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Les diagrammes suivants illustrent la mdthode. 1 2 3 4 5 6 ^m T* REPORT A»0>iANS, ^ ly f?/ HYDRAULIC DOCKS AT MONTREAL, WITH MANUf ACTUBING -FACIUT JES, A CITY TERMINUS, V9B TBI aBANl> TBITNK RAiLWAY. ■ ' *l > ll' 41 HON. iOWi YOU^O, C«liUU(Ay, wt Y OHARtJBS LBpOE, ClVli ENGXNBER, qmmMMid. fimt, im.' \ i®^ f ->4ii«^ "^.;, ■i1.»>tI PRELIMIN..RY REPORT AND PLANS, SHBWINO THE NRCBBSITY OV HYDRAULIC DOCKS' d^ AT MONTREAL, WITH MANUFACTURING FACILITIES, IN CONNECTION WITH A CITY TERMINUS, rOR THB GRAND TRUNK RAILWAY, iWatit unUcr ti)e Instructions of a iUrobtstonal Committer HON. JOUN YOUNG, Chaihman, BY CHARLES LEGGE, CIVIL ENGINEER, MUNTHEAL, JUNE, IWI. Montreal: PRINTED BY JOHN LOVELL, ST. NICHOLAS STREET, 1861. I PREEACE. ►♦«H*- I The question of increased harbor accommodation having been long before the public, and its important bearing on the connncrce of the city becoming more evident from year to year, it was resolv- ed at an informal meeting of several of the leading merchants of Montreal, to take into consideration the most feasible method of providing additional facilities for receiving and delivering freight by the union of the oceanic with the inward or rail traffic, embrac- ing also a suitable city terminus for the Grand Trunk Railway, the want of which has been so severely felt since the opening up of the road. As any scheme which could be devised for the accomplishment of the above purposes, would be defective if not in conjunction with increased manufacturing facilities, now also so urgently required, it was held to be of the utmost importance that in treating the subject, this necessary requirement should be kept prominently in view by adopting means for bringing into use a portion of the enormous power furnished by the River St. Lawrence in its passage down the Lachine Rapids in the imme- diate neighbourhood of the city; the utility of which has been so well established in the employment of the small amount of surplus water furnished by the Lachine Canal. In connection with the proposed aqueduct for supplying the water, it was also thought desirable to adopt some means for overcoming the difficulties of the Montreal Water Works Tail Race, and making use of the water furnished by the same. With the view of obtaining plans by which the whole scheme might be definitely shewn, a provisional committee was appointed, and having nominated the Hon. John Young, chairman, empower- ed him to engage the services of a civil engineer, and to furnish such instructions as might enable him to carry out the various re(juirements in the most satisfactory manner. The perusal of the following report with the accompanying plan, will shew the nature of the instructions, in the manner in which they have been complied with. Montreal, June 19th, 18G1. REPORT. Montreal, May 2nd, 1861. To the Hon. John Young, Chairman of Provisional Committee for obtaining Plum of Hydraulic Docks and City T(Tminus, G. T. R. Sir, — Having cxccutud the commission you honoured me with, in the preparation of Plans for the proposed Hydraulic Docks and works in connection therewitli, it may perhaps be necessary in submitting them for your consideration to offer a few observations explanatory of the general features of the scheme ; and, in doing so, I shall for the present confine my remarks almost exclusively to the development of the project in question, leaving for a more fitting Beaton the preparation of an elaborated report, in which will be discussed the present and future requirements of manufac- tures and commerce in their bearing on the important question of greater accommodation for the rapidly increasing business of the city and Province generally. I shall also, on that occasion, pass under review the various plans and proposals submitted by different engineers for the ac- complishment of a purpose similar to the one now before us, being then, on the completion of my estimates, better prepared for instituting comparisons, and at the same time more fully ac- i. quaintcd with the character and description of the plans and reportH adverted to, as it is but tliis day for the first time their contents liavo been known to me, exphiiiiinp; the reason of not no V being in a position to give more than tlie present interim report ; it may liowevfT be stated that the verbal instructions re- coived from yourself, as Chairn'-m of the Committee, did not warrant me in preparing sucli information for this stage of pro- gress, but rather to defer it until the inauguration of a Company, when more reliable and accurate estimates and details would re- sult from an instrumental examination of the country to be occu- pied by the proposed improvements. Those instructions, moreover, being of a broad and general character, and not making me ac- (juainted witli the wishes and requirements of the Committee to a greater extent than that the object sought to be attained was an increased amount of harbour accommodation, with facilities for additional manufacturing establishments ; n connection of rail and oceanic traflBc, as well as a local city terminus for the Grand Trunk Railway; together with a tail race for the Water Works' wheel house ; all rf which were to be condensed into one general plan, so arranged that its constituent elements might not interfere or clash with each other, or with any public or private interests, but all work harmoniously together, or separately if requisite, was at first sight a diflBcult, if not impracticable engineering problem to solve ; more especially as each distinct scheme had been for years past the subject of professional and commercial discussion, with great diversity of opinion entertained, not at this time neces- sary to be more particularly adverted to. Under such circum- stances, therefore, I addressed myself to the solution of the entire question, and now beg to describe the mode in which the difficul- ties of the problem have been surmounted. First, as constituting the most important featun; in the scheme, reference will be made to the harbor exten.sion in conjunction with the proposed union of inward and outward traffic, as well as the additional manufacturing facilities to be brought into being. The great natural advantages afforded both by the river and tlie contiguous country for the development of this portion of the pro- ject are evident to the most cursory observer, and may be briefly sketched as follows : The portion of the river to be reclaimed is lie plans and irst time their reason of not cHcnt interim ist ructions rc- itteo, did not KtMfie ol' pro- 1" a Company, lils would re- ry to be occu- ons, moreover, nakinj:; me ac- lommittce to a stained was an 1 facilities for ion of rail and or the Grand Water Works' to one general t not interfere vatc interests, requisite, was ering problem had been for ial discussion, lis time neces- such circum- \ of the entire [ih the difficul- in the scheme, :ijunction with as well as the being, B river and the on of the pro- iiay be briefly i reclaimed is that section lying iinraediatcly below the Victoria Bridge, and extending downwards to the foot of the Lachinc Canal, commonly known as the Point St. Charles shoal, embracing altogether an area of about 300 s(iuare acres. Tliis shoal at the present time is of no value, from the small draft of water flowing over it, and from the nature of its formation impossible to be removed by dredging or otherwise, for any sum commensurate with the useful purpose to be gained by such expenditure ; but becomes invalua- ble in connection with the proposed improvement by surrounding it on all sides with a water-tight embankment, raised on that facing the river, to a height of 2U feet above the level of summer water in the harbor, having an entire breadth on top of 280 feet, affording space for a road 80 feet in width between the front line of tlie inner dock wall and the proposed reserve for building pur- poses, which will possess a depth of 150 feet, leaving the space of 100 feet exterior to the mills for the accommodation of four rail- way tracks, a cart or carriage road, and footwalk. The embank- ment so mentioned may be more particularly described as leaving the margin of the river near the Victoria Bridge embankment, with which it runs parallel, leaving an open space between the two of 150 feet in width for tail race purposes; and on reaching a point in the line of the outer end of the north abutment, it sweeps around to a radius of 800 feet, from thence running down the river, nearly parallel with Mill Street, to a point opposite the Lachinc Canal, where turning with the same radius, it approaches the city at right angles with the line of the present harbor, and on reaching a point 1500 feet exterior to the new steamship dock, near the lower entrance of the Lachine Canal, once more sweeps around with 800 feet radius, and from thence running nearly parallel to Mill Street, with which it forms a junction opposite Grant, Hall & Company's Mill, leaving a space or op^ • channel between itself and Mill Street, when widened as afterward to be described, of 90 feet at tlie upper end, and gradually increas- ing to 260 feet at the lower one, to serve as a tail-race for the existing mills at the foot of the present Canal, and for those to be placed on the sites furnished by the new embankment. This tail race will be deepened (see sec. No. 4) with the mate- rial taken therefrom, going towards making up the new embank- / 8 ment and the cx^^ension of Mill Street, thus giving greater sectional orea for the water to escape, and prevent it impeding the action of the wlieola by backing up. The upper, outer, and inner sidon of the new basin will be devoted to flouring mills, or other establish- ments requiring