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Hon. J. L. BEAUDRY (Mayor.) HENRY BULMER, Esq^ VICTOR HUDON, Esq, H. D. WHITNEY, Secretary. ANDREW ALLAN, Es«^. PlllLISlIEU IIY ORDKR OF TUB lIARIiOUU COMMISSIONBIiS 0¥ MUNTIiBAl,. \ i ! i i OFFICIAL DOCUMENTS AXD OTHER INFORMATION EELATIXO TO THE IMPROVEMENT OF THE SHIP CHANNEL BETHBBN MONTREAL AND QUEBEC. ANDREW ROBERTSON, Esq., Chairman. I. B. ROLLAXD. Es^. ^^^^ McLEXNAN. Es^ EDWARD MURPHV, Es<^. cHARLES H. GOULD, Es^ HENRY BULMEK, Es^ . ,,0.. J. U BEAUDRV CMavok ) VICTOR IIUDON, E.,^ ; ^^^^^^^. ^^^ ^^^^_ ^^^ H. D. WHITNEY, Secrbtarv. ?p:owtf cat : vvnumm m onmm or the haruour commissioners ok montrhai.. GAZETTE PRINTING COMPANY, MONTREAL. INTRODUCTION. The object in collecting and publishing the following docu- ments and notes is to place before the public a connected account of the improvements in the ship channel of the St. Lawrence be- tween Montreal and Quebec from the first attempts up to the pre- sent day. An endeavour has been made to give the facts as much as practicable in detail, with but little comment, further than that necessarily made in introducing the several documents. These have been placed in the order of time, except in cases where the sense or continuity is better preserved by a slight variation. The principal sources from which information has been obtained are the Library of Parliament at Ottawa, printed reports of the Harbour Commissionei's and printed correspondence, all of which no doubt are fully reliable. All the information obtainable and directly connected with the improvements fi*om their beginning up to the year 1850 is given in detail, as it is of great interest, and is not conveniently within the reach of the general public, being scattered through the journals of the Legislative Assembly of Lower Canada previously to 1841, and subsequently through the records of the Parliaments of the United Canadas. After the year 1850, at which date the Harbour Commissioners of Montreal were invested with the execution of the work, the information obtainable is fuller and better connected, being embodied in their reports and in the reports of the Department of Public Works. Of the period from 1850 to 1865, when the depth of 20 feet waa attained, the account given here is not so much in detail as in the earlier stages, but sufficiently so to convey a clear account of the progress of the work. Since the renewal of operations in 18*74, the work has been conductei on a much more extensive scale than formerly, and full reports, which may be obtained easily, have been issued annually. On this account, and in order to restrict the size of this pamphlet, only the main events in the history of the improvements since that time are given. ii There are many points of interest relating to the ship channel here sketched. There is an interest peculiar to it as being the great water-way of the country, the groat ocean highway of the Dominion, the natural route to Kurope for three-quartei-s of the Continent of North America. Its existence goes back into the past far enough to give it an historical interest, while it is a mat- ter of greater importance in the pi'esent day than at any former period. The men who were active in the first attempt to improve the St. Lawrence ship channel in 182o have probably all passed away, and personal memories of them no longer exist, except, perhaps, with a few of our oldest citizens, but many of our older men remember well those who have been connected with the available improvements since they were actually begun in 1851, and some of these have lived almost to the present time. One deserving special mention is the late Hon. John Young, who was a Harbour Commissioner from 1850 until his decease, in 1878, with the exception of three years, being for twenty-five years a mem- ber and thirteen years Chairman of the Board, and who, for a life- time, devoted enthusiastic energy and unslacking perseverance to the advancement of the St. Lawrence navigation. Others scarcely less prominently connected with the works deserve the gi-atitude of the country for the active part they have taken, and still take in developing its shipping interests and the noble river that bears its commerce to the sea. As a great engineering work the St. Lawrence ship channel has special interest. When first under- taken it was considered, of its kind, a work of unusual magni- tude, and it is still quoted as one of the great dredging works of the world. Though not the birthplace of dredges, the St. Lawrence ship channel takes a first place among the works, where great improvements have been applied to dredges and methods of dredging, which have resulted in their present efficiency and developement. In 184G the Board of Works re- ported the performance of a dredge " most satisfactory," when raising 1,160 cubic yards per day in Lake St. Peter, from a depth of 10 feet, but continued improvements have brought the present dredges to a daily capacity of 3,000 or 4,000 yards in Lake St. Peter clay, and 600 or 700 yards in unblasted shale rock at 25 or 30 feet depth. The dredges used have been almost exclusively of the kind known as ladder dredges, with an endless chain of Hi buckets, and it is the only instance on the Continent where such dredges have been systematically used on a work of any magni- tude. It is claimed that hero radius dredging was originated, without which it would be almost impracticable to dredge with precision over large areas in wide rivers and lakes. It is also of special interest to note, that unlike most river works, the St. Lawrence ship channel costs nothing for mainten- ance. From the great lakes the pure water passes through the rocky channels of the Thousand Islands and the several rapids that lead to Montreal. Thence the river flows with a gentle cur- rent, bearing no detritus, and the artificial deepening when once made, remains permanent, without either silting up or scouring out of shape. But the point of most vital importance in connection with the St. Lawrence Ship channel is its national character. It will be seen, in reading its history, that from the first attempts to improve it in 1825, its national character has been recognised. In the year 182G, the improvement of the ship channel between Mon- treal and Quebec was taken up as a matter of public importance by the Legislative Assembly of Lower Canada. The committee appointed to investigate the matter, having procured plans of Lake St. Peter and examined a number of witnesses, reported that the importance of the subject required that further informa- ticm should be obtained. In the next year the subject was again discussed, and a committee appointed to make further investiga- tions. The need of a thorough survey was felt, and in view of the fact that the Admiralty survey of the St. Lawrence was then in progress, and would soon reach Lake St. Peter, further inquiry was deferred, until a report of the Admiralty survey could be obtained. In compliance with the request which had been made by Sir James Kempt, Captain Bayfield, having made this survey, submitted his observations on the nature of the lake, its channels, &c., in May, 1831. This report, accompanying a message from Loi-d Aylmer, Govevnor-in-Chief, was transmitted to the House in December, 1831, and referred to a committee of five members to report on the same. No action immediately followed, how- ever, and again in 1836 the matter was discussed and evidence taken before the Standing Committee of Trade. The Admiralty chart of the lake had not yet been received, and this seems to iv have delayed further action, for on 5th May, 1838, an ordinance was passed granting £500 for the pui-pose of making a survey of Lalce St. Peter. Nothing official is recorded of what followed this grant until 1841, when Secretary Puiy, i-egarding the peti- tion of the Board of Trade, writes to the chairman of the Select Committee that " His Excellency has commanded me to inform you that the improvement of the navigation of Lake St. Peter will be considered with other public works." An extensive investiga- tion was made by a special committee of the House, in August, 1841, into the " extent of the burden imposed on the trade by the obstructions to the navigation which it is sought to remove," and un estimate of the cost of deepening the channel in the lake to sixteen feet deep at low water, was made by David Thompson, C.E. The result of the investigation was the recommendation by the special committee of the House " that measures may be taken to deepen the ship channel in Lake St. Peter." During this investigation the committee discussed the proposal of a ton- nage duty on the shipping coming up to Montreal, but while they believed that a tonnage duty, sufficient to provide for the cost of deepening the channel, would be much less burdensome to the trade than the cost for lighterage then was, yet they deemed that " in order to draw the produce of the west down the St. Lawrence it is expedient to make the transit charges as light as possible," thus clearly recognising the national character of the St. Lawrence ship channel. Action was taken on the recommendation of the report, and an appropriation was inserted among the estimates for the prosecution of the work, which was styled in the report of the Board of Works, for 1841, a subject of very great importance. The expediency of the work being now decided, a question arose as to the best location for the channel in Lake St. Peter. Chas. Atherton, C.E., reported in favour of deepening the natural channel then used in the lake, but his advice was ^ot followed, and work was begun in the " straight" or " Board of Works" channel, in the spring of 1844. But many of those who were the strongest advocates of the proposed improvements, objected to this location, maintaining that the desired object could be attained sooner, more effectually, and at a less cost, by deepening the natural channel. This opposition to the straight channel in- creased during the progress of the work, and caused its tempo- ,| rary Huspension in the Bummer of 1846, and its final suHponnion in the full of 1847. DiscuHsions and investigations continued until 1850, when the Harbour Commissioners of Montreal proposed a plan for the accomplinhment of the work, believing that they could execute it successfully, by methods more economical and ex- peditious than had been adopted by the Board of Works. They proposed "That the Harbour Commissioners of Montreal should be authorized to undertake the work, and to borrow money, the interest of which should not exceed eight per cent., and this interest, as well as a sinking fund of two per cent., was to be pro- vided for by a tonnage duty, not exceeding one shilling per ton register, on all ve.ssels drawing ten feet and upwards, for each time they passed through the lake, and should the revenue so collected prove insufficient to pay the interest on ii . fioyr. bor- rowed, the surplus revenues of the Harbour of Montreal were to be applied to make up any deficiency. This plan wa.'^i adopted by Government, and an Act of Pr vliament pi . ared in accor- dance with it " (viz., Act 13 and 14 Vic, cap, 97, passed August, 1850), aubiijiizing the Coramissionei-s to borrow £30,0(iU for the puinose of proceeding with the works ' in such it manner, direc- tion, and place as the Commissioners should deem bes(. " Thus far the work had been carried on with dredging plant belonging to Government, under the direct supervision of Govornment officers, and the plant was now transferred to the Harbour Commissioners for continuing the work. The Commissioners forthwith appointed a Board of Engineers, to inquire into and report on the best means of obtaining a chan- nel of sixteen feet depth through Lake St. Peter. After inquir- ing into the state and nature of the two channels, these Engi- neers reported in favour of abandoning the straight channel and of applying the work of improvement to the old or natm-al chan nel. The Harbour Commissioners adopted their recommendation and began operations in the old or natural channel in Tune, 1851. Early and continued success accompanied their efforts, and a rapid increase of shipping attended the available improvements of the channel. By November, 1851, the natural channel in the lake, of about 10 feet 6 inches at low water was deepened two feet. In August, 1853, a vessel passed through the dredged VI channel from Montreal to the foot of Lake St. Peter, drawing four feet more than the original depth of water. In 1855, sixteen and a half foot depth at low wa^er was attained, and eighteen feet depth was accomplished in 1857. Those results were re-assuring and demonstrated the feasibility of obtaining a channel of the required depth up to the entrance of the Lachine Canal, the natural Junction of the ocean and inland shipping of the country. The Harbour Commissioners now rcpi-escnted to the Government the national character of the work, urging that the benefits derived from the improvements in the channel are not confined to Montreal, but extend to the whole of the country lying to the westward, and prayed that the revenue of the harbour of Mon- treal might be relieved of the burden unjustly laid upon it. John Page, C.E., then Chief Engineer of Public Works, in his report on the ship channel, dated January 25th, 1869, referring to this matter says — " These views having been repeatedly brought be- fore the Government, after a full discussion of the question, it was decided in 1860 that the river improvements should henceforth be considered as public works." Thus it is clear that in 1860 the deepening of the ship channel between Montreal and Quebec was recognised and acknowledged to be a public work, and so continued to be considered, in as much as in 1866, almost the entire debt of the twenty-foot channel was assumed and paid by the Government. The farther deepen- ing, has been carried on by the Harbour Commissioners, under the authority of the Dominion Government, with funds provided by the sale of Government debentures, the interest on which is paid out of the harbour dues. The decided success which attended the earlier operations of the Harbour Commissioners in the ship channel has been even surpassed by their recent achievements. Through improvements applied to the dredges their efficiency has been greatly increased, both in expediting the work and lessening its cost. In 1878 a depth of twenty-two feet in the channel was attained. The cost of dredging in Lake St. Peter was reduced, in 1881, to 3i^ cents per cubic yard. The work of obtaining a channel of twenty-five feet depth was accomplished in 1882, and the further deepening to 27^ feet at low water is now in effected in 1887. full progress, and will be vii At pages 337-8 will be found the total amount expended to secure a depth of 25 feet at low water in the ship channel, and the amount of excavation involved, showing the cheapness of the work done. At pa„3 332 to 334 will be found tables of comparative distances showing the advantage in point of distance, of the St. Lawrence route over all other routes between the West and Euj-ope. Ere many years two vast trans-continental railway systems, traversing the richest wheat raising areas in the world, will be direct ti-ibutaries to the St Lawrence route, besides other railway systems scarcely less extensive, and as the development of the I^orth-West and West advances, the public benetits derived from the St. Lawrence ship channel improvements must become more apparent to all, and receive the public recognition they deserve. Harbour Commissioners' Office, ) Montreal, October, 1884. f vm ORIGIN AND APPOINTMENT OF THE HARBOUR COMMISSIONERS OF MONTREAL The existence of the Harbour Trunt dates back to the year 1830, when an act was passed jjfiving power to the Governor to appoint three Commissioners for the pui'pose of carrying into effect an act providing for improvements in the Harbour of Montreal. The first appointment of Commissioners seems to have been merely for the purpose of carrying into effect that act, but as new improvements were proposed from time to time, the Com- missioners were retained for the purpose of executing them. In 1841 an act was passed giving the Governor power, when he should deem it expedient, to appoint additional Harbour Commis- sioners, but it does not appear that such additional Commis- sionere were appointed, as there were only three up to the year 1855. Up to the year 1850 the works executed by the Har- bour Trust were confined to the Harbour of Monti'eal, but in 1850 an act was passed authorizing the Commissioners to borrow money for improving Lake St. Peter and the channel at lie Platte, and the improvements in the ship channel since that time have been executed by the Harbour Commissioners. In 1855 an act was passed which provided that after the 1st of July, 1855, the Board of Harbour Commissioners should consist of five members, three to be appointed by the Crown, the other two members, for the time being, to be the Mayor of the City of Montreal and the President of the Board of Trade. The Board remained thus con- stituted until May, 1873, when an act was assented to providing that after the first day of October of that year the corporation should consist of nine members, four of whom should be appointed by the Government, five to be elected, and to be eligible for re- election for terms of five years, as follows : two by the Montreal Board of Trade, one^by the Corn Exchange Association, one by May, 1874, this act was amended, whereby one of th« f«r«. Boa«l of Harbour Commissioners after the first day o^llust of that year, and thereafter five of the nine membe„ wer" tobe appointed by the Government, the other fo„. to be el^ot^ weie reduced to four years, all, however, to be eUaible for ™-eeet,on on the expiration of their respective te ms rt LIST OF IIAEBOUR COMMISSIONERS OF MONTREAL, and the daten when they were Members of the Board, from its establishment in 1830 up to the present time (1884.) Hon. George Moffat 1830 to 1 836. . Jules Quesnel 1830 " 1836. Capt. Robert S. Piper 1830 " 1836. P. L. Letourneux 1836 " 1839. Thos. Cringan 1836 " 1840. Turton Penn 1836 " 1840. Wm. Lunn 183U " 1840. J.G.Mackenzie 1840 " 1850. John Try 1840 " 1855. CS-^odier , [llli: }850. 51850 " 1866. 1870 " 1872. 1873 " 1878. Louis Marchand 1850 " 1855. H. H.Whitney 1855 " 1863. Sir George E. Cartier 1855 " 1858. Dr. Nelson 1855 " 1856. Hon. H. Starnes | J^^^ [[ J^^J; TT^n T TT TT«u«« I 1856 <' 1859. Hon. L. H. Holton | j^^^^ , ^^^^ J. A. Berthelot 1858 " 1859. Thos. Kay 1859 " 1860. A M Delisle I ^^^^ " l^^*- A.M. Delisle — •il866 " 1874. ri860 " 1861. Thos. Cramp ^863 " 1866. (1874 " 1879. B. Atwater 1861 " 1862. xi TT«« T T T> J C 1S62 to 186«. -non. J. L. Beaudrv j 1877 « J879 ^ ^ ( 1881. On present Board. Henry Lyman ]863 " 18W. John Pratt (1864 " iSb'b'. (1874 " 187b'. Peter Rcdpath., 1864.. j^gg J. H. Winn f 1865 " 1866. (1869 " 1870. JohnMcLennan i8b6 « 1867. Geo. Stephen 1866 " 1873. Wm. Workman iggg . ^^^^ Thomas Rimmer 1867 "1869. C.J.CoursoI 1871 " 1873. Hugh McLennan is-ro n. . t. , T. . _, ^^<-^- On present Board. i^r. A. Bernard i873 - 1876. Victor Hudon (1873 " 1874. „„^ (1879. On present Board. ^•^•^3^-'^" 1873 '« 1874. Andi-ew Allan 1 o^,.. ^ ^,r w /^ M . ^ • On present Board. W.W.Ogilvie 1873 " 1875 Peter Donovan 1374 « 1879 AdolpheRoy „ 1374 « ig^g Chs.H. Gould 10.,. ^ T. w TT ^r. ' On present Board. l^i.W.H. Kingston 1876 '< 1377. Hon. J. R. Thibaudeau 1376 « 1377 Edward Mackuy 1373 . ig^g" ^•^•™^ 1879 " 1881. Andrew Robertson 10*70 n T T, i> I. . ^' <^i present Board. J.B. RoUand i879. Edward Murphy 1379 Henry Bulmer 1879, xu The following is a list of the Boai-ds of Harbour Commissioners that have executed the duties of the Trust from 1830 up to the present time (1884), showing the interest repi'esented by each member : — • Indicates the Chairman of the Board. (c) " " representative of the Corn Exchange. (t) " " " " Board of Trade of Montreal. (m) " " " " City of Montreal. (s) " " " " Shipping interest. The members not indicated as representatives of the Corn Exchange, Board of Trade, City of Montreal or Shipping interest have been appointed by the Government of their time. 1830 to 1836. Hon. George Mort'att,* Jules Quesnel, Es(i. Capt. Robert S. Piper. 1836 to 1839. P. L. Letournenx, Esq. Thomas Cringan, Esq. Turton Penn, Esq. * 1839 to 1840. Turton Penn, Esq.* Thomas Cringan, Esq. William Lunn, Esq. 1840 to 1860. J. G. Mackenzie, Esq.* John Try, Esq. C. S. Rodier, Esq. 1850 to 1855. John Trv, Esq.," Hon. John Young,* from 1853, Louis Marchand, Esq. 1855 to 1856. Hon. John Young," H. H. Whitney, Esq. Sir George E. Cartier, Dr. Nelson, (m) Hon. H. Starnes. (0 1856 to 1858. Hon. John Young,* H. H. Whitney, Esq.,* Chairman pro tern. Sir George E. Cartier, Hon. H. Starnes, (»i) , Hon. L. H. Holton. (<) 1858 to 1859. Hon. John Young,* H. H. Whitney, Esq. Sir George E. Cartier, Hon. L. H. Holtou, (0 J. A. Berthelot, Esq. (m) 1859 to 1860. C. S. Rodier, Esq., (m) Hon. John Young, H. H. Whitney, iisq.* Thomas Kay, Esq. (<) A. M. Delisle, Esq. 1860 to 1861. C. S. Rodier, Esq. (m) Hon. John Young, H. H. Whitney, Esq.* A. M. Delisle, Esq. Thomas Cramp, Esq. {t) 1861 to 1862. C. S. Rodier, Esq., (m) Hon. John Young," Chairman pro tern in 1862, ziii 1861 to 1862— Continued. H. H. Whitney, Esq.* A. M. Delisie. Esq., E. Atwater, Esq. {t) 1862 to 1863. Hon. John Young, H. H. Whitney, Esq.' Hon. L. H. Holton, (<) A. M. Delisie, Esq. Hon. J. L. Beaudry, (»t) 1863 to 1864. Hon. John Young,* A. M. Delisie, Esq. Thomas Cramp, Esq. (t) Hon. J. L. Beaudry, (m) Henry Lyman, Esq. (/) 1864 to 1865. p. Esq Hon. J. L. Beaudry, (m) John Pratt, Esq. P. Redpath, E^^q., (<) Hon. John Youns Thomas Cramp, Esq. 1865 to 1866. Hon. John Young,* Thomas Cramp, Esq. Hon. J. L. Beaudry, (»») John Pratt, Esq. J. H.Winn, Esq., (0 1866 to 1867. Hon. H. Starneif, (m) A. M. Delisie, Esq.* J. McLennan, Esq. (0 George Stephen, Esq. William Workman, Esq, 1867 to 1869. Hon. H. Starnes, (m) A. M. Delisie, Esq.* George Stephen, Esq. William Workman, Esq. Thomas Rimmer, Esq. (t) 1869 to 1870. Hon. .H Starnes, (to) A. M. Delisie, Esq.* J. H. Winn, Esq. (0 George Stephen, Esq. William Workman, Esq. 1870 to 1871. Hon. John Young, (t) Hon. H. Starnea, (m) A. M. Delisie, Esq." (}eorge Stephen, Esq. William Workman, Esq. 1871 to 1872. Hon. John Young, (0 A. M. Delisie, Esq.* George Stephen, Esq. William Workman, Eaq. C. J. Coursol, Esq. (;«) 1872 to 1873. A. M. Delisie, Esq.* George Stephen, Esq. William Workman, Esq. C. J. Coursol, Esq. (m) Hugh McLennan, Esq. (/) 1873 to 1874. Hon. John Young," A. M. Delisie, William Workman, Esq. Hugh McLennan, Esq. (<) Dr. Bernard, (m) Victor Hudon, Esq. M. P. Ryan, Esq. Andrew Allan, Esq. (a) W. W. Ogilvy, Esq. (c) 1874 to 1875. Hon. John Young,* Thomas Cramp. Esq. John Pratt, Esq. Hugh McLennan, Esq. (0 Dr. Bernard, (»i) Andrew Allan, Esq. {is) W. W. Ogilvie, Esq. (c) Peter Donovan, Esq. Adolphe Roy, Esq. 1875 to 1876. Hon. John Young,* Thomas Cramp, Esq. John Pratt, Eaq. Hugh McLennan, Esq. (0 Dr. Bernard, (m) Andrew Allan, Esq. (.?) Peter Donovan, Esq. Adolphe Roy, Esq. Charles H. Gould, Esq. (c) XIV 1876 to 1877. Hon. Jol)n Young," Thonins Cramp, Eh«|. Hui»h McLennan, E»q. (0 Andrew Allan, Esq. (,y) Peter Donovan, Esq. Adolphc lloy, Es(j. Charles H. Gould, Esq. (,) Dr. W. H. Kingston, (m) Hon. J. R. Thibaudeaii. 1877 to 1878. Hon. John Young,' Thomas Cramp, Esq.,* pro tem 1877 Hon. J. li. Bcaudrv, (m) Hugh McLennan, Esq. (<) Antirew Allan, Esq. (.h) Peter Donovan, E.eq Adolphe Kov, Esq. Charles H. Crould, Esq. (c) Hon. J. B. Tluhaudeau, 1878 to 1879. Thomas Cramp, Es(|.* Hon. J. L. Beaudry, (m) Huffh McLennan, Esq. (<) Andrew Allan. Esq. (,v) Peter Donovan, Esq. 1878 to 1879— Continued. Adolphe Rov, Es(i. Charles H. Oould, Esq. (c) Hon. J. R. Thihaudeau, Edward Mackay, Esi). 1879 to 1881. Hugh McLennan, Esq. (0 Victor Hudon, Esq. Andrew Allan, Esq. (.f) Charles H. Gould, Esq. (c) 8. Rivard, Esq. (m) Andrew Robertson, Esq.* J. B. Holland, Esq. Edward Murphy, Esq. Henry Buhner, E.sq. 1881 to present time (1884). Hon. J. L. Beaudry. (m) Hugh McLennan, Es(j,, (<) Victor Hudon, Esq. Andrew Allan, Esq. (s) Charles H. Gonld, Esq. (r) Andrew Robertson, Esq.* J. B. Holland, Esq. Edward Murphy, Esq. Henrv Bulmer, E.sq.,* Chairman jH'o tern in 1880. XV List of Secretaries of the Board of Harhour Commissioners of Mon- treal, from its establishment in 18.30 up to the present time (18H4) :— Frederick Griffin, May, 1830, to May, 1831. Nicholas Charl&'i Radigor, May, 1831, U) April, 1837. W. Badgley, April, 1837, to January, 1838. Francis Badgley, January, 1838, to July, 1841. John F. Badgley, July, 1841, to February, 18.'32. John Glass, February, 1852, to October, 1855. Alexander Clerk, Octol>er, 1855, to May, 1863. H. H. Whitney, May, 1863, to January, 1877. H. D. Whitney, January, 1877, to present time (1884). List of Engineers and Superintendents in charge of the deepening of the Ship ('hannel heturen Montreal and Quebec, or otherwise ■prominentlji connected, with the execution of the ivorfc up to the present time (1884) : — Captain Henry W. Bayfield, R.N., in charge of the Admiralty Survey of the River and Gulf of St. Lawrence, made several sjjecial reports in (;onnection with the deepening of Lake St. Peter. David Thompson, Esq., C.E., made survey and estimatt) for deepening channel in 1841. Charles Atherton, Esq., Civil Engineer in charge of the surveys and investigations made in Lake St. Peter, in 1842-3. F. P. Rubidge, Esq., Civil Engineer in charge of surveys, investiga- tions, Ac, in Lake St. Peter, in 1847. C. S. Gzowski, Esq., C.E., Engineer of the Harbour Works and Con- sulting Engineer to the Ship Channel Improvements, 1851 to 18,»3. T. C. Keefer, Esq., C.E., do. do., 1853 to 1855. Robert Forsyth, Esq., C.E., do. do., 1855 to 1864. A. G. Nish, Esq., C.E., do. do., 1864 to 1875. John Kennedy, Esq., C.E., M.I.C.E., Chief Engineer of the Harbour Works and the Ship Channel Improvements, 1875 to present time (1884). Captain Vaughan, Superintendent of Dredging, 1844 to 1846. " 1851 to 1856. " Nov., 1856, to April, 1857. " 1857 to '67, and in 1874-5. " 1876 to 1883. " 1883 to present time (1884). " Bell, Robert Forsyth, Esq., C.E., Captain C. L. Armstrong, " Thomas McKenzie, James Howden, Esq., T 1^ IMPROVEMENT OF TIIH SHIP CHANNEL nm'WREN MONTREAL AND QUEBEC. The earliest agitation to improve the ship channel in the River St. Lawrence appears to have been made about the year 1825. On the 13th of February, 1826, a petition from the merchants of Montreal was read before the Legis- lative Assembly of Lower Canada, as shown by the follow- ing extracts from the journals of the Legislative Assembly of Low^er Canada : — Monday 13th February, 1826. Mr. Leslie read in his place a Petition of the Committee of Merchants at Montreal, whose names are thereunto subscribed. After which, Mr. Leslie informed the House that His Excel- lency the Governor-in-chief, being acquainted with the purport of the said Petition, gives his consent that the House may proceed thereon as they shall think fit. , And then the said Petition was received and read ; setting forth, that the extraordinary efforts making in Great Britain and in the United States of America for the promotion of every improve- ment calculated to advance the objects of Commerce, naturally excite in the minds of the inhabitants of this province correspond- ing sentiments in regard to the means of advancing the trade 2 and drawing forth the resources of the Canadas. That in conse- quence of the shallowness of the waters of the river Saint Lawrence, at He Platce and in some parts of I^ake Saint Peter, vessels from sea are subjected to inconvenience and difflcuiMes in their voyages between Quebec and Montreal, with the exception of such as are performed during the two months immediately following the opening of the navigation. That at later periods of the season, such vessels are either prevented from reaching Mon- treal, or are only enabled to do so after having discharged the principal part of their cai'go. That the interest and prosperity of this province, as well as of Upper Canada, require that the obstructions to the navigation of this their great and common channel of communication should be removed whenever practi- cable, and the river to as great an extent as possible rendered at all times navigable to vessels from sea. That with such views of improvement, the merchants of the city of Montreal during last autumn, appointed the petitioners a committee to obtain informa- tion us to the practicability of the object, and in due time to make the necessary application to the Provincial Legislature, to whom peculiarly belong the honour and power of achieving a work of such extensive importance. That the petitioners beg leave to state as the combined result of their investigations, that it is practicable, without great expense, to deepen the channel at the places before mentioned, to a sufficient degree to render the river navigable at those seasons of the year when the water is lowest for vessels of two hundred and fifty tons burthen, with a full cargo. That the petitioners have ascertained by actual survey, that the substances which compose the bed of the river where the obstructions exist are such as can be successfully acted upon, and if any doubt could have been entertained of the practicability and advantage of performing the great public work in question, all such doubts would be removed from the circum- stance that a tender has actually been made by a person of character, possessing the means and able to bring undoubted security for performance, to cut the necessary channel at the places required, viz : of the length of seven miles, of the breadth of twenty-five yards, and of the depth of sixteen feet, at low water, and to maintain the same in good order, during the space of three years from its completion, for the sum of thirty-six 8 thousand pounds currency. That no undertaking ever offered, for 80 inconsiderable an expense, a fairer prospect of important, extensive and histini^ advantage, both to the (rovernment and to the general commerce and imjirovement of both provinces, and that it is expected, and the estimate herewith produced will shew, that the performance of the woi'k may probably be procured even for a smaller sum than has been hitherto proposed. That the immediate saving in freights upon the present scale of commerce would be about twenty thousand pounds annually, and when the future certain and rapid growth of trade and the advantage aris- ing to government in cases of urgency from an unobstructed navigation of the river, arc taken into consideration, the prospec- tive and ultimate Itenefits attainable hy the execution of the great object in question, must be deemed great beyond many of those which have already received public encouragement. The petitioners therefore humbly pray that the House maybe pleased to take their , ( tition and the accompanying document into consideration, and that an act of the Provincial Parliament may be passed granting such aid as may be deemed requisite to be expended in the cleai-ing of the channel of the i iver Saint Law- rence at the He Platte, and in the Lake Saint Peter, as already mentioned, and to adopt such other measures for the furtherance of the great object in question, as in the wisdom of the House may seem meet. On motion of Mr. Leslie, seconded by Mr. Heney. — Hesolved, tha, J the said petition bo referred to a committee of five members, to examine the contents thereof, and to report thereon with all convenient speed, Avith power to send for per- sons, papei-s and records. Ordered, that Mi-. Leslie, Mr. Cuvillier, Mr. Quesnel, Mr. Heney and Mr. Neilson do compose the said committee. Report of Committee on the jVavigation of the Lake St. Peter. Thursday, 23rd. March, 1826. Mr. Leslie, from the special committee to whom was referreti the petition of a committee of merchants, of Montreal, reported that tho committee had examined the name, and had come (o an opinion thereon, which he was directed to submit to the IFouse, whenever it shall be pleased to receive tho same ; and he read the report in his place, and atterwanls delivered it in at the clerk's table, where it was again read, as foUoweth : — On the twenty-seventh ultimo, your committee ordered that two copies of the plan of Lake Saint Peter and I'lle Platte, be prejiared according to the survey made by Mr. Theodore Davis, one of tho said plans to be made by the said T. Davis, and tho other by Mr. Sax for the information of the committee; and on the fourteenth instant the said plans were laid before the com- mittee. Captain Joseph Dcfoy then appeared before your committee, and answered the following questions : — 1. Q. — Of what nature is the bottom of that p.art of the Lake which is below I'lle Platte at the place called the Bar ? A. — The bottom is hard and rocky. 2. Q. — Do you think that the bottom could be deepened and cleared ? A. — I think it could, and the current Avhich is very strong at that place would assist the clearing of the channel, and keep it in good condition. 