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CIRCULAR

THW

CITIZENS OF BUFFALO,

OK THR rROPOSBn

NIAGARA RIVER TUNNEL

WILLIAM WALLACE, ENGINEER.

BUFFALO:
STEAM PRESS OF THOMAS 4 LATHROl'S.

^-■.^:i..r-'^-Cj:- 18 55. vV. .^.^w';--

ter-miiri

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CIRCULAR

TO TBI

CITIZENS OF BUFFALO.

OH TBI FBOPOSIO

NIAGARA RIVER TUNNEL

WniUM WALLACE, ENGINEER.

BUFFALO:

STEAM PRESS OF THOMAS A LATHROPS.

18 56.

■^.;

CI)

Cunnel mkx t\t Uiagara |likr.

-»»»■

■^

Citizens of Buffalo:

Conflicting interests surround you on every side, and powerful combina-
tions have already diverted a large share of the traffic into other channels,
which, with proper facilities, would pass through, and benefit your city.

The favorable geographical position of Bufialo, on which so much depend-
ence is placed, has failed to save her, and her only salvation now depends
upon the public spirit and enterprise of her citizens, and their determination
to aid in starting and carrying out the scheme proposed, to make a fixed and
permanent connection with Canada, and by that means form a link in the
chain which will make a continuous unbroken lino of railway from New
York to Chicago, and the great country west, by the north as well as th'»,
south shore of Lake Erie. What Bufialo has lost, cannot be regained ii'i
this project becomes a reality. Hence the necessity of immediate action.
That the work must be done is a settled question, and it is quite gratifying
to me to see so much interest evinced on the subject, by the citizens gene-
rally, and the press.

The rising empires west will call more and more for increased facilities
for transportation to New York and Boston, and as Bufialo, already a largo
commercial city, situated at the foot of the grtat chain of lakes, with a pop-
ulation of over "75,000, and real estate assessed to the amount of 30,000,000
of dollars, is on the direct route, it is only necessary to carry out this plan,
to insure her a more rapid growth, and entitle her still to the appropriate
and dignified name of Queen City.

Tho following U a copy of a letter addressed to His Honor the Mayor, the
Mayor's communication to tho Common Council, and tho estimated cost of
the work : —

BvppALO. Oct. 5, 1855.

DxAK Sir: — In March, 1852, I published a report showing tho impor-
tance and feasibility of a tunnel under tho Niagara river, the benefit Bui^'alo
would derive by having a fixed connection with Canada, &c. I also stated
that this might be considered a work of some magnitude ; but that in accord-
ance with tho spirit of the times, it must bo done. I soon found, however,
that tho project was thon looked upon as visionary, and I concluded not to
press tho subject, but wait till *' futuro events " should demonstrate more
clearly the necessity of the work.

That tho project is entirely feasible is a settled question, and you will see,
by tho accompanying estimate, that tho amount of capital required is com-
paratively small.

The map and profile will, I have no doubt, enable you to lay tho whole
subject clearly before the Common Council ; and I hope they will not fail to
pass a resolution to adopt tho plan, and take steps to procure a charter.

Great projects are in contemplation and in progress in different parts of
the world, but I know of no work of the same magnitude that is more nec-
easary than this, or that can be accomplished with greater facility.

Engineers are now engaged estimating the cost of a tunnel under the
channel botween England and France, a distance of 18^ miles; but I trust
before one mile of this bold scheme is constructed, thousands of visitors
from every clime will stand on the banks of the Niagara, and gaze with
wonder and delight at tho trains as they enter the tunnel, and watch with
eager expectation to catch the first view as they ascend from their subterra-
nean passage on the opposite side.

Most respectfully,

Your obedient servant,

•^ILLUM WALLACE.

To the Honoralle the Common Council of (7ie city of Buffalo.

Gkntlkmen : — Tho importance to our citj of opening a convenient meana
of communication with Canada, haa been felt bj buaiuesa men and citizenn
generally, and has been to rae the subject of much reflection. To secure
tho trade of tho western states and the western part of Canada, as well aa
the travel from tho west, and to protect ourselves againsi itn divorsion
through tho channels already opened near Niagara Falls, and contoni])latcd
by means of a canal from Lake Simcoe to Lake Ontario, should bo the desire
of all who feel an interest in tho growth and future commercial iuiportanco
of Buffalo.