a large amount 'f area and power, with immediate water, rail and cart connections ; the remaining, or lower side, will be increased in width to 870 feet, forming space for a larga numbet* of smaller factories of various descriptions, with less power and accommodation requisite. These lots will be 100 feet square, laid off in a regular manner by intervening streets, with head and tail race underneath each alternately. It may at first sight appear that, in order to build an embank- ment of this extent, a vast amount of material will be required ; this supposition will however be dispelled, or very materially modi- fied, on the examination of sections I and 4, but more especially the last, which approaches nearer the average from the fact of the first being taken in the deepest water, as well as on the side most exposed to danger from moving ice ; this section shews the entire embankment to be hollow or shell-like, — in other words, the whole space occupied by the reserve for building purposes is filled up only to the level of low water, and will average generally but four feet in depth, instead of 10 feet, as shown on section 1. In determining the height of the outer embankment, in March last, I had in view the great inundation of 1837, when the water arose to the unprecedented height of 22^ feet above summer level, but as since that period no such height had been attained, and with the ameliorating influences exercised on the river by the Vic- toria Bridge, and other works, to counteract or modify any such action of the water during the time to come, it might be within the limits of safety to assume a lower level for thn purpose of eco- nomising the material used in forming the embankment, more especially as that leading to the Bridge averages 33 feet in height above low water, and would effectually shield and protect the one below it from the destructive action of the ice moving down the river, led me at first to entertain the idea that safety for the struc- tures to occupy the embankment would not necessarily depend on making such provisions as would otherwise be required were there any chance of a recurrence of the flood of 1837, held by many t ■^ 9 to be impossible, for reasons already stated ; more mature reflec- tion convinced me that effectual security would be best atttained by designing the work to withstand any extraordinary danger arising from causes beyond the possibility of the Victoria Bridge averting, or in fact to treat the subject irrespective of the Bridge and its influences. Acting on this determination therefore, and with the assumption that what had once happened might occur again, the flood-height of 1837 was assumed ao the level of high water, and the crown of the embankment placed 6^ feet above ; that this was a correct conclusion is proved by the water in the river during the present spring shove, having exceeded the height of 1837 by 1 foot, or reaching within 5^ feet of the limit fixed on as insuring safety. This point having been established, my attention was then directed to the most proper form of cross section to combine space with economy of material and construction, at the same time furnishing a water-tight embankment when subjected to a pressure of 26 feet head ; keeping in view likewise the best arrangement for the fu- ture erection of buildings, ' ,ith their foundations resting on the original consolidated bed of the river, and sluice or tail race con- nections at the least possible expense. With reference to the first requirement mentioned, it was evident that in order to afford faci" lities for railway operations, not less than four distinct tracks would bo required, for siding convenience and shunting movements, in order tu conduct successfully the enormous inward and outward traffic which might reasonably be supposed to result from the ope- rations of so many manufacturing establishments as the gradual development of the project would call into being. 57 feet was allotted for this purpose, together with 37 feot for a cart road and 6 feet additional for a footwalk, making in all a width of 100 feet between the front line of the embankment and the rear wall of the mills ; a second road, 30 feet wide, was also determined on, as the space to exist between the iront wall of the buildings and the •dge of the dock, to furnish facilities for placing gangways from vessels and temporarily depositing goods or flour, with access from the one in rear, at intervals of GOO feet, by lateral streets 30 feet wide ; the mill lots bounded by the streets so described are each 150 square, being nearly double the area of those at the foot of the Lachine Canal, now found too contracted for carrying on an ex- 10 I tensive business. Having thus briefly described the surface arrangements, we now come to those for the vertical. The foot- walk of six feet in width is carried along the outc- tide of the embankment and raised to the height of 29 feet above summer water level, from whence it slopes on the river side down to the bed of the stream, with an inclination of 1^ to 1 , and protected against the cutting action of the current and abrasion of the ice by means of a rip-rap wall ; the remaining side dropping down 3 feet to the level of the cart road, 37 feet in width, which in its turn drops down three feet more to the level of the railway bed ; this level being carried to the rear wall of the buildings, from whence it descends to low water level. The dock wall in front will be of solid and substantial masonry, starting from the rock or a secure foundation, and carried up to the height of three feet above the level of water in the basin, and backed up with puddle, which will also slope down to summer level. In the void bo left, between the puddle and the outer embankment, the mills will be placed, with the foundation walls resting on the original bed of the river or solid rock, and rendering little excavation of ne^/ mate- rial necessary. The sluices through the dock walls, with the regulating gates as well as the tail races underneath the embank- ment, in rear of the mills, will be built in place, during the pro- gress of the work, at proper intervals so as to be in readiness when required. The mode in which the work will be carried out, so as to com- bine despatch with economy of construction, will be described when we come to treat of the inner dock";. The extent of the reservoir formed by the embankment just described, is about 152 imperial acres of water surface, raised to a height of 26 foet above the summer level of the present harbor, or to fi height corresponding with the existing mill basin at the foot of the Lachine Canal, and retained at that level bv means of the feeder to be presently m3ntioned. From this basin the water will discharge into the river through the mill sluices, and when used to its full extent will furnish a power equivalent to 32,618 horses, giving motion to the machinery of 44 large flouring mills and 84 smaller establishments for miscellaneous manufactures, situated at the lower end of the dock. The cross sectional fea- n tJie surface 1- Thefoot- '" 'ide of the ove summer down to the tid protected 'n of the ice 'ng down 3 «vhich in its lilway bed ; ■^ings, from all in front the rock or three feet ith puddle, oid so left, ills will be al bed of neiy mate- with the embank- ? the pro- ess when i to com- >ed when ent just sed to a irbor, or the foot 1 of the ter will when 32,618 ? mills Jtures, al fea- 11 lures of this side will be similar in every respect to those de- scribed for the outer and remaining portions of tlie surrounding embankment, if we except the greatly increased width of the void space for the buildings, brought also to the height of low water ; the flumes constituting the head or tail races, and carrying the streets overhead, will be constructed only as the lots bordering thereon are disposed of and brought into use, spreading this por- tion of expenditure over a period subsequent to the time when a revenue will flow into the Company's exchequer. Access from the harbor below will be had by means of a ship lock of sufficient dimensions to enable the largest ocean steamers, which the increased trade of the country will in future demand, and the improved navigation of the river between Montreal and Quebec will in all probability ever admit to this port, to ascend into the docks and place themselves alongside of the warehouses and manufactories there existing, for the purpose of discharging inward cargoes and receiving the outward ones. This lock will be provided with double gates at each end to guard against the dan- ger to the dock of vessels striking and breaking any one of them, for should this casualty occur, the pair immediately in front will act as guard gates, thus insuring the dock against so serious and fatal an accident as would result from the presence of the ordinary sin- gle pair under such circumstances ; they are to be built in a curved form of boiler plate iron to enable them to resist successfully the enormous pressure due to a lift of 26 feet, and will be moved by means of water wheels. The distance between the inner gates will be 500 feet, with a width of chamber of 75 feet, correspond- ing to the Sault St. Mary Lock at the outlet of Lake Superior ; this chamber will be divided by an intermediate set of gates for the use of ordinary river and ocean vessels, thereby economising the water for the lockages. The width proposed for the lock is greater than will ever pro- bably be required for transatlantic vessels coming to this port ; but, keeping in view the future enlargement of the St. Lawrence canals, or the construction of the Ottawa and Lake Huron Canal, for the passage of large side-paddle steamers navigating the upper lakes, it will form