3. Q. — Of what nature is the bottom of the second shoal oppo- site La Carpe shoal, going downwards. A. — Sandy. I believe there are no stones i here and the current there retains some strength. 4. Q. — Do you think it would be possible to deepen the channel over that shoal with any hope of success ? A. — No, I am of opinion that the same would till almost as soon as excavated. 5. Q. — On what do you ground that opinion ? A. — The sand there is quicksand, and the fluctuation of tho waters of the lake would di,iturb and move it sufficiently to fill up the excavation, and three or four days would suffice for that effect, if the wind were rather high. 6. Q. — Do you know the bottom of the thii*d shoal (procee, and con- ip Channel H 13J 15 8 Clay. No. 17. Top crust hard. ( Off jRi- e Machiche ^^B' 16 17 18 19J 31^ 30 30 1 24 1 21 ! 18 le auger in ^B 18 tlie deck. ^B; 18 H 18 16J 3 Clay. " 18. Lower buoy. Machiche. 1 18 18 1 ' 17 17 5 Clay. " 19. ■B 17 'hnrch. 1 16i 15 7 Clay. " 20. 1 15 16J 5 Clay. " 21. ^K 16J ^B- 16J BB 16J , ■B 16J ^^m- 15 ^H' 14i I ■ 13J 13 12 9 Clay. " 22. Upper buoy. ■B Hi ^H 13J * 1 13 13 13 12J 13 13J 13} 13i \ Off Riv. J du Loup . I 15 9 Clay, " 23. ! Soft, soapy, blue clay. B 12 A Survey of the Shoals off Lavaltrie, commencing half A MILE BELOW THE BuOY. Depth of Number QiTAMTY OF Soil. Remarks. Water. Bore. OF Specimens Feet. Feet. 10^ 18 18 ISi ' 19j 18 17 17 1(5J 16.] 16 2 Clay. No. 2-4. 15i 3 Do. " 25. 17 17 19 Opposite the buoy. 18i 2 Clay. " 26. 18 19 21 19J m 16 17 15J 14i 2 Clay. " 27. 15 17 16 19J After a most careful inspection of the soil, brought up by the auger in the different borings, we are [unanimously of opinion, that the proposed ship channel can be cut at a moderate expense, and when once cut, the tenacity of tl.^ soil is such throughout, there will be no danger of its filling up again. We are also of opinion that the said specimens taken from the lake are not native soil ; but ballast thrown out from . vessels. 13 The specimens are all separately numbered in a box and go addressed to James Leslie Esq., M. P. P. T. P0RTE0U8, ANDREW WHITE, JAS. GREENFIEIiD^ JOHN COATS. Montreal, 14th September, 1826. Sir I have perused the enclosed report of the survey of Lake St. Peter made on the eleventh September one thousand eight hun- dred and twenty-six, on board the steamboat Lady of the Lake, for the purpose of ascertaining the practicability of deepening the said Lake so that vessels drawing fourteen feet of water may pass at all seasons ; and having examined with attention the accompanying twenty-seven specimens of the soil brought up by the auger at the diiferent boi-ings I have the satisfaction of stating that such is the tenacity of all these specimens that I have no hesitation in stating a durable bank may be formed with the soil excavated in forming the proposed Ship Channel ; and I am of opinion that when this most desirable object is once effected, the channel will remain clear for ages, provided the excavated soil is removed three hundred yards from the proposed cut, and placed on the lower side, so that the wash which will take place from the waves breaking over the bank, may be carried from, instead of into the proposed cut. Wishing every success to this laudable undertaking. I have the honor to be, Sir, Your most obedient humble servant. JOHN BY, Lt.-Col Roya^ Engineen T. PoRTEOUB Esq. f 14 On motion of Mr. Leslie, seconded by Mr. Quesnel. Eesolved. — That the said petition be referred to a committee of five members, to examine the contents thereof, and to report thereon, with all convenient speed, with power to send for per- sons, papers and records. Ordered. — That Mr. Leslie, Mr. Dumont, and Mi*. Quesnel do compose the said Committee. We next meet with official records relating' to the Ship Channel in the year 1831, when the following report of Captain Bayfield's was laid before the Legislature : — Extract from, the Journals of the, House of Assembly of Lower Canada. Wednesday, 14th December, 1831. Aylmer, Governor-in-Chief. In concurrence with the Governor-in-Chief s communication of the 9th, in answer to the Address of the House of Assembly of the Tth inst., he now transmits the accompanying copy of a I'eport from Captain Bayfield, of the Eoyal Navy, for the in- formation of the House. Castle of St. Louis, Quebec, 14th December, 1831. Quebec, 0th May, 1831. My Lord, — At the time when the subject of deepening Lake St. Peter, by the employment of a steam dredging machine, was under the consideration of the Legislature, it was proposed to have a 15 correct sai'vey made of the lake, with the view of ascertaining the practicability or the best mode of deepening the channel for large vessels. Sir James Kempt did me the honour to consult me on this subject, and I represented to him that there would be no necessity for the Province to incur the expense of the survey required, as it was a part of the labour allotted to me by the Admiralty, I also promised to make the survey at the earliest pof-isible period consistent with my orders, and it was also Sir James Kempt's desire that I should report to him my obsei-va- tions on the nature of the lake, its channels, &c. The survey was completed last October, and transferred to paper during the winter; I have, therefore, to oft'er to your Excellency the following remarks: — About two miles above the town of William Henry, the St. Lawrence suddenly expands, and here the Lake St. Peter, in a geographical sense, may be said to commence, its south-western part being occupied by a number of alluvial islands, the lowest visible stratum of which is of a tenacious blue clay, which appears at the water's edge Avhen the lake is low. Over this is a stratum of sand, in which are vegetable remains and fresh-water shells, similar to those existing in the lake. These islands have evidently been formed by the river, which has continued for ages to bring down alluvial matter, which has subsided when it reached the more tranquil water of the lake, which was then no longer capable of holding the earthy particles in suspension. In a distance of several miles back from the present shores of the lake, and all around it, the country is low and flat. In digging wells or making other excavations, the two strata, the one of sand and the other below it of blue clay, are met with. This flat country is terminated all lound by a ridge, which appears to have been the ancient margin of the lake, when the waters occupied a higher level than at present. These appearances, and others on the islands, lead me to think that there has been a subsidence of the water, and if this be the case, the probable cause is the wearing away of a barrier lower down the river, perhaps at the Itichelieu Eapid, where there is still a fall of some feet at low water, as appears by the diiferent rise of the tide at the foot and head of that rapid. The operation of the river in forming islands and shoals in the lake is still going on. In the slack water at the lower end 16 of tho islands, tVosli accumulations of sand and clay are cun- Htantly formin:^. Tliorc arc sonio occupied by a thick ;^i'o\vth of rods and otiior aquatic plants, which serve to l»iiul the mass togotlior, and prevent tho loose p;irti(des from belnj;^ washed away. Drift timber lodges and adds to the mass, till at last it becomes a swampy island. The trees which grow in such situa- tions now spring up, whilst every freshet in the spring, at the melting of the snow, covers it with water holding an immense' quantity of alluvial matter suspende.l, whitdi had previously been washed from tho higher grounds. This is deposite 1 to a depth of several inches in some situations, so as in some instances which I have observed, completely to cover the leaves which hatij. With reference to the uddrco.: of the House of Assembly of the 15th of February last, praying the Governor-in-Chief to make application to His Majesty's Government to obtain for the use of the Province, a copy of the survey of that part of the river St. Lawrence from Three Rivers to Montreal, made by Captain 22 Bayfield of the Royal Navy, under the direction of the Lords Commissioners of the Admiralty, the Governor-in-Chief has great pleasure in communicating to the House of Assembly, that he has been informed by the Secretary of State for the colonies, that as soon as the Chart shall have been engraved, a copy of it shall be transmitted as prayed for by the House of Assembly. GOSFORD. ! ii Castle of St. Louis, Quebec, 27th September, 18^0. Again in 1838, the I n . al Committee ofTi-ade peti- tioned the Legislative A s.M ' ly of Lower Canada for a grant of money to make a survey of lake St. Peter, as shown in the following extracts from the journals of the special council : — Extract from the Journals of the Special Council cf Lower Canada. J. COLBORNE, May 5th, 1838. Administrator. The Administrator of the Government, in transmitting for the consideration and adoption of the Special Council, " An Ordin- ance to make provision for the survey of lake St. Peter," ac" qualnts the Council, that if it should be deemed of importance to the interest of the Province, that the projected measure should be passed immetliately, he proposes that the Standing Orders, respecting the reading of Ordinances be dispensed with on this occasion, Government House, Montreal, May 5th, 1838. 23 The following petition accompanied the said message : To His Excellency Sir John Colhorne, G.C.B., Administrator of the Government of the Province of Lower Canada, etc., etc., etc. The petition of the Montreal Committee of Trade, Eespectfully slieweth : — That lake Saint Peter, during the greater part of the season of navigation, is so shallow as not to admit of the passage of vessels through it, drawing more than from ten to twelve feet of water. That the draught of water of the v^essels employed in the trade between Montreal and the United Kingdom, aver- ages from fourteen to sixteen feet, which renders it necessary to transfer a considerable portion of their cargoes to enable them to pass through the lake, entailing upon the trade f/ Montreal an immense annual expense, as well as causing detention to the ships. That from the shallowness of the water in lake Saint Peter, preventing any but small vessels from completing their loading above the lake, Montreal does not participate in an}' of the ad- vantages derived from the trade in timber, the princij)al staple in Canada. That your petitioners .are assured, by scientific men, that the ship channel in lake Saint Peter could be deepened to sixteen feet at no very considerable expense. The advantages that would be derived from such an improv^ement are too apparent to render it necessary for your petitioners to dwell upon them, and they humbl}' pray, that Your Excellency will bo pleased to recom- mend to the Special Council, that a sum of money she -ild be appropriated to defray the expenses of surveying lake Saint Peter, with a view to ascertain the practicability of its being deepened, so as to admit the passage of large vessels across it. And your petitionei*s as in duty bound, will ever pray. On behalf of the Committee, (Signed,) Montreal, 5th of May, 1838. AUSTIN CUVILLIER, Chairman. r 24 This petition seems to have been considered imme- diately, and the following ordinance granting i)500 for the purpose of making a survey of Lake St. Peter bears the same date as the petition : — Is^ Vic. Cap. 26—1838. An Ordinance to make provision for the survey of lake Saint Peter. Whereas it is expedient to provide for the survey of hike Saint Peter in this province : — Bo it therefore ordained unci enacted by His Excellency the Administrator of the government of the said province, authorized to execute the commission of tlie governor thereof, by and with the advice and consent of the special council for the affairs of the said province constituted and assem- bled, by virtue and under the authority of an Act of Parliament of the United Kingdom of Great Britain and Ireland, passed in the first year of the reign of Her present Majesty, intitled, " An Act to make temporary provision for the Government of Lower Cansida ;" And it is hci or v o Jained and enacted by the authority of the same, that it shall be lawful for the governor, or person administering the Government of Lower Canada to advance by warrant under his hand and out of the unappropriated moneys in the hands of the Eeceivcr General, a sum not exceeding live hun- dred pounds currency, as an aid towards causing a survey to bo made of lake St. Peter in this jwovince. II. And be it further ordained and enacted by the authority aforesaid, that it shall be lawful for the governor, lieutenant governor or person administrating the government of this pro- vince, to appoint, by an instrument under his hand and seal, one or more commissioner or commissioners to carry this ordinance into effect. III. And be it further ordained and enacted by the authority aforesaid that the due application of the money appjopriated by this ordinance, shall be accounted for to Her Majesty, her heirs, and successors, through the Lords Commissioners of Her Majesty's Treasury ^ the time being, in such manner and form as Her 25 . imme- ;;500 for er bears OF LAKE akc Siiiiit uictod by i" the said governor e special id assem- iirliament passed in ed, "An of Lower authority >r person vaiico by noneys in live hun- vey to be mthority ieutcnant this pro- seal, one :>rdinanco authority )riated by her heirs, Majesty's m as Iler Majesty, her heirs and successors shall direct, and that a detailed account of the expenditure of all such nnoneys shall be laid before the governor, lieutenant governor, or person administering the government of this province. J. COLBORXE. Ordained and enacted by the authority aforesailand passed in special council, under the great seal of the province, a: the Government House in the city of Montreal, 5th May, 1st year of th9 reign of Our Sovereign Lady Victoria, by the Grace of God of Great Britain and Ireland, Queen, Defender of the Faith, etc., in the year of Our Lord 1838. By His Excellency's command, W. B. LINDSAY, Clerk Special Council. Nothing more of an official character appears intil 1841 when action was taken on the petition of the Board of Trade of Montreal. We find the following letter from the Hon. Mr. Secretary Daly to the Chairman of the Select Committee of the House of Assembly : — D. Note.— Referred to in Table of Contents, Appendix to Report of August, 1841. Letter from the Hon. Mr. Secretary Daly, to the Chairman of the Committee. Secretary's Office, Kingston, 25th Jcnb, 1841. Sir, I have the honor to acknowledge the receipt of your letter of yesterday's date in reference to the petition of the Montreal committee of trade which has been entrusted to you for the purpose of being presented to the House of Assembly. In reply, 26 His Excellency has commanded me to inform you that the impro- vement of the navigation of lake St. Peter will be considered with other public works. I have the honor to be, Sir, Your most obedient liumble Servant, The Hon. Gf. Moppatt, M. P. P. D. DALY, Secretar]f : I f 1 I The investigations of the Special Committee of 1841 are given in the following report : — REPORT, August, 1841. The Special Committee to whom was referred the petition of the Boai'd of Trade of Montreal, praying that measures may be taken to deepen the ship channel in lake St. Peter, having ex- amined the same, have the honor to report : — That the importance to the trade of the Province of the subject brought under the consideration of your Honorable House by this petition, occupied the attention of the House of Assembly of Lower Canada at different times previous to the year 1830, without leading to any conclusive opinion as to the practi- cability of the proposed undertaking ; but as the petitionei"8 were officially informed, on the 25th Juno last, that " the impro- vement of the navigation of lake St. Peter would be considered with other public works," — and as Mr. David Thompson is ac- tually engaged in completing the survey requisite to a full con- sideration of the subject, your Committee have not thought it necessary to extend the enquiries already made on this point, and have therefore confined their attention chiefly to two other % f 21 points, namely, the extent of the burden imposed on the trade by the obstructions to the navigation which it is sought to remove, and the means of raising a fund, on the completion of the work, to defray the interest and ultimately refund the prin- cipal of the outlay required ; which Mr. Thompson estimates at the sura of thirty-five thousand pounds, to be expended in three years. "With a view to obtain information on those points, j'our Com- mittee addressed a series of questions to eighteen persons and firms in Montreal ; they also addressed the Commissary General, and the Naval Commander on this station, — and they required from the collector of the port of Montreal, returns of the vessels entered and cleared at that port, for the years 1839 and 1840, and tor the present year, up to the date of the return. These questions and the answers received, and the returns made by the collector at Montreal, arc annexed to this report, to which your Committee beg leave to refer. With respect to the first point, — tiie burden imposed on the trade by tbo existing obstructions, the information communi- cated to your Committee is not so ample as they had reason to expect. During the last year, 07 vessels from sea, burthen 28,060 tons, arriveJ in the port of Montreal — of these, the charges for towage and lighterage on 42 only, burthen 14,179 tons, have been furnished ; the charges on the same are as follows: — Towage upwards £2,54G 1 7 do downwards 1,082 1 8 Lighterage upwards 1,151 5 do downwards 1,30117 8 £6,141 5 11 Without towage upwards, the amount would be £3,595 4 4, and for lighterage only £2,513 2 8, making in the one case fully 5s., and in the other 3s. Cd. per ton, on the passage of these 42 vessels up and down the river, — or the one half of the-;e rates each Avay. But the large/ sum would probably prove to be the real saving, because vessels ascending the river frequently en- gage the steamer, although the wind be at the time favorable, 28 in order to avoid detention in case of grounding in the lake ; and the saving therefrom would probably at least counterbalance any portion of the charge for towage downwards, which, for the sake of dispatch, might be occasionally incurred after the navi- gation had been improved. Of the tonnage upon which the foregoing calculations are based, a considerable portion paid neither towage nor lighterage, so that the 42 vessels may present a fair average of the charges to which the whole tonnage of last year, say 28,660 tons in- wards, and 29,439 tons outwards, was subjected ; thus the amount paid for towage downwanls and lighterage last year would be £7,262 17 6, and tor lighterage only £5,084 3 ; and the same rates applied to the assumed scale for the present year : say 50,000 tons each way, would give, in the one case £12,500, and in the other £8,750, exclusive of the injury done to property b}' transhipment, and loss from deteation, which the evidence states to be very burdensome to the trade. "With respect to the second point, the following is the result of the collector's returns excluding therefrom river crafts aud coasters : — P.-G. NoTK.— Referred to in Table of Contents, Appendix to Report Inwards. Entered in 1839. in to 3rd August . . do do do do 1839. Vessels TO. Tonnage 22,334 1840. do 98. do 28,600 1841. do 127. do 33,645 1840. do 54. do 15,428 1839. do 39. do 10,748 Outwards. Vessels 80. Tonnage 22,737 do do do do 98. do 29,439 116. do 31,457 50. do 14,380 34. do 9,758 It is probable from this statement, that the arrivals at the port of Montreal during the present season, will equal, if they do I i 29 not exceed the estimate made by the petitionei-s, namely, 200 vesselH of the average burthen of 250 tons ; and from the evi- dence annexed to this report, little doubt can be entertained that the rendering ot the navigation between Quebec and Montreal practicable at low water for vessels of IG feet draught, would be followed by a progressive accession to that numbei". About ten or twelve years ago, the late Mr. Thomas Porteous, and others, with ample means, would have undertaken to deejjcn the channel of the lake, and keep it open for three years, for £36,000 ; the process of dredging is now better understood, and Mr. David Thompson's estimate, which is also annexed to this report, for a much wider and deeper channel, is only £35.000, including interest on the expenditure to the completion of the work — but say £40,000, the interest thereon at 6 per cent, would be £2,400, and to cover which, a tonnage duty of one shilling (or six pence each way) on 200 vessels of an average burthen of 250 tons, would suffice. This rate would be only 2-7th8 of the expense actually incurred last year for lighterage alone, and if found sufficient to create an adequate fund to meet the annual charge, and gradually pay otf the principal, it might be increased without being burdensome to the trade ; but in order to draw the produce of the west down the St. Lawrence, it will be expedient to make the transit charges as light as possible ; and when your committee take into view what has been effected for the city of Glasgow, under circumstances somewhat analogous, they feel the greater confidence in the favourable results to be antici- pated from the deepening of lake St, Peter, and believe that the fund proposed to be established, would prove sufficient to protect the provincial funds from loss by the undertaking. The tonnage dues collected at Glasgow, on shipping arriving at the Broomielaw amounted in the year 1820. to £6,328 18 10 ; in 1830 it was £20,296 18 6, and in 1839, £43,287 16 10. The cus- toms duties collected at Glasgow during the same period, were in the year 1820, £11,000, in 1830, £59,014, and in 1839, £468,975. In conclusion, your committee beg leave to i*ecommend the prayer of the petitioners to the favourable consideration of your honorable house that measures may be taken to deepen the ship channel in lake St. Peter. All which is nevertheless, humbly submitted. G. MOFFATT, 26th Augurt, 1841. Chairman. p^ 80 Statement of Towage and Llijhtirage paid on mndry Vcssili entered and cleared at Montreal in 1840. Co.VSIONEKS. Millard Co DouguliIrviiiOitCo Gillespie Jk Co A. Shaw •... Buchanan & Co. . . . Mcintosh & Co ... . ^^^=-'1 a a o H Cost of I TOWHKO up. 4,803 4,695 1,593 390 1,366 £ 911 19 10 232 11 769 15 4 320 5 8 66 5 4 245 4 5 14,179 : £2,546 1 7 Cost of LiKhteraKO up. £ 590 9 11 35 14 8 3SH3 18 11 5 15 li2 6 6 £1,161 5 Cost of Cost f)f Towngo Ll»hteriige down. down. £421 8 7 i £ 453 15 4 aj 4 348 2 10 143 11 7 44 3 4 91 11 4 114 16 II 5.54 2 4 98 3 1 82 10 58 10 £l,fS2 1 8 I £1,361 17 8 81 entered Cost of LiKhterage down. £ 4.53 15 4 114 16 11 5.54 2 4 9S 3 1 82 10 58 10 £1,361 17 8 APPEXDIX TO liHPORT, TABLE OF CONTENTS. A. — Evidenco taken by the Oommittoe. B.— Letter from Capttiin Sandom, R. N., commandin<'- on Canadian waters, in reply to a letter from the Chairman of the Committee. C— Letter from Commissarj'-Gencral Sii- E. J. Eouth, do. do. D. — Letter from the Honorable Mr. Secretary Daly, do, E.- -Estimate of the exi^ense of deepening the waters of lake St. Peter, by D. Thompson, Esq., civil engineer. F.— List of vessels emered " inwards" at the Port of Montreal in 1839 and 1840, and to 3rd August 1841, with their tonnage. G.— List of vessels cleared " outwards" from do. ilurino- the some period. A. EVIDENCE TAKEN BEFOEE THE COMMITTEE. GENERAL QUESTIONS PROPOSED TO WITNESSES. No. l._ Will you furnish, for the information of the committee, a list of the vessels entered and cleared by your house at the Port of Montreal during the year 1839 and 1840, with the tonnage thereof and the charges incurred for lighterage and towage up and down the river stated under separate heads ? No. 2.— For what portion of the navigable season are vessels of 16 feet draught of water under the necessity of employing lighters in passing lake St. Peter to and from Montreal ? 32 No. 3. — Are vessels dxawing 16 feet watei* a suitable class for the trade to Montreal ? No. 4. — If tlie ri\ or between Quebec and Montreal were render- ed navigable at low water, for vessels of that draught, would it, in your opinion, induce a greater number to come to the latter port, and tend to reduce the rates of freight, between the same and the ports of the United Kingdom ? No. 5. — If the navigation v,ere so improved, would any, and what portion of the chai'ge foi* towage downwards be saved to the trade, and would not the whole of the charge for lighterage be saved ? No. 6. — Is the lighterage, apart from the direct chai'ge for the same, attended with delay and injury to the property whu-h is very burdensome to the trade ? No. 7. — Can you state to the committee what would be the pro- bable yearly saving to the trade of the province from lighterage, towage, &c. computed on the scale of the trade for the years 183J> and 1840, which would be effected by the proposc class for re render- would it, the latter the same any, and saved to ightorage ;;e for tho whi/h i8 )e the pro- ghterage, 'ears 1839 rovement Millar, t of tho nival in, vvn from own, — of Allan, in ately on • require aiddle of aises tho 15 or 16 I ti feet draught of water to take their loading at Montreal, requiring but seldom to lighten down ; we get them off in tho last week of May and in the first week in June ; so soon as the nortli waters liavo passed, vessels of the usual size of our trading vessels require lighterage. This last spring there was no rise or. tho St. Lawrence from tho norih water. Ansiver to No. 3— Vessels of 14 to Id feet draft of water are very well suited for the Montreal trade in the present state of tho navigation, except in the middle of the season of navigation, when tho water becomes so shallow in the lake and in some places above it, that vessels cannot pass with a greater draft of water than 11 to 12^ feet, and some seasons oven less, such a class of ships as our regular traders can then take but little freight on board at Moi.' '-eal, Ansvcer to No. 4. — If there were a depth of water of 16 feet fi-om Montreal downwards, throughout the season of navigation, there is not a doubt that many more vessels would resort to Montreal than at present, for in the case of their not obtaining full cargoes of flour, wheat, ashes, and such freight, they would take lumber for part of their cargoes, cither in the log or in the deal, and as square timber may be stowed in the bottom, no vessel could with advantage take in flour, Ac., at Montreal to discharge again at Quebec fov the purpose of taking in the lumber part of the cargo required to complete her loading. The expectation that there would be very largo quantities of flour and wheat for shipment this summer, induced a much greater number of vessels to resort to Montreal than usual, and more came up than were required to carry off such fi-eight ; some took lumber cargoes in Montreal, whilst others, (some of which came from home in ballast,) fell back on Quebec for luniber cargoes, there were others that accepted of such Jow freights as would not, in any opinion, paj' their disbursements. The freight between Montreal and the ports in tho United Kingdom would certainly be less were the ships' disbursements reduced by tho amount of lighterage and towage that is now paid, and tho q lantity of lumber shipped at Montreal would increase j'early, and cause a more regular supply of shipping. Answer to No. 5. — Were the navigation free for \'es8ol8 of IfJ feet draft of water, the whole of the lighterage at present in- 3 t ¥ , (! W w 34 ciirred would, of course, bo saved, and the towage would very often bo saved also, for the reason that the tow-barge.s pro- ceed on to Quebec in tow with that part of the cargoes required to be lightened dovn, which obliges us to send the ships in tow also, as we would have either to pay demurrage on the barges whilst waiting the ships' arrival down under sail, or have their cargoes landed at Quebec, thereby incurring an equal or greater expense. Answer to No.Q — Apart from the expense of lighterage down, it is a great inconvenience to the ships, from the detention it causes, and by increasing the disbursement account from ten to fifteen pounds a day ; and such produce as wheat and flr> ■ always receives damage and loss by lighterage, and much more so when landed at Quebec. Flour barrels are very subject to lose hoops- have the heads staved — a loss in the weight of flour follows, anv.- the shippers generally find a deduction in their account of sales for short weight. -i ; wheat is more subject to damsigc than flour, and it will always lose in quantity by each transhipment. It was often the case last season that lighters could not be had, and vjssels were detained in consequence for a Aveek or ten days. I would prefer paying Ss. a barrel freight to a vessel taking it in at Montreal, than sending it down to be landed at Quebec and shipping from thence at 3s. 9d. per barrel. It is my opinion that the freight for lighterage between Quebec and Montreal might be reduced a third in ])rice, and still leave renumeration enough to the tow-boat companies. Amioer to No. 7. — The cost of lighterage down fi'om Montreal has this season, been from a sixth to a ninth of the full freight of flour from Montreal to the home port, and on wheat from about w fourth to a sixth. It will bo observed by the statement in answer to the first quoiition, that on iwo ships in 1839, (the " Canada" and "Arabian",) thedifterence of towage and lighterage up and down £244 more on the fall than the spring voyage, or 7^. per barrel on flour on their full cargoes out, calculating their stowage at 7800 barrels ; the full lighterage alone up and down in the fall was £306 7 11, or about 7id. per barrel, and the full towage and lighterage in the fall up and down was £487 3 9, or about Is. 3d. per barrel of flour. would voiy -barges pro- 008 I'oquired the ships in rage on the sail, or have an equal or )rag-o down, le detention from ten to flr, always ore so when ose hoops- follows, anu lunt of sales than flour, lent. Duld not bo kveek or ten to a vessel e landed at 35 '' Fworit^e >'^7he1-^' " ''''' ^''^ " ^'^"''^'''*'" " ^^^^o-^' ^^d Favonte, ) the dilference on spring and fall voyage was^e330 19 YVi^^V;'- P- ^™l> taking their full st'^wV at 7200 barrels, the hghterage alone £45G 11 3, or 9d. per barrfl, and the full amount of towage a. . lighterage £741 3 0, or about Is 3d per barrel. ' '^"' The regular trading ships, and a great pi-oportion of the tran- sient vessels will almost always incur the expense of towage up notwithstanding any improvement that may be made In the navigation. "® 'cen Quebec still leave n Montreal full freight vheat from to the tirst iiada" and p and down . per barrel stowage at in the fail towage and bout Is. 3d. f I >> o a o '3 « V e o a o a c m a o o .a I: ^ « >J hi '3 e. o I 36 •paua^qaiq oouv[8g e ej3 o — O ttlJS s s JS o J CO CO c s •s ^ •-" e^ 'oaqan^ taojj pa[res ytJJd •UAlop?JBJ(I _B o o ce £ lO U5 ic W 1-^ p^ i-H O "O •* O lO - I to a e £SS3^"?3^23^23 ■QMOp a8Kl9)q8ii JO ?BO0 u^op oSbmox JO ?8O0 dn38BJ3)q8ii JO ^800 •iln al^BAiox JO ?8O0 •pauoiqaii OOUBIBg •dn ijBJQ «^ o o c c o o O O •»>" coo = * io O N O O 05 o o t^ o 3i .05N*- -^ -^ ^ -^ to =^ ss s: s 8 2? s r s b? s •X o M ec M O -H N ©J N cociOO'£eo9)ceec • I- t-H a»Buuox Aiafj •jjBjQ mg ■WSBttUOX PIO X en — I— I 1-H Ek _( o to e^i E< M "S o «! « S J5? 8 i~ 5 ^ OS FH .-I uj e-i i-( ei § i:; S ^ ?) SJ $ CI 1-C § M 2 a £ a o "^1 C35 3T el rs 1 1 5 e 1 np with half 0. late in Nov n the water ha 1 J ■J c tc i- m O to in '- o o ■M ■M ■M -11 Cl rH rH Cl * CO n o 1 C-. 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Answer to No. 1. — Wo are unable, at the present moment,, to furnish a complete list of the vessels addressed tons in 183^ and 1840 ; but, for the information of the committee, we subjoin the charges for lighterage and towage incurred by a regular trader of 390 tons in the fall of 1840 : Towage upwards.... £ 66 5 4 Lighterage upwai-ds 122 6 6 £188 11 10 Towage down £44 3 4 Lighterage down 82 10 126 13 4 £315 6 2 Ansiver to No. 2. — Vessels drawing 16 foot of water are under he necessity, in the generality of years, of employing lighters tin passing lake St. Peter for tlie ichole of the navigable season, saving the month of May and apart of June. Answer to No. 3. — Vessels drawing 16 feet of water wo consider a very suitable class for the trade of Montreal, but still larger vessels might not be objectionable. Answer to No. 4 — Wo have no hesitation in affirming that the deepening of the river, as suggested in this query would be followed by the effects contemplated, viz. inducing a greater number of vessels to come to the port of Montreal, and materially reducing the rates of freight between the same and the ports of the United Kingdom — indeed we think it cannot admit of doubt. Ansioer to No. 5. — We are not prepared to say that if the navigation were so improved, any material portion of the charge for towage downwai-ds would be saved to the trade, inasmuch as we think the regular traders would generally tow for the sake of despatch ; — but undoubtedly the whole charge for lighterage would bo saved. 