We have already incurred a debt of ll 50,000 for this purpose. Although
we have felt the benefits of this communication with Canada, thoy will not
be fully realized until the Buffalo and Brantfurd road shall be completed to
Godcrich, and until the trains of cars running on that road can enter a depot
in this city. Tho Great Western Railway, having the advantage of a viaduct
over tho Niagara river, must and will continue to take western freight by that
route, until we shall bo enabled, by means of like facilities, to pass this
stream and reach this city from a point o[)posite Detroit, without re-ship-
ment of freight. When this is accomplished, tho Buffalo, Corning and
New York railroad, the Buffalo and New York City, in connection with the
New York and Erie Road, will furnish means for the* transportation of all the
western produce destined for the New York market; while tho New York
Central road will find its interest best promoted by the transportation of
produce for the Boston market by the way of Albany by this route through
Buffalo. This, too, will be the most expeditious route for the transportation
of merchandise from the east to the west.

That this communication can bo made by a tunnel under the river, must
be admitted to be unquestionable. A j 'i*n of such a work has been prepared
by William Wallace, Engineer, which is herewith submitted for your exami-
nation, together with an estimate of the expense of the work.

It is not proposed or expected that tho city will incur any pecuniary
liability in the construction of this work.

I entertain no doubt whatever that a company will be readily organized
that will subscribe for, and take all the stock necessary, and press the work
to an early completion; and therefore feel justified in saying that, in my
judgment, so great will be the demand for this stock, that there is no prob-
ability of any demand upon the city to take any part of it.

My ohjo.'t in bringing tliis subjoct to your attontion is, that yon will give
it tbo rohf^iilcratiun its importance dotnands, and unite with citizens in pro-
curinfj the chartor of a company and the right of way for such lands as may
be required to carry out this onteqirise.

If you shall concur in the views 1 have jiresented, I shall bo happy to
co-operate with you in all acts deemed expedient for the accomplishraeut of

this great work.

ELI COOK, Mayor.
Mayor's OKFirr, IUtkaio,
Oct. 15, I85r..

ESTIMATE.

TUNNEL TINDER NIAGARA RIVER, 4100 FEET IN LENGTH.

7C,7S2 C. Y. Rock Excavntion in Tunnfl, @ $.1 50 $268,737 00

10,394.000 »rick, (,l ^H 00 per thousand, in WrII, 82.9B1 00

Stationary Eii^int-s and I'umps, including all Working Ex-

pcnBt'B forSJ.C veara 78,495 00

8,000 fcnt of Veutllation Pipe of pine board, dt, |20 00 ^

thousand, H. M., 640 00

Entrance Arches of Tunnel, of cut stone, (ji) .f-WO 00 each, 1.000 00

For Engineering and Contingencies, 10 p ceut., 43.185 00

Total, ; $475,041 00

THOROUGH CUT.

98,996 C.T. Rock Excavation,® $1 50 $148,494 00

94,629 0. Y. Earth Excavation, @ $0 20 18,925 00

For Engineering nud Contiugeucies, 10 ^cent., 16,472 00

$183,891 00

Total, •. $658,932 00

TUNNEL UNDER PART OF CITY, 1400 FEET IN LENGTH.

22.437 C. Y. Earth Excaration in Tunnel, @ $0 25, $ 5,609 25

32,6.'>5 V. Y. Earth Excavation in Cuts, @ 1 20, 6,53 1 00

4,384,000 Brick in Tunmd, («) $8 00, in Wall 35.072 00

603,000 Brick in Thorough Cuts 4,221 00

24,762 C. Ft. of Coping Stone. @ $1 00 ^Pfoot, 24,762 00

5,080 feet of Iron Railing, @ $1 92 |(?foot, 9,753 00

For Engineering and Contingencies, 8,595 00

Total, $ 94,543 85

Three miles of Railway, 100,000 00

Total Amount, $853,475 00

Sinco submitting the above OHtitnate, and a Plan aiul Profile of the wurk,
to the Mayor, tho Plan ami Protilo have been roluioj to a sniull scale,
which, together with a Map shuwing tho lines of Ilailway Ix-twcon Now
York and Chicago, in connection with the lines through Canada, m-oompanj
this, and which, I have no doubt, will convey to your minds a correct idea
of tho whole scheme, and its great importance and neccHsity.

A description of the proposed connecting link is unnecessary, as you will see
it distinctly shown on the Map by the red line. The Niagara tunnel will bo of
suflScient width for a single track Railway and tho free passage of carriages.
Its position is also distinctly marked out on tho Plan, and you will see by
tho Profile that tho descent from both sides to tho level grade near tho
centre is only 76 feet per mile, which, for so short a distance, is compara-
tively light. On tho Western Railway, from Albany to Boston, there is
one grade of 80 feet per mile, for a distance of 12 miles, and there are still
heavier gnidos on other lines.