the eastern link in the chain of enlarged inland navigation, as the existing Sault St. Mary Lock now furnishes the 12 y western one, more especially as this width can be given vhen first constructed for a sum bearing a very small proportion to the entire cost, but ever afterwards rendered impossible. To establish more fully the importance of this enlarged scale being adopted at this governing point would require too much space for the argu- ments necessary for so doing, and must therefore be deferred to the time when the entire question of future canal enlargement will be considered in its bearing and influence on the project now under discussion. To give facilities for repairing and building vessels, a dry dock, 550 feet in length by 100 feet in width will be placed immediately alongside of the lock, and capable of receiving the largest steamers visiting Montreal, or two smaller ones at the same time by the use of intermediate gates. In addition to the hydraulic dock so described four inner docks are to be formed, with the excavation going towards making up the embankment of the outer one. They will occupy the ground enclosed by the Grand Trunk Railway, Wellington Street, the Lachino Canal, and River St. Lawrence, running from the canal parallel with Wellington Street and with each other, possessing a width of 190 feet, with a depth of water sufficiently great to per- mit ocean vessels when loaded to occupy berths in them, placed ■4G0 feet apart, furnishing space for a double row of warehouse lots, 150 feet deep each, and abutting on the docks, leaving an inter- mediate street of 100 feet in depth for the accommodation of a cart road and six railway lines. The remaining GO feet will be appropriated to two streets, 30 feet each, between the front edge of the dock walls and tliC warehouses ; this arrangement furnishes sites for 93 warehouse lots, 150 feet square, provided with inland, oceanic, rail and cart connections. The junction of those docks with the hydraulic one will be had by removing the existing waste weir near Grant, Hall & Co.'s mill, and constructing a channel 75 feet in width with a similar draft of water as the docks, through which the vessels will pa.ss from the main basin to a t^econd or dis- tributing reservoir on the inside, formed by an enlargement of the existing canal basin. This inner reservoir will contain a surface of about 27^ acres, and affords space for vessels of any length to swing into the docks abutting on it, or otherwise manoeuvre, as may be ■■»« fiven v'hen first >portion to the '■ To establish 2ing adopted at ie for the argu- l>e deferred to «i enlargement he project now a dry dock, d immediately rsest steamers - time by the r inner docks s making up y the ground ' Street, the '" the canaJ possessing a ^'reat to per- hem, plaeed ■ehouse lots, 'f< an inter- 'ation of a Jet will be front edge t furnishes 'th inland, o«e docks ting waste lannel 75 '; through 'd or dis- it of the urface of to swing maybe ■I 13 necessary. A large volume of water will also flow into the hy- draulic basin through a channel placed at the upper end of the inner docks, and crossed at dififerent points by means of fixed bridges, as it is not intended that vessels shall navigate this chan- nel, so as to obviate the use of swing bridges. The exact position of this feeder will depend on the following consideration : In the event of furnishing water power for all those warehouses, to such extent as will drive wheat elevators, with machinery for moving and lifting goods from one story to another of the buildings, then the channel will be placed near the end of the docks, bordering on the Lachine canal, or immediately before the regulating gates to be presently noticed ; this will allow the water from the wheels to be carried by means of covered tail races underneath the streets containing the sidings, in the direction of the Grand Trunk Rail- way, to the open tail race running towards the Victoria Bridge, and discharging into the river at the outer end of the north abut- ment. But, on the other hand, should it be thought not desirable to furnish facilities of this nature, from the expense of construct- ing tail races, or for any other reason, then the channel will be placed at the end of the docks nearest the Grand Trunk Station, as one fixed bridge, 20 feet wide, will be sufficient for carrying a single track across, to afterwards connect with the different sidings for each section or double row of lots ; this will at the same time neutralize the acti(;n of the currents in the docks and facilitate the movement of vessels. The principal use of this channel it> to con- vey water into the main as well as inner docks during the season of the year the water is withdrawn from the Lachine Canal, for making necessary repairs. Now as the period selected for this purpose is in the spring, before the navigation opens, and conse- quently no vessels require to move from the main dock into the inner ones, the gates in the connecting channel near Grant, Hall& Co's mills will be closed against the water in the main basin, as ^ell as those a^ the lower end of the two inner docks, effectually severing the connection with the Lachine Canal, and at the same time forcing the entire vclume of water supplied by the proposed canal around in the upper channel to keep up the supply for the new mills and factories under the jurisdiction of the Company ; but should the Dock Company require to perform a like service to ' I I } ft' 14 *he.'r own basins or works th. . • P^«v,ousl^ referred to, wS e„ir? '^'^' '"'^'^o gates to t^ leaves each ;. • ""^ '" *^^e enlarc^ed nl The land to' be "''' '''^'^""•^d. ''*^' ^'^*"^""- -co„d »mn«„,ue„t °i " '« 'I'""'' Trunk C„,„p „;"' '^'^ . An imporlunt tatme in,! „ . '« the relative width, t„ i! ° '"""''='' »" '"Ml, co„,i,l ,■ -abii„, tl.o,„ : M ;t «:T "'" ''"'■■'' '"""J' « ott ?"' 'poctive c,,p„ci,ies I ' , , '^T '' ""'"""" "f »rviee i, ', ' '' ^rt:„it;'::;t:iir*"^^'^^^^^^^^ I ^se gates to those , either from Ct remainin S ones consist of two 'commodate the '' of the ware- ^trance of each ''^'•c- iSmaJJer ' «f the piers 3sses prepared ose answered itting off the ^ side retain- ovements is "^^ JijiiJway ""occupied,' and three '"y. In a cks to the fulfil the ''e plan so -nt of the 'deration, > *c., for their re- s J)art of that a 'cnsions ss space 10 dock cn.«e of of the 3upicd uscep- lUtUjil 15 relation to each other were to be realised. A second arrangement was prepared, and now submitted, with docks reduced to 190 feet in width, but with cart roads and an increased breadth of wharf- age space, for the convenience of gangways, &c., &c. In this plan it is evident that the conditions laid down, as necessary for the full and efficient movement of vessels, is not regarded, and there- fore must be looked upon in an unfavourable light ; it is true they could turn by proceeding to the cross channel at the upper end of the docks, in the event of being placed in that locality, but with the danger of having their movements impeded by the current setting into them, to say nothing of the time lost, greater perhaps than to have in the first place backed out stern first, or dropped down gently with the current. A modification of the two sketches will probably be an improvement : that is, to re-establish the docks at 250 feet in width, and increase the wharfage space in front of the warehouses to 40 feet for cart purposes if required, as well as for its own legitimate duty ; the additional space so furnished to be obtained by sacrificing the cart roads of the second plan, and taking a portion of the increased width so given off the warehouse lots, 170 feet deep, abutting on Wellington Street, more especially as from their position they are deprived of railway connection and can be made less in depth without material injury. It may perhaps bo thought that too much space has been occu- pied in the present report with this branch of the subject, but on reflection it i.s tliought the Coinmittcc will agree with the writer, in respect to the great importance of a judicious and well digested plan, in which the different parts will be in harn.ony v. Ith each other, this being moreover not so much an engincerii g as si com- mercial or nautical question, and as such entitled to the considera- tion and consequent decision of the Committee iiself. With the foregoing remarks, descriptive of the general features of the scheme, it may be proper to ofi'er a few additional observa- tions, with the view of shewing the advantageous and economical mode in which the work can be carried into execution. It has already been stated that the surrounding embankment of the outer or main basin will be made to a great extent by means of the excavation arising from the inner reservoir and docks; the advantage to be gained in combining the different ^1 16 11 i. , "v r. ( ' I I works into one c-tystcm of construction is thut a portion is formed by the execution of the rcmuinder, and uniting economy with the most efficient means of handling and transporting the amount of material necessary for attaining this end. The most feasible plan of operation for the purpose in view will be to Ibrm n tram- way at the foot of the slope of the outer embankment, resting at intervals on cribs of about ten feet scjuare, with intervening tres- sels for supporting the stringers carrying the railway track, by means of which the earth excavated Irom the inner basins can be conveyed and dumped from side-tip cars into still water on the inner side, the tramway preventing the current rushing past on the river side washing away the earth so deposited ; with the rising of the new embankment above the surface of summer water level the railway track can be gradually moved in the