39 Answer to No. G. — The lighterage, apart from the direct charge for the same, is invariably attended with delay and inconvenience, and with very material injury to the property so shipped; and is conse- quently very bui-densome to the trade. Answer to No. T. — We have not sufficient leisure at the present time to give a well considered opinion upon the point proposed in this query, but the following hasty calculation will perhaps seiTC as an approximation to the true result : — Arrivals at Montreal in 1839. Ships, 16 Barques, 26 Brigs 36 78 At an average expense of of £220 each per towage, and lighterage is £17, 100 £lt,160 Arrivals at Montreal in 1840. Ships, 11 Barques 31 Brigs, 55 97 At an average expense of £220 each, is £21,340 £38,500 Average per year, £19, 250. We may add that the arrivals for the present year at Montreal shew a very great increase upon the two past, and the expenses have of course increased in the same proportion. Answers of Messrs. Y. Leslie & Co., Montreal. Answer to No. 1.— In 1839 the only vessels we entered and cleared were of small tonnage, and neither required towage nor 40 lighterage ; in 1840, the same with the exception of the " Aerial," of 280 tons, towage up, £59 2 8, duos paid by the master at Que- bec — no lighterage. Ansiver to No. 2. — From two to three months. Answer to JVo. 3. — Vessels of the common build, drawing 16 feet water are, in oxu* opinion, large enough for any description of trade to or from the port of Montreal. Answer to No. 4. — A greater number of vessels would probably frequent the port, and might occasion, by competition, a reduction in the rates of freight, but the expenses of the shipping we do not conceive would be reduced, as the deepening of the channel would not do away with the necessity of towage, and if any tax were imposed upon vessels to pay for the improvements in the river it would increase their expenses. Answer to No. 5 — The whole of the charge for lighterage would, of course, bo saved, but no part of the towage, indeed the latter would bo increased by the additional number of feet of water that the vessel, when fully loaded, would draw. Answer to No. 6. — Yes. Answer to No. 7. — We havo not sufficient data before us to form a correct opinion as to the yearly saving from lighterage, but we would remark that in the summer months, when the water on the lake is lowest, there are, in genei-al, fewer vessels loading at this port than in the spring and autumn. There would, wo conceive, be no saving in towage in consequence of the increased depth of water in the channel of the river, but the delay and injury occa- sioned by the transhipmon' of property would bo avoided. 5^f 41 Answers op Messrs. McIntos'ii & Co., Montreal, Answer to No. 1 — Tho vessels entered and cleared bj- us in the years 1839 and 1810, with the charges incurred for lighterage and towage, as under : — 1839. Tonntige. Towage up. Lighterage up. Lighterage down. Towage down Ship Barque — Brig Do Barque.... Do 380 2B4 196 166 204 380 £ 69 58 13 48 5 4 55 5 3 53 15 3 72 10 £102 10 43 6 8 £30 5 2J> 5 22 10 £ 32 10 30 31 1 3 35 6 3 Sailed down. Do. 1,(510 £357 8 10 £145 16 8 £82 £128 17 6 1840. 166 305 444 451 1,366* 1 Brig Barque.... Ship Do £ 47 17 9 54 8 8 70 8 72 10 £0 25 10 33 £ 26 7 3 29 16 3 35 7 10 Sailed down. £245 4 5 £58 10 £91 11 4 Ansiver to No. 2 — Yessela drawing 18 feet of water are under the necessity of employing lighters to and from Montreal during about four months of the navigable season. Answer to No. 3 — Vessels drawing 16 feet of water are a suitable class fOx the trade to Montreal. Answer to No. 4.— If the river between Quebec and Montreal were rendered navigable at low water for vessels of that draught, it would, in our opinion, induce a greater number to come to the latter port, and lend to reduce the rates of freight between the same and the ports of the United Kingdom. 42 Answer to No. 5. — If tho navigation were so improve I, vessels would generally sail down, and the whole charge for lighterage would be saved. Answer to No. G. — Tho lighterage, apart from the direct charge for the same, is attended with a delay and injury to property which is burdensome to the tnide. Answer to No. 7. — We sho.uld think that the yearly saving to the trade of tho province from lighterage, towage, &c., computed as retjuirod, would bo £4,000 to £5,000. . . Answers of Messrs. Stephens, Younq & Co., Montreal. Answer to No. 1. — We ar: both but little engaged in shipping, and for the years 1889 and 1840 have only cleared some five schoners for Halifax, N. S. Answer to No. 2.— Ships drawing 16 feet of water can rarely come to this port without lighterage after the first week of June. Answer to No. 3. — Ships drawing IG feet of water are a suitable class for the trade of Montreal. Answer to No. 4. — The deepening of the channel to 16 feet would, in our opinion, induce a greater number of vessels to come to this port, and would cheapen both inward and outward freights. • Answer to No. 5. — Could ships comp. . .e their loading at this port, the freight upon that portion sent to Quebec per lighters would be saved, as well as the cost of labor and damage from exposure by transhipment ; while the same proportion of vessels would sail down as now do, which we believe to be about one half of the number. Answer to No. 6. — The lighterage, apart from the direct charge for the same, is attended with much delay and injury- to pro- perty, and is very burdensome to the trade. Ansiocr to No. 7.— Though we have not the means of replying to this query so satisfactorily as those to whom ships have been 43 consigned, and who know the actual disbursements — yet we are sensible that the amount which would be saved to the trade of the Province by the proposed improvement of the navigation between Quebec and Montreal would be veiy large, and is one of the many improvements on the St. Lawrence necessary for us successfully to compete with the Atlantic ' shipping port" of the United States for the western trade. Answers of Messrs. Gillespie, Moffatt, Jamieson & Co., Montreal. Answer to Xo. 1. — A statement herewith. Ansicer to I^o. 2— Vessels drawing 16 feet of water have to employ lighters from about the 10th June to the clo^e of the navigation. Answsr to Xo. 3. — ^Vess^els of that draught of water, when otherwise properly constructed, are well adapted for the trade to Montreal. Answer to No. 4. — We are of opinion that a greater number of vessels would be induced to come to Montreal, ^vhich would tend to reduce the rates of freight to a very great extent. Amxoer to No. 5. — The towage down would be saved in many cases, and the lighterage in all. Answer to No. 6. — Lighterage is attended with considerable delay, more particularly felt towards the close of the navigation, when a few hours are of vital consequence to the safety of a vessel, as instanced in the case of the Eleutheria last autumn ; it is also attended with heavy expense and frequent damage to pro- perty, as in the case of flour. Answer to No. 7. — ^We have not the means to enable us to state what the saving would be to the ti-ade, but we think we are warranted in stating it at £10,000, annually. '5 s ■S8 C5 i < I 44 4S £ ^ 85 "E 5 « -E 5 „ CO I- lo tK © • ^4 .^rf ■<-« lA^ 2 »*-l a s s s '^" ■" ^ -^ O^ lA O ^^ r- < ^1 CO eo -^ CO O ^- vO O 00 »0 ^H F-t *-t tH O ia 3 2 M M 00 s a - S? S 5 ?? * J? §s s * OOoCrHOiHCOh- J5 S3 s ^ S 3 ^ 5 * 3 was-* (M -^ -^ 3 S §?S^g«S?2S°S33-SS^ Cm to N 1-1 CJ .O 'M N M M e-* SC ^ a ig <5 •a s H Q ^ pq » [i< 5 ^ fk ^ 5 e H P » H P4 3 46 '1 i ■' Answers of Messrs. Atkinson Sc Co., Montreal. Ans^ver toNo.l. — Owing to tho .shalh-wness of the lake, wo have, for apward.s of three ytniid l)ack, cliscontimieu loading vessels at ^lontrcal, considering tho expense of towage and lighterage greutor thai: we eoiild attord ; such vessels as we had consigned to us v.'c sent to load at (iuobec ; we had otters repeatedly of vessels t«» load, hoth with timber, deals, and other articles, but from the cause above named have invariably declined them. Atmcor to Xo. 2. — We consider that during fully four-fifths of the navigable season, vessels over 12 to 13 feet draught of water are unable to pass lake St. Peter. Anmer to No. 3. — Vessels drawing lu feet of water are very suitable, — under that, tho/ arc only tit for cr, .sting voyages. Answer to No. 4. — AVe considei" that wero the river between Quebec and Montreal made navigable at low water for vessels of IG feet draught, it would induce fully double the present number of ships to visit the port of jtonti-eal, and that the freights between Montreal and tho United Kingdom would be veiy con- siderably lowered. Adsicer to No. 5.— Were tho navigation so improved, one half the ships leaving for the United Kingdom would go down with the wind, without towing, tho fear of the water going lower still if too long detained, and of striking, if going a few feet out of the exact channel, causes the greater part to go down by steam. All the lighterage would of course be saved. Answer to No. G. — Tho lighterage apart from tho expense, causes very great injury to tho proj)orty shipped — to flour cxpecially, not only damage to the barrels, but danger of souring. Answer to No. T. — Wo think that wero the trade no greater than In 1839 and 1840, twenty thousand pounds currency per annum would bo saved in lighterage and towage by the deepening of the channel between Quebec and Montreal as proposed. Answers of Messrs. Forsyth, Eichardson & Co., Montreal. Answer to No. 1 — Xone. Ansiver to No. 2. — From the beginning of June until the close of the season. 47 A'tSice?' to No, 3. —Vessels drawing IG feet of water would be suitable to the trade were the ])roposed improvement carried into effect. J^)6)/T/• to No. 4. — ITnqnesiionably it would. AiiStcer to No. 5. — We areofopion that at least three-fourths of the charge for towage downwards and the whole of tlie charge for light orago upwards and downwards would be saved. Ansicer to Xo. 6. — The necessity of lightei'age is burdensome to the trade, as besides the direct charge incuj-red, it creates delay in the shipment, and causes frequent injury to the property from transhipment. Answer to i\o. 7. — We ar>? of opinion that the yearly saving to to the trade which the proposed improvement would ertect is moderately estinuited at twenty thousand pounds. Answers of A.nprew Shaw, Esq., op Montreal. Answer to No. 1 — I enclose statement of vessels entered and cleared during 1839 and 1840. Ansn-er to No. 2 — After the 15th or 20th June, and until the end •of the luivigable season, vessels of 16 feet draught of water are gen- <'rally necessitated to employ lighters in passing Lake St. Peter. Ansiccr to No. 3. — Vessels of 350 to 400 tons are a suiiablo size for the trade of Montreal, and such generally will draw lii feet of water when loaded. Answer to No. 4. — I am of opinion that 16 feet of water during the reason would double the number of vessels in one year, anil doubtless tend to reduce rates of freight between Montreal and the ports of the United Kingdom. Answer to No. 6. — If the navigation wore improved to 16 feet at low \\ater, many vessels would not tow downwards, as now the captiiiii" gciieially tow from a fear of being grounded in the lake, as their vessels are almost always drawing as much water as the ]iilots report on the shoals. Of course all charge for lighterage would be saved. Answer to No. 6. — Much unavoidable jibuse of propei'l }• takes place from lighterage : on flour alone the injury is serious, both as jogards the costs and contents, from rolling and extra exposure, Wv 48 and much abuse takes place in transhipping in bad weather, from not being under the eye of the merchant. I have little doubt that a gi'eat portion of the flour landed sour in Britain is in consequence of exposure in this Province, and much of that after inspection at Montreal. River barges are generally deck loaded, and exposure often takes place in consequence, all which would be avoided were the navigation deepened to 16 feet. Answer to No. 7. — I cannot answer this question correctly ; the lighterage would bo almost entirely saved, the amount of towj.ge will, I understand, be ascertained by returns from the steam companies. The expense of towage and lighterage in 1841, will be much greater than in any previous year ; in 1840 a very largo quantity of flour was of necessity, (from lowness of water,) sent to Quebec by lighters and shipped for Britain, perhaps to the extent of 150,000 to 200,000 barrels, by ship that did not come to >Ton- treal at all, I, as agent, sent 20,000 barrels in that way ; in 1841 probably something similar will take place, as there is not at present over 11 or llj feet water in the lake. Besides lighteragi>, there is an expense incurred for (Quebec agency. {Statement referred to in anmver to Question Xo. 1 of the foregoing evidence.) Clkared. 1839. June • Veh.sk., s Townge a a o up. H Towiigo flown. LighterBKO Lightcrtipo up. down. .Ship Bcllona. Sept. 18 ! Hiirk Monarch. Nov. 4 1810. Mtiy ;«)... June 18 .. Aug. 14 . . Oct. 12... Nov. 18 . ShipUeUona. 389 .11.5 ;ffl9 JH, «. (I. 73 2 t) (15 4 5 59 12 4 £ .■». tl. 4() 8 2 ;«) 40 9 4 £. ,,. 49 11 £ Si. (I. Tf) 11 3 Sltip ncllona . . . Unrk .Monai'ch ■ . Hrig Lcven L«8g, .'^hip llcUonii Burk MiJimrcli . . 109.3 389 31.') W> ;j89 315 197 19 3 119 17 t) I 49 11 I 11 3 74 4 3 61 13 2 .14 9 (i.3 3 3 6;j 16 \m I .sao a 8 40 9 11 ;« 18 8 30 12 .5 ]^ 33 11 (I r) 5() 1 10 42 1 3 143 11 7 n ir-, 98 3 I 40 75 11 • > (1 (t II ti (1 r^\ 1 10 42 1 3 it8 3 1 Answers of Messrs. Douoall, Irvine & Co., of Montreal. Answer to No. 1. — List of vessels entered and clejiro 8 £ .«. d. Sailed. 33 4 Sailed. Sailed. B. £ «. d. None. None. None. None. 35 14 8 1 £ 8. d. None. None. A. i 32 St t; i 82 7 5B July 23 Oct. 13 Nov. 14 Wanderer Jx)rdPanmurf-.. JamosDunn IS I 2,32 11 33 4 1) .35 14 8 j 114 10 11 A.— LiRhtcriige down ajfreed in Ix- paid )>y shipper would coat £12 to £16. B.— The Fum of £82 7s. 5il. is aijlnek snni fitrllKhteraKe and towafte. This .«hip hnvinc isniled duwn, but hnvinit been booked for towiiiir, had to pay this sum to include both fiharge-'. Ansicer to Ko. 2. — Vessels drjiwinij more than 12 feet of watei* cannot calculate on jiassiuij lake St. Peter arter the Ist of June, vessels therefore (li-awing 10 feet can only come to Montreal not later than the end of May. Ansicer to No. H. — Vessels di*awing IH feet when loaower to place before the committee of the House any estimate of the pro- bable saving to the province from lighterage, towage, etc. :| Evidence op W. Hall* Esq., Collector op Customs, Montreal. Question. — F()r wlwit portion of the navigable season are vessels of IG feet draught of water urider the necessity of employ- ing lighters in passing and repassing lake St. Peter ? Answer. — For about five months of the navigal)lo season, vessels of 16 feet draught of water are under the necessity of employing lighters in jtassing and repassing the lake. Question. — Can you furnish the committee with any informa- tion as to the amount paid for such lighterage in the years 1830 and 1810, and tlie amount paiort and the United Kingdom. B. Letter from Captain Sandom, B. X., Commandifuj on Canadian Waters, in reply to a letter fro^n the Chairman of the Committee. Sir. Hbk >Lvjesty's Ship 'Niagara." KiN(iST0N, 2nd August, 1S41. In reply to j'our communication of the 30th ultimo, wherein my opinion is requested as to the expediency of rendering the St. Lawivncc between (iuebee and Montreal navigable at low water for vessels of 10 feet draught, ans those or» which his cstiiuiite? arc based, are in the iiossession of the Harbour Coinniissioners. Expenses, the first season, of Ivo Steam Dredging Machines and Vessels, each of 16 horse-pouer, to deepen a Channel ni Lake St. Peter to a depth of 16 feet, d-c, lic. To the cost of two Dredfring Machines, each of 16 horse- poMor, each in a well ronstrnctod vessel, ready to work,eacli machine neatly haninierod, not iK>h8hed, each i:(),00n To the cost of 6 hgliters, each of 50 tons, at £150 each. . To 10 cords of jiine wood i»r day for each Acseel, or 20 cords per day for both, at 5s. por cord, for 140 days. To contingencies To wages of 1 Sni)erintendent " 2 Engineers, each £150 " 6 men to eacli vessel — 12 men at £3 10s. par month for 6 months " 5 men to each lighter, at £3 10s. per month, I for 6 montlis, being 30 men d. 12,000 000 (V 700 450 £14,050 450 300 252 630 For 1 set of hands for 12 hours To provisions for 45 jiersons, at Is. od. per day for 6 months, say £3 per day Cooking utensils, freight, 4 1,120 1,566 £20,000 65 Erpenge of Dredging a Beep Channel in Lake St. Peter, the second season. • To the interest on £20,000 currency, at 6 per cent To roDairs of the miM'hinfts vnssfils &p.. ivr £ s. d. 1,200 500 To the rost of 2,800 cords of wood, at 58. per cord To wages of 90 iiersons, working 24 liours per day To orovisions &o.. for tlio said nersons 700 3,264 - 1,120 510 To contini'encios .... .... £7.300 Expense of the third year. To the interest on JE27.300. at ner cent •• 1,038 50f» To ronflirs of vnssols iTia(*liinf\s Sl.o *tf* ................ To the cost of 2,800 cords of wootl, at os. per cord To the omploymont of 90 persons, as hefore To lirovisions &.c.. &.c. for tlie said neraons 700 3,204 1,120 478 To oontinfoncifis Kxnonso. of tlin third voar ......' £7 7(¥) Total fixoonso for tliroo voars £35,000 cur'ncy. If a powerful steam dredging niadiine, similar to the two vessels now employed at Ballnaghor, in Ireland, were brought into oixiration, Lake St. Peter would ha dooponeil to the above extent and deptli in less time than two ojx'n seasons, and the expense diminished to less than the present estimate of two years by at least one-fifth of the sum. DAVID THOMPSON. This report on the petition of the Board, of Trade of Montreal seems to have been favourably received, as appears from the following reference in the Report of the Board of Works for 1841, stating that an appropriation for the improvement of Lake iSt. Peter was inserted among the estimates : — 56 Extract from the Appendix of the Journal of the Leijislative Assembly. Bkport of the Board of Works, 1841. i ! i i The impi'ovcmeiit of lake St. Peter lor deeply liiden sea going vessels, is a subject also of very great importance, and has occupied the serious consideration of the Board of Trade of Mon- treal, Avho have petitioned the parliament for an appropriation to tit out the necessary establishment of dretlging vessels etc., and they propose a tonnage ui)on the vessels tJ'ading to the Port to pay the interest on the outlay. The Crovernor General will perceive that this proposed appro- priation is inserted among the estimates, see Appendix ; but it is very desirable that a sum, say, £1000 should be at once made available to make some altei-ations to the steamer belonging to the Harbour Commissioners, so as to have the nature of the work fully and practically tested, prior to any large exijense being entered into. It is of interest in connection with the discussions of the present day, as to how the expense of improving the channel should be borne, that in the early agitation of the scheme, all the proceedings of the Legislature, and of the Montreal Board of Trade, show that the deepening was looked upon entirely as a work of public utility, to be carried out and paid for by Government. Nothing else seems to have been thought of, and the surveys and execution of the work were handed over to the Depart- ment of Public Works as a matter of course. The greater economy with which the Atlantic trade could be done with the largest vessels of the day, instead of the smaller, was clearly recognized by the merchants who gave evidence before the Si>ecial Com- L 5T mittee of the Legislature iu 1841, and it was held that the larger vessels, for the sake of ecouomy, should be brought up as far as possible, i.e., to Montreal. For these reasons, and to enable the St. Lawrence suc- cessfully to compete with the United States Atlantic ports, the deepening of the Ship Channel was urged. Actual operations soon followed this petition of the Board of Trade of Montreal, and the report thereon of 1841, for we find by the following report of Chas. Ather- ton, Esq., Engineer, isc, of August, 1843, that the chan- nels had then been examined. Mr. Atherton distinctly recommended the work of improvement to be applied to the old or crooked chan- nel. His advice was not followed, however, for we find in the following report of the Board of Works for 1843, and in Mr. Begley's letter of 20th October, 1843, that the Board, at that time, had not come to any decision in the matter. In January and February, 1844, Mr. Killaly communicated with Captains Bayfield and Douglas in regard to the work about to be begun in Lake St. Peter, and received f»*om them answers favouring the selection of the straight channel, but we must wait for an explana- tion until we gather it from the evidence taken before " The Select Committee to whom was referred that part of the report of the Chairman of the Board of Works which refers to Lake St. Peter." This evidence, taken loth to 30th May, 1846, shows that the straight channel was adopted virtually by Mr. Killaly, for we find that the chief advice received by him respecting it was from Captain Bayfield, whose opinions were avowedly based on Mr. Killaly's repre- sentations. (See Report of Board of Works, pages 65 to 69 ; Mr. Killaly's and other evidence, pages 137 and 149, and Captain Bayfield's report, page 154 ; also Report of Select Committee, page 113.) 58 In this evidence we also find that a few days' work (two or three) was done at different times in the old channel, late in the autumn of 1843, merely as tests of the machinery, though the Superintendent, Mr. Atherton, evidently expected the work to go on there, as it appears the old channel was buoyed out with that A'ievv. (!*?ee Mr. Killaly's evidence, pages 143-8, and William Hunter's evidence, pages 121-2.) From the evidence of Hunter and others taken before the Select Committee, and from the report of the Board of Works, we gather that work was regularly begun in the straight channel in the spring of 1844. About this time the question of Channels was hotly discussed. In the following extracts, correspondence, newspaper reports of Parliamentary debates, and reports of Committees, will be found an account of the beginning of regular work in the straight channel in the spring of 1844, its continuance until its suspension on the 8th of June, 1846, its resumption in the fall of the same year, and its iinal suspension on the IGth of September, 184*7. 69 RKPOKT ON PIJOPOSED PRO(.'KKDIN(JS IN LAKE ST. PETER. By Chasj. Atherton, Esq., Engineer, &c. August. 1843. T. A. BEfJLEY, Esq., Secretary, Board of Works. Sir, I have the honour I'osjieetfully to submit my further repoi-t on the Lake St. Peter Woi-lvs, now about to be |)ractically entered upon. I also beg to submit Bayfield's Chart of Lake St. Petor with the projjosed line of o])erations delineated thereon. The Board are in possession of other surveys, lait it is necessary to fix upon some one survey as the Map of Reference, and it is my dut}' to recommend that Baytield's bo taken for that purpose. This Chart, from all the point,^ that have came under my obser- vation, / heiierc to be admirabhj correct, and it sets forth the Hydrogra]»hy of the Lake more fidly and satisfactorily than any other document wliich T liave met with. On the genei-al subject, my ])revious correspondence has already apprised the Boai-d tliat in my opinion, the only means of attain- ing the object in view, a passage for deep draught vcss«'ls, is by selecting the existing channel, tortuous as it is, as the lino of operations, limiting our works to the dredging of a narrow cut, I may call it a sunk canal, and the erection of Beacons and lights, whereby the improved channel may be indicated by day and night ; each seasons operations to be in a degree beneficial throughout the whole line, and affonling a test whereby the propriety of fui-ther expenditui-e may be determineil. But on the present occasion of final decision the Boai-d may be desirous of having before them the various views which liave been promul- gated, and I may briefly adduce the reasons which have led me to recommend a strict adherence to tlie improvement of the old channel, in preference to adopting other plans which have been brought forward into public notice. It I 1 ! I ,/ J \l\ i f u 60 1st. It luis been proi)o.so(l to form u Htraii^ht clisinnol tlirough the lake shown by a red lino (A JJ), taUins^ advantage of tho stretch of a pool of 13 feet water, which extends from otf tho mouths of the river St. Francis into deep water at Pointe du Lac. I cann<>t concur in this jjrojoct, because it involves the ne- cessity of cuttin;^ throui^h the main hcxly (not clipping otf the extremity) of tho St. Fniacis Bank, which bank extends out into tho middio of tho L;ike opposite Riviere du Loup, thereby causing tho j-i-esent aiik to its prcseut condition; niid, after all, tlie channel thus proposed to be attained by cutting through the St. Francis Bank, gives only from 12 to 13 foot water, and would tho:efore rec^uire dre Iging over a farther extent (»f about 8^ miles, before it meets the 15 feet water opposite Machiche. 2nd. It has also been proposed lo close several of the minor cluumels between the Isianil at the head of the Lake, tiieroby throwitig the whole waters of tlie St. Lawrence into one body, in ex|)ectation that a i-hanin'l wouM be forme'l and preserved by the action of tl»o water. 1 cannot concur in tiii-i view, for although it be granted that the main Itody of tin- .St. Lawrence might be c(»ntined to one of the main channels, still the scouring etfect thus producetl would be lost as soon as the water would have liln-rty ti.- spread, and a shoal would undoubu-illy h,' formed where the scouring ert'ect ceases. 3rd. Another Plan has been the constructing ot" a i)am a(-ross the outh't of tho liake near Pointe du Lac, whereby lln' surface of the Lake may be I'iiiM'd to >iich lu-igbt .i-i may ai>pear neces- sary for the purport'' ol the navigation. Kven admitting tliat ail thi> were etferleil. the lake would be converted into a sort of eess[)ool, having a gradiud tendency to oipialisation tliroughout. 01 Those (livei's opinions boinji!; thus disposetl of, it becomes my more immediate iluty to submit more partioularly in detail the coui'HO of operations intended to be pursue«l. Referring to the Chart (Baytield's) [ have shewn therein the ordinaiy course of deep-draft vessels by a bhick (h)tte. It is also a])pai-ent thatC may be so located in the line 1) A Cprojectcsl) that the light (' i-anging with the upper light B, nuiy also indicate the lino of operations on the channel B F. It moreover fortunately occurs that the line of the lights A, C, projected towards ihe Ber- thier channel will clear the shoal jioint X rt the"ent ranee thereof. ^■!i|! i. 62 I thereby subserving the iHoful purpose of facilitadng the eutraaco to tlie Hcrthier (Jhannel, iiidepondeut of its essential utility as a Lai-ce light. After the drodiring opc'it'ons on the lines A T) ami B F shall bo (•<)mplote(l, tlie ('oepeneileut will l)e available only in proport'.on to the accunuy with which the lights A, W, C, shall be stntioiie*!; it will therefore be nighly desirable that piers be established at those ))oints as \»'eli as at the jioint D. For the present, however, whilst the lake rnuinent piei's at A. B, C, bo incurred. By the Plan of operations thus propostnl the extent of work rc(Hiired to prodiieo a given result will be as follows : At present, the ordinary summer level iuiits the provements. 63 Extract from Iteport of the Board of Works., 1843. Lake St. Pbtkr. Xt)Tr..— This Roix.rt ui>i>eurg to have (icon made by Mr- Killuly. CoPsulenOdo aiirepare and forward such documents as were necessary to enahio them to agree lor the several Itoats, machinery, &c.. and without loss of time tiie contracts were enleree made to progress with our own equipment. Having thereby ascertained tlie precise value of the work, the Hoai'ci would be enal»led to engage such other dretlging vessels by contract, as the proprietors may In- disjuisoil to emi/loy in this servic.\ w !• P' 64 Extract of a Letter from Mr. Beijlei/ to Mr. Athcrton, ilated Kimjston, 2()th October, 1843. 1 "I am instructed {<» iicknowlcdijo the receipt of your letter, received hero on the 0th instant, and to make tike following observations thereon U|)on ptints as they arose in the mind of the Boanl in liie course of perusal. "The Board conceive, from the very late perio(l to which unfortunately your commencement was pi'otructed, that the work this season should be extende*! to very few days more, so that the entire of the vessels may be laid up on or about the 1st November, at Sorel, and the establishment jjjot rid of. The Board, njxin receiving your former letter fixing on the line of dredging as considei*ed most advisable by you, were of opinion that from the rea,son already stated (viz., the lateness of the season) it was impossible with advantage to do more this year than test the several lK>ats. machinery, etc., etc., anlaces. This tliey are most anxious should be done yet, taking care, however, to have the vessels laid up by the timestattnl; but as tt' its course and general ilepth (jf its water ai»pear to entitle it to. '•With this feeling, the Hoard propose, during the interval between the jiresent an ('ajifiiin liayfiilil. [Copy.] Montreal. 2;>(h Jaiumrv, 1S44. Sib, Tlie inipoftiiiKH' toCiUiadaortlio resultH (if favorahlo) of tho operation of'an oxlouHivo (ir(Mlgiiii;i'"i-*>pani- ti(»iis. He proposes to follow the old ehannei, as mai'keil l>y a blue line shown on a traee whieh Mr. \'aui;l;an hrinj^s down widi him, antl which is taken tVom your chart. This very circuitous coursi", with m<»re than (»ne had turn, 1 cuiu-eive, will every year Ik.' li»und more ohjeetionable :nid dangerous, in ])roportion as the trade and en)j)loyinent of fast steamers inerease. Fre(pient col- lisionij lake ])lac(> annually, and on comparing this channel with the direct one nuirked on the traee in red, I tind the (puintity to be removed in the latter, (to obtain, say, a fourteen feit channel,) but liuU- more than what would be necessary in the crooked one. This direct channel, with at present, in low water, about IIJ feet, i8 only obstructed at the upper eml, and 1 am dis[>osed strongly to think that, by removing this obstruction, the set of a larger jiroportion of the discharge of the river waters directly down it, would tenil ett'ectively t<» keep it open. Should it be found that the dipcharge is not sutHcient to k«'ep open tito chaniu'ls throtigh the lake, 1 would exjiect that the eircuit<>U8 one will bo that likely to be att'ected by deposits, and thait by carefully observing the etlect ot'the work, and governing it accordingly as to breadth and tlepih, that witiiout injuring the navigation above, the great beiu'tit of ji perfectly direct channel at all events can bo had, whereby risk of collision, cost of lighting and of pilotage, would be materially lessemtl. From the calculation I have made, how- over. I am inducelan propose^i as to tho deposit of oxcav;iled stutT, as well as the line in which it is to be liiid down, (set- trace,) I am also osod to ditler from. Forming, >\h it woidd do, a kind (»f pier or bar. and extending more than ono- third across the lake. I conceive it would create a now direction 67 of tlio current iinmof tho j)resent (diannols into the new one is, I think, also much in favor of adopting the sti-aight channel. Since I have formed my own opinion lui this subject, I have takt'ii much pains to »'olicct those of the pilots and others ac(iUMinted with the lake, the greater number of whom appear, as tar as I can learn, to support tho conclusion I iiave como to; liui I feel most sensibly the importance of having the benefit of your science and practice upon this most interesting subject. 