To enable you to draw a comparison between tho magnitude of this and
other works of a similar character, I will hero state some facts, taken from
the report, dated March, 1852, referred to in my letter to His Honor tho
Mayor :

" The proposed tunnel under the Niagara presents nothing very formid-
able, when compared with the magnitude and proportions of other tunnels
in different parts of the world. All the difficulties which formerly belonged
to that class of works, have been fully overcome, and the practical experienco
of the present day renders such a work not only feasible, but in no way
difficult.

"When we enumerate some of the tunnels constructed on tho various
railroad projects iu Europe, it may be said few of them pass under a river —
but even examples of this kind are not wanting. The Tliames Tunnel is,
of course, well known to be a work which abounded with difficulties, in every
way calculated to oppose all the skill and energy of its bold projectors ; but
this work, with all the obstacles which had to bo overcome, is now a stand-
ing monument of the age we live in. On tho Lyons and St. Etieno Rail-
road, there are several tunnels, one of which is over a mile in Ic.jth, nnd
another, which passes under the bed of a river, is upward of half a mile
long. To speak of tunneling in England, it would be difficult to know
where to begin. The country, in every direction, is pierced with them.

♦♦The Kilsby Tunnel, on the London and Birmingham Railway, is over a
mile and a half in length, and one thousand three hundred and fifty feet of
the distance is through a quicksand, which required to be pumped dry. The

pumps brought up two thousand gallons of water per minute, and wera
worked during a period of nine months.

" The Box Tunnel, on the Great Western Railway, tl rough Oolite Rock,
is one and three quarter miles in length.

*' There are eight tunnels on the Manchester and Leeds Railway, in a dis-
tance of sixty miles, one of these, at the summit, being one mile and five
eighths in length.

'* On the Liverpool and Manchester Railroad, there are three tunnels; one
of them is six thousand six hundred feet long.

" On the Edinburgh and Glasgow, there are five tunnels in the short dis-
tance of forty-six miles.

*' On the London and Dover line, there are several tunnels. The Abboi
Cliff Tunnel is six thousand six hundred and nine feet long; and between
Manchester and Huddersfield, there is a tunnel through Blackstone edge,
three miles in length.

" Tunneling is no new thing in this country, and is becoming more and
more extensive.

"The tunnel, on the Chesapeake and Ohio Canal, ia three thousand one
hundred and eighteen feet long.

"The place selected for a tunnel under the Niagara, is the shortest crossing
between Fort Erie and the American side. The river flows over a bed of
solid stratified rock, and is 24 feet deep at the proposed site. These are
facts eminently favorable to the process of tunneling, avoiding heavy expen-
ses of deep excavations and heavy grades to and from the tunnel."

From the above statement of facta, it will be seen that other works have
been executed of greater magnitude than this, and if the friends of the pro-
ject remain firm and steady to their purpose, thd work can soon be accom-
plished.

An engineer, in the service of the Sardinian Government, has ofiwed to
undertake to pierce a tunnel through the Alps, 6^ miles in length, without
any opening from above. Contrast a work like this with the work in quea-
tion, and the magnitude of the undertaking appears to diminish, wd as the
future growth and prosperity of Buffalo, I might almost say, her rise or
downfall, depends upon the success of this scheme, all parties will, I trwt>
however divided on other subjects, be united on this.

To unite Canada and the United States, by means of such a work, is a
noble undertaking, and will be highly approveu of by all tha inteUigent of
both countries.

To prevent lots or disappointrntot to parties who may beeome atook-

holders, the work should be put under contract to responsible contractors,
who will give a sufficient guarantee that it will be done for a fixed sum.
This would give confidence to the subscribers, and the stock would be read-
ily taken.

Since submitting the estimate of the proposed work to His Honor tho
Mayor, I have heard some doubts expressed whether the estimated amount
will be sufficient to cover the entire cost. Such doubts, however, I think,
can easily be removed, and I will here state that the tunnel of the Credo,
on the Lyons and Geneva line of Railway, 2^ miles in length, has been let
to a company at $16.00 per lineal foot less than the estimated cost of tho
tunnel proper under the Niagara, which is equal to $61,500 on the whole
length of the Niagara Tunnel.

The projected line through Canada, as shown on the Map, now called the
Great Southern, was formerly known as the Niagara and Detroit Rivera
Railway. This line was projected, a number of yean 9go> by prominent
men in Canada, and surveyed by Elisha Johnscri, Esq., but the charter
expired. A charter, however, has again been obtained for part of the
distance, but, I believe, it is the intention of its present promoters to make
the eastern terminus at the Suspension Bridge. As this is a project in con-
nection with the tuQuel, in which you are all doeply interested, I herewith
submit ihe following brief Report and an estimate made during the last
session of Parliament, at the request of the Hon. W. H. Merritt.