direction of the dock wall, and this pttint reached, preparations for commen- cing the masonry can be made. In order to accomplish this im- portant part of the work with facility and economy, light pontoon scows made in convenient lengths, of 10 or VZ feet in width, will be arranged in a line several hundred feet in length, placed suffici- ently far from the embankment to form the side of u coffiir dam, with the embankment acting as the other, and united at the ends of each section. The scows will be so constructed as to admit of a puddle chamber, with the necessary sheet piling, being formed on the inner side to render the dam secure and water-tight ; from the space so enclosed the water will be removed by means oi' a centri- fugal pump, worked by an engine placed on one of the scows. This being completed, the staging for carrying the travellers will be erected sufficiently high to surmount the dock wall when built, and of such width as will encompass it as well as a rail- way track iuimedlately behind. On the removal of the deposit of sand, gravel, and boulders to the solid rock, the masonry can be coQunencod by lowering down large blocks of stones from the cars on the adjoining track, by means of the travellers, with the utmost despatch, and continued until the wall reaches the surface of the water throughout the whole length of the section laid bare by pumping ; this point being reached, the {jumping of leakage water will cease, and preparations be made for enclosing an additional length with the same poutoons, which being rapidly accomplished, nrtion is formed economy with ing the amount »« most feasible to form a tram- ie»t, resting at tervening tres- Iway truck, by ' basins can be 1 water on the «hing past on I'd; with the summer water c direction of for commeh- plish tliis im- ''ght pontoon » width, will )Iiicc!d suffici- cofTer dam, at the ends admit of formed on from the H centri- the scows. travellers wall when as a rail- deposit of "ry can be n the cars ic utmost CO of the I bare by «gc water dditional "plished, ^ 17 a second section can be laid dry, and the same process of building rcpcat<3d as before. While this is being done, and the masonry gra- dually rising to the water's surface, that section previously brought to the same level has been also fast increasing in height, together with the embankment behind it, and lifting the stone track simul- taneously with the other two. The process of conveying blocks of stone and depositing thera in the wall without any hoisting being required will hasten the completion of the masonry, and at the same time allow of the work being done at the least possible ex- pense. By some such arrangement as this, great u. '^ress can be made in one season, and the work left in such poi. i'lOii during the winter as not to be injured by the ice ; indeed '^c outer section of the embankment can be raised to its full height during the winter as well as if done in any other season of the year. The dock wall sluices, gates, and tail races will be put in their respective positions during the progress of the work ; the latter can be made of flatted cedar, placed below the surface of the water, and there- fore beyond all atmospheric influences and consequent decay. In the foregoing description I have endeavoured to show the extent to which the requirements of the Committee have been complied with, in so fiir as relates to increased harbor accommoda- tion, combining facilities for manufacturing and warehousing, as well as connection of rail or inward with oceanic or outward traf- fic. It shows, in fact, an increase of 5 miles of dockage when carried out to its full extent, with numerous mills and warehouses provided with ample motive power, and space bordering thereon, into which cars loaded with cereals or general produce can dis- charge with the utmost facility during the whole period of the year, receiving return loads of flour or other freight for transport to Portland, Boston, New York, or the West ; while during the season of navigation the internal and foreign craft can exchange similar cargoes with the greatest despatch for a minimum cost. With the above remarks on the dock arrangement, we now come to the consideration of the feeder or canal by which it is proposed to furnish the water for the useful purpose described. I In the course of the St. Lawrence from Prescott to Montreal, various rapids or falls occur, interrupting the navigation of the river, but surmounted by the difierent canals at those points ; the :# ll 18 principal obstruction of those adverted to, exists in the Lachine rapidn within the immediate neighbourhood of the city, where the whole volume of water in the St. Lawrence tumbles down a rocky bed for the distance of three-fourths of a mile, furnishing but a narrow channel of ten feet draft of water for descending vessels to shoot through. From a point about one mile above the rapid, to the level of the Montreal harbor, there exists a fall due to the de- clivity of the river, of thirty-nine feet, and which can be made available in connection with the scheme we are now dcscribintr. To make the subject more clearly understood by those not ac- quainted with the locality, it may be well to go over ground not otherwise re(|uisite, as all the members of the Committee are perfectly conversant with its features. Prior to the completion of the Lachine canal, a work executed by the Provincial Government at a cost of $2,000,000, for en- al)ling vessels navigating the river, to pass this rapid, the city of Montreal was without manufacturing facilities, if we might ex- cept a couple of windmills, the walls of which are now standing as monuments to iridicate the progress a few years have brought to pass. With an enormous power, equivalent to at least four and a half millions of horses, running to waste in the vicinity of the city, the good citizens had apparently the utmost reluctance to avail themselves of its services, evidently placing more faith in the efficiency of the windmills adverted to, than in the more reliable and powerful agent at their door. A great change, however, was at hand, and destined to revolutionize the primitive ideas enter- tained respecting the utility of the motive power advocated and used. On the completion of the Lachine canal, immediate steps were taken by several enterprising gentlemen, to turn its surplus water to useful purposes, and with what success the numerous mills, factories and machine shops which shortly sprung into exis. tence at the different points along the canal where the power was available, will best answer. Indeed it can not be claiming too much to assert that the city stands largely indebted to them for its present material and commercial prosperity, converting it, as they do, into the grand manufacturing centre of the entire Pro- vince and giving profitable employment to several thousand mechanics. f }r !l s in the Lachine i« city, where the '1«H down a rocky furnishing but a ending vessels to ove the rapid, to 11 due to the de- 3li can be nmde now describing. y those not ac- )ver ground not Comniittcc are work executed W),000, for en- pid, the city of we might ex- now standing ' have brought least four and icinity of the lehictanco to I'e faith in the more reliable however, was > ideas enter- Ivocated and ijodiate steps » its surplus « nuuierous ig into exis. i power was lainiiiig too them for -rtitig it, as entire Pro- 1 thousand I M 19 The power thus furnished has, however, reached its limit, and mntil some further steps are taken to draw another instalment from the inexhaustible source within our reach, now every day called for, •Tio further progress can be expected in a manufacturing point of view and which must re-act most injuriously on the general inter- ests of Montreal. In the docks previously described, we have endeavoured to make suitable arrangements for using the water when furnished ; the point now to be considered is the most feasible method of accom- plishing the purpose for which they were designed by introducing a sufficient amount of water into them. This can be done in two •ways, either by enlarging the Lachine Canal or by the construc- tion of an independent one. The first mentioned project is sur- rounded by so many difficulties and obstructions as practically to be beyond the limits of possibility, and therei'ore not to bo enter- tained ; it is true, by widening the " rock cut," a small additional amount of water might be obtained, but utterly insufficient for the purpose in view. As before stated, this canal is the property of the government, built expressly for navigation purposes and always keeping that object primarily in view, leaving but the surplus over and above that required for the legitimate canal working, as avail- able for other useful objects, and now in use to its full extent. The sectional area of the canal is about one thousand square feet, with a current moving at the rate of one and a quarter miles an hour ; the width on bottom being eighty feet, slope of sides two to one ; ten feet deep and eight and one-half miles in length ; having embankments on each side for the greater part of its entire lengt\ with five locks under a head of forty-three feet nine inches. Now in order to gain the amount of water necessary for our purpose, the width of the canal would require to be increased to a very great extent by moving the embankments farther apart, and only attainable by stopping the entire navigation, as well as the manu- factories depending on the water now furnished, for at least two years, involving the ruin of both, and therefore placing this source of supply entirely out of the question. Fortunately, however, the second mode is subject to no such objections, at the same time eminently