1 have not considered it necessary to go more into detail, as I'apt. Yaughan can fully explain my views, and from his inlelligeneo and long acquaintance with the lake, I consider his opinion highly deserving of attention. I beg to Hubscril)e myself, Sir, With esteem, your olMlf. servt., H. jr. KILLALY. (.'aiitain Bayfield, &c., &c., &c. Captain liayfidd to Mr. Killabj. [Copy.] ('lI.VlU-OTTKToWN, I'UINCE Kit WARD IsLAN!), 12th Februaiv, 1.S44, SlK, I have received your letter of the 20th Januarv, by <,'a|)tain Vaughan, whose early d parture to-morrow morning, (tliat ho may avail himself of the mail, tho u\\\y conveyance across the G8 \' Strait), leaves me but little time to jLjive you the opinion which you liave tlone me llie honor to request, lint althou«j:h my writ- ten eommunication must thus Ik> necessarily brief, yet I have explained my views fully to Captain \'a\ii;han, and feel that I can rely on his intellif:fence to explain thcni to you on his ivturn, indeed. I a,i;rce so nearly with the views whic h yur letter, that there remains little more to do than to exjtress my eoncui'rence therein. My ojtinion has never been decidedly adverse to the attemjtt to deepen Lake St. Peter, as you have been informed ; but I have always viewed it, and still do view it, as a work ni' too gi-eat magnitude, importance and ditticulty, to be lightly undei'taken, or ]>roceeded in without all the cautious rcgaiil to the etfect of the work as it proceeds, on the navigation of the river, above and otherwise which you have so well expressed. I quite agree with you that the old channel shown by tlie Idue line in the ti-ace. should be abandoned and the attempt iiiaince our last survey ; and even if the advantage gaineil should be limiteil to the attainnu-nt of a depth of 12 or 13 feet in a direct instead of a cin-uitons channel, the benefit to the navigation would, I conceive, be very great. Hut it would require no less than tive miles of cutting by the old route, and nine miles by the proposed new and end on the practicability or otherwise, of diverting any considt-rable portion of the main stream from the old and circiiitou-.. into the new and direct channel; for there is littlt} doubt. I think, that if a current can be formed, it will tend to keep the channel open for some distance down, although it might cause a deposit lower down the lake, wliich might have to be, from time to time, removed. The plan proposed for the deposit of the excavation stuff. a.s shoun in blue on the tr(i> STREET WEBSTER, NY. 1 4510 (716) 873-4S03 ,<" m. <>'ij^ .- by experiment, I took the })recaution, long before the W(M'k was com- menced, of sending a full statement of my views upon tb*' subject, formed after having given it the doepc-^t consider; 'on in my power, to Captain "Bayfield, whose science and intimate knowh dge of the lake, with iii. shoals, channels, cur] onts, &c., justly oiiLitle his opiri'n to be receiv'^ed with the greatest confidence and rospect. I am happy to have it in my power to state, that that officer, uuly impressed with the great magnitude, importance and difficulty of the work, and without advancing any opinion for or against the practicability of the undertaking further than " that thei-e is quite sufficientgroundof hope to justify the interesting experiment," fully agrees with me as to the course that should be taken. Ho was pleased to say, " I agree so nearly with the views which you " have communicated to me in your letter, that there remains little " more to do than to express my concurrence therein." I was also desirous of obtaining the ojnnion.s of Captain Douglas, of the Uni- corn, which are thus recorded by himself: — " I was with the Gul- " nareand under the command of Captain Bayfield, E. N., when " the survey of the lake was in progress and sub8e(i[uently in com- " mand of a steamer (the Canada) for nine years, and was always " of opinion that the pi'csent contemplated cut, (the direct one), " was the only one that would give a satisfiictory result, and I " have now no hesitation in recording my unchanged sentiments " on that subject." The interest taken by Captain Bayfield in the 84 undertaking, led him to communicate with Captain Beaufort, the (xovernment hydrographer, on the sulje(;t, l:y which the benefit of that gentleman's opinion has 8:S0 been obtained. Captain Beaufort states that while reading Captain Ba^-field's letter, "a " civil engineer of considerable eminence, J. M. Eendel, Esq.,'' entered, and that they discussed the affair " with all the earnest- " ness due to nn operation so generous and praiseworth}' in the "conception, and so big with future advantages in its issue," — the result of their deliberation he states to be, that the straight channel should be adopted, the shoal at the head of it to be dredged and the channel generally deepened by the use of rakes and that bj' means of '• groins," formed of piles, interlaced with large brush, with the excavated stuff deposited around them, the waters of the several "alien channels " should be turned into the direct course as much as possible. Among other practical and pertinent observations. Captain Beaufort states that the " rake has been tried with very happy effect " as well in the forming as in the successful preservation of channels. In proportion as I had to contend with preconceived ideas and mis-statements was I gratified at finding my opinion supported by such high authority as the foregoing, and as it is nece-jsary that the plan of operations adopted sliould be fully stated, I take the liberty of here giving two or three extracts fi'om a communi- cation I latelj' had the honor to make to Captain Bayfield on the subject, which exjdain at large the principles on which the selec- tion of the channel and the course of proceedings were governed. " For my part I Avas perfectly satisfied, after much thought, that " whatever is to be accomplished must be in the straight channel, " and that the obtaining of a moderately increased depth of Avater " and of r direct course instead of the present very crooked one, " were advantages certain to be derived from, and sufficient to "justify the experiment. I have not been so presumptuous as to " predict to what an extent an increase of depth can be obtained, " and I have taken good care that the outfit, (which constitutes " three-fourths of the expenditure up to the present time,) is such as to " be applicable to the improvement of the several portions of the " upper navigation and of the harbours on the lakes, which so " much require it. From the very nature and magnitude of the " woi'k, practical men would be cautious and slow in coming to ii, 86 "^1 ^^1 m .« I " decision, but in such cases where, as I conceive, experiment in ** conjunction with theory and science must be resorted to before " auy final and satisfactory conclusion can be arrived at, were " they deterred from having recourse to it by unfavorable pre- " dictions, always plentiful on such occasions, and as often emi- *' nating from very ill-informed sources, many of our noblest " existing works would never have had being." Again — " I have ever been an advocate for following and acting " in concert with " Dame Nature," especially in water operations, ** it was not therefore without a great deal of consideration that " I took the direct south channel. I need scarcely repeat to you " the reasons for so doing ; the power of diverting such a mass of " water down it, its being capable of being made perfectly " straight, the risk of collision being thereby much lessened, the " only obstructions in it being at the head where wo can bring " the force of the St. Lawrence directly to bear on them — the " great facility of oui* working in it, compared Avith the present *' circuitous channel used by the trade, in which our vessels, lead- " ing chains, mooring cables, buoys, anchors, attendant lighters " and tenders would be constantly in the way of and getting foul " of the vessels passing at all hours." " The results of our operations this year are so satisfactory, " and so far beyond what I had calculated on, that I do not hesi- " tate to express to you my conviction that success is certain and *' will be speedy. I send herewith a section shewing the state of " the Avork at the commencement and termination of the past "season. It is formed from soundings taken most carefully " by Captain Vaughan, our Superintendent of the work, in con- " junction with Captain Raysido, the Harbour Master and chief " officer of the Trinity Board of this city. Of the expoiience and " capability of both these gentlemen, you are, I believe, fully " aware. The soundings were taken on the 19th of the ])re8ent " month, on a calm day, and with a pole marked into feet and " inches. " Our machinery, at the commencement of the season, was " deficient in several respects, so much so, that from the many " unavoidable interruptioiia, I consider we in reality worked not " much more than half the season ; yet the results, I am sure, you " will consider far greater than you could have calculated upon. 86 1 J f' I 1 ^ \.'f ■i|! ■:*; >. f ; '■ ■ ,■: i ;i L' " By taking the most moderate measurement of the quantity of " stuff which has disappeared, and comparing it with that which " the united loads of the number of barges discharged daily dur- " ing the season, (and of which a regular log was kept,) would " give, it is certain that the quantity carried off by the current is " equal at least to that absolutelj' lifted. The current has obvi- " ously and seriously been increased ; on commencing, a man could " scull across the channel easily with one hand, it now requires " stiff pulling to get across it without drifting much. The origi- " nal buoys we put down to mark our local, and which floated " well up, aio now kept under water fi-om the strength of the " current. Not only had the dams and gi'oins, suggested in Cap- " tain Beaufort's letter, and referred to in that I had the ])lea8ure " of receiving previously from you, been decided upon, but the " mode of their construction. I had directed that the piles should " be cut away at low water or a foot under it, so that the river on " the " break up " would float the ice over them, and I had "instructed Captain Vaughan to have " wattlcil in " among these " piles, trees with their branches. The stuff excavated has also " been deposited according to Oa]itain Beaufort's idea, namely, " in stopping up the mouths of the alien channels ; the result of " which the gi-eatly increasc(l current in the direct channel fully "shows, and to the effects of a rake, which 1 have had briskly at " work, I attribute very nnich the disappearance of so gi-eat a " mass of stuff beyond that actually taken u]i. So far as I can " form an opinion, the nature of the stuff is of a fortunate consis" " tency, sufficiently tenacious not to threaten silting up, and yet " capable of being raked up and carried off by the current. " You are aware that the ice on the great surface of the lake " becomes gi-ounded on the shoals. I expect much to be effected " by this operation also, as the passage of a large pcu'tion of the " waters of this vast river, instesid of being diverted as heretofore, " into several small and crooked channels, will take place down " the new straight one, and I calculate therefore that considerable '* undercutting will take place ; this I have observed invariably " occurs in the second class rivers of this Province wherever the " bottom is not rock. The main groin to throw the united " volume directly down the new channel we cannot complete until "the channel is available to the trade. y 8-7 - " When the channel is created, my idea is to construct at each " end an isolated, substantial pier, with a lighthouse on each ; these, " together with the straightnessof its course, Avill enable it to be " used at all times, and I have no doubt the constant passage of the " steam vessels will much aid the stream in the keeping clear and " deepening of the channel. " Our outfit consists of two steam dredges, with two engines and " one chain of buckets to each, working in the centre of the boats, " also two steam tug vessels ; one of these is employed constantly " at the towing of the scows, in which the other also assists, but, " when not so employed, she works the rake. I am inclined to " believe that we may bo compelled to get a third, for if the dredges " work as well next season as they did towai-ds the conclusion of " the past one, the services of the two tug-boats would be required " at the scows. We have but one rake, but 1 will have another " made this winter, there being many dnys during the seasoii " when, from the roughness of the lake, the dredges cannot work, " but the rakes could be used to great advantage; the discharging " scows, fuel and attendant lighters compose the remainder of our " squadron. "That this channel when once opened throughout and with the " greatly increased volume of water passing through it, will keep " open. J have no doubt. The ti-eos and other debris now annually " brought down b}^ the Yamaska and St. Francis rivers are not " carried out far, com])aratively, into the lake, but ai*e deposited "parallel with the south shore, and that the etfects of these rivers " will not bo to obstruct or silt up the channel, I am of opinion is " evident from the fact that they have not for the last thirty' years, " to which ])eriod my information extends, affected it in any sens- " ible manner, alwough it has for that time labored under the " disadvantage of being stopped at the upstream end, and had " therefore no " scour " through it." T trust I will be excused for the length of those extracts from my communication to Captain Bayfield, but public attention being much drawn to this work, I felt it to be incumbent on me fully to explain all the details connected with it; this I could not do more simply than in the foregoing. The whole amount ot the appropriation for this work is £65,000, the sum expended £32,'77(;, 9s 3d, of which £27,291 has been the 88 cost of the outfit of every description, applicable to any other work, leaving but £5,534 actually chargeable to this work. This balance will be sufficient to provide fuel, meet repairs, and main- tain the full establishment at work for two years more, long before the expiration of which, satisfactory evidence will be afforded of what can be done. I beg leave to draw attention to the chart of the lake and sec- tion of the channel, which will bo found in the appendix (letters F and G). ■ r V: Extract from the Pilot. Sept. 2nd, 1845. '£o His Excellency tJie Bight Hon. Charles Theophilus Baron Metcalfe, etc., etc. : The Petition of Charles L. Armstrong, of the Borough of William Henry, Mariner, humbly sheweth ; — That your Petitioner has been since the year 1813 engaged in the navigation between Quebec and Montreal, respectively. That youi" Petitioner is now commander of a steamboat running between the said cities, of the largest cl.ass. That your Petitioner, being often called upon by private indivi- duals to express his opinion upon the works now going on in Lake St. Peter, conceives it his duty to lay before your Excellency the following observations : — That the chart of Lake St. Peter, as printed in the Ecport of the Chairman of the Board of Works, lately submitted to the Legisla- ture, does not convey a correct description of the present channel. That the present channel is neither "very ci-ooked " nor "very circuitous," that it is sufficiently straight for the purpose of navi- gation, ships having come up in tow of steamers scvoral times during the night when drawing as much water as there was in the lake. That with the exception of a bar of one hundred and fifty feet there is, at the lowest vrater in Lake St. Peter in the present chan- 89 nel as far as the second light vessel phiced nearly opposite Riviere du Loup, from 18 to 20 feet. That the said Dar could be dredged in a few days. That after the said " straight " channel is completed as far as Eivi^re du Loup, it will cost as much to continue it to deep water as it will to deepen the present channel. That all the dredging, piling, etc., attending the new channel thi*ough the batture of St. Francis to opposite the light vessel at Eiviere du Loup, will be lost, as the depth of water, and the distance from that point downwards, are the same in either cliannel, and consequently would be attended with the same e.xpense in deepening. That hiul the same quantity of work been done in the old char- nel below Eiviere du Loup as reported to have been done in the new one, it would have been partially available next season ; whereas the "straight " channel will take a much longer time in the completion of it, and be subject to all the risks of being filled up by sand. That the distance to be saved by making a "straight" channel, in preference to deepening the present channel, is not more than one mile, a distance too trifling to be, in the opinion of your Peti- tionei', a satisfactory reason for the expenditure of several thou- sand pounds over and above that which is necessary. That the soundings, as given by the Board of Works, are incor- rect, more particularly where part of the proposed charmel is com- pared to the '"traverse" in the present channel. That with reference to the opinion given by Ca])tain Douglas of the steamer Unicorn, or quoted in the report of the Chairman of the Board of Works, your Petitioner has to state that Captain Douglas has acknowledged in a most straightforward and satisfactory manner in November last, that he was mistaken in giving the opinion quoted in the above ro})ort. That the experiments made under Mr. Atherton, Civil Engineer, employed by the Board of Works, show that more work could be done in a given time in the present channel than in the one now attempting to bo matle, and with less injury to the machinery. That the damming up of the different navigable channels between the Islands of Mjahune, Ours, etc., may cause the inunda- tion of valuable farms ar(»uiul the Lake St. Peter. Your Petitioner would remark that a strong current in a narrow channel fre- 1^' i^ 90 quently causes a jam or bank of ice, and in proof of this he would mention the Chaudiore, Richelieu, and Cap-a-la-Roche ; a jam in the latter place being felt at Sorel in 24 houra. That the dams erecte( 6 (1 1100 do do 231,105 27,500 994,705 Amount of excavation required in the new channel from near the seventh Buoy down to the deep water. Feet Inches. Average, 2 10 for 17G0 Yards, 1 Mile. 2 7" do " do " 2 2" do " do " 2 0" do " do " 1 G " do " do <( G (( 880 * Cubic Yard?. 249,333 226,28G 190,882 176,200 132,000 22,000 996,701 The dredges now remove 2321 cubic yards per day, (see commis- sioner's report on page 4.) It will therefore take 418^ working days to complete the present ship channel thi'oughout ; and allow- ing, by a fair computation, that the dredges commence operations in the spring on an average of years on the 10th day of May, and retire from the autumnal operations on the 10th day of Xovember,^ which makes a period of six months, and allowing on an average of months, that in each month there will be twenty-one working days, we have 126 working days in the year ; and, as the chair- man of the boaitl of works estimates that the whole establishment on lake St. Peter, including £1000 a year for contingencies, costs £8,500 a year, (see the chairman of the board of work's report for the year 1846, page 13,*) it follows that the entire excavation for completing the present old ship channel throughout may be fully accomplished for the sum of £28,473. * See ptLgt 95 of this pamphlet- 108 The above estimate of required excavation is taken fi-om the actual soundings of the lake made by your committee, on the 25th day of May, 18-4C, in presence of several other members of your Honorable House, and may be relied on ; and it affords them peculiar gi-atification to be borne out in their statement by an authority (on all matters of this nature) as distinguished as it is deserved, (see Capt. Bayfield's minutes of Evidence taken before a committee of the House of Assembly of Lower Canada, on the 16th day of January, 183G, Appendix to volume 45, in reference to the improvement of the navigation of lake St. Peter,*) where that officer is asked the following question : " From your knowledge " of that part of the St. Lawrence, (namely lake St. Peter,) do you " think it would be practicable to deepen the channel so as to " allow vessels of a greater burden to proceed to Montreal thari " its depth at present admits ?" — Ho replies : " yes, I think it " possible, although I consider it a work of great difficulty." " Captain Bayfield then proceeds to observe that it may be done " by excavating the present channel through the St. Fi-ancis " shoal for a distance of two miles, by which, however, only six " inches or at most one foot increase of depth would be gained. " To obtain a greater depth, a channel must be excavated through " the flats of lake St. Peter four and a half nautical miles in " length, a work which would require so much time and labour, " that, with the means contemplated, it is not impossible that the " end first excavated might bo filled up by sand washing in by the " time the other was reached. The magnitude of such a work will " be best understood by the statement that if it were contemplated "only to obtain an additional increase of two feet in depth, and " to limit the width of the excavation to 200 feet, (and it could " not well be less to allow vessels to turn in, and to pass each " other without risk,) no less than eleven millions of cubic feet of " soil would have to be removed to effect it." Eleven millions of cubic feet for a channel 200 feet wide is equal to 916,666 cubic yai-ds for a channel of 150 yards wide, which makes only the trifling difference of 1 — 13th part less than the estimate made by your committee. As a further corroboration of the accuracy of the present ■estimate, your committee refer your Honorable House to the *See pages 19 to 21 of this pamphlet- 109 authority of a civil engineer, who has the reputation of being a man of great practical experience in his profession, and one whose position, in relation to the Works in question, gave him rare opportunities of acquiring the most perfect knowledge of every essential requisite on which to form an accurate judgment. Your committee allude to Mr. Atherton, superintendent of the works on lake St. Peter, in the year 1843. That gentleman states, in his report to the boai-d of works, and dated the 23rd August, 1843, that the present ship channel may be improved to carry a depth of 14 feet at the lowest water, and 100 yards wide, by excavating 600,000 cubic yai*ds ; now 600,000 cubic yards at 100 yards wide is equal to 900,000 at 150 yards wide, which makes only 1 — llth part less than your committee's estimate, and only 1 — 55th part less than the estimate of captain Bayfield. If any additional testimony to the foregoing be requisite to convince the most sceptical of the accuracy of the present state- ments in relation to the amount of excavation required to com- plete the navigation of the present ship channel, your committee refer them to the Report of John Young Esq., of this city, a gen- tleman whose reputation for honor, integrity, and sound judg- ment, is unquestionable. The report in question is made to the sec- retary of the board of trade of Montreal, and states — "that having " been apppointed by the board to accompany the commissioners " of enquiry into the management of the board of works, on their " intended survey of Lake St. Peter, I was informed by the " secretary of the commissioners on Thursday, the 23rd ult., that " those gentlemen would leave on Monday night, and requesting me " to invite any parties who felt interestal in the works. Deeming " it a matter of impoi'tance that the parties who had objected to " the work as now carried on, should have an opportunity of " maintaining their views, I requested the permission of the " government to enable captain Boxer, R.^N"., captain of the port *' of Quebec, to accompany me, which was immediately granted ; " I also invited captain C. L. Armstrong, of the steamer Lord " Sydenham, and the branch pilots, Got4 & Hamelin. " On Tuesday we held the survey, and the following remarks " are based upon the information obtained during that survey : " The whole length of the straight channel now being dredged ** is about nine and a half miles from deep water to deep water. 110 I < " Up to the present time, three and a halt'milos have been dredged, " and in about two or throe months, 1 tliink that a channel of the "above lencjth will bo completed 150 feet in width and fourteen " in depth, that is, when there is eleven feet of water in the shal- " lowest part of the lake." Mr, Youniij then estimates that tlio excavation, required in the natural channel, to make it navigable the entire length for vessels drawing 14 feet of water, (with the exception of a bar of 150 feet wide which would only require a few days more to deepen,) anro also signed it. 11. We/o you iiiformed by Mr. Athorton that he had made a repf>rt tc the Board of Works, in which, after making two eiU'vcyscf lay ":hannel now dredging and the old channel, he stated that ?ho old c>ianncl should be deepened ; and do you think that opinion correc- '-' — t was, and I sounded the lake throe or four times over, and I an\ decidedly of opinion that the old channel is the best. Mr. Atherton reported the same to the Boai-d of Works, with whom I was surveying, and being at the same time in the employ of the Trinity House, I reported to ihf'i that the new channel could never be made to meet the expi;ctatJon8 of the trade. 116 • 12. What will be the distance saved by the proposed new channel ; and are there any places'between Quebec and Montreal, which are more crooked than the old channel, and name the most prominent ? — The distance saved will be about half a mile, and there are a gi-eat many places more cii'cuitous, \\/..: Pointe- aux-Trembles, He ^ la Bague, Pointe il Picot, Cap k Laroche, Eichelieu. 13. Did you try the strength of the current in the new chan- nel on the 28th April last, and what is the difference between the rate at which it runs, and that of the old channel ? — The current in the new channel is not so strong as in the old channel. 14. Would you undertake t ^.ilot a vessel of the tonnage of the James Campbell through th< new channel in tow of one of the strong tug-boats, or would ye r r lertake to sail through? — I woidd not undertake to do w i -^ my owr responsibility. 15. When you pass the little bank, called the Traverse, near the lowei- light-vessel, do you steer in a direct line for Pointe du Lac, and if so, is there as much water in this channel as if you kept farther to the southward, on a straight line with the new channel ? — After ])assing the Traverse, we steer direct for Pointe du Lac, and there is quite as mucli water as in keeping farther southward in a straight line with the new channel. Ships in tow and under canvas frequently take this direction, and we never go to the southward for deeper water. I i1 B m* «t Capt. Eayside, called in, and examined : 16. By the report of the Chairman of the Board of Works laid before the House laet session, it appears that you, on the 19th November, 1844, accompanied by Capt. Vaughan, pro- ceeded to sound Lake St. Pete; by what authority did you do BO, and which of the pilots branched for the navigation of the St. Lawrence betweci Quebec and Montreal, accompanied you ? — By the request of Capt. Vaughan, I proceeded to Lake St. Peter, and cook the soundings. On that occasion no branch pilot accompanied us. 117 17. On that occasion yoii gave the difference of water between the natuml' channel and that now dredging as being 12 feet 7 inches in the former, and from 13 feet 6 inches to 14 feet 6 inches in the latter. Did you on that occasion, to arrive at the conclusion to which you came in the said report to the Chairman of the Board of Works, sound the old channel ? — We did not on that occasion sound the old channel ; we only sounded the new channel, and found the soundings as laid down in the chart of the Board of Works. 18. Can you state what the depth of water is, at low water, from the Sorel Islands to the lower light at Riviere du Loup in the old channel, and what its breadth is, and wha'; is the depth of •watei" in the channel now dredging from the Sorel Islands to a point oi>posite Riviere duLoup? — I cannot state. 19. Can you state what the depth of water is, at low water, from the lower light at Riviere du Loup to deep water in the old channel, and what is the depth of water in the line of the chan- nel now dredging fi*om the point opposite to Riviere du Loup to deep water ? — I cannot say. 20. Have you been master of steamers on the St. Lawrence ; if you have, will you inform the Committee if it be the case that you have frequently towed up three or four square-rigged vessels, and sometimes more at one time ? — I was master of a tug steamer for two years, and towed nearly all the ships coming to Mont- real ; I haved towed seven vessels at one time. 21. Are not ships liable to sheer about when they come in shoal water, and do not accidents frequently arise from their so sheering ; what breadth would you consider necessary for the safe passage of such vessels ? — Ships do not steer so well in shoal water. 22. Does it not frequently happen that, owing to storms, fogs and gusts of wind, a steamer is obliged to let go her tow and come to an anchor, and even passage boats ? — Yes, it froi^ quently ha])pens. 23. Do you think it possible that square-rigged vessels could, in stress of weather, ride with safety in a channel of 150 feet or even 300 wide, on each side, of which there was not more than four feet of water, and !iow could these vessels be got under way, once at an anchor? — I do not think so. J 118 24. "Would you think it safe foi* steamers coming from Quebec and Montreal respectively, each with vessels in tow, to meet in a channel of 150 feet wide ? — Yes, I think steamers with vessels in tow could easily pass each other. 25. Are you aware that the breadth of the generality of rafts going to Quebec is from TOO to 1,200 feet? — I cannot say. 26. From your experience, are you not aware that rafts gene- rally range towards the southern shore where the channel is now dredging ? — It depends altogether on the wind. 27. Would it be possible for the master of a steamer or ship entering the new channel to see whether a raft was at the other extremit}' of it, and, in the event of meeting a raft, how would the steamer or ship get out of the new channel ? — The answer does not appear in the minutes. 28. Is the old channel correctly drawn in the chart of Lake St Peter, published in the - o.wrt of the Boai-d of Works, laid before the House last session ? — I cannot say. 29. What is the nature ot i e s'il nt the upper extremity of the new channel, and what is the depth of water on its banks when there is eleven feet in the shallow part of the lake ? — The upper jjart of the channel is clay ; I cannot say anything about the depth of water. 30. Do you conceive that the line now pointed out to you on the map of the Board of Works, which loads from the small tra- verse opposite to Ikiviere du Loup into the line of the new chan- nel now dredging, or otherwise called the new channel, is correct, and that ships must follow that course to have the deepest water down to Point du Lac ? — I conceive that the line referred to indicates the proper channel for ships, and, in fact, that is the course that ships do and must follow. Captain Vaughan called in, and examined : 31. Are you Su^ .intendent of the works going on in Lake St. Peter, and how long have you been in that employ ? — I am, and have been since January, 1844. 119 32. Did you not, accompanied by Captain Rayside, take sound- ings in Lake St. Peter, in what is called the new channel, or the channel now dredging ? — I did. 33. Did you not furnish the Board of Works with those sound- ings, and have they compiled them in the map fo md in their report of 1845 upon your report ? — These sounding's were fur- nished by me ; I cannot state positively whether the map found in their I'eport was compiled from the report sent in by Captain Eayside and myself, but I believe it was. 34. Were you accompanied by a branch pilot when j'ou took the soundings ? — I was not, as the pilots were unacquainted with this channel, it being the straight one marked out by Captain Bayfield and Mr. Killaly. 35. When you got the pilots to sign a petition in favor of a straight channel, did they or anj^ of them make no observations as regards the merits of the old and new channel, or rather the dredging of a new channel ? — The pilots whose signatures I obtained to the petition would, at that time, prefer the straight channel when made as marked out by Captair Bayfield and Mr. Killaly ; the chart was one traced from Captain Bayfield's. I beg to state, however, that the pilots, apprehensive that the straight channel would tend to reduce their rates of pilotage, have since endeavoured to oppose the new channel, as they state that it resembles a road balised. 36. What is the distance from where you are now dredging, in a parallel line, to the lighthouse opposite Eiviere du Loup ? — About If or 2 miles. 37. Can you state the number of days lost in 1844, from derangement of machinery? — Not without referring, to the log- book of that year. 38. From evidence befoi'e the committee it appears that you victual the men — does not this take up a good deal of your time ? — It does not, as provisions are served out to them every Saturday night after work, but I may state, as a reason for victualling the men, that, on my return from Prince Edwai*d's Island with Cap- tain Bayfield's report to Mr. Killaly, I found several accounts were sent to him by Mr. McNee, of Sorel, and othei-s, who had given provisions to the parties who victualled the men employed jlilil i i 120 on the different vessels ; these parties received the amount of their claims from the Board of Works, and to this day have not settled with Messi-s. McNee and others. Mr. Killaly, thus finding that the persons who victualled the men did not pay up their accounts, stated to me that ho would hold me responsible tor all accounts in future. I may also state that the board of the officers at that time was from £3 to £4 per month. I stated to Mr. Killaly that engineers, captains, and officers should fare alike, and that £2 10s per month Avas sufficient, which is the amount they have received since that period. The men's board amounts to £2 per month. 