732 32 224 74 38 Cast Iron. Rrass. 9393 3.5 1 98 533 975 186 66 756 81 35 98 9(i45 ;'J78 21508 i j' 18558 4(H)66 9(;45 978 9645 978 19290 11956 'llierefore 40,066 fts. of wrought iron at 9rf. per ft 1 9,290 fts. of cast-iron at 3irf. per ft. 1956 fts. of lirass at 'is. 6rf. per ft Frame-work, &c., of gates Timber, and carpenters' work Masons' work, &c., in the lock Total for lock Add 15 per cent, for contingencies 5 per cent, superintendence A single lock may therefore be estimated at £19,200. £. s. d. 1,)()2 9 6 281 6 3 244 10 2028 5 & 875 9 2 13.095 13 15,999 9 11 2400 800 £19,199 9 11 I CANAL NAVIGATION OF THE CANADAS. 37 THE LOCKS. The walls of the locks are built upon Hoors laid longitudinally on sleepers I'late* viii. of pine or hemlock 12 inches scjuare, which cross the lock at 8 inches distance from each other. The floors of the chambers of the locks are 2 feet 6 inches lower in the middle than at the sides, so that the sleepers meet there at an angle of nearly 167'^, like an inverted roof, which prevents their rising; under the walls they are laid horizontally. Thest sleepers are supported by seven rows of range timbers laid .ongitudinally under tiie front and rear of the walls, under the middle cf the chamber, and half-way between the front of the walls and the middle of the chamber ; and they are well secured to these longi- tudinal timbers by oak treenails. The spaces between the joists being well filled in with gravel, the horizontal part under the walls is covered with 4-inch plank, the remainder with a course of 3-inch plank, and the joints of the latter are alterwards covered by a course of 2-inch plank ; the whole being well secured with oak treenails and ragged iron bolts when necessary. The floors within the recesses for the gates are of r)-inch plank, either of oak or rock elm, laid on twelve rows of timbers 12 inches scjuare, which are placed 2 feet apart, and framed upon the heads of piles driven at a distance of 2^ feet apart under the walls, and 4 feet apart between the walls. Wherever the nature of the soil in the lock-pit prevented the driving of piles, inverted trusses made of timber 12 inches square have been used as a substitute for them; these are placed about 13 inches apart, excepting at the angle of the mitre-sills, where an additional truss has been put in : additional piles have also been placed at this angle where piles have been used. The flooring between the wing-walls outside the recesses is laid level on timbers 12 inches scjuare, placed 8 inches apart, and it is carried down about 4^ feet below the masonry of the lower wings ; that part which is under the walls is supported by cross timbers laid longitudinally as in the chambers, but only 2 feet apart ; the remainder is kept from rising in the middle by means of anchor stones, about 3 feet scjuare and 2^ feet thick, to which they are secured by fox -wedged iron bolts 1 inch thick. The walls of the chambers are 20 feet high and 1 3 feet broad at the bottom ; If ,4 if* t -.1 ^ 1 , ■ Id 38 REPORT ON THE they rise with a slope of 8 inches to the foot in front for the first 10 feet," and afterwards with a slope of 1 inch to the foot ; and by means of offsets at the back, their breadth is reduced to 5 feet under the coping, which is 16 inches thick, and 4 feet broad. The walls of the recesses are perpendicular in front, but as they curve horizontally to receive the gates, they are 10 feet 5 ii'chcs broad in the middle, and 1 1 feet 6 inches at each end ; their breadth is reduced by offsets at the back to 9 feet 2 inches at the height of 10 feet from the foundation, and to 5 feet under the coping, as in the chambers. At the hollow (juoin piers, which arc pcrj)tndicular, the locks are 5') feet broad, and at the end of the gates ');H feet. The centre of the lower chain hole is 1 feet below the end of the recess, and from this centre the outer edge of the coping, for the circular part of the wings, is ''escribed by a radius of 8 feet. In order to keep the \ > j^+'-s or sluices (which are placed in the lock- gates) below the water suriao. 1 also to preserve the woodeu floors of the recesses, the breast of the lockh only rises in the first instance 6 feet above the bottom of the chamber walls, at which level the recess floors are placed ; a second or upper breast is conseciucntly required at the upper part of the recess, which is 3 feet high and 8 feet thick, and the top of which will support the stop logs^ when necessary : the circular part of the upper wings is described from a centre taken in the line of the back of this upper breast, with a radius of 8 feet. The walls of the lower wings are flnished like those of the chambers. Those of the upper wings have a slope In front of 3 inches to the foot as far up as the water level, and from thence to the co|)ing they have only a slope of I5 inch to the foot.'* They are 9 feet thick at the bottom, and they are reduced by offsets in the back to 5 feet thick below the coping. The man-holes are 2 feet scjuare ; but they are enlarged to 3 feet for a distance of about 4 feet, where the T plates are built into the wall to support the capstan shaft. " Tliese walls would have been l)ctter if the lower part had been built like the upper part, with a slope of 1 inch to the foot. Anchor stones might have been placed to keep the timbert from rising, if necensary. " A caisson may probably be adopted here with advantage, instead of the logs. " These walls would have been better if built with the same elope as the upper part of the chamber walls. m CANAL NAVIGATION OF THE CANADAS. 