practicable, as it can be accomplished within a reason- able period, at a less expense when viewed in connection with the ' 1 i4 •20 whole Hchcnic, and at the Hainc time tlispoHinji^ of tlie water works tail race difficulty. From a pdint about one mile above the Lachinc Rapid, the Water Works afjueduct conveys a sufficient supply for furnishing the city, and for drivinj^ occasionally two lar^e breast wheels for forcinj< the water so supplied up into the reservoir on the side of the mountain, from whence it is distributed throuf:;liout the city. The line of this a(|ueduct is nearly parallel with the course of the river, but placed back from it about three-fourths of a mile. The country intervening between the two and the city is nearly level, of alluvial or drift formation, and remarkably facile for the con- struction of the proposed new canal, which will leave the inner dock near Wellington Street, and proceed in the direction of the. wheel house, occupying land owned by the Corporation, acquired for tail race purposes, but since abandoned. Froni a point oppo- site the wheel house, it will follow the cour.sc of the present aque- duct to its junction with the St. Lawrence, and with the excavation from the prism of the canal at the upper end, made to form an outer embankment, will proceed up the river margin for such dis- tance as will yield two feet of water additional to that obtained at the entrance into the river. The width on bottom of this new canal will be one hundred and sixty feet, but with sufficient space retained to admit of three hundred feet in width being given,when the requirements of com- merce and manufactures demand an additional r f'urnisliing Nt vvlicel.s for " tlic Hide of lout the city, 'ourso of the I mile. The nearly level, '<»r the con- ^ the inner ction of the. '», acquired point oppo- osent aque- oxcavation ^0 form an T such diw- >btained at « hundred it of three ts of com- of Water, ts of the ultimate Juioval of nd move fie above ixcess of t, it has s which occu- rds the ! given he di». m 21 tancc wliorc cinbankmonts occur. The entire lengtli of the canal, from the point of departure at the river to it] junction with the dock at Wtillin^tnn Street, \h about 5^^ niileH, beinj^ but u fraction in excess of an air lino between the Hiime points. The increased sectional area which will bo given the prism of the canal below the second lock, to bo presently mentioned, can be obtained by deep- ening instead of widening, as on the remaining portion above, for the two-fold purpose of economising land which ia valuable on this section, and likewise to admit of ocean vessels reaching the manu- facturing establishments to exist at Lock No. 2. We have befcjre stated the fall at the Montreal dock to be twenty-six feet, and that the entire fall, with the two feet gained at the upper end, amounts to forty-one feet; now, deducting the lo.ss of head due to the velocity of a current in the canal of two miles an hour, we have still left about twelve feet to be made use of before coming into the main dock. The point Hclected as the site for the use of this power is in the neighbourhood of the Water Works wheel house. Here there will be a lock provided with double gates, and an intermediate pair, as in the case of the large lock leading up into the hydraulic dock ; by means of the inner gates, vessels four hundred feet in length, seventy-five feet beam, fourteen feet draft of water, can ascend into the upper reach ; or, if using the intertnediate gates, the ui-dinary steamers and vessels now navigating the St. Lawrence may pass with half tlic amount of water otherwise used. These gates will be of boiler plate, curved to the pressure, and worked by water power. Their useful purpose will be the same as described for those of Lock No. 1, and taken in connection with the stopgites at the entrance of each head race carrying the water to the vaaous mills, will do away with the necessity of a third or guard lock at the upper end of the canal, together with very extensive sluice arrangements at the same point for passing the water ; great economy in first con- struction as well as subsequent working will thus be obtained. The land on each side of the lock can be purchased by the Company and laid off in mill sites to the number of 93, each 150 feet square, with an aggregate power, when in full operation, of 18,000 horses. The head races will be so arranged as to admit the water being withdrawn from any individual one for repairs ) f ' i I i 1 ! ■ n ! Mi i 1 22 without interfering with the others. Streets, forty feet in width, will intervene between the building reserves and these races. The tail races, for conveying the water from the mill wheel sluices into the canal b^low the lock, will be of such dimensions as to carry it freely, and of suflScicnt depth to enable vessels to ascend ard place themselves along side of the factories. Streets seventy feet in width, to admit of double lines of railway and cart roads, will exist between the tail races and mills, with connections at different points with those bordering on the head races previously adverted to. Bridges to form junctions with the different lines of manu- factories will be placed across the various races as shewn on the plan. With the foregoing arrangement, the establishments existing at this locality will be in possession of extensive space, motive power, railway, cart and craft connections, and on the deepening of the lower reach of the canal, with oceanic as well, all of which, taken in conjunction with the cheapness of building lots for the houses of artizans and workmen employed in the factories ; as well as being beyond the pale of city taxation, situated in an eminent- ly healthy section of country, and at the same time bordering on the most flourishing seiport city of British America, form altoge- ther such advantages, and yield so many facilities for the employ- ment of capital, as no other site on this continent can equal or even approach. Several mechanical structures on this part of the work require a passing notice ; the most important being the pontoon bridge for carrying the Grand Trunk Railway over the now canal. The various engineering difficulties which render it impossible to make use of a similar mode of crossing, to that adopted at the Lachine Canal, need not at this time be discussed ; a short descrip- tion of the plan proposed will therefore suffice. The pontoon will be su arranged as to float itself on the surface of the water, and of sufficient width to carry a carri;;gc road in addition to the railway. One end will fit in a recess on the river side of the canal, and attached to it by means of a strong pi»ot connection, so arranged as to admit of the whole pontoon swinging around upon it as a centre, and fitting closely into the recess to ycet in width,, jso races. The hi sluices into I as to carry it I ascend ard Ntfl seventy Id cart roads, jnncctions at ys previously '•^ (>f inanu- ^^■^^'n on the <^xisting at '*ivo power, f'Jng of the of which, lots for the es; .-laweJI '» eniinent- rdering on rm altogo- e employ. I equal or ^ I'equire i-idge for possible 1 at the iescr ip- ^urface oad in ' river pi»ot "ging 3.SS to 23 prevent vessels coming in contact with it when passing through ; as in this position it is open, and furnishes a space of seventy-five feet in width of canal for iiavigablc purposes. When in place, the outer end will rest over a pier in the centre of the canal, upon which the remaining or fixed portion of the bridge is supported. It will be so arranged as to admit of a vertical movement of two feet, according to the level of water in the canal, and permit trains passing over under such conditions, at tlic same time sus- ceptible of a rotatory movement itself When the water in the canal falls below a certain point, the pontoon becomes fixed on the pier and abutment supports, floating no longer, but converted into a compound girder bridge, strengthened by means of a strong open " Warren Truss" underneath its bottom, provided for such contin- gency ; this pontoon -ill be opened and closed by the action of a water wheel with the utmost facility, as its travelling end will have to describe but a small portion of the circle in so doing. The waste weir for regulating the height of water in this reach, being convenient to the wheel, it will be at all times within the power of the person in charge to keep the level favourable for the proper action of the pontoon. The tail race from the wheel, as well as the wastft water from the canal, will be conducted to the river St. Pierre, which is within a short distance of both. A syphon culvert, for carrying the water of this stream under- neath the canal, will also have to be constructed, either of wood, stone, or iron, as may bo determined on, and likewise to provide for the waste water from the Montreal wheel house, whenever the water is withdrawn from the new canal for repairs, or for other purposes. A swing bridge, in line of the lower Lachine Road, will be built at the upper end of the canal for the acconnnodation of ordi- nary tralFic ; it can be worked with a water wheel under the two feet head gained at that place, or by manual labour. Stop gates will also be provided at this point, so that the water can be with- drawn entirely from the canal at any time for future enlargement or repairs ; they will, when not in use, fit in recesses provided for the puipose on the sides of the piers supporting the bridge. A feeder can be thrown into the St. Gabriel level of the Lachine Canal, wliere a further supply of water is now urgently required, in 'in 2i used for miJl purposes «f i, * , , or strangers vis tine. Mnn^rn 7 , P^o^oenade for tha «v ^« ^'n^pect all the c^tenT 'V'' ^^ ^^''^^^^^e they ZT T «-'th the Comn f**'"''"'^' a"d varied est..hi;«) ^ ^"^ ''"^'^^cJ Upper Lachv'"'^: ^''^'^' ^^*"^"-.