39. Do you conceive that the line now pointed out to you on the map of the Boai-d of Works, which leads from the small tra- verse opposite to liivik'e du Loup into the line of the channel now dredging, or otherwise called the new channel, is correct, and that ships must follow that course to have the deepest water down to Point du Lac ? — The line is not correct, as it is not at all necessary for ships to steer for the new channel, and so far as my experience has gone, (and I have had a good deal,) I have never witnessed ships taking such a course, and I must suppose the line in question has been the result of an error on the part of the person or persons who drew up the map referred to, and now before me. KoBERT McKiNN, Master of the steamer St. Peter, belonging to the Board of Works, employed in Lake St. Peter, called in, and examined : 40. Are you aware that a raft got aground early in the spring of 1845, on the piles laid down by the Board of Works in one of the channels ? — Yes, I am aware that rafts have grounded on the piles as laid down in the map, on the south side. 41. Can you inform the committee why the dams and groins, as proposed to be made in the report of the Chaii-man of the Board of Works, laid before the House of Assembly last session, have not been made ? — I cannot say. 42. Have you reason to believe that when Captain Millar, of the Jatnes Canq^heU, passed through the new channel early in 121 October last, that there was four inches more water in it than in the old, as stated by him ? — I have reason to believe that there was four inches more water. 43. When did you cease working last autumn, and when and where did you begin this spring ? — We left off working at the south buoy last autumn, and we commenced at the thii-d buoy. 44. Have you this spring dredged where you left off last fall ? — We have, but it was to deepen still more, and to widen the channel. WiLTiiAM Hunter, engineer, called in, and examined : 45. Were you in the employ of the Board of Works, in Lake St. Peier, in the year 1843, and in what capacity ? — Yes, I was. 4G. Were you in the same employ in the year 1844 ? — Yes, I was. 47. Do you consider that the dredging can be done faster in the old than in the new channel, and would the wear and tear of the machinery be more or less ? — I consider that excavation could be done much easier in the old than in the new channel, and much less wear and tear would take place in the old than in the new channel on account of the soil. 48. What amount of time was lost in the year 1844 from bad weather and from i-opairs to be done to the machinery ? — ^Three and at most four weeks from May to close of navigation. 49. To what cause do you ascribe the fact that the machinery got out of order ? — From the fact that sand grinds down machinery more than any other clay substance. 50. Are you of opinion, from the ftaturo of the soil where you dredged, that the channel will not till ? — Cannot give an opinion founded on experience. 51. How long will it take to make the new channel 600 feet wide and 14 feet deep at low water, from the Sorel Islands to Riviere du Loup ? — Cannot say ; but my opinion is, if as much stuff had been taken from the old channel as what has been diedged from the new, we would now have as perfect a channel iiff i\\ 122 in Lake St. Peter as is required to meet the difficulties found in other parts of tlie river, and I believe that this would not have cost as much, as the soil is more favorable for dredging in the old than in the new channel. William Hunter, again called in, and examined : 52. Were you employed for any length of time by the Board of Works, and will you state how long and at what time ? — I was employed from the 15th February, 1843, to December, 1844, in the Board of Works, and left of my own accord. 53. Do you remember what dredging was done in 1843, and where it Avas done ? — We dredgetl about three days work at dif- ferent times and periods in the old channel, not however with a view, as I understand, to commence a regular line, as the season was too much advanced, but as all our guiding buoys were laid down in the old channel, we fully expected to commence early in the spring ; at least so I understood from Mr. Atherton. ii John Young, Esquire, called in, and examined : 54. Were you appointed by the Boai-d of Trade to visit the works on Lake St. Peter? — Yes. 55. Did you proceed to these works, and when, and what per- sons accompanied you? — On the 28th ult. I pi-oceeded to the works going on in Lake St. Peter, in company with Capt. Boxer, R.N., and Capt, C, L. Armstrong, of the steamer Lord Sydenham, and the branch pilots Cote and Hamelin. All these parties went at my request, except Captain Boxer, who refused to go, unless by command or permission of His Excellency the Governor-Genei-al, and that I obtainetl. Messrs. Redpath and Hayes, Commissioners of Enquiry into the management of the Board of Works, Mr. Ferres, their Secretary, and Mr. Killaly, President of the Board of Works, were also present. 56. Did you draw out a report of your proceedings ? — Yes. 57. Was the report concurred in by all the persons who accompanied you ; if not by all, state by whom ? — Capt. Boxer i I j|. t: i| 123 and Capt. Armstrong concurred in my report, so also did the pilots Cot^ and Hamelin. in so far as it related to the soundings. 58. Can you furnish a copy of the report in question to the Committee ? — The report wag given to the Board of Trade, and is now subject to their orders. 59. Were copies of that report transmitted by you or any other person to the Board of Works and to the Boai*d of Trade ? — A copy of my report was asked for by the Commissioners of Inquiry aud refused, on the ground that the Board of Trade did not wish to interfere with any report which the Commissioners might deem it their duty to make. 60. As a member of the Board of Trade, can you state what action was taken upon your report ? — The i-eport was received and entered upon the minutes of the Board, and is now open to the inspection of all members. 61. Can you state whether any observations were made as to the rate the current runs in the channel now dredging ? — A log was taken on purpose to ascertain the current, and upon tiial by Captains Boxer and Armstrong it was found to be about 1\ knots. 62. Can you state whether you made any inquiries from the Superintendent of Works, whether he had dredged this spring in that part of the channel where he had dredged last season ? — Enquiry was made, and the reply was that there had not been any dredging this spring in the place referred to. 63. Are you of opinion, from your observations, that it would be better even now to deepen the natural channel ? — Previous to my visiting the works refei-red to, I was under the impression both by the repoi'ts of the Superintendent, and from a chart of the lake published by the Board of Works, that there was now at least one foot more water in the new than in the oJd channel ; observation has satisfied me that this is not the case, and that for about 6 miles below the lowermost point where dredging has been done, thei-e is in both channels, as near as possible, an equal depth of wat-^ I believe the agricultural interest of Upper Canada is deej;lj involved in having the communication between Quebec and Montreal made navigable for ships of large burthen, and it is of vast moment to the trade that this sh aid be done in the most permanent way. Scientific men, who understand the laws regu- h 1 1^ P 1!* I! ^ Jfij 124 lating currents and deposits, may see in this opening up of a new channel, results that I cannot. A large sum of money has been expended in making a channel through banks of clay, 3J miles long by 160 feet wide and of 14 feet deep in low water, Avhich it Avill re^iuire some three months to finish, and as by the report of the Board of Works it will require to be made 300 feet wide. I am of opinion that it would be better to lose all that has been done in the new channel and deepen the old one, for, on a parallel line with the 3^ miles referred to, the old channel is 1,500 feet wide, and from 18 to 20 feet deep (with the exception of a bar of about 150 feet). Were the work to begin on the old channel, I have no doubt from calculations which Mr. Redpath made, that it could be made available to the trade for 14 feet in low water by eight months' work, 64. — Can you give any further information to the Committee ? — If there is any other question which the Committee might wish to ask me upon this subject, 1 shall be happy to answer it. Captain Boxer, R.X., called in, and examined : 65 Have you at any time been engaged in sounding Lake St. Peter previous to tlie operations of the Board of Works in dredg- ing out the new channel ; if so, state when, by what authority, and the result of such examination ? — I wa.s never engaged sound- ing Lake St. Peter previous to the operation of dredging out the new channel, but I had several conversations with Mr. Atherton on the subject, and I approved of the plans proposed by him, although T always had had my doubts as to the practicability of keeping the channel open, without a considerable after expense for raking and dredging ; and having subsequently been to England, I brought out Avith me a model of a rake (which was used in cleaning out the new channel in Liverpool Harbour) given to me by that able surveyor, Lieut. Lord, JR.N. This model I gave to Mr. Atherton. QG. Have you at any subsequent period been engaged in the examination of the old and new channel ; if so, bj' whom were you • 125 nccompanktl, and Avhat was the nature of tlio report of sucli exam- ination ; and to whom did you report sueli examinatioji ? — In 1844 I was employed with Colonel Holloway on an important survey of the Eiver St. Lawrence, by direction of the Home Government and sanction of the Governor (ieneral, and in the course of our proceedings we sounded very particularly both the new and old channels in Lake St. Petei', and Hnding a very great difference between my soundings and those on the plan furnished us by the Board of Works, I folt it my duty to call the attention of His Excellency to the subject, which was acknowledged by the Civil Secretary, who informed me His Excellency had forwarded my letter to the Board of Works for their information. I herewith enclose, with two plans of my soundings, an extract of my letter to him. In that survey I was accompanied by two very intelli- gent officers, Lieut. Moody, R. B., and Mr. Taylor, late Master Attendant at Kingston Dockyard, by whom as well as by myself, every possible care was taken to be correct in our remarks, by taking a sufficient number of angles at different points where we sounded to secure accuracy. I beg to observe t' at from the time we sounded the new channel, a week elapsed, botbre we sounded the old, and found the waters of the Lake had in that time risen a foot, which must, of course, be added to the soundings on the plan of the work of the preceding week. On the first day of our survey the Great Britain passed down the old channel, drawing 11 feet 5 inches, without touching the ground ; at the same time we found not more than 12 feet throughout the lake, thus corroborating my view that there is not more than a few inches less in depth than in the lake, and that only in the small traverse. Extract of a letter from Captain Boxer, M.N., to Captain Higginson, civil secretary, for the information of His Excellency the Governor General. the I you " Since we had the honor of forwai-ding the memorial above " alluded to, I have examined and sounded the intended new " channel in Lake St. Peter, having been furnished by the Board " of Works with their survey, which I understand was taken in '' the winter, on the ice, but it differs so mav.h from my sounding, mtmr 126 111 it 11 (( (( ii a (( u (( (( a it a n (I t( u ii (( (( (I (( (( (< u (( l( it <( (( a u (I r those purposes) that I also consider it my duty to forward to His Excellency my survej', which shews clearly, (and I was very particular in sounding), that there will not be more than a few inches water gained by the new over the old channel, and even then it is a question whether it will not fill in again, or be materially altered by the spring freshets of the Yaniaska and St. Francis rivers. T am of opinion it will ; at the same time, the gain will be so trifling that it cannot be Avorth the immense oi'tlay (at least £150,000) in dredging throngh the shoal water, (it being surrounded with difficulties) ; for when a ship is unloading or loading to 12 feet, it is of little consequence whether it does so to a few inches lower, and th>»t only in their second voyage, there being sufficient water in the spring; and it appears to me it would be a dangerous experiment to attempt to deepen the channel to 1*J feet, for, if successful, it would in ray opinion lower the water at Montreal, for the shoal now acts as a dam for the river above in the dry season, and there arc shoals in that harbor with no more water than in the lake. It must be observed also that a channel in a straight line from the river v/ould be more dangerous as a ship channel, as the whole of the rafts and river craft of every description would then use it, and it might be blocked up occasionally, if not of sufficient width, whereas, at present, the old channel is quite clear of them. " Under all those considerations it appears to me of great im- portance that before any further outlay takes place the new channel sliould be regularly sounded, buoyed and examined by professional and competent navigators, to ascertain the extent of the difficulties to be contended against, and the superiority of the new over the old channel, and whether the gain, when achieved, would be sufficient to justify this gveat expenditure ; and should such survey be thought advisable, it should be taken at the lowest water in the dry season, and the two chan- nels sounded at tlie same time, as on my examination, a rise of water took place very suddenly, being affected by strong easterly gales and the spriiig tides, which I understand affect the waters on the lake &t all times, and if Captain Bayfield could be spared from his professional duties in the Lower Province, to attend 127 ** this examination, the question might at ^nce be set at rest, for " there is no officer in Her Majesty's service so well acquainted " with the localities of the lakes, rivers and Gulf of St. Lawrence " as that officei", from his laborious and important surveys in thii " country. " (True copy.) " EDWARD BOXER, " Captain, R. N." 67. Have you seen the report of John Young, Esq., on the deepen- ing of Lake St. Peter, and do you coincide as to the facts stated therein; or, if you differ from that gentleman, will you inform the committee upon what points? — I have seen Mr. Young's report, and fully agree with the general view he takes of the subject, except in some of the minor details, as I think he has underrated the time and expense which would be required to complete the new channel to 150 feet width and 14 feet depth. It is necessary your committee should be informed that, at the request of Mr. Youag, by the direction of the Board of Ti-ade of Montreal and the sanction of the Governor-General, and also at the request of the Commissioners of Enquiry, I accompanied the party, but took no active pai't in the examination, which was taken by the commissionei-s, Mr. Young, Captains Vaughan and Armstrong and two pilots ; I merely tendered my advice as to the best mode to effect a complete and satisfactory examination ; I have no doubt the suiTey taken by these gentlemen will be found very correct, as the greatest pains were taken to obtain the desired object, and the weather was extremely favourable for that purpose. 6S. Is it not essential to the navigation, for sailing vessels, that the new channel musst be made at least six times its present breadth to enable them to stay, or ride, at anchor without danger? Most certainly. 69. If the new channel were completed throughout, to its pre- sent breadth, would you prefer it to the old one ? — As this is a II i J. If 128 question which none but sailors can decide, it will be proper to examine pilots and masters of vessels on that particular point. I am decidedly of opinion that it would be dangerous in the extreme for vessels to pass through a channel of about 3 miles in length, and no greater breadth than 150 feet, under almost any circumstances ; indeed it would be matlness to attempt it, taking into consideration the variable winds and sudden squalls prevalent on the lake, during the period when this chaimel would, be required. • 70. Do you know the strength of the current in the old and new channel on the 28th April ? — It could not be asc^ vained very exactly by the 'lOg at the time mentionetl, but it certainly did not exceed IJ miles per hour, both channels being as nearly as possible of the same force. 71. State your principal objections to the public expenditure on the new channel ? — The answer to this question requires serious consideration, for the expense of making a new channel of sufficient width and depth of water to answer the general purposes ox' the trade would, in my opinion, be so great as to justify lU immediate abandonment, taking into consideration that the old one could be made, with but little expense, a safer and bettor channel, its breadth being 1500 feet, and deep water to the Little Traverse except a small bank above the first light-house, which would require very little ex])en8e in dredging ; the expense, therefore, of clearing a channel from that point, from which the water is of the same depth throughout, until you arrive at the deep water in the lower part of the lake, would be of no material difterenco in either channel. I beg also to refer the committee to my letter before alluded to, wherein I have statal that I consider a channel in a straight line with the river above woidd be more dangerous as a ship channel than the old one, and I am still decidedly of that opinion, for the rafts and river craft of every description would then be compelled to use it from the increase of current that must naturally take place when that channel i» made navigable for large vessels, whereas at present, the old channel is generally clear of them, and it would be absurd to suppose any law made to prevent it could be put i n force, which the Commissioners of Enquiry consider could be done. I beg also 129 to obeervo that a curve channel has an advantage over a straight one at night, from the facilit}' it affords of ascertaining whether vessels are approaching or going from you, which is difficult to ascertain in a straight one, and collisions would bo likely to take place in consequen>..'. It is also of importance that no time should be lost in con'pieting a channel thi'ough the lake, not only for the commercial interests, but for the general defence of the province ; this also is another strong argument, why the old channel should be preferred to the new ; as it can be completed in a much shorter space of time. 72. Are you aware that Messrs. Redpath & Hayes, the commis- sioners on the Board of Works who jjroceeded to lake St. Peter, pronounced any opinion as to the merits or demerits of the old or new channel previous to their entering upon its survey ? — I am not aware of any such opinion having been expressed by either of these gentlemen, although they appeared decidedly in favor of the new chan'sel. 73. Was every assistance given you by the commissioners to enable you and others to ascertain the facts necessaiy to bo known, to come to a correct conclusion? — Every assistance was afforded. ' 74. Are you acquainted with one William Hunter, an engineer, lately in the em])loy of the Board of Works, and now in that of the V ' )mmissariat Do]iartment ; if so, will you state how long you have known him, and in what capacity, and if you think him a credible witness ? — I have only known Mi\ Hunter since his engagement as engineer of the Union ; I have found him a very steady, trustworthy man, and an attentive clever engineer. 75. Did you hold anj' further correspondance with the Homo or Provincial (Jovernmcnt in consequence of the letter of the Chairman of the Board of Works to the Governor General on your representation of the different works carrietl on in the Pro- vince ? — Yes, and I herewith enclose an extract of my letter to the Governor General in reply to one received from the Civil Secretary, dated the 15th May, 1845, enclosing a letter from Mr. Killaly, and a letter from the Secretarj' of the colonies, calling upon me for explanation upon some remarks I had made on the geneial works of the Province, but more particularly that of laUo St. Peter to which I reoeivetl no reply. 130 Extract of a letter from Capt. Boxer addressed to the Civil Secretary , in reply to a letter received from the Governor-General, dated \f»th May, 1845, enclosing a letter from Mr. Killaly, and me fro^n the Secretary of the Colonies. June 4Tn, 1845. " On our survey down the river from Montreal to the Pillars, " we examined Lake St. Peter, and I was very particular in " doing so, as I felt satisfied from much that I heard, as well as " from documents then in our possession, which had been " furnished to us by the Board of Works, that Mi-. Killaly had " been deceived by the reports which had been made to him ; " and which was proved as by sounding, when I found only 12 " feet where IT was laid down, and only 6 or 7 inches ditterenco " in depth, between the two channels ; whereas the survey wo " had received from the Board of Works, shewed a difference of 2 " feet j and in the Plans, in the Appendix to the Board of Works' " general report, dated Decembei', 1844, from a survey taken " November last, about 18 months subsequently to the commcnce- " ment of the works, 11 inches difference, only is laid down. " These discrepancies shew the incorrectness of their plans. "I again felt it my duty to report to the Governor Geneial, " accompanying my report, Avith plans, having my soundings " marked on them, signed by myself and certified by Lieut. "Moody, R. E. " With reference to my remarks as to the cost of deepening " of lake St. Peter and the other shoals adjacent, it was of course "prospectively, and under the impression that the woi-k was " intended to be, as originally proposed, of a width and depth, " for a practicable channel for loaded ships to pass through, at the " diiost season of the year ; and I am still of opinion that such a "channel cannot he completed under any less sum than I hrvo " named : in the general statement of the Board of Works' report, " the sum of £32,893 19s. 3d. is set down, as the total amount " expended to the 1st July, 1844. In the body of the report " itself the sum of £5,534, only, is named as the amount actually " chargeable to this work ; credit having been unfairly taken for " £27.291, for the value of vessels and materials applicable to 131 other works, whereas, all these may be worn out, and useless long before the present work is completed, and from the great draught of water of most of the vessels, they can be of little or no service in the shoal parts of the lakes St. Louis and St. Francis ; the statement thus made of £5,534 as the amount of expenditure actually chargeable to this work up to the 1st July, 184:4, is singularly at variance with Mr. Killaly's obser- vations dated 21st February 1845, wherein I find the following statement " In addition to what is there stated, I have onlj'' to say, that an actual expenditure upon the work, to the present, is about £5,000," notwithstanding a period of seven months has passed, during which very considerable expense has been incuired. " EDWARD BOXER, Captain, R.E.' opening 'course I'k was depth, , at the such a I hrvo report, lamount report u'tually Ikon for ablo to t .i Stephen Yarwood, Esquire, called in, and examined : 70. Have you been engaged in the works now going on in Lake St. Peter ; and where and by whom are you now employed ? Early in the year 1843, the works on the Grosford Road, where I had been employed the preceding year as paymaster, being near completion, I received an appointment to the Lake St. Peter establishment, by a letter from the secretary of the Board of AVorks, dated 22nd Api-il, 1843 ; and I am now employed under the said Boai*d as paymaster of the Arthabaska and other roads on the south side of the St. Lawrence. 77. What cause was assigned for dismissing you from the employment in Lake St. Peter ; by whom were you 8ucceede to 30, 7 feet G inch z^. 118. And what depth of water at the same season of the year; when the new channel is completed, will you have on the south line of section 14? — Five feet six inches. 119. And what depth of water at tl:e same season of the yaar, when the new channel is completed, will you have in the north U >e of section 16? — Four feet eleven inches. 120. And on the south line of section 17 ? — Four feet two inches. 121. And on the north lino of sections 18, 19 and 20? — Five feet 2 inches, 5 feet 2 inches and 5 feet 4 inches. 122. And what water on the south line of section 18? — ^Four feet eight inches. With reference to the shallow depths immedi- ately on the sides of the cut stated in answer to the foregoing questions, lam of opinion that the navigation of the channel will be rendered very much more facilitated thereby, as I conceive that did the water shoal away gradually from the channel, that vessels would be much more likely to get out of it and run agvound. 123. What is the greatest depth of soil through which you have excavated in the new channel? — I believe the greatest depth to bo between nine and ten feet, on the highest point of the St. Francis shoal. 124. What is the nature of the soil so excavated ?— Generally I would pronounce it to be a bluish clay, with a small portion of very fine sand. w ^ i Ul 125. Are you apprehensive that it will continue to maintain the depth of the excavation? — I am persuaded that the channel will be annually improving ; when once opened clear through, the currenx; will be permitted to pass through it, 12G. Do you conceive the blue clay to be the natural bed of the lake or is it of recent deposit ? — I am of opinion that the soil, (?uch as I have described it, is a deposit of very old date, and I have not been able to discover any traces of recent deposit. 127. How remote a period do you attribute to this deposit ? — I cannot say. 128. Eefer to that part of your Seport which states that the Buoys on the new channel, which mark the locality, are now kept under water from the strength of the current ? — The buoys that marked the channel at this period of the Report were solid, (of timber,) and several of them were kept down by the strength of the current. 129. Are the present buoys in that channel so affected by the influence of the current? — The present buoys are fourteen feet in length, formed of boiler plate ; they are immersed in about feet, and having very heavy weights attached to make them stand. 130. Is the ice in the winter season, in the general surface of the lake, frozen on the shoals down the bottom ? — 1 have been infoi-med that it is, and I believe it is so. 131. Was dredging ever commenced in the old channel, and can you state why it was discontinued in the year 1843 ? — One of the f team vessels was reported to me, by the then Superintendent, to be ready to make trial very late in the fall. He received instruc- tions to test the perfection of the nuichinery, and having found all lit for use, immediately tu lay the boats up at Sorel. I am not uware in what part of the lake the trialtook place. 1 know of no dredging having been done except in the new cliannel ; but in compliance with the directions referred to in the foregoing, the Superintendent reported having tried the vessel, but whether this trial was made in the lino of the old channel or new I cannot say. 132. Was it not then decided by the Boai-d of Works what line of operation on Lake St. Peter was to bo dredged ; and was Mr. Atherton instructed to dredge in any particular part when his iaHW3T» ^ 142 machinery would be completed ? — The line was not decided ; on the contrary, Mr. Atherton was informed that the Board were by no means satisfied with the course he proposed to take, but as the time had arrived for the laying up of the boats, every means to procure information during the^ winter wouhl be taken, and full consideration given to the line to be adopted prior to the com- mencement of operations in the spring. 133. What depth of water did you find on the flats referred to in the answer to the third question, and what depth will there bo in what is considered low water ? — From five to seven feet of water, which I consider to be the lowest found on that bank. 134. Who was the'person'employed to take soundings on LaVv St. Peter, by the authority of the Board of Works? — Captain Vaughan and Captain Eayside, on one occasion, to verify the soundings taken. 135. Has any portion of the groins, as laid down in the map furnished by the Board of Works, been completed, and is it the intention of the Board'of Works to stop the dilferent channels and outlets leading north, from the north and south shores of the River St. Lawrence ? — A portion of the groin is completed so far as the timber materials are concerned;; it is intended to discharge more of the dredge stuff in the front of them ; it is not now intended to stop any other channels but the two main ones, which are now piled. . 13G. W hat depth of water at the driest season of the summer do you believe to bo on the little bank in the Old Ship Channel a short distance this side the'tirst light vessel ? — I believe it is about 11 feet -4' inches. |f 11 20th May, 184G. Hon. Mr. Kili-aly's examination continued ; 137. Are you of opinion, after the experience of two yo^irs opera- tions on Lake St. Peter, that you were correct in selecting the New Cut in preference to improvi ,ig the Old Ship Channel ? — Every hour's experience convinces me more and more in the propriety of the present. 143 138. What is the greatest depth of soil that would requii-e removal by dredging in the present Ship Channel, to attain 14 feet of water in the dry season. — The greatest depth is 3 feet 2 inches. 139. What is the greatest depth of the soil excavated or to be excavated in the New Channel ? — The greatest depth that has been excavated is, I believe, between and 10 feet ; speaking of the channel, the committee inform me that by the channel they mean a breadth of 300 feet ; I find on the extreme verge of the channel, in section 16, about 3 feet 8 inches, consequently, on that particu- lar point there would be 10 feet 4 inches to bo excavated ; but at that same section, the water ranges from 15 to 19 feet. 140. Have you made an estimate of the expense of completing the present ship channel to 14 feet deep, at the lowest water mark, and if so, what is the amount of such estimate? — Xo. I have made no estimat' , but from my knowledge of the shoals and depths in the Lake, I am of opinion that a channel of 14 feet depth could be made through the present Ship Channel at about the >ame cost as the completion of the straight channel ; but I can see considerable difficulty in carrying on the operations in the piesent Ship Channel, arising from these operations being neces- sarily carried on in the immediate line of the trade, nor do I think the channel, if completed, so likely to be kept clear by natural and artificial means as the straight one. 141. Will you have the goodness to inform the Committee of the nat'.reof the difficulties you now allude to? — The difficulties would be created from the circumstances of the works being neces- sarily proceeded with on the lino that vessels are hourly passing, thereby interfering with our moorings, &c. 142. Have you made an estimate of (he expense of completing the new Channel throughout, as contemplated by you, and will you favor the Committee with such estimate ? — I have an estinuite of completing the new Channel throughout upon two principles; one, confining it^ breadth to 150 feet, the cost of which v,ould be, (as stated in my report), about £8,500 in addition to what has already been laid out. I also estinuited the cost of making tho Channel three or four hundreti feet wie taken. 150. Did you then collect informations on the subject, and from whom ? — I sent a special messenger to Prince Edwai-ds Island, in order to have the benefit of Captain Bayfield's opinion upon the subject ; I also had the opinion of Captain Douglas and of some of the most intelligent pilots and ship-masters, all of wliich confirmed me in the propriety of making the straight channel. 