39 The The timber and plank used for the foundations are pine or hemlock, trusses and planking of the upper recesses are of rock elm. Several rows of sheet piling, made of 3-inch pine plank, tongued and grooved, are placed across the locks under the planking, being well secured to the timbers, and carried to the outside of the mason r)'. They are placed at the head and foot of each recess across the lower end of the locks below the wing- walls, and in some cases across the upper end also. ■* LOCK-GATES. The lock-gates are 32 feet 6 inches long each, the cross bars being 29 feet I'lat. x. 4 inches in length, the mitre-posts 18 inches X 16 inches, the quoin-posts 20X 18 inches. The two lower bars are 12 inches thick ; the upper bar is only 10 inches thick : these being the principal bars, all of them are 27 inches broad in the middle, 16 inches at the enj next the mitre-post, and 18 inches at the quoin-post, having a convex curve towards the head of the canal of 10 inches, and a tenon into each post of 9 inches. The intermediate bars vary in thickness from 12 to 9 inches, according to their position ; they likewise have a convex curve on the upper side, and a concave curve on the lower side, of 7 inches ;» and as 2^ inches are taken off for the thickness of the planking on the upper side, they are only 1 7^ inches broad in the middle, 13^ inches broad at the end next the mitre-post, and I5i at the quoin-post. They are placed at different distances, according to their heights from the bottom, varying from 9 to 16 inches, except the two lower bars, which are 18 inches apart, in order to give room for the valve- gates. These valve-gates, which are affixed to the second bar, are on quite a new I'lat.- \i construction, the invention of David Wilkinson, Esq., of the Cohoes Falls, State of New York, one of the contractors for the lock-gates. The peculiar novelty in their construction consists in their being so made as to open by tiie pressure of water from above, and they are closed by means of a screw against the head of water, the weight of the paddle-gate being made to assist in closing them. » This curve has been cut out of the lower side of these bars, in order to make tiicin lighter ; it may be doubtful, however, whether it is r ot as well to leave it in. I 40 REPORT ON THE *i ' i: mi The openings for these valves, of which there are two in each gate, are 5 feet long, so that the column of water which passes through them when opened is 20 feet by 15 inches, and it is computed that they will fill the locks in about 5 minutes. These valve-gates open on horizontal hinges attached to the second bar, which is so placed that these hinges are 1 foot below the water line of the lower level ; their under surface being curved, gives the water a downward course when passing through them, and thus prevents its injuring the vessels in the locks. The hinges are let into the under part of the second bar, between two studs of 9 inches thick, the lower bar being bevelled to conform to the downward course of the water ; the screws which close the valve-gates are 3 inches in diameter, and they are worked on the bridge of the lock-gate by a frame, as shown in the plan. I'laiexii. The lock-gates move on a friction roller which runs on a segment of cast- iron. This roller is 16 inches in diameter, and it is let into the lower bar about 3 feet from the end of the gate. It is held in its place by means of two stirrups of iron, to which is attached an iron rod 2^ inches in diameter, the upper end of which works in a screw box '"t into the under side of the top bar of the gate, by means of which this end of the gate is supported, and it may be raised or lowered when necessary. With a view of giving strength to the outer end ol the lower bar, where it is cut to receive the friction-roller, a piece of oak is added on the top 6 inches thick and 6 feet long, which is secured above and below by means of wrought-iron plates roths of an inch thick, connected by six bolts 1^ inch in diameter. In order to prevent the gates from settling at all in the middle, on account of their great length, two braces of 4-inch bar-iron |ths of an inch thick, are carried down from the head of each post to the second bar, on which they nearly meet at the middle, where they are connected together by a piece of bar-iron of similar dimensions ; they are let into all the bars of the gates immediately under the planking, and they are secured to the post and to each bar by iron bolts 1 inch in diameter. The bars of the gates are further kept in their places by means of small studs 4 inches thick and the full width of the bars ; on the sides of these studs screw bolts with nuts are placed, connecting edch bar to the one above and below it, and thus the whole is kept firm together. ■ Hi CANAL NAVIGATION OF THE CANADAS. 