- tt -rf' '" ^"""«^««» ^^ ' Jiacftine roads • if « -n 1 '^ "^^ city bv iha T Jiood of iho ,... • 1 , •^' "^^ "nmediato o« i i , *' ""«*, tt«»iJ,: 1 "''•™ "' '■»«* by the „r '™ "f «'« *^ t™,-. pnce into '^ purpose and car- cuJvort, |t^ie Cor- extend- ^Gstern 'citizens nabJed lection weror for a ^ide, Jii'ub- view. ' the ition 'ght- lust^ our- 'nts JSt- be to I- r 25 practically deprived of the facilities necessary for conducti"g the business inaugurated by the Lake St. Peter improvements and railway connections with the Upper Province and far west, in con- sequence of a distance of nearly two miles intervening between the railway terminus and the harbor, over which all freight had to be transported by horse traction, on inferior and frequently nearly impassable roads, involving great expenditure of money and time ; neither has the local business of the city been more highly fa- voured, but subject to a like cost and annoyance. All were there- fore agreed as to the necessity of greater accommodation, but sadly r.t variance as to the how and where. This is neither the fitting time or place to review the combats fought respecting the rival advantaf-jes of the Lachine Depot, Ilaymarkct and Chaboillez Squares, foot of McGill Street, College Grounds, Champ de Mars, Ilochelaga, and numerous other localities, as sites for the station, or whether the entire commerce of the Province would not be paralized and ruined by allowing a railway swing bridge to be placed over a canal lock. The Committee no doubt remember the discussions which took place through the public journal's and at meetings of the Board of Trade, with the strong and conclusive reasons adduced by partizans in favour of each locality over and above all competing ones, until the able report of Mr. Shanly, addressed to the Harbor Commissioners, narrowed the debatable ground down to the foot of McGill Street. With that gentleman's arguments in reference to the proposed site I perfectly concurred, but took exception to his line of approacli and harbor connection, with several other minor points which in my opinion militated against the project in its individual characteristics but obviated or lost sight of in consecjucncc of the present junction of the scheme with the general one of harbor extension, on a scale not enter- tained at the period of Mr. Shanly's report. During the time of this wrangling and discussion, however, the trade of the city was saddled with an annual charge of over one hundred thousand dollars, a sum sufficiently great to accomplish the purpose sought in two years, but what was of still greater con- sequence, the railway traffic was being gradually diverted into other channels from which it would bo difficult to regain it. In this posture of affairs, from the inability of the Grand Trunk lit ill r^ m -:'i 1 1 26 ";e city, with tie ncce J.^I',i: ' bST" '" '"■" *^ «'" ^o Street. -^ '''''"S» »' "lo foot of McOiU In carrying out tlie proicct nr . • benelical to ti.e vari„„. e^MlnZZel "l"".^' "" "" '» P™™ «io same t/me toeping i„ view ft, ! "« ""^ '""to. and at "■"» that of the d«k, irZ ^ """"""' ""'»" »f 'ho «ho,„e '» "Men Mi„ Street to the e" 'fj™' ™°^' " "«' be neco^ «ntig„„„, ,„ „„ „,;, fo/ctrTf "'S'''^ f"""' '«"i"S ftrty feel forty foot to the aeeo™lr„ ^r' '°™""« ">"o„,aL„g »f sidrag for the erosi„.. „f ."i . ■"""" "'"* ""d 'wo lines »»<) factories e.i.,i„„,t';;/f '"»"'■<' «■« '»"«'» »f the S "-torn ,„,i„, „,„ ,; J fco of the eanal. The „,,,„ „.;'* «0"a Bridge en,banl„,c„, 1^ ^^ ^"""'V "<"" A" Vic 800 fct. j„i„ ,l„ „i • --1 ™-P."g around with a radi JS western trains „.•„ J,„ .L™ I™- Street; while that ^ W between Welli„„(„„ S,,,^™™' f'"'"? «' " P"".t nearly een- ««> tho Mill «.,,„,, ,.,„ „t7' ;,^'"'. -'' 'onninga j„„«i„J Grand Trunk- Kailway jl , "^ "'' '" "'o rging to a point in the direction of William Street, where the depth will be reduced to 89 feet, making an average width of 105 feet, with a superficial area of 101,850 S(|uare feet. The station buildings, to eventually extend the entire length, will have a breadth of 80 feet, with a pliitform of 10 feet on the side facing Grey Nun Street, and placed sufficiently far back to increase the width of this street from 44 to 70 feet for the accom- modation of the cart traffic with the station. This plan ncce.ssi- tates the closing of the portions of Wellington and Youville Streets between McGill and Grey Nun Streets. As there is, however, but a small amount of traffic over the streets to be so taken, and from the far greater facilities affijrded to ordinary traffic by the widen- ing of Grey Nun Street, making it in fact one of the principal ti'.oroughfares for cartage between the station, city, and harbor, th.* advantages to be reaped by the public and business community in the carrying out of the plan will be evident. The railway lines, three in number, in connection with the inward freight depot, will be placed on the McGill Street side of the station, and together with the buildings will occupy a portion of that street. For the convenience of classification, and ready access to the present harbor, it ia proposed to locate the outward frvitjht depot id 81 on the cast side of McGill Street, on a portion of the vacant space lying between Common Street in front and Youville Street in tlie rear, but at the same time ac(iuiring a sufficient amount of land, between this point and St. Ann's Market, to extend the station buildings as fur as Foundling Street, whenever required. The building will be 820 feet in length, when carried out to its full extent, with a width of 80 feet, and a platform in rear of 10 feet wide. The railway sidings connecting with this portion of the general terminal station will be three in number, and placed on McGill Street, parallel with those previously described, and con- necting with them at different points, so that ready access from each other may be had for engines and trains. Immediately in roar of the outward freight depot, a new street, 70 feet in width, will be opened up, running the entire length of the station, or connecting Common Street in front with Youville Street intermediate, and Foundling Street, near St. Anne's Mar- ket, in rear, and will admit of carts and carriages approaching the station from the harbor and the city with the utmost facility, without interfering or coming in contact with the railway traffic on McGill Street. The amount of land required for terminal purposes, when the plan is carried out, will be as follows : West side of McGill Street. Private proprietors ft. 93,204 Corporation (Youville and Welling- ton Streets) 10,8()0 104,064 East side of McGill Street. Private proprietors 52,441 Grey Nunnery 93,100 Corporation (Youville Street) 9,000 154,541 258,005 Land taken from Corporation and appropriated to sta- tion purposes 19,8G0 Land belonging to Company given Corporation to ii 82 widen Grey Nun, College, and Foundling Streets, and in opening up new street... 86,510 Showing an excess of hind given the Corporation over and above the amount taken of. 00,650 In the foregoing statement, the superficial area of McGill Street, within the limits of the station, has not been taken into account, as under any arrangement which could be made for fur- nishing the city with terminal accommodation at this point, a greater or less amount of tlie space occupied by this street would be required for the necessary sidings to facilitate the movement of trains and for their reception. In the plan previously recommended for this portion of the work, it wa.-J proposed to place the buildings on no rly the same sites as now recommended, but with the rail and cart connections differently arranged. The freight station, bordering on Grey Nun Street, was to be 80 feet in width, but with no provision made for widening the street along which the traffic was to pass to and from the railway. Now supposing warehouses to be in existence on the west side of the street, as there certainly will bo in time, with the long horse-trucks now in use, receiving or deliv- ering goods and reaching to the middle of the road, with the same repeated on the opposite or station side of the street, it is manifest that the main thoroughfare would be completely blocked up, prov- ing utterly insufficient for the purpose in view, and growing a more intolerable nuisance from year to year with the increase of the traffic, when too late to be remedied. The sidings, two in number, were to be placed on the east side of the freight station and occupy a portion of McGill Street, but unconnected with those belonging to the passenger depot, on the east side, as will presently be seen. Now allowing that for a certain time the main line and one siding might affiird the necessary facilities for the freight traffic, yet, with its increase, this amount of accommoda- tion would be but insignificant, and no means at hand for its exten- sion without appropriating a larger amount of the street, which in turn would infringe on the only route, of limited width, by which carriages could approach the passenger station on the east side. 88 Thci'c would in fact be a less amount of available siding at this grand terminal point than is possessed by any ordinary station along the line of the Grand Trunk Railway. The passenger depot was located, as before stated, on the cast side of McGill Street and bordering directly on it. The building was to be 80 feet in width, with two lines of rails in rear, but under the roof or entirely within the building, and consequently not connected with the freight sidings after leaving the main lino near the end of the swing bridge over the Lachine Canal. The carriage approach was to be along tlic portion of McGill Street intervening between the station and the freight sidings. Against the whole of this arrangement several important objections can be urged, some of which are as follows : 1st. The passenger sidings being confined within the building, no future addition to the nuniber could be made without destroy- ing the whole arrangement of the interior, and appropriating space. required for otlicr purposes. 