151. The dredging being evidently of a description not difficult to be done, what is the worth per cubic yai\i for dredging ? — Last 3'ear it cost about Is. 5d., but this year I think it could Ijo done for Is. or Is. 2d. 152. Why was the work on lake St. Peter not done by contract, as all other public work has been, anil thereby saved the groat expense of £88,000 for the outfit ? — I was of opinion that, wheti.er it were done by contract or otherwise, the cost of the outfit must in reality have been borne by the Province, inasmuch as the work is so situated that no suitable dredge or other vessels could be brought to it, and nniM therefore have been built expressly for it ; any person coming forward to contract for the work would of course have covered (he cost of his necessary outfit by his prices. Moreover, no man would enter upon the cost of such outfit with- out having ensured to him a certain amount of work by which the country would be tied to the undertaking, however it might be found likely to turn out. B}- the course adopted, the power is had of stopping at any moment, ami the whole of the outfit could be transferred to the dredging and improvement of the harbours upon the lake, almost every one of which stands in great noed of it. 153. By what authority wab the work on the lake St. Peter undertaken on the present system of day's work — was it upon 10 5^^ 146 the authority of the Executive Government, or had the matter been first Kubniitted to the Government, and its sanction obtained? — Thei-e were sevei-al discussions u pon the matter at the time by the Board of Works, the members of which were alf^o members of the Executive Government. 154. —As there are many other parts of the navigable channel of the river not straight,* why was it necessary to dredge a straight line in this particular place ? — 1 have already given at large in my report the reasons that induced the Board to adopt the straight channel, the pi-incipal of which are, 1st. The power of working unobstructed by the passing trade, 2nd. The much greater probability of the stream of the river acting with bene- ticial and increased eifect. 155. As it is admitted a wide, ihough somewhat ciooked channel is to be found running nearly parallel, and with an equal depth of water with the straight one now making, why did you not therefore commence dredging at the point where the two chan- nels meet at the lower enil, and dredge downwards through the shallow water, which must be deepened in any case — leaving the part now making until it was clearly ascertained the old or crooked channel would not answer ? — A considerable portion of the work was calculated upon to be effected by diverting as largo a body of water in the line of the pi'oposed channel as possible, to effect which the channel was commenced with considerable increased width, and the groins undertaken as recommended by Captains Bayfields and Beaufort. 156. Was Ml-. Atherton acting as engineer of the works on lake St. Peter, from the 18th September, 1841, to the JJlst. August, 1843, at the sum of £300 per annum, and also from the Ist. September, 1843,, to the 21)th of Fobiuary, 1844, at £400 per annum ? — He was. 157. Was Mr. Atherton during any of the periiwi included in the preceding query employed in any other capacity under the Board of Works, and if so, in what capacity, and at what salary or other renumeration ? — He was, as engineer to the Lachine Canal, at the same period, at a salary of £400 per annum. His united salary was, 1 think, either £750 or £800 per annum. 158. It is stated in your return to the commissionei's, that the 147 by >cr lis services of G. Meldrum, as dredge master, have been dispensed with by Captain Vaughan, while it appears that John Case & Williaiu J'leming have succeeded to similar appointments. Can you state the cause why you return ** the officer ((h-etlge master) dispensed with by Captain V^aughan," when in fact the officer has not been dispensed with, but changed? — The office has been disi)ensetl with ; when employed, was not attached to either boat, but was appointed as a description of general dredge master, which office was coasidereil supovnumerary, and therefore dis- pensed with. 159. David Vaughaa is returned as superintendent of the works on lake St. Peter ai a salary of £500 per annum. Will you inform the committee, if Mr. Vaughan is a civil engineer or a scientific man, or why he was chosen in lieu of Mr. Atherton, and at an increased salary of £100 per annum, exclusive of perquisites ? — David Vaughan was appointed at the express request of Sir Richai*d Jackson ; he was considered the most eligible man for the situation, from his knowledge of the lake, his having acted as steamboat captain; had the confidence of government for being a man of great energy of character. The salary was increased by my authority without reference to the Executive Government It was considered just to do so in consequence of rates paid to men who had much less duty to perform. ICO. Stephen Yarwood is returned as " Paymaster " to the works of lake St. Peter, in 1843 and in 1844. Can you inform the Committee why a Paymaster was required for this particular work, and if required, why his salary was increasod from £30 per annum in 1843, to £200 per annum in 1844? — Tho salary was increasod in consequence of increased duty on other works. 161. Denis O'Brien and Jamos State are returned as " Store Keepers " to the works on lake St. Peter. Can you inform th Committee what are the particular duties they have to perform as such Store-Keepers? — There is but one Store-Keeper; the former was dismissed, the latter replaced hi»n. lie has in charge the yearly supply of coals and firewood, iron, steol, oil, and all ship stores. 162. Wm. Hunter is returned as " Superintendent of Ma- chinery," from February, 1843, to 30th November, 1844, and aa 148 " having his services aftorwards disjiensed with. Can you inform the Committee why his services wore dispensed with,, while the sei-vices of Asa Martin, of David Hood, and of John Tuck, were subsequently, (to wit in August and September, 1843). taken on as Engineers ? — Hunter was in much the same position as Mel- drum, and was considered as a supernumerary officer. Mr. Begly, Secretary of the Board of Works, called in ; aud examined : — 163. Are all communications made to the Board of Works, whether regarding works under contract or performed by the Board of Works, and all letters whether of complaints against or to the Boai*d of Works, regarding any officer or officers of that Board, and applications for employment in the Boai'd of Works, in your custody, or are they, or any part of the said documents, left with the Provincial Secretary ? — All lettei*8 previous to the latter part of December, 1845, were received by me and kept in my custody ; since that period the letters have been received and opened by the Chairman of the Board of Works, and I believe that they do not all come into mj' hands. Relative to letters refeiTed from the office of the Boai'd of Works to the Secretary of the Province, they are sometimes returned and sometimes re- tained by that officer, as the interests of the public service may require. 164. Have you any knowledge of any communications made by the Chairman of the Board of Works to Capt. Bayfield or to Capt. S. Beaufort, or to James M. Eendel, Esq., Civil Engineer, in relation to the improvement of the navigation of lake St. Peter previously to or subsequent to the adoption of the line of the New Channel, portions of which communications appear in the report of the Chairman of the Board of Works for the year 1844, page 8 ? — I am not aware of ever having seen the original letters, but I have Been extracts from them in the report of the Chairman of the Boai'd of Works. 165. Was an estimate made of the expense of completing the New Channel on lake St. Peter previously to the commencement of the work ? — I don't remember having seen any estimate. 149 166. Then you cannot say that the Chairman of the Board of Works furnished the Commissioners of Enquiry with any such estimate? — I cannot say, as I have never seen it, hut can ascertain. 167. Have you any book in your office, in "which such docu- ments are entered, and if so, will you furnish the Committee with such estimate ? — There is such a book, and, if there is an entry of such a document, I will furnish the Committee with a copy of it, with all convenient speed. 30th May, 1846. Mr. Beoly re-examined : 168. Have you examined the books and documents in your office of the Board of Works, and have you found the estimate mentioned to you in the examination of yesterday ? — I have exa- mined the books, and don't find any such estimate. 169. Have you e.Kamined the records in your office, and have you found copies of the letters from the Chairman of tho Board of Works, to Capt. Bayfield, Capt. Beaufort or James M. Rend el, Estjuire, Civil Engineer, on the subject of the impi'ovement of lake Si. Peter? — I have made the examination, and do not find anv such record. James Moia Ferres, Esq., called in; and examined: 170. Are you Secretary to the Commissioners of Enquiry into the management of the Board of Works? — I am. 171. Has any preliminary estimate of the expense for com- pleting either the Old or New Channel in lake St. Peter, been furnished by the Chairman of the Board of Works to the said Commissioners, during any period of the sittings of the said Commission? — No. In addition, I beg to say that Mr. Killaly, in his letter transmitting his papers relative to lake St. Peter, ex- plained that, from the nature of the work, it was considered im- practicable to make"out estimates of the nature mentione the money from being thrown away. Mr. McDonald of Cfi,ENO.\RRY : — It will require a dredging machine to clear awa}' tho rubbish that has been created by the argument on both sitles ; he was in favour of the amendment, for it left it with tho Government to decide upon the best channel, and they will be responsible to this House. Several of the captains of the regular traders of this port have given their opinion in favour of the new channel, and he was afraid that a great deal of the opi)osition to the new channel was If ill 154 the result of a combination to injure the trade of Montreal, by keeping it at (Quebec. If £9,600 would make the new channel available, lie was very willing to vote that sum ; he did not con- sider that there v.-ns any danger of rafts grounding on this new channel, as he knew that very few rafts go to Quebec after the month of August, when the water is low. Mi". Mottatt would feel great reluctance to abandon the straight channel, as such n channel had certainly julvantage over a crooked one if it could be ma the c»»minittee of the House in favor of the old channel was presented, the objections to the new cut had not assumetl a tangible shape ; now, however it was r further euquiiy. After all lie had heard, lie felt that he had no right to ask the Jlouse i'ov u grant specitically for either channel ; the Jippropriation of any further nionny eouUl only take place after renewed enijuiiy, and on the responsibility of the government. Mr. Baldwin, said that after the contlieting evidence that had been adduced he could not at that nio»nent preteiul to decide as to which channel was most elegible; he would ureter that the sum proposal to be vnivd should be laid out in such a way as would be available, be the tiiud decision what it might ; but as ho understood that could not be done, he saw no course but to leave it to be appropriated upon the responsibility of the government ; he did not wish to prevent the improvement of the Inke. nor could hf?, as the case then appeu»'ed, cnnseiit to tie the minister's hands ; they should pr«)cee': and that therefore it was necessary that the expenditure should not be allowed to exceed the amount already appropriated. By the statement of the Seerotaiy to me, the balance in hands is about £2,070; to clear, up to the 3l8t of the present month, would require about .t'1,000, and that upon the diflerence, there n)i^ht be some r of the Hth instant, directing the works on Lake St. Peter to l)e forth- with discontinued until further orders. 1 have accoi-dingly had a letter to that effect addressed to tho Supcrinteiulent of tho work. B! 157 1 think it my duty to acquaint you at tho Hame time, for the information of His Excellency tho Governor-Gonoi-al, that the only saving which can be ettected thereby will bo the cost of fuel, oil and tallow, and which Ih comparatively trifling. While th ) delay caused by the suHpennion may have thiwet^ect, that Khould it be finally decided to prosecute the work on the line of the present, the opening of, through this season, will not be accomplished. 1 have also to request instructi^uis with regaitl to the procura- tion of coals, about 2,000 chaldrons. They were sold last week, 1 am informed, at, Quebec, unusually low, (20s j)er chaldron) but if advantage is not taken of the supply brought by the spring fleet, they will no doubt in a few days be higher; such at least has been the usual course. Your obedient servant, (Signed,) HAMILTON H. KILLALY. Honoiable the Provincial Secretary, &c., &c. Pi HLic Works Office, 18th June, 184ti. Sim, I have the htmor to ac<|uaint you, that in acconhmco with tho command of His KxccUency tho (lovernor-trent'rul convcvod l»y your letter of tho I5th instant, directing that "Captain Vaughaa "should be called upon to come to Montreal without delay, and " bring with him all his papers, etc.. require*! tor the closing of " the accounts with the several parties employed on the Lake." (^aptain Vaughan was ininu-diateiy written to and is now in Montreal. He has furnished the pay-lists and accounts which are herewith transmitted, and he states that, so far us he knows. thoy include all the outstanding claims at present due, with the exception of his own salary from 1st Marcli last, and a pay-list marked No. 211 upon which the men will have to be settled with, uj) to tho day of payment. Captain Vaughan is anxious to know if it is necessary that he should remain here. 1 have &c., (Signet!,) THOMAS A. BKGLKY. Secretary, llonorable I), Daly, Secretary. nm W m 158 Montreal, Shorbrooke Str., 23rd Juue, 1846. Sir, 1 beg leave to acknowledge the iv^teipt of the meraorandum relative to the Lake St. Peter eistablisliraont, with an oi*der endorsed thereon that I should report by whom and under what authority the perKons therein mentioned were engaged. With rcfoivnce thereto I have the honor tri state, that upon Captain Vaughan's appointment to the chief superintendentship of that work, (which appointment was m-'ule by the special desire of Sir Eichard Jackaon,) the selection of the Engineers, Captains of Dredges, and other working offtdjrs was left wholly to him, as being the person responsible for the details of the working, and best actjuainted with the qualifications \\hic^ M-of.» :o4uireh expressed to mo yesterday hy tht' Committee of tlie llonoralde the Executive Council, I take the lil>erty of suggesting the course which, in my opinion, would be the most advisahlo to adopt with regard to the Lake St. Peter •works. I conceive that an application should he made to tlie Ailmiralty to re<|uest that Captain liaytield, now on survey in the Gulf, might receive immediate instructiotjs to proceed to Lake St, Peter for the pur^>ofli the channels, tlie extent of work done, &c., ami to niak*' such further observa- tions as would enable him to report, for the guidance of the Gov- ernment, as to the coui-se it woulil be most expedient to adopt inider all the cin-umstances. All the men who arc em])l<»ycd by the month orday should l>e immediately paid ujt and discharged and the boats laid up a? Sorel Suj)posing Captain Hayticld's decision to be communicateats, I would put under Captain Vaughan with instructions innnediately to continue the survey and soundings and marking out of the channel in Lake St. Ijouis. This operatioH was <'ommon»'ed last winter, and the channel, its depth and breadth, very accurately ascertained and laid 'low n, from the Beaidiarnois canal to the op)>osite mouth of the Chuteauguay River. But thence to the Lachine canal the channel is very intricate and not well known — the only ehartsof the lake are so very incorrect as to be of no use whatever, and now that a larger class ol' vessels is ado])ted, the necessity for projterly fixing and buoying this channel is very urgent. "Within the last month the mail steamers have grounded several times, J conceive therefore that these men will bo most usefully occu- j>ied in the manner I have suggested. Some of the buoys are proviiled, but until the channel throughout is ascertained, the erection of the light-houses and the mooring of the buoys cannot take place. Mr. McKinn, master of one of the boats, and the mates should Ik) retaincMl, one (m each boat, to take charge and attend lo their moorings. Siu*h I believe to bo the best course to be adopted under the circumstances. I am, sir, Your very obedient servant. (Signed,) II. H. KILLALY. E Parent, Esq. W 161 Copy of a Report of a Committee of the Honorable the E.vecutire Council, dated 2ith June,, IH4ose ot'nunutely examining both the Chan- nels, the extent of the work d»)ne, etc., and to make yuch further observationn jis would enable him to report, for the guiilance of this government, an to the course which would be most expedient to adopt under all the circumstanc*'s. All the men who are employed by tho month or day to ho im- mediately paid up and discharged, and the boats laid up at Sorel. Supjiosing Captain Haytidd's decision to bo communicated by the latter end of August, there would remain nearly three months of the woi'king seascm, aitd for this period a supply of coals, (abfjut 1(100 cimldrons), in addition to what iu in bands, would be ret|uired ; and Mr. liyan, of (Quebec, should bo instriicted to purchase to the extent <»f 1(100 or l.'tOO chaldrons whenever he can buy for UOs. or under. Th'! i>rincipal pai't of tho appropriation for tho improvements in lakow St. Francis and St. Louis is yet unexpended. TIioho im- provements consist, in part, of the removal of certain shoals, in the erocticm of lights, and in tlu* procuring and fixing of buoys. For tlje first, shoidd be fitted up the large s^juare scow, now at Sorel, as a horse dredge-boat, with similar machinery t<> that now in use in the boat at Heauharnois, the men to be employed in doing so, to l>e the four engineers iuid bhu-ksmith who aie under pay for the season. Tho other men engaged by the soason, namely, tho master^ of tho dredges and steamboats, to be ))ut under ('aptain V'aughan, Avith instrtictions immediately to continue the survey and sound- ii \l 162 iiigs, and marking out of tho Channel on lake St. Louih. Mr. McKin, master of one of the boats and mates to be retained, one on each boat, to take charge of and attend to their moorings ; as well a8 James Slate, store-keeper, and two watclimen, to take charge of the steamboats. Certified. To the Provincial Secretary. (Signed,) E. PARENT. iCopy). SiK, Admiralty, 25th July, 1846. My Lords Commissioners of tho Admiralty having, in c. ! (Copy). Downing Street, 28th, July, 1846. My Lord, I had the honor to receive your Lordship's despatch No. 81, of the 26th Juno, in which you represent tho difference of opinion which pvovuils iu Canada relative to tho best ship Channel 1«3 through hike St, Potor, and roquost that Ca[)tain liiiytichl, H.N., may be instruct»,'l to oxainino the hike, aiul furnish you with his report and opinion upon tlio question. Having enquire c'^ *J "h ^l 7;^ /A / V Photographic Sciences Corporation .•V s ^^ \ \ %\- o^ ^v^ <1> 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 873-4503 o •0 ^ Mj ' Wj., i/i P' ft iHj Hi fit 1 ^ K 1 1 1 [ Kill 166 Lake St. Peter with a view of ascertaining in which of the two- channels it would be advisable to continue the excavations, and having in the interview with which I was honored, on the 9th instant, learnt Your Excellency's wishes on the subject, I imme- diately placed myself in communication with the Hon. W. B. Eobinson, Chief Commissioner of Public Works, by whom a steamer was placed at my disposal and every information afforded which his office contained. At his office I .ilso met with the Hon. H. H. Killaly, who readily entered into any explanation desired, and who, together with the superintendent of the works, seemed anxious to court investigation. The conflicting statements and opinions contained in the docu- ments submitted to me at once convinced me that nothing short of a full personal examination of the lake, such as should enable- me to form an independent and unbiassed judgment, could afford me any chance of performing the important duty entrusted to me in a manner satisfactory to Your Excellency or useful to the province. Accordingly on the lOtli, 11th, 12th and part of the 14th instant both channels were accurately sounded by me and my principal assistant, Captain Orlebar, E.N., in the steamer Vulcan and boats of the Gulnare, eveiy pi-ecaution being taken to ascertain the actual and relative depths by sounding in both channels on the same day, and also by having a tide-pole regu- larly registered every hour, that no change of level in the lake during our operations should escape notice. The amount of exca- vation already performed in the new channel was closely exam- ined, the direction and rate of the current at various points was ascertained, and, lastly, the soundings thus obtained, the light- vessels and the buoys of the new channel were all laid down by angles taken by myself and Captain Orlebar on the original chart of the lake, a copy of which accompanies this report. The following facts were established by our examination : — 1st. That no perceptible change in the relative depths in the present and proposed channel has taken place in the last sixteen years, or since our survey in 1830, excepting at the head of the new channel, where a considerable portion of the shallow bank which formerly existed has been cut away by the action of th& current, as shewn by a red dotted line in the chart. 167 ^y 2nd. That there is, (with the exception of one or two places of small extent where tl.o depth is the same as by the present route), from one to two feet more water in the line of the proposed new channel from the fifth buoy down to the point B, than there is on the line of the old or present channel from the lower light-vessel to the same point ; thence it follows that if those places of small extent were deepened, and the cut through the St. Francis Bank from the first to the fifth buoy (two miles) completed, an increase of one foot more water would at once be gained. 3rd. The excavation already performed in the new channel fully equals the amount stated in the report of the President of the late Board of Works and shown on the plan of the soundings taken by Messrs. Iveefer and Yaughan. If there be any ditfer- ence, it consists in an increase rather than a decrease of depth since that plan was made. The state of the 150-feet cut is pre- cisely that which is stated by Mr. Killaly ; it is, for the most part, of the full breadth of 150 feet and of the required depth, namely, fourteen feet, when there are eleven feet over the flats below the lower light-vessel ; in some places it is much wider and deeper; in one or two places only of less width, and of less depth only on angles and ridges left by the dredging, and which it is said were intended to be levelled by the rake. 4th. Although the first cut of 150 feet is thus incomplete, and has not been carried much below the sixth buoy, a current of considerable strength has already been established in it, fully equalling, if not rather exceeding in rate, that which obtains in corresponding parts of the old channel ; for instance, at the second buoy of the new channel, the rate was li^ knots, whilst at the upper light vessel it was 1^ knots. At the seventh buoy f knots, and at the lower light vessel h a knot. These facts show that there is no tendency in the new channel to fill up, but the con- trary; as might be expected, when we consider what would necessarily be the unimpeded direction of the main streams of the river, which unite a short distance below Stone Island, the resolution of the forces of those streams must evidently be in the direction of the new channel, as is clearly proved, not only by the stream established there, but also by the strong current setting to the southward, past the point of the marshes that extend down ifi: (; 1 168 from Monk Island, and lastly by the action of the- curront in cut- ting away the bank between the red dotted lino and the first buoy, as already stated. This soiithcrly inclination of the current is very important, as bearing on the question under consideration, and it appears to have been one of the principal inducements to the selection of the line which has been adopted for the experi- ment determined on by the Legislature. The object aimed at appears not only to have been the forma- tion of a deeper channel, by which ships of larger draught of water might pass the lake and ascend to Montreal, but also ultimately to effect a great improvement in the navigation by the substitution of a straight channel sufficient for every purpose, instead of the present inconveniently crooked one. Now, if this latter object is to have any weight it will go far to prove, setting aside pecuniary considerations, that the selection of the new instead of the old channel has been dictated by enlightened views; and, I may add, that thus far the work has been ably executed. The immediate formation, however, of such a channel as I have contemplated would require the cut through the St. Francis Bank to be made, at least, 100 fathoms wider than has been intended, and an additional expenditure of probably £80,000 or £90,000, unless gi-eat assistance were rendered by the current during the progress of the work. The expense would be great, but the result, I am confident, would be the formation of a noble and safe channel, easily buoyed and lighted, through which the main body of the river waters would flow, and might reasonably be expected to widen it still further. The cost of so great a work is far beyond the appropriation made by the Legislature, and such as it may be deemed impru- dent to incur at present, but it is, nevertheless, a consideration of importance that the retention of this new channel would keep in view the possible and ultimate attainment of so desirable an object by the gradual action of the current proved to be going on at its head, and by a limited amount of labor which it might bo thought expedient annually to devote to it. Whether this or any other advantages possessed by the proposed new channel att'ord a compensation for the greater expent^o of deepening it, I next pro- ceed to consider. In order to estimate the expense it was first necessary to com- 169 puto the amount of excavation that would be required to form a channel 300 feet wide and 14 feet deep in the ordinary low state of the water in summer, that is when there is 11 feet of water over the flats below the lower light vessel. This has been done as follows: — To deepen the old or present channel from the point C. just above the lower light vessel to the point B. in 14 feet water. See Chart. From C to A A toB BtoC CtoD DtoB Distance. Yards. 1,500 . 2,300 . 3,200 . 900 . 2,180 . To deepen Feet. To remove. Cubic Yards 2 100,000 6 230,000 2 J 266,667 2 60,000 1 71,667 Total distance {-^^-^^'1,-^1-} 10,080 Total, 729,334* * E.xclusive of tho small bar above the upper light vessel, which may be estimated at from 10,000 to 15,000 cubic yards. To deepen the new or proposed channel : — Distance. To remove. To complete tho first 150 feet from the first to the fifth buoy .. To complete the second 150 feet from the first to the fifth buoy Total to be removed in "j the 300 feet channel j through the bank of St. Francis Distance. Yards. From the 5th to 7th buoy 3,200 7th to 10th " 5,050 10th to* in chart 2,200 • toB 2,750 4,000 69,245 189,648 This is taken from the plan of the soundings by I. Messrs. Keefer and Vaug- han, verified by Captain Bayfield, and is, if any- thing, an ovor-estiniate. 258,893 To deepen Feet. .... n , .... 2J . .... 2 . • . . . J . To remove. . 160,000 . 378,750 . 146,667 . 45,833 258,893 Distance from 5th buoy to B. 13,200 6} nauticmlles " 1st to 5th buoy 4,000 2 " Total, m Total 1st buoy to B. 17,200 8J ■ l I i j1 » '' 1 1 i ¥ \ ■■ I i! _ J 170 Now assuming the cost of removing a cubic yard to be ono shilling and three pence currency, which is one penny more than the estimate of Mr. Killaly, the expense will be as follows : — For the old or present channel — From D to C, 729,334 cubic yards, £45,583 7 6\ Requiring 3 sea- Add for small bar above upper >• sons' work at 245,000 light vessel, 1,000 J cubic yds. per season Total, £4r),583 7 6 For the new channel — From the 1st buoy to B, ■» Requiring four sea- 990,143 cubic yards £61,883 18 9/ sons work. Difference, £15,300 11 3 This difference, however, in favor of deepening the old channel would have to be considerably diminished if it should be decided now to abandon what has been done in the new one; for the expense of removing the buoys and replacing them on a new line, and stopping up the cut already made through and below the St. Francis Bank, would probably cost sevei-al thousand pounds. It would be unsafe to leave the new channel open, because the very considerable quantity of water now passing through it would lessen the chance of any cut that might be made through the flats of the old channel remaining open. The expense of such works almost invariably exceeds the esti- mate ; but in this case, if the expense of the establishment for deepening Lake St. Peter be, as stated in the report of the Presi- dent of the late Board of Works, only £8,500 per annum ; and also that from improvements in the machineiy and increased experi- ence, much more than 245,000 cubic yards can be removed in a season, then the expense will be considerably less than I have estimated. Assuming, however, the difference of expense against the new channel, without any reduction, to be about £15,000, 1 next proceed to consider whether there are not counterbalancing advantages in retaining it, considering it as an additional channel for the special purpose of enabling ships of larger draught to pass the lake, the present channel being sufficient for all other purposes. 