41 The bars are connected to the posts by means of single tenons, each of which is 9 inches long, and ^rd the thickness of the bar in width, thit is, 5^ inches at the mitre, and 6 inches at the quoin-post, and they are boxed into the post with a shoulder of ^ an inch. They are all held to their places in the posts by means of T and 11 plates, made of 4-inch bar-iron |tho of an inch thick, extending upwards along the posts on both sides of the gates, from the middle of the lower to the middle of the upper bar, that part of the plates which runs along each bar being 3 feet 7 inches long. These plates are all attached to the gates by means of screw bolts with square nuts running tb.rough from the upper side, and connecting them with the corresponding plates on the lower side. The upper sin 3 of the gates is covered with 2^-inch plank of Norway piue, grooved and tongued together, and let into the bars, which, as well as all the rest of the wood-work of the gates, are of tlie best white oak. The bridges of the gates are of 3-inch oak i)lank 27 inches wide ; they are supported by iron knees 3J inches by |ths of an inch, and by pillars or posts of iron 1 i inch diameter, which run through the knees, and extend upwards 3 feet, in order to support the hand-railing, which is of rod-iron l^ths of an inch in diameter. The mitre-sills are 22x12 inches, and they are so placed as to form a salient angle of 130°; they are secured to the recess floors by means of screw bolts 1^ inch in diameter and 29 inches long, four of which pass through the planking to the middle of each truss or cross timber below ; the thread of the screw is 12 inches in length, to correspond with the thickness of these timbers : the whole is well bedded in cement. On the lower side they are further suj)portcd by three blocks of wood, which are likewise secured in the same manner as the mitre-sills by four screw bolts through each. The block at the centre or point of the sills is covered by a wrought-iron plate to prevent the chain of the gates from wearing the mitre-sills ; it is 6 feet by 22 inches; those on the sides are 5 feet by 18 inches. A bar of 4-inch wrought-iron ^ an inch thick is placed along the top of the mitre-sill, projecting about i an inch on the upper side, so that the pressure of water against the gate may make a close joint. This bar is let into the mitre-sill and secured to it by spikes. The lock-gates are opened by means of close-linked chains 2 inches in diameter, made of wrought-iron x^ijths of an inch thick, which are attaclied J: tl I.:: I :| il !lt • li r m i '. ii ...11 I i : ft IV Plate Xlll. 42 REPORT ON THK to the gates near the friction rollers by strong hooks, so constructed that the chains can be taken off and replaced if recjuired without drawing off the water from the canal. These chains are worked by a capstan placed on the walls of the locks, turning a perpendicular wrought-iro:i shaft 3 inches in diameter, having a cast-iron drum round the lower end of 5 inches in diameter, to the bottom of which the chain is attached ; and as it rises by the turning of the capstan, it is kept in its place, and prevented from becoming entangled in any way, by means of a rider (also the invention of Mr. Wilkinson) placed at the bottom of the capstan, which is constructed by having a thimble to pass around the drum, the v.nder edge of which is made in a spiral form with a tube attached to the same, through which the chain passes. A wrought-iron step 3 inches in diameter is inserted in the masonry at the bottom of the man-holes to receive the drum, and it is kept in its place by a wrought-iron plate 15 inches square. A brass box is inserted in the bottom of the drum about 1 inch thick, which covers this step. The capstan shaft is supported and kept in its place by means of a T plate of 4-inch bar-iron |ths of an inch thick, built into the masonry about 5^ feet from the bottom, having a brass box for a bearing to prevent friction, and brass boxes are also placed in the iron stirrups, which hold the friction-rollers, for the same purpose. The man-holes are covered by circular cast-iron plates about an inch thick, one half of which is made to open, in order to enable a person to descend in case any thing requires repair ; and in the centre of these plates a brass box also is placed, which forms a third bearing for the shaft. The capstan head is made in two parts, in the lower of which two palls are placed to prevent its being turned the wrong way. The quoin-post is supported by a cast-iron step let into the recess floor, which runs into a socket in the bottom of the post, having a small brass plate 1 inch thick placed on this step to prevent friction. The diameter of hole which is made in the floor to receive this step is 1 inch more than that of the step itself, in order to allow the screw attached to the friction- roller to raise the gates if necessary. The quoin or heel-post is kept in its place by a collar fastened to the anchors which are let into the coping. This collar is wrought-iron 2 J inches square, and within it are placed two half hoops of 6-inch bar-iron ^ of an inch thick, connected together by the collar which passes through them. A CANAL NAVIGATION OF THE CANADAS. 