REPORT.

Hon. W. H. Mirritt.

In accordance with your instructions I have ascertained the distance from
Amherstburgh to Simcoe, and estimated the cost of that portion of the
North Shore Railway •which lays between these two places. As this con-
stitutes the Western Division of the Niagara and Detroit Rivers Railway,
as contemplated several years ago, and as you are already in possession of
reports on the Eastern Division, made by myself and other engineers, I will
only at present report on this part of the line, and, before entering upon the
details of the survey, will lay before your notice some general observations
on the tract of country which would be benefited by a Railway on or near
the lino surveyed.

You are already familiar with the position of the entire line from the Ni-
agara River to the Detroit River, as originally contemplated by yourself and
other leading gentlemen in the province, a portion of which is now occupied
by the Brantford Railway, viz., that laying between Fort Erie and Dunnvillc.

In referring to the reports above mentioned, with a view of estimating
tlie cost of construction, you will recollect that work done at the present
day will cost more thar^ tho same description of work done at the time said
reports were made.

Amherstburgh is the western terminus of the proposed lino, and Gibral-
ter, opposite that port, is the best terminus for tho Michigan Southern lino
in connection with it. Tho width of tho river between Amherstburgh and
Gibraltor is five and a half miles, and tho distance from Gibralter to Mon-
roe is ninoteen miles. The average depth of water, where a ferry boat
would cross, is seven feet, and tho greatest depth is ten feet, except tho
main channel, which is eighteen feet. A bridge could easily be built here,
at a moderate uxpcuso, by driving piles.

cl
t]

From Aniherstburgh to a point di."* * about fifty-five miles, the .-ountry
is remarkable for the extraordinary > itica whi^h it presont.s for tho con-
struction of a railway. By reference to tho map, it will bo seen tliat it em-
braces tho peninsula lying between Lake St. Clair, tho Detroit River, and
Lake Erie. In this distance, there will, in no case, bo more than t^n foot
excavation, which occurs only in one narrow ridge. With this exception,
tho maximum cutting will not exceed five feet.

For a distance of about seven rules from Amherstburgh, tho ground pre-
sents a gently undulating surface: the soil a light clayey loam, with (X'ca-
sional indications of gravel. From this point to the east side of the Tilbury
Marshes near tho mouth of the Thames, tho country is almost entirely free
from undulations, and, with the exception of a few clearings, is covered with
a heavy growth of forest. Tho soil is a clay of moderate tenacity, based on
a stiff subsoil, which retards the absorption of the spring and fall waters,
which, as far as could be ascertained, are sometimes about two feet deep on
tho level during the freshets. It will bo necessary to raise the grade line
three or four feet above tho level of tho present surface, by tho earth taken
from tho side ditches, so as to place tho track above all danger of being
overflowed. These inundations will almost entirely cease when tho country
ia cleared, as tho settlers would have to construct drains to take oft' tho sur-
face water. The removal of the forest growth would also, by preventing
large accumulations of snow during winter, and by allowing rapid evajK>ra-
tion at other seasons, further tend to tho same results.

It is seldom that a growth of timber of such size and of so valuable vari-
eties is mot. Tho white and red oak grow hero in great abundance, and of
uncommon size ; as also the black walnut, tulip tree or white-wood, button-
wood, white ash, chesnut, hickory, elm, and other varieties of timber.
Thence, for a distance of twenty -five miles, tho face of the country presents
features dift'ering, in some respects, from tho preceding. Tho ground is
slightly undulating, and interspersed with ash swamps, which, however, offer
no difliculties, as tho bottom is perfectly sound, tho stiffness of tho soil
above retaining the surface water.

The agricultural character of tho land is excellent; yet, for want of proper
channels of communication, it remains almost in a stato of nature. A por-
tion of tho township of Oxford, in particular, presents some of tho finest
lands in Canada West; the timber is mostly beech, maple, oak, chesnut,
and white-wood. Tho country, for the next twelve miles, is generally
swampy, and intersected with numerous small ridges. Ninety-four miles
from Amherstburgh, tho dividing ridge between tho waters emptying into

iii

8? i'

the ThamoB and thoao running southerly to Lake Erie, is creased with a
gnulo, for about one and three quarter nailes, of twenty-seven feet to the
mile. From this last mentioned point to St. Thomas, the face of the coun-
try is broken by creeks, running to the lake.