171 A channel 300 feet wide is not siiflScient for any other than the purpose I have named ; that breadth is sufficient for steamers either with or without vessels in tow, to run along a straight and continuous line of buoys a quarter of a mile apart, and to pass each other with common care in the daytime; and this seems all that can be required for the purpose in view, for it is only in tine and clear weather, and when the water is high, that it is ever attempted to take ships of heavy draught through the lake at night, the few hour's delay that might occasionally occur from waiting for daylight, could never bo of much consequence. Regard- ing, then, the channel in this light, all the objections on account of its narrowness fall to the ground, and here I may remark that the facility with which the steamer Vulcan was steered along the line of buoys was such as to convince me that if the present cut of only 150 feet in width had been completed, all the ships at that time aground in the lake might have been brought up it simply and with care, although so narrow a cliannel would be altogether insufficient under ordinary circumstances. The advantages of the proposed new channel then are, that it is straight throughout ; that from the natural direction of the main stream of the current through, and its action ali-eady proved to exist, there is strong reason to expect that the channel, if once completely formed, would, with very little assistance, continue to widen at its head, and for the first two miles, doAvn from the first to the fifth buoy, where it passes through the Bank of St. Fi-ancis, and whei-e alone its margins are very shallow ; in the remaining 6^ miles it would have the advantage of having never less, and in general from one to two feet more water ad jacent to it, than there would be on either side of a cut through the flat below the lower light vessel. It is ♦ only in the direction of the new channel that any ultimate im- provement in the navigation, for genera I, purposes, can be reasonably expected. Now to set off against this, we have, in the old channel, the sole but important advantage of its breadth, down so low as the lower light vessel; an advantage so great that, if the intention were to make a channel for all purposes it could only be compensated by cutting through the bank of St. Francis, a channel at least 100 fathoms wider than has been intended, as I have before remarked. The objections to the old channel are its crookedness. In the i ; I igMil if 'i w I 11 H I) 11 1 i' 112 thick fogs that so frequently prevail on the lake it is extremely difficult to know when to take the turns, or even to find the lower light vessel, at times, when ascending over the flats. Another objection is the less probability, as compared with the new channel, of any attempt to deepen it being permanent, on account of the weakness of the current from the lower light vessel down to B, which it appears impossible to strengthen by directing any addi- tional streams into ii-, and which the southerly inclination of the waters described in a pi-evious part of this report seems to threaten with a still further diminution. Before I attempt, in conclusion, the somewhat difficult task of balancing these conflicting advantages and disadvantages with the view of giving the opinion required of me, I beg to observe that the question is no longer the same as before the commence- ment of the works, since a large sum has been expended, and considerable progress made in forming the new channel, and con- siderable experience gained as to the set of the curi-ent, &c. If, on the first instance, when I was consulted before the com- mencement of the works, it had been represented to me that the amount of excavation required to deepen the new channel, and consequently the expense, would be nearly double of that required in the old channel — instead of its having been inconsiderately stated to me by an authority, the competency of which I could not aoubt, that on a comparison of the tw«) channels it was found that the quantity to be removed in the straight channel was " but little more than what would be necessary in the crooked one," I might have doubted whether any advantage possessed by the new channel could have afforded a sufficient compensation for so great a diff'erence of expense in the present burthened state of the colo nial revenue, and compelled to decide in favor of the attempt being made in the line of the old channel. But now-, under the present altered circumstances of the case, and considering that £29,200, (or according to Mr. Killaly £23,000), has been already •expended on this work, and very considerable progress made in it, that the experience gained as to the set and strength of the current toward and through the now channel affords a very strong probability not only of its keeping open, but also of its becoming considerably wider, and thus affecting eventually a great improve- ment in the navigation which could not be looked for in deepen- 173 ing the old and crooked channel, considering also the advantage of having in the raean'vhile an additional straight channel for heavy ships, with its numerous and heavy iron buoys out of the way of the small craft and swift passage steamei-s running in dark nights ; also the necessity, the difficulty and the expense of clos- ing the new channel again, now that it is so far made ; and lastly the small difierence, considering the magnitude of the work, in the expense of completing this new channel over what would be required if it were to be abandoned for the old one : I arrive at the conclusion, not, however, I confess, without much hesitation, that it would be inexpedient now to sacrifice the sum already expended, for another route, which however great may have been its advantages in the first instance, in point of economy, is desti- tute of those prospective advantages of the new channel, which may be considered a compensation for the small difierence of expense which has been stated. I therefore respectfully submit to your Excellency, as my opinion, that the new channel should be completed of the regular depth, namely, 14 feet in the ordinary low water of summei-, and 300 feet wide ; that breadth being considered sufficient for the special and principal purposes of enabling ships of heavy draught, in tow of steamers, to pass through the lake. For this purpose, the present line of excellent buoys shotild be kept complete, but until it becomes or is made wider, it will not be necessary to incur the expense of lighting it, since its use by night is not con- templated whilst the present ship channel remains sufficient for the general purposes of the trade. Steamers may use it with ad- vantage by day, saving a mile of distance, but i-afts should be for- bidden to use it, lest they should injure the buoys, or get in the way of vessels. I have, &c., (Signed,) HENEY W. BAYFIELD, Captain B. A., Surveying the Gulf of St. Lawrence. The Eight Honorable Earl op Cathcart, K.C.B., Governor-General, &c., &c. 7 1 i,.i 1 ti i lt4 Extract from a Report of the Honorable the Executive Council, dated 21sf September, 1846, approved by His Excellency, the Governor General in Council, on the same day. On the Report of Captain Bayfield, dated Vlth September, 1846, of his examining of Lake St. Peter, with a view of ascertaining in which of the tico Channds it loould be advisable to continue the excavations. It appears clear to the committee that, in the present state of the question, Captain Bayfield thinks the new channel should be proceeded with in prefei-ence to commencing any improve- ment of the old. It must be borne in mind, however, that Capt. Bayfield is of opinion that the new channel should be 300 feet - wide, while the committee understand it has at present been only made 150 feet, and that, on this scale, an expenditure of £60,000 will be requisite in order to complete a new channel of 14 feet deep. From a careful consideration of the whole case, the com- mittee think that the report of Captain Bayfield sufficiently es- tablishes the propriety of persevering with the new channel, in preference to commencing an expenditure on the old. They are not prepared, however, to recommend the application to Parlia- ment for so large an additional sum, or to advise that anything should be undertaken at present which will exceed in cost the the appropriation made last session. They, therefore, respect- fully advise that the work be continued on the former scale of 150 feet wide along and over the flats, toward the point B, as designated on the chart furnished by Captain Bayfield. For this purpose, they understand the appropriation already made is sufficient. They conceive that this will make the channel available to the trade, although to a limited extent; that the action of the current as explained by Captain Bayfield will be continually widening and deepening the channel so formed and thus slowly diminishing the expense of its completion to the width recommended by Captain Bayfield, whenever the financial state of the Province shall warrant an additional appropriation. Certified. (Signed,) E. PAEENT. "■ the surface more stuff than their interior limits will contain, and the quantity of this material taken up in one day by the dredges generally doubles the bulk removed from the tirst des- cribed consolidated bed of sand. The lower flats below the sixth buoy consist wholly of this soft blue clay bottom, and the fact that the chief portion of the work yet to be accomplished will be in this facile excava- tion, ai'gues favorably for the future expedition and expense attending the deepening of this Channel. The dredging up to the 31st of May of the present year, gives the additional quantity of 13,008 cubic yards removed, but this amount has not been noticed or deducted from the tabular state- ment, owing to the disbursements for the month of May not having been defrayed up to the present time from the balance of money on hand. From the sixth buoy onwards to about midway between the eleventh and twelfth buoys, I have taken the average depth of water at twelve feet, thus giving two feet of general ex- cavation, (calculations of former years have, I perceive, assumed the average depth for this distance to be thirteen feet, affording only one foot of general excavation and yielding less ibrmidable results) ; but on a more thorough examination, this must be held too low an estimate, as appears evident from the following ex- tract from a report of Captain Yaughan, the late Superintendent, dated 8th Februaiy last, wherein he states " there will be three feet of cutting of soft blue clay from No. 7 to N'o. 12 buoys," etc., etc. This labor alone would require 440,000 cubic yards of ex- cavation, and, at the lessei- rate of Is. 3d. per cubic yard, would amount to £27 500. On mature deliberation, therefore, in taking the mean between the above extremes, of two feet depth of cut- ting, (which Captain Bayfield's soundings of last year will I think fully support), I have drawn up the accompanying statements previously referred to. I beg to direct your attention in the next place to the amount of dredging thus ai-rived at, as requisite to complete a Channel 150 feet broad. See statement Jfo. 3, namely 374,508 cubic yards, which, at the rate say Is. 5d., throw- ing oft" the fraction, would demand a further sum of £20,527 lis. 7d. and at the speed at which the work has hitherto pro- gressed, would occupy the present season and the whole summer 186 y. (1 of 1847 before completion. For this additional outlay, a balance of £4,619 8s. 2d. from former appropriations, yet remains available. Statements No. 2 and No. 3 also indicate the extent of excava- tion to be removed for the additional Channel of 150 feet in width, having 14 feet depth at low water, thei*ein stated at 619,176 cubic yards, and estimated at £38,698 lOs. currency. These united quantities and outlays, to perfect an ample and suf- ficient Channel of 300 feet wide, giving an aggregate of 993,683 cubic yards and a total cost of £65,226 Is. 7d. and to perform the entire task with the present equipment and force employed, re- quiring a period of four years beyond the present season. On comparing the quantities detailed in sheet No. 2, yet to be removed for an additional 150 feet width of channel, with the quantities given as already removed, between the first and second buoj's, the smallness of the former opposed to the bulk of the latter becomes apparent. This difference arises from the fact of deeper water being found on the St. Francis Bank to the south of the channel first dredged, where holes either exist or the current has succeeded in working out a partial channel, as is shewn by the recent chart of Captain Bayfield, and further corroborated by the chart of soundings in the office of this department, and also from the dredges having occasionally operated too much to the south- ward. The number of cul'ic yards, however, to be lifted from the south or additional channel, between the first and second buoys, stated as 50,014, would give an average of about three feet five inches depth of general excavation. I would here observe that the basis for the foregoing calcular tions were soundings taken through the ice, (not, however, made by myself, but which, nevertheless, I believe sufficiently correct), and likewise the annual log-books of the department. It is not the object of this report to draw comparisons between the relative merits of the i-ival channels, but I would observe that, on a calm day, a considerable current is perceptible in the new channel, the more remarkable as occurring in a lake seven miles in width, where it might be supposed all sensible current would be lost in the expanded waters. With reference also to the assertion that this channel or cut is " filling up," I cannot say, from my own observations, that I am of that opinion. The last summer, on a favorable occasion for sounding, I found the ridges. 18t Hhai-p and distinct with two and three feet deeper water on either side. If this " filling" therefore had been going on, these obstruc- tions would naturally have caught the moving sand, and either become less prominent or have been buried in the accumulating drift. Moreover, on the dredges working on the shoalost spots during high water of this spring, the lighter color of the surface- excavation in which rushes were growing abundantly, evidently shows the bottom free from deposit and heretofore undisturbed. I would further mention that on the 20th of August, last year, on a perfectly calm day, the Vesper brig, of 290 tons burthen, in tow of the Princess Charlotte, grounded a little below the lower light-vessel in the old ship channel while drawing 10 feet 6 inches, water. The soundings which I took at the time, at the stem of the brig, giving only 10 feet 2 inches water, and on immediately proceeding to the new channel, the flats, in no place, gave a less depth than 11 feet, clearly proving, I think, a slight advantage in depth on the flats, to the south of the present ship channel. And here, again, on these flats, in the line of the straight chan- nel, one description of " filling" might reasonably be looked for, namely, as the dredges disturb the bottom surface they produce a thick muddy stream, which is carried by the current along the narrow cut, until its velocity is checked over the lower flats, whei'e the soil in suspension gradually settles to the bottom. This eflfect, I take for granted, must be produced to a certain extent. In connection with deepening Lake St. Peter, for vessels draw- ing 14 feet at low water, must be taken into consideration the removal of two shoals or flats at Lavaltrie, upon which there is about 11 feet at low Avater. Not having personally examined these obstructions, my observations are based upon the informa- tion of others, fi'om which I gather that they cover about 15Q yards in length, and consequently require the removal of 15,000 cubic yards ; supposing the channel to be made 300 feet broad with 3 feet average depth of cutting ; this excavation being mud with boulder stones interspersed, I have computed the cost per yard at Is 8d., and which would therefore require a further expenditure of £1,250. All of which is respectfully submitted. (Signed,) F. P. EUBIDGE, Engineer, Public Works. The Honorable Commissioners of Public Works, &c., &c., &c. If it: 188 No. 1. Statement of the whole operations performed in the new channel of Lake St. Peter, of IbOfeet in width, to obtain 14 feet depth at low water ; also showing the cost of excavation per cubic yard, and the present value of the Dredging Establishment to the Province. The dredging and excavation for the years 1844 * and 1845 (as per statement No. 2) amounted in cubic yards to 406,111 The dredging and excavation for about three weeks of 1846 114,852 Total lifted in cubic yards, 520,963 The cost of outfit and purchase of steamboats, dredging vessels, scows, barges, chains, anchors, buoys, machinery, tools, implements, and materials, as pei- return £39,508 1 6 Depreciation for three years service, say 20 per cent 7,90112 3 £31,606 9 3 520,963 cubic yards of excavation at Is 5§d, nearly, or say 38,267 7 Being "the whole amount of expenditure up to the 15th May, 1847 £69,873 16 3 (Signed,) F. P. EUBID&E, Engineer, Public Works. 189 No. 2. Tabular Statement of the amount of Dredging performed in Lake St. Peter,, up to the dose of tlie Navigation of the year 1845, with the quantities yet to be removed to give a Channel of 150 feet ivide ; also of 300 feet in vidth, with 14 feet depth at low tvater, rerified from soundings taken through the ice in 1846, and from the Log Book of the SuperinUnident up to that period.. Locality. B B (5 Quantity removed. Yet to remove for 150 ft. width. 1 Yet to remove for nn additional 150 feet. Total to remove for 300 ft. . channel. Ml8. Cubic yds. Cubic yds. Cubic yds. Cubic yds. Betw'n l8t& 2ndb 'oys. a 158,023 17,119 50,014 67,133- " 2nd" 3rd « i 141,173 19,090 47,273 66,363. 3rd " 4th (( J 72,478 18,256 63,522 81,778 4th " 5th (( h 22,553 14,780 28,514 43,294 5th" 6th « 11,884 48,446 58,185 106,631 " 6th" 7th a * 67,576 1 67,576 135,152 7th" 8th It 67,576 67,576 135,152 8th" 9th i( 67,576 67,576 135,152 9th " 10th K ■ 67,576 67,576 135,152: " 10th " 11th i( 67,576 67,576 135,152 Half-way betwoen nth h - 33,788 33,788 67,576 8J 406,111 489,359 619,176 1,108,535 HflTnovftd in 1846 . . 114,852 114,852 114,852 .yds • Total up to 1847, cub 520,963 374,507 619,176 993,68» * The average depth of these distances, assumed at 12 feet, giving two feet excavation to obtain 14 feet at low water. t NoTB.— 150 feet x 2 feet excavation = 300 feet, x 6,082 feet or nautical mile = 1,824,600= 67,577 cubic yards. Signed, F. P. RUBIDGK ! ;% 190 No. 3. Statement of quantities and cost of excavation, yet to be removed, to complete a Channel of 150 feet, and also of 300 feet in breadth, with 14 feet depth at low water. To remove, as per statement No. 2, 374,507 cubic of excavation for the Channel of 150 feet wide, at, say Is. 5d., per yard £2fi,52Y 11 7 To remove, as per statement No. 2, 619,176 cubic yards of excavation for the additional width of 150 feet (allowing the work to pi'oceed to better advantage) at the reduced rate of Is. 3d. per yard £38,698 10 £65,226 1 7 To remove the united quantity of 993,683 cubic yards for a Channel 300 feet wide with 14 depth at low ^ater, would require the gross sum of £65,226 Is. 7d. To meet which there remains a balance available from former ap- propriations unexpended up to the 15th May, 1847, of £4,619 8 2 Balance requisite for a 300 feet Channel £60,606 13 5 (Signed,) F. P. EUBIDGE. 191 Extract from (Apphndix Q.Q.; Report ok tub Commissionbu of Pudmc Works, laid nBFORB toe Lboislativh Ashembly, 12tu July, 1847. general Statement of Expenditure on Lake St, Peter, from December, 1841, to December, 1846. Surveys Plans Establishment €ontractors,(cost of Steamboats, Scows, &c.) Postage Freight and Towage Materials Advertising Professional Services. Firewood Travelling Expenses Accounts (Iron, Chains, Paints, &c.) .... Examining Accounts, &c. (Clerks' salaries) Insurance Labor in Ship-yard, &c Coal Steamer "Vulcan" Ship-yard Investigation Deduct amount received for materials sold . £ s. d. G50 2 7 76 9 15,274 10 11 16,224 18 4 86 14 5 1,483 10 20,783 3 2 16 6 3 21 5 2,195 14 8 239 11 11 2,029 18 6 102 6 8 161 2 2,246 13 2 3,862 14 9 2,500 281 5 11 10 8. d. 32,312 7 24,499 9 11 4,779 12 3 6,655 9 9 £68,246 18 II 113 1 3 £68,133 17 8 192 The following extracts from the papers of the day bear on the closing operations in the straight channel. The extract from the Quebec Mercury of 12th August, 184*7, contains an official letter from Mr. Begley, showing the nature and object of the work done in the fall of 1847, just before the final suspension of the work : — , (Extract from the Quebec Mercury, July li, 1847.) It has been determined that no additional grant shall be made for the Lake St, Peter infatuation ; we believe that an effort will be attempted to save the Province the remaining £4,000 out of the £74,000 destined to be sunk in the mud of the lake. 1! f" I I l| ^ ^1 (Extract from the Quebec Gazette, July 23, 1847.) It is to be hoped that the following Report* of a Select Com- mittee of the Legislative Assembly will put an end to the outrageously scandalous job of the Lake St. Peter straight chan- nel. For the loss of the £70,000 already sunk in that channel by the late Board of AVorks, in violation of positive law and in O})po8ition to the dictates of common sense, the people, out of whose pockets the money came, must console themselves with the reflection that they are in the full enjoyment of " responsible government ;' it would be madness on their part to attempt to I'ecovor the £70,000 by throwing in after them £400,000 more, which the Committee declare would be inadequate for that pur- pose. (Extract from the Quebec Mercury, Aug. 12, 1847.) The following is a communication from the Department of Public Works to the Board of Trade on the subject of the * See page 179. 193 day bear el. The St, 184*7, ling the of 1847, I be made jffort will 00 out of ect Com- to the ht chan- channel and in e, out of 08 with Donsible tempt to )0 more, lat pur- ment of of the improvement of Lake St. Peter, and we understand the Board are strongly urging the Department not to delay the re-opening of the Lachine Canal longer than the 15th proximo: — [Copy.] Public Works, Montreal, 10th August, 1847. Sir, In reference to my letter of the 4th inst., respecting the work on Lake St. Peter, I am directed to state, for the informa- tion of the Board of Trade, that from an examination and report made last week by order of the Commissionere, by Mr. Ruhidge, one of the engineers to this Department, it is deemed advisable to excavate a channel through the Flats to deep water this season, of such width as time and the amount remaining of the appropriation will enable the Depai'tment to accomplish. This will test the effect of the current passing through the straight channel in preventing deposit taking place. I have the honor to be, Sir, Your obedient servant, F. (Signed,) A. Wilson, PIsq., Secretary Board of Trade. THOMAS A. BEGLEy, Secretary. The work of cutting he straight channel was f nally suspended on the 16th of September, 1847. (See Mr. Page's report in the report of the Minister 'f Public "Works for 1868.) The following report of the Commis- sioners of Public "Works gives the state of this channel on the 2tth September, 1848, about one year after dredg- ing operations had been stopped : — 18 p li I Is f it' 194 APPENDIX J. Public Works, Montreal, 18th October, 1848. The Commissioners of Public "Works have the honor to report, for the information of His Excellency the Govfcrnor General in Council, that being strongly impressed with the necessity of sub- mitting to the Legislature, at the opening of the next session, a correct report of the present state of the New Channel through lake St. Peter, about which so many contrary statements are in circulation, they have thought it their duty, not to omit taking the advantage of the present low water season to make a per- sonal visit to the works which have been carried on for several years past at the puulic cost. Accordingly, on Wednesday, the 2'7th ultimo, the Coinmis- sioners embarked on board the steamer " Vulcan," aceomj)anied by D. M. Armstrong, Esq., M.P.P., Capt. C. Armstrong, Mi-. Rubidgc, Draftsman, and Mr. Wright, (the two latter having been previously employed on the works), also accompanied by Capt. Dubord, and other assistants, with a view to make a com- plete inspection of the New Channel, and to ascertain with the greatest lidelity and exactness, not only its depth and width throughout, but also whether sand is being accumulated therein, which public rumor has so often stated to be the fact, and in con- sequence of which it will be progressively and quickly tilled up. The weather was most favorable ; with a calm wind and clear sky, the operation of sounding was continued without interrup- tion for several hours, in every part of the New Channel with great ease and precision. The result has proved that there is but little ditterence between the depth of water now and that of last year. As to the sand bank which is said to be forming and in- creasing at the upper entrance of this New Channel, the Com- missioners were unable to discover it ; but on t' o contrary, from the current being very rapid, it would lead to the belief that no obstruction is in existence there, and from the soundings, an average depth of fifteen feet is given. The excavation at this entrance to the Channel has, indeed, been made through a bank 195 rrup- 3l with 1 is but >f last md in- Com- k from Ihat no \g», an It this bank of sand which is of about a mile and a half in extent, having onlj" four to five feet deep of water thereon ; but the particles of sand are intimately mixed with a soft unctuous clay to which they adhere, and the compound becomes stationary, and does not drift with the current. The Commissioners assured themselve-* of these facts, as to the nature of the bottom, by plunging a pole therein smeared with tallow. Upon this subject the Commis- sioners refer to the report of Mr. Eubidge. The width of the Channel varies in some places from 100 to 150 feet. The total length where the dredges have been in operation, is seven miles, and there yet remains from one and a half to two miles to be excavated in order to complete the straight cut. To pronounce an opinion upon the intrinsic merits thereof, or of its relative merits when compared with the old and crooked Channel, for public opinion is nearly tranquil upon this part of the sub- ject, and few persons now refuse to admit that if the money which has been employed in excavating the new Channel (still incomplete) had been expended in improving the old crooked and natui-al Channel, the commerce of the country would have been in possession of a navigation through lake St. Peter, equal at all seasons of the year to the depth which can be obtained at other parts of the St. Lawrence between Montreal and Quebec. A8 before related, the only aim of the Commissioners is to give a plain statement of facts relative to the present state of this new cut, leaving the Government and the public to draw such deductions therefrom as they may seem to warrant. E. P. TACH^. M. CAMERON. mm : m ■] i 'M i i 1 ' 196 Comparison of Soundings in the New Channel of Lake St. Peter, taken on the 27th September, 1848, and tfie previous years of 1846 and 1847, all reduced to lowest water, or 11 feet on the flats. Old Ship Channel: — TJie results given being the mean depth taken in a cross section of 150 feet in width at the places mentioned. Position op Soundinos. Entrance at 1st buoy Midway between 2nd and 3rd buoys. Do. do. do. do. At 3rd buoy Near do At 4th buoy Midway between 4th and 5th buoys. At 5th buoy AtOthbuoy Mr. Keefer 1 and Capt. McKim Mr. Rubidge Capt Vaughan 1847. 1848. 1846. Feet. in. ! Feet. in. Feet. in. 15 14 7J 15 11 9\ 13 8i 15 OJ 12 2 13 lOJ 13 7 12 5f 11 3 11 11 12 5t 11 m 12 lOi 12 51 12 8\ 13 6§ 12 9^ • • • f 12 9A " 13 3 13 H 12 3n ] 12 llf 12 6| 13 2 - l 12 5f • • « • • • • • 11 10 12 90 12 10+^ (Signed,) F. P. EUBIDGE. V . . lot in. 7 11 lOi 6f 9A 10+^ Nothing more was done in Lake St. Peter by the Com- missioners of Public Works, and in virtue of an Act passed in August, 1850, the work of improving the Ship Channel was transferred from the Commissioners of Pub- lic Works to the Harbour Commissioners of Montreal. In October, 1850, the Harbour Commissioners instructed Messrs. Wm. Gribbs Macneil, John Child and S. Gzowski as a Board of Engineers, with the assistance of the Pro- vincial Geologist, Sir "W". E. Logan, to report on Lake St. Peter, with the view of adopting the best means for obtaining a 16-foot channel at the lowest stage of water. Their investigations resulted in their recommending the old or natural channel to be improved, and the straight channel to be abandoned, as seen in the following report : — Letter of Instructions from the 3Iontreal Harbour Commissioners to the Board of Engineers appointed to survey Lake St. Peter. [copy.] Montreal, 22nd October, 1850. XjENTLEMEN, Some five yeat's ago, it was determined by the Provincial Government of Canada to improve the navigation of the St. Lawrence between Queoec and Montreal, so that a vessel draw- ing 16 feet water should be able to sail up or down in any stage of the water. Mr. Atherton, in 1844, then in the employ of the Provincial Board of Works, surveyed Lake 8t. Peter, and reported in favor of deepening the present natural channel. This was opposed by the President of the Board, Mr. Killaly, who advised the cutting of a new and straight channel. This plan being adopted, the work was placed under the superintendence of Mr. David Vaughan. While this work was going on, a strong party sprung up who opposed the construction of this straight channel, which, they stated, would bo unsuccessful, and that at least 600 feet of a breadth, at its upper end, woultl be required — that for the purposes of the trade its very straightne^s was an objection, &c. An outlay of some 6320,000 had been made in 198 1, 1 i ; this new channel, when the Government, on the report of a committee from the House of Assembly, stopped the work in 1846. We would refer you to the reports of Mi*. Atherton, Mr. Young, the Committee of the House of Assembly, Captain Bay- field, and Captain Boxer, E.N. The d'^epening of Lake St. Peter, and the improvement of the navigation, between this city and Quebec, is now placed under our control, and we have called on you, as gentlemen of experi- ence in your profession, to examine fully into the whole matter, and report to us the best means of effectually opening a channel of 16 feet in low water between this place and Quebec, as well as the cost of opening a channel of 13 feet, 14 feet, and 15 feet. We have placed at your disposal two branch pilots, Messrs. David Bouillie, Branch Pilot No. 2, Zephirin Mayrand, do., do., on whose statements you can rely, and who are practically acquainted with the towing of vessels, and the various channeli* and places which require dredging. A steamer is placed at your disposal, and you will be supplied with boats or whatever else you may require in the survey*. The foregoing remarks, we believe, embrace tlie plain facts,, and as you are now acting as our Board of Engineers, without and entirely unconnected with local interests or prejudices, we believe you will be enabled to arrive at a comprehensive result, and give us such a report, with your reasons for youi* opinions, as shall have weight with those who may desire to be convinced of their correctness, before advancing the necessary funds to complete the work ; this latter i-emark is the more necessary from the conflicting views which exist on the subject. We are happy to say that W. E. Logan, Esq., Provincial Geo- logist, a gentleman of great eminence in his profession, will accompany jou in the hope that he may be of service in deter- mining the character and age of the deposits in Lake St. Peter. We are. Gentlemen, Yours very respectfully, (Signed,) JOHN TEY, Chairman. JOHN YOUNG. LOUIS MARCHAND. •T < ' r.')iiil McNeil, Captain Child, and S. Gzowski, Board of Engineers to examine and survey Lake St Peter. 199 Montreal, 31st October, 1850. To the Hon. the Board of Harbor Commissioners of Montreal. Gentlemen, — Having accepted the responsible trust confided to us as your Board of Engineers, we, on the receipt of your instructions of the 22nd instant, proceeded to the discharge of the duties devolved on us, as specified in tliose instructions. Accompanied by your President and Secretary, experienced pilots provided, in fact, with every facility essential to the speedy and accurate attainment of our object, we embui-ked in the steamer " Eichelieu" that afternoon for Sorel — where we had the pleasure to be joined by Mr. Logan and Captain Armstrong, and early the next day (Wednesday, 23rd) reached our main field of opei-ations. Lake St. Peter. Under favorable auspices, the calmness and clearness of the weather, and, consequently, smoothness of the lake, we com- menced soundings with a polo graduated to feet and inches, and making such other surveys, examinations, and observations as, in our judgment, Avould suffice to disclose with sufficient minute- ness all the facts to enable us, as you desire, " to arrive at ti com- prehensive result, and to give you such a report, with reasons for our opinions, as shall have weight with those who may desire to be convinced of their correctness before advancing the necessary funds to complete the work." 1st. — To ascertain the nature and character of the materials forming the bars and flats which obstruct the navigation of the river and lake, frequent borings were made, and specimens pre- sei'ved for analysis by Mr. Logan, to whose communication on the subject, (hereto appended), we would respectfully refer you; and from the tenor of which it may be confidently assumed that the flats of the lake are an alluvial deposit of a very fine clay, slightly intermixed with sand, formed by the river drifts of the St. Lawrence, and its subsidiary arms, which meander through the islands and debouche at the head of the lake, together with the lateral tributaries, the rivers Yamaska, St. Francis, and others of less capacity. 200 It may be inf'oried, as experience has proven, that material of such description is easily excavated by dredging and the use of the harrow ; and yet its consistency is such that it does not seem from previous excavations to have silted up ; obvious, however, would be the necessity of concentrating the several cm-rents, as fiar as practicable, into one channel, thereby materially aiding further excavations, and as a permanent security against a re- deposit of obstructions once removed. 2nd. — We proceed to state the direction and character of exist- ing channels, comparing the soundings and the velocities of cur- rents of the old and new channels with each other as determined by oui'selves, and also by Captain Bayfield, E.N., and others. The facts under this head are summarily exhibited in the fol- lowing table : — I: 5 li 201 TABLE 1. Slieidng tlie Soundings taken in the Straight Cliannel, in the years 1846, 1847, 1848 and 1850 ; also those in tJie Old Ship Channel, all reduced to loio tmter of 11 feet on the Hats, the results being tlie tnean depth in cross sec- tions of 150 feet in vndth, commencing at the head of the cut for the Netv Channel, and at the Upper Bar for the Old. 1846. 1846. 1847. 1848. 1630. Soundings . 3 a .a of k) S3 'S 1 -M ■3 s .a u 3 > g ' . 