43 small lip 1 f inch broad projects over the coping from that part of the hoop which is between the anchors, in order to prevent any thing falling down behind the quoin-post ; and small plates of brass ^ an inch thick are let into that part of the quoin-post which is in contact with this hoop. The anchors are of wrought-iron 6 inches wide and If inch thick, gradually tapering to 4 inches in width at the ends. They are let into the coping, and secured to the masonry by 1^-inch iron bolts 3 feet long, having round nuts at the top, counter-sunk into the anchors, so that no part projects above the sunace. These bolts are secured in the masonry by means of a composition of sulphur and iron ore, of nearly equal weights, which expands and fills the holes better than lead, and which is in every respect equally good and much cheaper. 44 REPORT ON THE III. 1 APPENDIX. : c Abstract of the Tolls collected on the present Canals between Lake Erie and Montreal during the year 1839, as shown in the following statement. £. s. d. Welland Canal .... 1 2,700 Rideau 7.000 Ottawa 2.000 . Lachine 6.63>^ '" * Total in 1839, £28.338 10 4 Statement of the Tolls collected on the Welland Canal from 1833 to 1839. Amount of tolls Year. collected. Remarks. £. s. d. 1833 3618 1 6J 1834 4300 8 5J 1835 5807 5 11] 1836 5754 12 3^ 1837 5516 4 4 1838 6740 13 10 1839 12700 This is given as an approximation, the return not vet h«ving been received. Statement of the Tolls collected on the Rideau and Ottawa Canals during the years 1837, 1838, and 1839. Year. Rideau Canal. Ottawa Canalti. Total. 1837 1838 1839 > £. s. d. 4189 16 5297 8 8 7000 £. s. d. No returns vet received. 1 7.54 ' 1 6i 2000 £. ». d. 7051 10 2\ 9000 ' The accounts for the present year are not yet made up, but these anttounts have been given as near approximations. CANAL NAVIGATION OF THE CANADAS. 45 Statement of Tolls collected on the Lachine Canal from 1825 to 1839, both years inclusive. Montreal, 24th December, 1839. On boats, &c. wintering, and on Iraati, &c. built and repaired, and Year. Downward. Upward. wharfage duea, &c. Total. £. «. rf. £. «. rf. £. *. d. £. s. d. 1825 1089 14 8 190 15 8 1280 10 4 1826 1571 2 li 458 16 4i 2029 18 6 1827 2433 19 7 818 16 7 3252 16 2 1828» 321 11 10 54 8 6 376 4 1829 1884 15 3 1040 15 41 2925 10 7 J 1830 3708 3 3 1604 17 11 5313 1 2| 1831 4461 12 10 2171 5 6 6632 18 4^ 1832 3802 7 9i 2107 12 5909 19 10 1833 4844 H 2310 3 9 7154 4 Oi 1834 4308 6 111 2222 15 11 6531 2 10| 1835» 39 12 n 41 3 1 80 15 8t 1836 3869 16 8 2409 19 4i 97 4 0} 6377 1 1837 2438 17 9} 2158 9 8 65 17 5 4633 4 lOi 1838 2982 14 •H 1705 16 9 63 3 9 4761 14 111 1839 4180 2 H 2369 3 6 89 4 61 6638 10 4 f4 B. The Erie Canal, which connects the tide-water of the Hudson River with Lake Erie, was commenced in 1817, &nd completed in 1825. It is 363 miles long, and its original cost was S 7,143,789, equal to £ 1,785,69?. 5». Halifax currency ; the canal being only 40 feet wide on the surface, and 4 feet deep. ' Mem. — No tolls were collected after 1st May in the years 1828 and 1835 respectively, the Provincial Acts authorizing their collection having been suffered to cspire. If this had not been the case, it ii estimated that the tolls for those years would have been as follows : Downward. Upward. Total. In 1828 . . £2496 19 9 £1014 1 11 £3511 1 8 In 1835 . 3234 11 7i 2264 5 5J 5498 17 1 (Signed) F. Griffin, Secretarv, Treasurer, and Toll Collector. ■4 l\ i '4 I- ■i:.ri 4fi REPORT ON THE The following is a statement of the Tolls received on it since its completion i „*«*" i"n i H Year. Dnilan. Halifax iMirrency. KrnmrkH. £. ». (I. IS'24 340,000 85,000 182-) oGCOOO 141.500 182C 7G2.1«7 190,541 15 1827 1828 1829 1830 79riM4 198,763 10 1831 1.194,G10 298,652 10 1832 l.l!)j,804 298,951 1833 1 ,422,095 355,673 15 Rfduciil 20 piT ci'iit. 1834 1,294,956 323,739 Hciluccil 15 per tent. since. 1835 1,491.952 372.988 1836 1,440,539 360,134 1.- lh37 1.144,170 286,042 10 1838 1,414,174 353.543 10 n. Extract of a Letter from C.J. Burckle, Esq., one of the most respectable Merchants at Oswego, in the State of I'-.w York, to Lieut.-Col. Philli'Otts, Royal Engineers, dated Oswego, 2nd June, 1839. " The enclosed papers will put you in possession of some autlientlc information as t») the views entertained by our States' Government and pcojjle of the importance of the Western trade : they furnish statistical statements of the amount of its tonnage, value, increase, Ike, and will convince you that it is considered of the utmost importance by the States of New York, Pennsylvania, Maryland, Virginia, and latterly of South Carolina, to draw as much of it as possible to thei' sea-ports ; that very large sums are now f>eing laid out, and have already been laid out, and that still larger ones are con- templated to be laid out, upon improvements tending to obtain this great, this ail- dosirable object. " I myself am of opinion with the old experienced engineer, Benjamin Wright, that none of the intended and already established routes can compete, in cheajmess of transportation, with that via the Wetland Canal and St. Latvrence River, whenever an uninterrupted steam-boat and ship navigation from the Upper Lakes has been opened to Montreal and the Ocean ; particularly if the dangers of the Gulf of St. Lawrence in spring could be remedied by a connexion with the Bay of Fundy ; and should, in aid of this cheapness of transportation, judicious and liberal regulations respecting the im- portation of wheat, flour, cotton, tobacco, ashes, lumber staves, &c. into England via m L CANAL NAVIGATION OF THE CANADAS. 