St. Thomas is a flourishing town, forming a mart for the produce of tho
very fertile and highly cultivated country constituting the Talbot settle-
ment. Near this place, the contemplated line is intersected by that of the
London and Port Stanley Road. Kettle Creek, which passes through St.
Thomas, allords numerous mill sites, and there can be no doubt that wheat,
flour, and other agricultural produce, would be transported in vast quantities
over the road from this section of the country. The distance from St;
Thomas to Simcoe is forty-five miles, and the summit, between Lake St.
Clair and the Niagara river, is found about half way between these two
places. To surmount this, a grade of thirty feet to the mile will be re-
quired for about a mile on each side, which is the heaviest grade on the
line. Between St. Thomas and Simcoe, three streams are crossed, the Cat-
fish, Otter, and Big Creeks. The average width of the valleys is about
one thousand feet By a line run more to the northward, passing near Ot-
tcrvillo, the Catfish would be crossed at a point where the banks are low,
and its waters might be passed through a six feet culvert. The Otter would
present banks of not more than twe.-^ty feet in height, and might be crossed
with a common trestle bridge. Big Creek would offer still less difficulties,
the l>)inks being very low and the stream insignificant. The estimate, how-
ever, is made on the line surveyed, subject to the modification above men-
tioned.

Having thiB given some account of the different portions of the country
traversed by tTae line, I beg, before submitting the estimate, to offer a few
general remarks on the whole line of country crossed by the proposed road.

In the first place, there is a largo extent of uncultivated land, abounding
in resources, and awaiting development. Secondly. There is a cultivated
tract, second to none in Canada, settled by men whose energies have ac-
complished much in overcoming the disadvantages under which they still,
to some extent, labor.

Numerous flourishing towns and villages are so situated as to receive
great benefit from this line. Steam mills are Iteing everywhere erected, and
the streams above named abound in water privileges. In short, it is impos-
sible to p.'ns over this section of the province without being impressed with
feelings of admiration at the extent of its reeources, and of regret at their
not being duly developed.

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Having now presented you with the foregoing brief statement of ftwtn,
setting forth not only the feasibility but importance of the proprsod rail*
Wu/, I beg, in conclusion, to subjoin the following table of grades and esti-
mate of costs :

TABLE OF GRADES.

niLM. rnn.

Level, 35 50

Nearly level, leM than 5 feet per mile 2*2 40

Under lOfeet 40 10

From 10 feet to 15 feet per mile, 2fi 70

" 15 " 20 " " 12 00

" 20 " 25 " " 9 20

" 25 " 30 " " 7 50

From Detroit River to Simcoe, 154 00

ESTIMATE OF COST.

Right of Way, including Depot Groundfl, ^ 75.000 00

Fencing. .J 9H,500 00

Clearing and Grubbing 75,000 00

2.250,000 yards of Earth- Work, (g 15 cents, 337,500 00

Bridges, Culverta, Cattle-Ouarda and Road-Crossings, 175,000 00

Superstructure, including 6 miles of Side-Track, 1,280,000 00

Ballasting 125,000 00

Station-Houses, Workshops and Machinery 84,000 00

Add 10 lucent, for Engineering and Contingencies, 225,000 00

Rolling Stock, 425,000 00

$2,900,000 00
The above estimate is sufficiently liberal to cover the entire cost of a first
class railway, including rolling stock, to consist of twenty locomotives, twenty
first class passenger cars, one hundred freight, and a sufiicient number of
platform, gravel, and hand cars. Add to this, say $600,000 to build and
equip the extension from Simcoe to Dunnville, and you will see that
13,500,000 is the capital required.

Most respectfully,

Your obedient servant,

William Wallace, Engineer.

You will see by the map referred to, that if the Great Southern and
Qoderich lines were completed, that portion of the distance from Dunnvillo
to Fort Erie would form a grand avenue to the mouth of the proposed
tunnel, and thence to the depots of the New York and Boston lines in your
city. That these lines will be completed may be looked upon as a fixed
fact, as it is quite evident that the general prosperity of the country
demands them.

If tho Great Southern in not built by a new company, it is very likely
that it will be by the Great Western. Collisions are already more frequent
on Lake Erie (the channel of communication marked out by nature) than
on any singlo track Railway, and tho time is not far distant when there will
bo more than two single lines between the Niagara and Detroit Rivers, and
the question is, will the main terminus be at tho Stupension Bridge or
jOufalo?

No other company can work the Brantford Railway with so much advan-
tage to themselves, or benefit to Buffalo, as the Great Western ; and I
would not bo surprised to see this line fall into their hands. Should this
be tho case, the traffic between tho east and the west would immediately
upon tho completion of the proposed work, take its own legitimate course ,
and Buffalo would, for all coming time, maintain her true position.

Most respectfully,

Your obedient servant,

WILLIAM WALLACK

HIT*