2nd. In shunting and moving trains, the engines would require to go underneath the roof, filling the station with steam and smoke, while at the same time causing groat danger to the build- ing from sparks, cinders, &c. iivd. In carrying out the entire plan on the east side of IMcGill Street as contemplated, a portion of it would be devoted to freight. In this case, no connection with the main freight depot, on the west side, could be effected without crossing the swing bridge twice. This in itself would be a constant source of annoy- ance, expense, and delay, as the canal authorities, having the right of way, would to a great extent govern the movement of trains at their own pleasure, 4th. All the distance between the guard-lock and the revetment- wall would be occupied by an embankment, taking up much valu- able space, and cutting oft" the canal from the harbor, for carriage and cart transit. 5th. No means of access to the roar of the building was pro- vided for ordinary traftic. The portion of McGill Street intended for this duty, being incapable of future enlargement, would in a few years present the spectacle of carriages, carts, engines, and cars mixed up together in inextricable confusion. 84 If may perhaps 1)c> uvfijod, that tlic phm rcfi'ircd to cuibraccd a coiiiicction ()(' tho railway with tlie prosont harbor, and that by this moans a hiryo amount of through traffic each way would be taken directly to and from tin; vessels, and do away with tlie necessity (if cartaj;e. In answer to this it may be stated, there are so many dithculties in the way of eftecting this union as to render it nearly an engineering impracticability, and even in n romniereial point of view impolitic ; but as the discussion of this part of tho general question will be fully gone into in a more extended Keport at a future period, it may suffice at tliis time to (ibscrve, that the height at which the rail over the canal nmst be ]>laccd so as to be beyond injury from ice, will be at least 18 feet above the level of the wharves, over which steep incline all traffic would recjuire to pass. The most serious objection, however, is the sharp curvature from the end of the bridge to the line of the harbor, and unfortunately located on the same steep incline, as well as the large amount of valuable ground that would be occu- pied, or rendered useless for connnercial purposes, by the embank- ment carrying the rail down to the lower level ; the total want of room for siding accommodation when on that level; the interfe- rence with ordinaiy traffic between the harbor and city, and at the same time useless during the winter months from being cov- ered with water. The proposed line along Commissioner Street in front of the city is open to many of the same objections. In fact, the more reflection bestowed on the subject, the stronger becomes the conviction that both nature and art have forbidden the iron bands of union between ship and rail traffic being consummated in this direction. Reverting to the plan now proposed, it .'fay be well to state briefly the peculiar advantages it possesses o\-\c the one previously recommended, even at the risk of recapitula ; mg what has already been advanced : 1st. The line of approach from the guard-lock to McGill Street, leading over a viaduct instead of an embankment, occupies less of valuable space, will not interfere with the traffic passing under- neath, and, raised three feet above the present line of McGill Street, places the rail above the highest flood. 2nd. Widening Grey Nun Street, and opening up a now one 85 in rear of the station on the east side of McGIll Street, will givo ample facilities for transport of freij^ht to and from the respective stations for all time to come, be the increase what it may. 3rd. Oonverting McGill .Street, up as far as William Street. into a station-yard, furnishes room for six distin-^t lines of siding, bounded on each side by an inward and outward freii^ht-depot, with wide and accessible streets in roar of eacli for ordinary traffic. These sidin}j;s are of course external to the buildinji,s, and all connected with each other at various points, so that trains may be moved from one to another witliout crf/ssini« the swing bridge, or even Co.nmon Street, the only level crossing between Point St. Charles and the city. By thus classifying the different freights, and contining each description of traffic to its own local- ity, greater expedition will result and confusion be avoided ; the risk of destruction to the buildings by fire materially diminished ; uniformity produced; and the fine view of the St. Lawrence and the Victoria Bridge from McCJill Street not impaired. The.se comparisons an; instituted with no invidious object in view, but simply to show the importance of this entire portion of McGill Street being conceded for railway purposes in eonnectioti with the proper development of a City Terminus scheme susceptibli! of future extension to the extent indicated, as it is evident, in the plan now to be adopted ample provision should be made for any enlargement from time to time demanded by the rt'pidly increasing commerce of the city, harbour, and province generally, without in any manner marring the general features of the plan when eventually carried out to its full extent. The total superficial area of station buildings when completed will amount to 154,020 square feet, or 3y5_s_. acres. On the .south side of the Lachine Canal, between the swing bridge and the foot of the guard lock, it is proposed to reclaim a strip of ground from the river, of GOO feet in length by 250 feet in width. The two sides facing the river will be formed of wooden cribs, of sufficient width to furnish room for loading and unloading vessels, which a small amount of dredging will enable to come alongside. The space enclosed will be filled to the level of the external wharf, and on the completion of the Hydraulic Dock scheme will be carried up to the full height and form the sites for 36 a local cnginc-houre, water-tank, turn-table, car and wood sheds, ►spare sidings, as well as houses for the use of the Crmpany's employes in charge of the swing bridge, switches, a' id station yards. Those buildings being within the immediate neighbour- hood of the terminus will c'lable engines to get wood, water, and stable-room without the necessity of proceeding to Point St. Charles, and be at all times convenient to the station. The space lying between the main line and Windmill Point, on the south side of the canal, can be filled up to the surface of low water and laid oiF into mill-sites, with the head-race brought through the old locks of the canal, underneath a street, and from thonce through mill-wheel sluices into the main tail-race of the Hydraulic and Dock Company. The appropriation of this part of tl;e embankment for milling and other purposes, will enhance its value materially, and with the revenue therefrom, will assist in paying for this portion of the work, otherwise chargeable upon the city terminus. The water works tail race question which has also occupied consi- derable attention, and only second in Importance to the terminal one, can be disposed of as follows : At the present time the water after leaving the wheels, is discharged into the river St. Pierre, and by a circuitous route carried into the St. Lawrence. The water in this river being shallow, freezes over in the winter to the bed of the stream, and causes an overflow on the surface of the ice ; which being repeated frequently, in a short time converts the whole section of the river into a mass of solid ice, causing the water to set back upon the wheels, and impedes their motion. At the same time the anchor ice, carried from the river into the aqueduct at the upper end, dams back the water and lowers the head three feet more, as well as retarding the general flow of the water to such an vxtent as frequently to admit of but one wheel working, and that at a reduced speed ; this, together with the six feet of head lost, impairs very materially the efficiency of the whole water works system, during the season of the year when most urgently requir- ed, in the event of conflagrations occurring in the city. Now were it possible to lead the waste water into the mill baain of the Lachine Canal, the evil arising from the present tail race would be obviated, and the water now running to waste could be 87 brought into use at points where irgently required, but unfortu- nately the wheels are too low for this purpose by two feet. Several very expensive plans have been proposed by the Corporation, for constructing a tail race, to discharge below the Victoria Bridge, but either plan if carried out would get ovtir only one of the dif- ficulties, there ctill remaining the loss of head arising from the anchor ice in the arjueduct above, and which during severe weather requires constant blasting, in order to keep open a channel for supplying a sufficient amount of water for driving but one of the two wheels, to say nothing of the third wheel proposed. Neither would it be possible ever to withdraw tiie water from the aqueduct to execute repairs, now urgently required, by the filling up of the channel, from the side slopes having been made too steep, and suf- ficient width not having been given to its bottom. Since the accompanying plans