47 the St. Lawrence be adopted, tlie current of trade will soon be forced from its ac- customed into the new channel : the cfminiorcial as well as political effects this diversion of trade would produce in the United States may well be pronounced as prodigious ; for rest assured, that if once the West exports via Montreal, it will nnd must soon import the game way, particularly bulky and low-priced articles : for instance, crockery-ware ; the transportation of that low-priced article from New York to Chicago is generally S'SS, and often ^30 per ton of 2(K)0tt)s. Now let us suppose a vessel laden with .JOO or 400 tons should sail from Liverjjool to Chicago via the St. Lawrence and WcUand Canal, (which on an average would not require more than right or ten weeks to perform the voyage,) it would earn from -^WKH) to <}?^10,(M)0 in that time, — an enormous freight: this would, of course, create competition, the price would be greatly reduced, and the con- sequence vould b.', that earthenware would be delivered in tlie West at so low a rate that more, much more would be consumed, and thereby the British manufacturer, ship-owner, ^c, greatly benefited. This would be tlie case with other low-priced and bulky articles, such as iron, iron castings, hardware, glassware, paiiits, 8cc., sugar, ruv>, and molasses from your colonies, &c. ; but. Sir, may we not reasonably suppose that tie finer articles of manufacture, &c., would soon follow, and be added to the coarser me'- chandize, particular!; f, as may reasonably be supposed, the city of Montreal should like New Orleans, be amply supplied with what would be wanted ? The ])eople of the West would demand from the United States' Government that their ports should be made poits of entry for foreign merchandize, and they being entirely unaccustomed to the very rigorous and liighly vexatious revenue laws of ilie United States, and by no means as tame and submissive as the peo])le on the Atlantic shores, they would revolt at them, the tariff or protective system would soon become entirely obnoxious and iiateful to them, the commercial relations witii Atlantic states and cities would be greatly weakened, and, in fact, entire new interests created throughout the Great West, all tending to benefit England and the Canadas. At present all the vessels navigating the lakes are laid up during at least fi*. e months of the year: make your Welland Caiial equal to your improvements on the St. Lawrence (at Cornwall), so that steamers and sailing vessels of a large size can navigate the lakes from the ocean, most of the small vessels now in use would soon prove unprofital)le, and large vessels be preferred, who may proceed to sea with their cargoes of wheat, &c., jjrcvious to the closing of the navigation in the fall, and return with cargoes of merchandize, sugar, rum, molasses, &c., in spring. " I might extend my speculations on the consequences ad infinitum ; the mind gets lost in the contemplation ; and I think that the subject well deserves the most serious consideration of your statesmen. It would completely silence faction and discontent in the Canadas, and give an impulse of life and activity to Old England itself. " Permit me to observe further, that I have consulted the most eminent ship-builders of Wew York on the feasibility and practicability of constructing vessels of from 300 to 40■ iU ha;s 1 ,.£ :i- *■ ■.i; f "i -■ ^■ i' ■•i' i 1 s ;. . r^ ^ ^i ;i ^ ')0 REPORT ON THE II. Extract from a Report of the Select Committee of tlie Legislature of New York, on the petition of the Inhabitants of the County of Oswego. In Assembly, 14th April, 1834. " Tlie subject referred to the Committee, in wliatevcr light it may be viewed, may justly be considered of tlie first importance, both to tiic enterprise and interests of the State of New York. The citizens of this State have witnessed with high satis- faction tlie commencement, completion, and successful opcrjition of the Erie Canal, which has more than answered the expectations of its ardent and patriotic projectors. TJie value of property has been niultiiilied manifold ; tlic arm of ndustry has ctmverted the almost interminable regions of tlie forest in the western part of the State into fertile fields, enriching alike the hardy cultivator and tlie great commercial emporium of the State; cities and villages have arisen, as if by enchantment, whore, but for the Erie Canal, would now have been a wilderness. Great and important liave been the results of these works of internal improvement, not only to this State, l)ut to a portion of the territory bordering upon the l}asin of tiie great western lakes." " Three great objects were primarily contemplated in constructing the Erie Canal : — first, to furnish the citizens of this State with an easy and clioap conveyance of their surplus produce to market ; second, to secure and preserve the trade of the West ; third, revenue. " The first of these objects has been attained, and the attention of your Committee has been principally directed to a consideration of tlie second. That to secure and preser\'e the trade of the West is an object wortliy the continued exertions and resources of the ' Empire State,' cannot and will not be denied ; that it is so secured may well be douljted. The importance of the western trade will be seen by a view of the vast extent of country bordering upon and surrounding tlie western lakes, — a region of country more fertile and productive the sun in 1 s course tiirough heaven does not siiine upon. If we glance an eye over the immense regions connected by the western lakes and their tributary streams, — if we regard the fertility of soil, the multiplicity of product which characterize those regions, and if we coml)ine these advantages afforded by nature with the moral eiierg)- of the free and active people who are spreading their increasing millions over its surface, — what a vista through the darkness of time opens upon us ! We see arts, science, industry, and social hapjjiness already increasing in those countries beyond what the most inflated fancy would have dared to hope thirty or forty years ago. " As yet the commercial and agricultural resources of the West are not developed. CANAL NAl'IGATION OF THE CANADAS. 51 These twin sisters of the wealth of nations are yei in their infancy. Owing to the rapid increase of population in Ohio, and the wild i.a'J uncultivated state of a portion of her territory, the surjilus productions of her farmers have until recently been consumed within her own terriLory. Michigan* and Illinois, comparatively speaking, have fur- nished nothing for transportation ; but when their exhaustless soil shall be cultivated and improved by the hardy and industrious yeomanry of the north and east, who are emigrating tliither to a degree unprecedented in the annals of our country, their rich productions will be put afloat, and will find a market upon the shores of the Atlantic, through such channel as presents safety, cheapness, and speed to the most advantageous market. The citizens of the West have witnessed the commencement, progress, completion, and effect of the splendid system of internal improvements in this State, and are iiobly imitating the example witli an enterprise and zeal worthy their character. Already are the liead-waters of tlie Mississippi connected at different places with the great chain of western lakes, by means o. canals and railroads. The channels of com- munication now opened, and which will hereafter be opened, between the lakes and the interior, will be thronged with vehicles of transportation, "onveying the rich fruits of the labours of millions of free and liappy people to flourishing cities and villages upon tlie shores of the lakes, whose population, wealth, and enterprise will be equalled only by those upon the shores of the Atlantic. " Tlie surplus productions of this extensive region will find their way to tlie Atlantic. Natural coinmunications possess facilities and advantages which ariificiu! never wilt and never can. Lake and river navigation is being understood. Steam power has changed every thing. Twenty-three by-gone years have witnessed improvements in commercial facilities in our own State which have claimed the admimtion and imitation of the world. " The lethargy under which the people of Canada ha\ ■■ sluniljered for the last century has been thrown oft', and they are now fully awakf to tlie importance of internal improvements. They are beginning to apprt'i'mtc thi- natural water cominunications with which nature has so bountifully supplied in. Tliey have entered the lists, and are nobly contending for a participation in, if not a monopoly of the rich dowry of the western trade. Tiieir enterprise has caused a comiiiuiii(';ifK)ii to be opened around the Falls of Niagara, a distance of fo,ty-one miles, by which vessels carrving KKKJ barrels of flour can go through, without being lightened, at an expense ot one cent per barrel, exclusive of tolls. The amount of business done upon this canal wil' be seen by a reference to the fact, that 50,000 barrels of salt passed through it during the last season; and had the requisite repairs been made so as to h > r opened the canal with the commencement of lake navigation, the revenue would have amounted to more than J^ 50,000. V> 11 ^ It will be seen that this was written in 1834, During the late season, 1839. M to have exported ouc miUiun bushels uf wheat. ,aii is said §t m li IF: p' i ' ■J 4 ■ ,. jJI 52 REPORT ON THE « The evil which the Canal Commissioners feared in 1812 tww really exists. The produce designed for transportation upon the Upper Lakes is now let down to Lake Ontario by means of this canal with facility and for a trifling expense. The prediction of the Canal Commissioners, ' that articles for exportation when once afloat on Lake Ontario would, generally speaking, go to Montreal, unless our British neighbours were blind to their own interests,' is now fully verified. By a reference to the parliamentary proceedings of the Canadas during the last winter, it will appear obvious that they are not thus blind; that, on the contrary, they duly appreciate the importance of this trade, and that the greatest industry, activity, am' talent are employed in the attainment of further improvements on the most magnificent scale. Appropriations have already been made for the improvement of the St. Lawrence, by which it is intended to connect The Atlantic with the lakes by ship and