were prepared, the Corporation have decided on adopting a fourth route, not shown thereon, but may be described as a channel or open cutting, leaving the wheel house and following the line of the Grand Trunk Railway on tlie south side, in the direction of Wellington Street, which it crosses, and taking in a strip of land of considerable width, owned by the Nuns, west of the Grand Trunk property, terminates in a reservoir or excavated basin contiguous to the river margin, but leaving suf- ficient space between the two for mill sites and a tail race. Those mills are supposed to feed from the water in the new reservoir as supplied from the wheel house, with their waste water in turn carried, by means of the ta'l race just mentioned, through a tunnel underneath the embankment leading to the Victoria Bridge, and so into the river, by means of the tail race belonging to the Hy- draulic and Dock Company. In the absence of more certain informa- tion respecting this scheme, it will not bo proper to pass a decided opinion on its merits, but it is evident a large sum will be required to carry it into execution, from the height of land to be cut through south of Wellington Street. The most striking feature in it, however, is the application of the waste power for manufac- turing purposes, and the cost by which such facilities would be obtained ; for if it it be conceded that the water carried into the new reservoir or mill basin, as furnished by the two wheels, be sufficient to drive the machinery of several factories during the mm 38 summer months, yet as in the winter the supply will be restricted to an amount far less, being that furnished by but one of the wheels under partial headway, and the fall below the new mills at the same time much reduced by the backing up of the water from the river, it is almost certain that the factories so built would be inoperative during the winter season, and therefore failures. The object sought by the projectors, of making the lease of the sup- posed power pay the interest of the cost of construction, would not be realized, and without laying claim to much prophetic know- ledge, it might with certainty be predicted that the plan would prove but a costly experiment, yielding no adequate results. A large portion of valuable ground, taken from the nuns, would also be lost for building purposes, as it is in this direction we must look for the homes of the artizans, mechanics, and labourers to be employed in connection with the new manufacturing establish- ments of the Hydraulic and Dock Company. A much better route, in every respect, can be pointed out, should the following arrangement not be perfected. To surmount all these difficulties, and at the same time to assist the general scheme, it is proposed to run an embankment up the river, as before mentioned, with the excavation arising from the construction of the new canal, to such distance as will gain two feet head over and above that now existing at the entrance into the aqueduct ; which, being common to both canals, will enable the wheels to be raised one at a time to a like additional height, without interrupting the supply of water to the city, and thus bring the tail race on a level with tlie water in the reach below Lock No. 2 of the new canal, into which it would discharge itself, the water so gained becoming the property of the Company, and used in the main dock at the lower end. A feeder can also be thrown from the upper reach of the new canal, immediately into the subsiding reservoir at the wheel hou.se, to furnish water for driving the wheels during the time the smaller aqueduct would be undergoing repairs, and maintain that level to its full height for the winter months, instead of being drawn down three feet by anchor ice, as before stated ; the water so lent, of course, reverting to the Company after performing this duty. All the tail race difficulties would thus disappear, and the water 39 works be placed in «uch an efficient condition as no other plan could admit of; while, on the other hand, the Company, with the sum otherwise spent by the Corporation in making their proposed tail race, to surmount but one of their troubles, would perform a large amount of expensive work at the upper end of the new canal, gain two feet head, thereby saving two feet of difficult excavation tn the bottom, obtain a large basin of still deep water, formed by the embankment terminating in a bell-mouth shape, in which ves- sels could remain if necessary, and easy of access to these coming down the river; while, during the winter, by freezing over, the anchor ice will be prevented blocking up the entrance into each canal, and damming back the water. I have thus, Sir, endeavoured with the best of my ability to fulfil your stipuldtions, in the development of this extensive project ; there are many points of detail on which I have not touched, in the course of this preliminary report, but have con- fined my remarks entirely to leading features, in order to give a clear conception of the whole scheme, and the mode in which it can be carried out with economy, stability, and usefulness in every department. In conclusion, I have to express my thanks to the following gentlemen, for the kind manner in which various plans showing the adjacent country were placed at ray disposal, saving at this time a large expenditure for the -accessary surveys :— The Harbor Commissioners; Walter Shanly, Esq., General Manager, Grand Trunk Railway ; J. G. Sippell, Esq., Government Engineer ; Messrs. Cliff and Lesage, Corporation Engineers; and David Aikman, Esq. T l,;ive also received valuable assistance, in the preparation of th»' virions drawings, from my two assistants, Mr. John Y. Lloyd and >i I^ thur D. Ross. The ■v. -onipanying pages will show, in a condensed form, the amount of motive power, number of mills, length of dockage, &c., &c, I have the honor to be, Sir, Your obedient servant, CHARLES LEGGE, Civil Engineer. 40 STATEMENT OF DISTANCES, HYDRAULIC POWER, NUMBER OF LOTS, &c., &c., IN CONNECTION WITH THE HYDRAULIC AND DOCK SCHEME. Distances. From Wellington Street to Lock No. 2 ... . 7,200 ft. = 1-36 miles. From Lock No. 2 to junction with River, . . . 23,400 ft. = 4-43 " Total, 30,600 ft. = 5- 79 « Hydraulic Power. Lowest level of water at ^ >^f Water Works aqueduct above level of water in .,. ,real Harbor, as recorded by the Superintendent of City Water Works, 36-909 feet Highest level of water do. do, 41-000 '< 2)77-909 " Average, 38-95 " Add amount to be gained by Embankment, 2-00 " Average above Harbor,. . . . 40-95 « Fall at Lock No, 1. ^^ai'^^^ock 26-00 Hydraulic inclination from Lock 2 of 3" per mile for 1-36 miles, q.o . Do. from Lock No. 2 to upper end of Canal, 3" per mile for 4-43 miles, j.jj 37.45 " Fall at Lock No. 2 = TTTT „ Id-50 " Canal assumed at 160 feet on bottom, 14 feet deep, slopes 2 to 1 hy- draulic inclination 3" per mile, will give a velocity of 1-27 miles' per hour, and tarnishes a power at the different Locks as follows :— Lock No. 1, Head 22J feet, 12,584 Horse power " No. 2, " 13J << 7^550 « Total, 20,134 " <« The same dimensions retained, but with an hydraulic inclination of 6 i 41 J, i t inches per mile, will give a velocity of 1-91 miles per hour, and fur- nishes a power at the same points as follows ; — Lock No. 1, Head 21-82 feet, 18,273 Horse power. " No, 2, " 12-02 " ....10,0GG " " Total, 28,339 " " By increasing the width of canal to 300 feet ou bottom, 14 feet deep, slopes 2 to 1, hydraulic inclination of 3" per mile, will give a velocity of 1-32 miles per hour, and furnishes the following power : — Lock No. 1, Head 22 J feet, 22,080 Horse power. " No. 2, " 13i " 13,455 " " Total, 35,541 " " The same dimensions retained, but with an hydraulic inclination of 6 inches per mile, will give a velocity of 1-95 miles per hour, and fur- nishes power at the different Locks as follows : — Lock No. 1, Head 21-82 feet 32,618 Horse power. " No. 2, " 12-02 " ....18,002 " " Total, 50,G2O " " GENERAL ABSTRACT. Lock No. 1. Lift 26 feet. Hydraulic mean height above summer level 22 J feet. 18,273 horses, minimum power proposed. 32,618 " maximum " " 44 Flouring Mill sites, of 150 feet square and upwards. 84 Sites, of 100 feet square and upwards, for miscellaneous manu- factories. 93 Warehouse Lots, of 150 feet square and upwards. I large Dry Dock, 550 feet long by 100 feet wide, for ocean stea- mers, &c., or capable of being converted into two smaller ones of 275 feet long by 100 feet wide each, for ordinary vessels. 152 acres of surface in large reservoir or main dock. 27i acres " in distributing reservoir or inner dock. 9,630 lineal feet of dockage in large dock, ) „ 22 ago ft. or 5tV miles. 17,330 " " " inner docks, > 19 miles of railway siding when all carried out. On modified plan of inner docks, which confines them to the laud owned by the Provincial Government : — 8,380 lineal feet of dockage in large dock, \~~i^ 34Q ft, or 3-Ar miles. 10,960 " " " inner docks, > 14| miles of railway siding when completed. /i <* 18,000 42 Lock No. 2. Lift 13J feet to 12'02 feet. 10,066 horses, minimum power proposed, maximum '* " 93 Lots for manufacturing purposes, of 150 feet square each and upwards. 7} miles of siding when completed. \ 5-^1^ miles, total length of canal. 40-95 feet, total fall of canal. 1-45 " total minimum fall lost by hydraulic inclination. 2-89 " " maximum " «< «« 1-95 miles per hour maximum current through canal. 28,339 horses minimum power of water. 50,618 " maximum " <« 221 total number of lots for milling and manufacturing purposes. 93 warehouse lots, or 37 " " on modified plan. 1281 horses average minimum power for each manufacturing estab- lishment. 229 horses average maximum do. do. do. do. CHARLES LEGGE, Civil Engineer, .4i^