steam-boat navigation. Let them make the Welland Canal and the St. Lawrence navigable as they purpose to do, and which they will do, for steam-boats, and Cleveland will be within sixty hours' ride of Montreal. When these improvementa are completed, vessels o/";JOO tons can load at Chicago, at Cleveland, at Detroit, at Oswego, and other ports on the lakes, and deliver their cargoes at foreign ports. When direct exportation has once succeeded, direct importation will follow as a matter yf course. When the Welland Canal shall be completed, and the St. Lawrence improved, as designed, goods may he delivered at Cleveland, from London, for less than one half of what it now costs by the way of New York and the Erie Canal. Make the Erie Canal a public highway, and the Canadian route will be preferable by one quarter in point of expense. The vast superiority in the great point of economy in transportation effected upon natural wafer communication, admitting of navigation by large vessels or steam-boats, above transportation upon canals and railroads, has been satisfactorily proved by experience on the Hudson, the lakes, and the great rivers of the West. Even at the present reduced rates of toll upon the t "ic Canal, river transporta- tion has the advant&ge by more than 300 per cent. Tlic charge upon the transportation of wheat, per bushel, from Troy to New York, is three cents, while the same transporta- tion for a like distance upon the canal cannot be effected for less than ten cents. " The importance of the western trade has aroused a spirit of enterprise anu competi- tion in sister States. To participate in this trade, rival canals and railroads have been constructed in Pennsylvania, Maryland, and Virginia; and it cannot be denied that these are already diverting a part of that trade from its natural current towards the lakes and Erie Canal, and will no doubt continue to p' kIucc such diversion in a ratio regularly augmented in their progress to completion, h cannot be questioned that a great portion of the produce and merchandize going to and coming from the fertile countries, at some distance south of the great chain of tlie lakes, and east and north of the tributary streams of the Mississippi, must find their way into Virginia, Maryland, and Pennsylvania. To prevent this diversion, the tolls upon the Erie and Ohio Canals have been very judiciously reduced during the present winter." Til CANAL NAVIGATION OF THE CANADA9. 53 *' That the trade of the West is of vast importance, and is becoming yearly more and more important to the commercial interests of this State, cannot admit of doubt ; and that there is danger of its being diverted, or a portion of it at least, through other channels than the Erie Canal to the Atlantic, your Committee think is equally apparent. " In the spirit of enterprise and rivalry with which our southern and northern neighbours are actuated, your Committee see no cause for serious apprehension, jealousy, or alarm, because they believe it is within the power of this State to secure the trade of the West beyond the reach of competition or rivalry. " The remedy, and only remedy, which can be applied to secure to ourselves and posterity this rich inheritance of national wealth, is by opening a communication between the Hudson and Lakes Ontario, Seneca, Cayuga, and Oneida, of sufficient magnitude to admit the passage of the smaller ^ class of steam-boats, and of the ordinary vessels which navigate those waters. The advantage to be derived from such a com- munication must be apparent to all. It will combine safety, cheapness, and expedition, the three great considerations in commercial enterprise, and save the loss and expense attendant upon numerous trans-shipments." ***** " The amount of revenue to be derived from transportation is difficult to be imagined, and much more difficidt to be ascertained. Judging, however, of the future from the past and the present, we may safely come to the conclusion that ten years will not elapse, after the completion of the proposed project, before we witness the same busy scenes upon its waters that we do n<, upon the Erie Canal. Calculation, like our advance in numbers, outruns fancy. Things, which twenty years ago a man would have been laughed at for betieinng, we now see. At that time, the most ardent mind pro- ceeding on established facts by the unerring rules of arithmetic, was obliged to drop the pen at results which imagination could not embrace." Extract of a Letter from Benjamin Wrioiit, Esq., Civil Engineer, to Joseph E. Bloomfikld, Esq., dated New York, 1st April, 1834. " The project which the Canadians have in hand to make a steam-boat canal uf ten feet water, to pass all the rapids between Montreal and Ogdensburgli, on Lake Ontario, is one which has a ver)' important bearing in its consequences upon the people of the State of New York and the Erie Canal tolls. It is certain to my mind, that with such a canal as I have projected along the St. Lawrence and Welland Canal, in good order, that all the products of the soil, from all the Upper Lakes, can be carried «■ * ' », ■^! 3| 1^' t H Ml * It is now generally admitted that tmall steam-boats, as here described, cannot compete with large ones; and therefore this communication, if completed, could not compete with the route proposed by the St. Lawrence. J i I K^ 'fji' ii i 'II m I I'M? 54 REPORT ON THE to tide-water a great deal cheaper by this route than they can ever be done by the Erie Canal or any other work. " The plan of the improvements as projected along the St. Lawrence is, to make short canals and locks around the rapids, leaving the steam-boat to navigate the river and lakes in all the intermediate spaces. The whole length of all the canals (although in seven or eight different pieces) does not exceed 31 miles, and about 175 feet of lockage. This can be executed for about three millions of dollars, and completed in three years from the time of its commencement, if they choose to do so. " Tliat the Welland Canal can and will !)e put in good order there is no doubt, as it appears by the measures adopted at the last session of their parliament, that they intend to make it a Government work, and will, no doubt, do so next winter. " I have not said any thing about the competition wliich is to be looked for from Pennsylvania, if she goes on to form a connexion between her canal at Pittsburgh with the Ohio Canal at Akron. This latter place is iibout forty miles from Cleveland, on Lake Erie, and we see already ♦^hat Pennsylvania has been this year navigating her canals since about the 10th of March. Tlie truth is, and we ought not to disguise it, that Pennsylvania can -^avigate three or four weeks earlier than we can, and even Canada can open her Welland Canal nearly one month earlier than we can our Erie Canal ; and the St. Lawrence Canal can be navigated earlier tlian our canals, if they pay a little attention to management to clear tiie ice." Hi ; ^-1! Extract of a Letter from General Dincax, of Illinois, to the Hon. Ciiari.f.s F. Merceu, Chairman of the Committee on Roads and Canals, dated December ,30th, 1833. " Sir, — Allow me most respectfully to call your attention, and that of the Committee of whicli you are chairman, to the proposition submitted by me on the 17th day of December, 1S33, authorizing an inquiry into tlie expediency of a grant by Congress of efficient aid t(. the State of Illinois to enable her to construct a steam-boat channel from Lake Michigan to tlie Mississippi River. "It can scarcely be necessary for me to urge the importance of an early completion of this great work to every portion of this Union, connecting, as it would, more than twenty States. " By this small improvement we should secure the most extensive internal steam- boat navigation that now is, or perhaps ever will be, known, penetrating for more than twenty-five hundred miles the most fertile regions of country on the globe ; capable of supplying ever)' part i)f Chri»itendom with every thing necessary to make man independent and happy, and on whose lakes and rivers are seen in increasing numbers the whitening sail and torrent-stemming boat. " Tlirough this channel the sugar, cotton, rice, and tobacco of the south, the lead, ■lUHPUvfimpji^ii; iJilWIAJfii-P"*-" «^^'\.)"V'y "".",?'ii»;»'"rTr'v'''«'^^fBI^"^"'i^|*! (p?^''iwy,»-".',i'"Tp""*^ '-■TTtTTV)^*^!'' 'M,^ CANAL NAVIGATION OF THE CANADAS. 55 coal, bread-stuffs, pork, beef, and other products of the West, would pass to the North, exchanged for their salt and timber, manufactures and merchandize. " It is now estimated that there are about 315 steam-boats on the western waters, and about 350 schooners, smaller vessels and steam-boats, on the lakes; the increase of which can scarcely be anticipated, when we see that the steam-boats have increased from 1 in 1814, to 315 in 1833, less than twenty years, and the vessels, &c., on the lakes have increased almost as fast. " The commerce carried on on the western waters was estimated this year at one million seven hundred thousand tons, which is said to have been worth about one hundred and seventy millions of dollars ; freights have been reduced from five dollars to thirty-seven and a half cents per liundred from New Orleans to Louisville ; passage and other charges have fallen in the same ratio : the amount and value of the conmierce on the lakes can scarcely be estimated except by the number of vessels engaged in carrying it on, and the unequalled growth and improvement of the whole lake country. It seems to me that national pride, as well as national interest, sliould press on tlie accomplishment of this great work. " Of its practicability there can be no doubt, unless the observations of more than one skilful engineer have been deceptive; and it is the shortest and best, if not the only route for the union, by such a channel, of these vast national waters. " There is a reason for the immediate action of Congress on this interesting subject, which I will respectfully suggest. A portion of the country on the contemplated route of this canal, and on both sides of the lUinois River, is rapidly settling; an extensive commerce is row carried on with New York, Philadelphia, and Canada, from Chicago, on Lake Michigan, and through the Illinois River to New Orleans, and all the West, which is pressing the State for an immediate construction of this work; and 1 am confident that the next Legislature of Illinois will conmience a work of some kind to connect these waters." 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