1 ■1 • ^1 w 12 -2 •sal "2 e2 Old Ship Channel by Board of Engineers. >> 1 1 1 : i III 1 15 1 14 7J 15 14 2 On the Upper Bar, Ist mile, average 15 2 11 9} 13 8J ;i5 OJ 1 13 10 feet, 12i feet mini- muin. Thence a deep Channel for 3 miles. 3 12 2 13 10} 13 7 1 13 2 4 12 5f 11 3 11 11 13 3 Thence ftr 2 miles on the 5th and 6th 5 12 5f C odJS^ O ^ u H 11 6§ 12 lOi •••••• • miles, 11 feet 8i in. 6 12 91 ■C 3'i » " »> S^ S £- ^st's5oS 12 8J 13 6^' 13 10 Thence for 1-2 or to the 8th mile, 11 feet 9^ inches. 7 13 3 W2 » - !!-°--.a e 12 9,*, 13 9 8 12 11? .si-Ellin's 13 5f 12 3^ 13 2 Thence for 1-2 mis., or to the 10th mile. 12 feet 8^ inches, on 9 12 5^ 12 n 13 2 13 9 10th mile, 13 feet 9; inches, 10^ miles, K feet 3 inches. 10 11 10 12 9ii 12 lOH 13 7 The average depth of water in the straight channel, for a dis- tance of 2^ miles from the jjoint to which dredging operations were earned, is 12 feet 9 inches. The "position of soundings" by Messrs. Keefer, Vaughan, McKim, and Rubidge, is more particular!}^ stated by localities named by them, answering however very approximately to the distances assumed above by us. m ri ■ ' ; J i ;? ^ * ■■ I , 202 From the foregoing it appears that for a period of five years, from 1846 to 1850, inclusive, the new channel has, to say the least, generally maintained the depth to which it had been dredged. In fact it has increased in depth even beyond that represented by the soundings of Mr. Eubidge in 1848, excepting for a short distance at the head of the channel, where he reports 10 inches to 1 foot more water than we do. This, however, we do not deem material, as we think it easily accounted for from the fact that the excavated sand of which that portion of the cut is formed, although displaced in tempestuous weather and by the currents, was yet too heavy to be far removed, and by its gravity •was soon deposited where it now is. This seems the more pro- bable, because of the generally increased depth of the channel below, whore the bottom consists, as hereinbefore stated, of a very fine clay, which, when disturbed, does not readily subside, but mingles with the waters, and is carried off by the current; in ■which supposition we are fully supported by the report of Mr. Logan, which determined the light and flocculent charactc!> of this clay, and Avhich, in our opinion, fully proves that with pro- per concentration of currents and the application of mechanical means, in the first instance, to disturb and remove the material, permanency in the depth of any adopted channel will be secured. TABLE No. 2. Exhilnts the comparative velocities of the currents in the old and new chan- nels per mile, per hour: — OLD CHANNEL. Below the Upper Buoy 1"58 per mile, per hour. Half way between the Lower LightandBuoy 0-67 At Lower Buoy 0'81 NEW CHANNEL. At the head of new cut 1 • 45 Lower end 0-59 One mile above lower end of cut 0-54 The velocity of the current at end of Stone Island in the main channel, 1*58 per mile, per hour. 203 It may bo satisfactory to append, in connection with the foio- going, the following extract from the report of Captain Btiy- tield :— "Although the first cut is incomplete, and has not been carried " much below the 6th buoy, a current of considerable strength " has already been established, fully equalling, if not exceeding " in rate, that which obtains in corresponding points of the old " channel, — for instance, at the 2nd buoy of the new channel, the " rate was IJ knots, while at the upper light it Avas 1 J knots ; at " the 7th buoy, f knots, and at the lower light vessel ^ a knot. " These facts show that there is no tendency in the new channel " to fill up, which is ascribed to the direction of the resultant of " the currents of the main streams which unite a short distance " below Stone Island, and u\^o to the strong current setting to " the southward past the point of the marshes that extend from " Monk Island, and lastly, by the action of the current, in cutting " away the banks between the red dotted line and the first buoy, " which southerly direction is deemed very important. " But with reference to the improvement of the old channel, it *' would be unsafe to leave the new channel open, because the " very considei"able Avater noAv jiassing through it Avould lessen " the chance of any cut that might be made through it remain- " ing open." We concur with the above-named justly distinguished authority as to the existence of a current of considerable strength through the straight channel and its probable increase, and that there is no tendency to fill up ; but we ditt'ev with Captain Bayfield in the fact as stated by him, that a greater velocity of current exists in the new than in the old channel. We find it otherwise, as stated in the foi-egoing table, from the obvious fact that from the direction of the waters of the St. Lawrence, Avhether by the main stream, or through subsidiary channels among the islands, and the inclination not southward but northward at the head of the lake, and after it has passed the mfa'shes extending below Flat Island, that the greater volume of water would seek an out- let by the old channel, and the same cause does operate in favor of the velocity of current in the old channel throughout, until when, from the influence of currents from the subsidiarj^ chan- if. III!' .1 11 >lt I > I 204 nols entering the lake north of the main channel a southern inclination from the lower light obtains to the junction of the two channels opposite the river Macliiche. We also agree with Captain Bayfield that it would be unsafe to leave the new channel open in the event of improving the old one, while the same course of reasoning, will, in our opinion, justly apply to prove tiie necessity of stopping the old channel should the improvement of the new channel be decided upon. In Jiddition to the foregoing considerations, it is proper, before entering upon the estimates of the costs, to announce this prin- ciple of concentration of water into our channel as the indispens- able guide to a conclusion, upon which wo can ourselves rely, and by which the objects as stated in our instructions, viz. : ** The best means of effectually opening a channel of 16 feet " depth in low water through Lake St. Peter, as well as the cost *' of same, and also the cost of opening a channel of 13, 14, or 15 '* feet," can be effectually and satisfactorily secured. In fact, no one can doubt that much water now flows through both channels, diminishing the supply in each separately, and, as a consequence, if either were closed, the current through, and depth of the other, would be proportionably inci-eased. In connection then with cost of excavations to deepen either channel within prescribed limits, wo must look to the practicar bility and cost of effecting such a concentration. For instance, if we would effectually improve the new channel we must direct the watei-s flowing through the subsidiary chan- nels into the main channel of the St. Lawrence, and by the con- struction of dams and jetties direct the accumulated body of water fairly into it, and also close the old channel. If, on the other hand, the improvement of the old channel is to be effected, the same principle of concentration applies ; we have but to allow the waters of subsidiary channels to flow on natu- rally, for they chiefly come down in the desired oUrcetion, and to complete the work of diverting the whole of the msiin current of the St. Lawrence to throw a groin in a north- easterly direction from the flats of Monk Island, and thence by u dam across the new channel to the bar north of it. "With these considerations we have the means of instituting a comparison of the two channels — or, rather to determine in what 205 direction it may bo adviBuMe in our opinion to niako a t'linnnol anHwering the conditions npocified in our instructions; tor, inde- pendent of all prc-conceived opinions and local j)rcjudices, wo regard either channel, or both, as but natural features to bo availetl of, so far only as they may not impair or conflict with the main object — which object is the makimj of the best practicable channel through the Lake St. Peter. Unciuestionably, one or the other, the old or the new chnnnel, indicates where the channel in view should bo, and to determine which slmll be adopted, we proceed to compare them. It will bo shewn that at each and all of the several widths and depths assumed, the old channel has greatly the advantage in point of cost; nor does it appear unfavourably on comparison of the soundings or the velocity of currents. The new channel being straight throughout, is about three quarters of a mile shorter than the old, which is termed crooked by comparison, but which, nevertheless, is not, from all that wo can learn, inconveniently so, as to cause us to attach as much weight to the objection as obtained in the opinion of many others of high authority. In other words, we are satisfied that were it of the desired depth and width for large vessels throughout, the inconvenience alleged would not be experienced. Certainly a new channel would not be sought as a remedy for obstructions caused by river drift, which may be removed as easily from the one as the other. In viewing this case de novo, wo cannot but observe that nature should be aided by artificial means, and not forced fi-om her ordinary course, and with high respect for the opinions of others we must take her suggestions from the present, rather than a very remote past period of time. Although the main channel through the lake may have once been in the direction of the new cut, yet the interposition by nature herself of the extensive St. Francis Bank has for an in- definite period effectually and permanently modified her own work, and produced the present old channel, which we think may now be justly called the natural channel, it being the deepest, most central through the lake, and drawing without ar+ificial assistance vastly the larger portion of all the waters of the 8t. Lawrence Eiver. .¥ S ' 206 Again, the risk of vessels coming into collision at the curves of the old channel, or within the new channel, in consequence of its straightness, seems to us to have heen unreasonably magni- fied. Xo cliannc' can be safely navigated without care, and we know from daily experience that where accidents are most apprehended they least often occur. It is clear also, that great width of chan- nel, with moderate crooks, is better, the depth being the same, than a straight and narrow one, as in the present instance. But any improved channel, however narrow or crooked, (far more so than either of these), may be rendered safe by such regulations as may be established by the constituted authorities — in illustra- tion of which the Eiver Clyde of Scotland furnishes a prominent example. Furthei-more, the adoption and perfection of the new channel involves the stoppage of the old one, and thereby will force the whole trade of the river through the now channel, thus rendering its enlargement at once to a width of 100 fathoms absolutely necessary, while the character of the entire bottom of the old channel, shewn by Mr. Logan to be lime clay, easily removed by harrowing, relieves that channel from the difficulties stated, as apprehended by Mr. Killaly from the entanglement of the passing vessels with the buoys, boats and rigging employed on the work. Nine-tenths, however, of the bottom of the new channel is of the same material as that of the old, and as easily removed by similar means, while the cut through the St. Francis bank is chiefly coarse and fine sand, which must be taken out by dredging. When thus fully excavated throughout to 100 fathoms in width, and the principal part of the St. Lawrence waters turned therein, the new channel would doubtless have a slightly stronger current, and be more acceptable to all concerned than the old one. But the above considerations viewed in connection with the estimates will shew if the advantages of straightness and consequent reduced length v ill compensate for the greatej* cost — for from our premises it follows that this difference of cost may be so great as to more than counterbalance the slight curves of the old channel. The results of these estimates are as follows in tabular statement : — 20t •qiclod I O *> £5 -»■ u-J CO &H <-> '-I r^ ^ i IS M 4> o 5 pg t- i-l Oi f-i 1^ M O 00 1-. ^ ffi ^ S SJ ^ i S; i r-l M >j" 25 S B o ■W S¥ 3 00 t^ So S 5 o c o O s j: o u s Si 5 s c 2 *' - a I I ft in 0> 00 ti &1 o 5© l-H M ^ S CO CO i I 0> !M 00 fl 00 «f{ '♦^ i M 50 50 S * " fc: =* t- W "* o o •* C-5 OO -^ 00 l-< l-l i § I I ri 55 « & » S S "^ " <♦< i a C3 a S CS r vicuj instance. The auger was without exertion pressed through 1-1 feet, and the material is a nearly pure clay. The depth of Avater was 13 feet 2 inches, the rate of current 0*91. 4. From the lower buoy. The bottom here much resembles that in the last two instances. The weight of one man was suffi- cient to press the auger through 13J feet of the deposit, of which the first six inches appeared to be rather tougher than the remainder. The material in the lower part is a nearly pure clay. A specimen taken midway between the lower light ship and the buoy, another two miles below the buoy, and a third four miles further down give nearly the same results. In the three cases the auger with little pressure sank over 13 feet in the mud. The depth of the water at the lower buoy was 14 feet, the rate of current 0-81. 5. From the head of the new channel. In this place the bot- tom consists of sand ; the auger was with difficulty worked through 5f feet, the top of which holds 48 per cent, of clay, the bottom 17 per ce*^^ of the same, the remainder in each case being 213 ^m 30t- ked Ithe •coarse sand. The larger quantity of argillaceous material at the top appears to arise from the presence of a thin sti-atum of clay overlaying the sand. The depth of water was 15 ft. 3 in., the rate of current l-45m. 6. From a point about a mile and a half above the lo'^ver end of the new channel. The bottom here is nearly the same as in the instance of l^o. 4. The borer sank with little pressure ' hrough 11 feet. The first six inches were rather tougher than the remainder ; they gave a clay with 8 per cent, of sand ; the remainder is a nearly pure clay. A specimen taken a little higher ujd in the new channel, and another from the lower end, give nearly the same results. At the lower end of the new chan- nel the depth of water was 14 ft. 4 in., the current 0*59 m. per hour. 7. From the Upper or Poulier Bar, near Pointe du Lac. The bottom here consists of tough clay, through which the borer was •with difficulty worked 2^ feet. The Lower or English Bar, near Pointe du Lac, has a covering of gravel on which the borer had no effect ; but from its proximity to the upper bar it seems pro- pable that this gravel is underlaid by a similar clay, and that a pai'tial coating of gravel will be found to invest tie upper bar. On the Poulier Bar the depth of water was 18 feet, the rate of -current 1 • 17 m. On the English bar the water was 15^ feet, the rate of current • 99 m. On desiccation, the nearly pure clays, (which still hold a minute portion of fine sand not separable by any ordinary process of washing,) have the aspect of pottery clay, or fuUer's-earth, and when rubbed with the nail or cut with a knife show a glossy sm*- face, unctuous to the ^ouch. In the deposits they are in a condi- tion of very minute division ; in those instances in which the auger sank with facility to the various depths mentioned, there is, of course, a large portion of water associated with the clays. In this state they are, by agitation, readily mingled with an in- creased amount of the liquid; and, on experiment, an ounce of the clay thus mixed with about thirty times its bulk of water, and left to subside in a vessel in which the mixture occupied a height of eight inches, (and in which the clay, if pressed into a solid mass, would not present a thickness of more than a quarter of an inch), after resting twenty-four hours, still remains suspended to m . 214 the height of three inches in so vei-y light and flocculent a condi- tion, with two and a half inches of opaque, turbid water over it, and half an inch of clearer liquid above, that the mos>t gentle current would be sufficient to float it away. The argillaceous deposits of the lake, notwithstanding their softness, are in mo^t places, and in the new channel more than in the old, covered with a skin holding a small and .varying amount of sand, which gives it a sufficient degree of tenacity to resist the- wear of the present currents, an.t. m (Eei'Orts Eeperred to in Mb,. Glass's Letter.) for Report of C. S Gzowski, Esquire, respectmg works carried on in Lake St. Peter, the Channel of the River St. Laiorence, and the Har- bour of Montreal, for the season 1852. Montreal, 18th December, 1852. Sir,— On the withdrawal of the vessels engaged in the work of improving the channel through Lake St. Peter and their removal to winter quarters, I have the pleasure of submitting, for the information of the Harbour Commissioners, a brief report of the operat.jns during the last season, and of the results attained. The operations on the lake were commenced in the latter part of May, and prosecuted with the utmost energy during the entire season, until the 18th day of November last. In addition to improving the channel in the lake, several other obstructions existing in the navigable channel between the lake and Montreal have been removed, and a great improvement eflfocted within the limits of the harbour. For the detailed data as to the exact period at which the works were commenced and suspended, as well as to the kind of vessels employed at the different localities, I resi>ectfully refer to a very satisfactory report of Capt. Bell, the Superintendent, which is hereto appended. The result of the operations up to the close of the season shows that a channel of 4 feet in depth and 150 feet in width has been made through the flats of Lake St. Peter, which extends fi-ora the 224 lower floating light to the lower buoy, and of 130 feet in width from the buoy to a point about two miles below it, embracing in all a distance of about six miles, and admitting now of a passage through the lake for a vessel drawing four feet more water than tlie depth of water on the flats. In addition to this, the bar which existed above the upper light, and which formed a barrier at the entrance of the channel, has been removed, and a passage made through it 200 feet wide, and corresponding in depth with that in the channel through the lake. The shoals at " He Platte " have also been removed to an extent aftbrding now a channel through both the upper and lower bars, of the same depth with that in the lake, and of not less width than 250 feet on the lower and 150 feet on the upper bar. A shoal, found to exist at "He DeLorier." has also been removed, and a channel made through it 250 feet wide, and 16 feet deep at low water. In addition to this, much serviceable dredging has been done in the Montreal Harbour, and the entrance to it so far improved that, with but little more work, next season an uninterrupted channel will be secured through the harbour, admitting of vessel drawing 16 feet at low water. The aggregate quantity of material removed at the difterent point8, exclusive of that in the Montreal harbour, is equal to- 740,892 cubic yards. The total amount expended since the commencement of the works, including preliminary survey and all the outfit, is £42,110 19s 3d. The amount expended in actual operations, exclusive of the outfit, is £20,077 4s Id. By a reference to the report made to the Harbour Commis- sioners by engineers appointed by them to examine and report on the improvements to the navigation through Lake St. Peter, and the selection of a proper channel, it will be found that the cost of making a channel through the lake, betweei* the lower light and below the lower buoy, 150 feet wide and 15 feet deep at low water, that is 4 feet deeper than the depth of water on the flats, was estimated at £22,313 58 6d. The actual cost of operations being £20,077 4s Id shows the work to have been done within the estimates, and to a much greater extent than is even apparent in the mere difference 225 I is- n't le between the amount estimated and expended, as the sum paid for operations covers the expenditures at " He Platte," " He DeLorier," and in the harbour of Montreal, while the estimate was made for the work in the channel through the lake exclu- sively. I attribute the result of having done the work so much within the estimated cost to a due regard to economy in all ari*ange- ments, and to the active and vigilant supervision of the daily operations of vessels and machinery. To show how the present exjjenditure and amount of work done compare with that made in the straight channel, under the Department of Public Works, I will draw your attention to the following extract from the report of Mr. Eubidge, engineer in the serviceof the department, dated the 31st May, 1847, addressed to the Commissioners of Public Works, showing the result of the operations in the straight channel during the seasons of 1844, 1845 and 1846. The report shows that the quantity of work done in the sti*aight channel during those three season is 520,963 cubic yai-ds, that the amount expended for outfit, adding depreciation for three years' service, is £31,606 9 3 And the actual cost of dredging 20,963 cub. yai-dsi... 38,267 7 Making the total expenditure ujj to that period.... 69,877 16 3 Or at a cost per each ytxrd of earth dredged equal to Is 5fd, nearly. The operations up to the close of the present (second)* season, under the Harbour Commissioners, show the quantity removed by dredging and rake to be 746,892 cubic yai-ds, and the actual cost of doing thcat work to be £20,077 4s Id, making the cost per yai'd 6^, currency, or a fraction over one-third what it cost to do the work in the straight channel under the supervision of the Boai-d of Works. It is but right to obsei-ve also, that the futui*e entire cost of the work will be proportionately less per yard, the outfit being now, I may say, almost complete, and all in good working oixier; its cost will bear a less proportion to the actual quantity of material moved, when the channel is made to its full width and depth, than when it is, as now, only one-thii-d done. *The operations of the first season were not oommenoed until the month of July» 15 226 '■A ' .; i i 'I'll II Another point, which, without assuming more thun tho result of the season's work entitles us to, is, that the work has been tested and made use of, and that it has been most clearly and undeniably shown that vessels have passed through the new channel ii. the lake tljis season, drawing more water than what they have ever been known before to do. The width of the channel being only 150 feet, is not yet quite sufficient to allow vessels much lee-way while passing through it, but as long as vessels kept within its bounds, they could pass through it draw- ing two feet more water up to the 17th November, and four feet more of water since that date. The result of the operations of the two past seasons, as to quan- tity of work done, and the expense incurred, with the certainty that now exists that a channel of 300 feet in width and 16 feet in depth, at low water, will be secured at the end of two seasons more, are, in my opinion, additional evidences that the channel selected is the propei-one, and that the final results will be fraught with very great advantages to the trade. I have the honoi- to be, Sir, Your obedient servant. i«« (Signed), John Glass, Esq., Secretary Harbour Commissioners. C. S, GZOWSKI, Engineer. [copy.] Report of Capt. John Bell, Superintendent of Works in Lake St. Peter, &c., &c.,for the season 1852. To tfie Montreal Harbour Commissioners : Gentlemen, — As our operations for the season of 1852 are now closed, it becomes my duty to lay before you a statement of tho amount of work- done and the good effected. , . • 221 it of In the fii'st place the dredges were taken into the hike on the 19th May, but, owing to the new boat not being ready, one of them only was kept at work until the 12th June, when the new boat startetl. From this until the 19th of the same month, they were both wrought without intermission. On this day the main shaft of the new boat broke, which we could not get effectually repaired till the 30th July. The Albion was chartered in hei- place, but owing to her want of power and the time she was absent with a bi'oken bridge-tree she did not work more than half the time we had her. I mention these things to point out to you the great detention and delay from unforeseen accidents, Avhich we had to contend with in the commencement of our operations this season ; but, notwithstanding ther'o delays, the two dredges have, up to the 18th November, or in 120 working days, ]-emoved 498.720 cubic yards, thereby forming a channel, about four miles long, from a little above the lower light vessel to the iron buoy, of 150 feet in width, and thence to deep water, about two miles long, of 130 feet in width, with four feet more water in it throughout, than the water on the flats. The bar above the upper light vessel has also this summer been sufficiently removed to allow vessels to pass drawing 15 feet at low water. This improvement was effected by means of the i^orth America and Harrow. This vessel commenced on the 4th May, and finished on the 18th June, making the channel about 200 feet wide, and removing in that time about 44,000 cubic 3'ai*d8. When finished here, her crew was for some time employed in laying down the buoys on the side of the channel, placing 27 on the south side of the channel through the fiats, and three on the south side of the channel through the upper bar. Dredge No. 1 was also very much detained by the breaking of some parts of her machinery ; but, notwithstanding this, I com- menced operations with her at He Platte on the 14th June, improving the channel which she made there last year by deep- ening it two feet, and increasing its width to 250 feet through the lower bai", and 150 feet through the upper bar. To effect this, bhe had to remove 15,000 cubic yards, and it was finished on the 28th August. From this place I sent the vessel to He DeLorier, where she cut a channel through the bar there of 250 feet wide and 16 feet deep at low water, removing in that operation 1,400 pi f 'S l! ;l'^ a ;■ 5 \U 228 cubic yards and finishing on the 8th September, She was then removed up to the harbour of Montreal, where she continued ta work until the close of the navigation, improving the fhannel entering the harbour, which she has not yet finished. I may remark here that the improvements made upon the- machinery and mode of working this di-edge, last spring, have enabled her to do double the amount of work in much less time- than she took last year. I should recommend you to make still further improvements upon this vessel, with the view of adapt- ing her for lifting large boulders, of which there are many yet in the harbour to be removed ; a description of which imjirovements I will lay before you at any time you may require it. The spoon dredge has not done so well as I expected her to do, principally owing to parts of her machinery being too slight for the hard excavation we had to contend with in the harbour. This I propose to remedy with your permission this winter, hy mak- ing certain improvements in her construction. She has, however^ effected some improvements in the harbour, more particularly in the Creek Corner, the King's Basin, the Sydenham Basin, and the- upper side of the Island Wharf, which could not have been effected by any other means. In my letter to you, dated the 11th December, 1851, 1 stated that, by following certain plans, a channel of 15 feet at low water could be had by the end of t]\e season of 1 852 ; I am now happy to be able to state that such a channel actually exists, with the exception of one small bar opposite the Victoria Pier, entering the harbour of Montreal, on which there is about six inches less of water than we now have in the channel through the lake. This can be removed by Dredge "No. 1, when the channel from the harbour to the foot of Lake St. Peter will be complete, and Bafe for vessels to tiavigate drawing four feet more than the water on the flats. But as this fact appears to be by many doubted, I respectfully request that you will appoint some qualified person to sound and examine the channel in Lake St. Peter, and report thereon. This can be done effectively on the ice, as soon as the lake is frozen over, and the length and width of the channel at the same time accurately ascertained. The plan for futui*e operations in Lake St. Peter will greatly depend upon the width you intend to make it. For my part, L 229 should prefer a deep channel 300 feet wide to a wider one con- taining merely sufficient water to float the vessel. A channel of 300 feet wide an*' IC feet deep, at low water, can be effected by our present means in two years. A channel 400 feet wide and 15 feet deep, at low water, can be effected in the same time. To obtain the first mentioned, I should in the spring, when the water is high, commence the widen- ing of the present channel, and as soon as the water fell sufficiently to admit of our working in the present channel I should begin to make it a foot deeper. A great portion of it could be put down to this extra depth before the fall vessels would begin to ai-rive, and they would thereby obtain the advan- tage of it. But if the channel of 400 feet widt v^ere prefen-ed, there would be nothing to do but to commence the widening of the present channel, and continue it till finished. As respects the channel from the lake to Montreal, it will be necessary, some time next summei", again to place Dredge No. 1 at He Platte to widen the channel 100 feet through the upper bar, and deepen the whole of it one foot more. But on the open- ing of the navigationj I would recommend you again to place her in the harbour, as there are many places above the lower wharves where deepening is much required, and where she could work to ■ advantage while the water is high, and as the water falls she could commence and finish the improvement of the channel enter- ing the harbour. I may add, in conclusion, that the amount of material to be lifted by calculation to make the channel what it is now i-epre- sented to be, and the amount lifted by account, agree within a voiy few yai-ds, which proves that our method of working the ■dredges is perfect ; that is to say, that they leave nothing behind them which can cause obstruction. ■\it i I am, gentlemen, Your most obd't. servant, (Signed) JOHN BELL. I ' 230 In August, 1853, a test of the dredged channel wa» made, showing that fully four feet had been gained beyond the natural depth, with a width of 150 feet. The following extract from the Montreal Transcript of the 26th August, 1853, gives an account of the test : — [^From the Montreal Transcript, Aug. 26, 1853.] Perhaps the most important subject connected with the local 8U]ieriority of Montreal is the navigation of Lake St. Peter. Our readers are well aware that this has been the subject of warm controversy for several years. The lake is a great expanse of water, into which rivers flow, principally the St. Francis and Yamaska. at right angles, bringing down a great amount of allu- vial deposits. The bottom of this basin is a blue clay, at a pretty uniform depth of twelve feet, at low water ; but hei-e and there, silted up to a depth of only .i very few feet. The natural channel of the main current of the St. Lawrence is to the northern side, where it makes a great curve, and for the largest portion of its course has abundance of water; but there in an interval of several miles, over which the depth used to be about 11 feet 9 inches, necessitating vessels coming up to Montreal, or loading at it, to employ barges, at great cost and delay, to disembark or to embark a large portion of their cai-go at Quebec. With such a light depth of water no sea-going vessel could pass up to Montreal, or down to Quebec, more than half loaded. To remedy this great and acknowledged inconvenience, this interruption of an othei'wise splendid navigation, the deepening^ that is the dredging, of a channel through Lake St. Peter was commenced some dozen or more years ago. The plan adopted by the engineers of the day was to go right through — that is, to des- cribe, as it weie, a cord of the bow which the natural channel found. We are not going to enter into this controverey sufficiently warmly debated, which is now sot at rest ; the decision having- been come to, and acted on, to abandon the direct channel and improve the circuitous one. This decision has now been acted on for about three years. It is a question of some importance, not merely to the people- of Montreal, but to the whole Province, whether the passing 231 along tho cord or of the bow is the best. But the paramount consideration is that there shall be a practicable channel, with water enough permanently to float vessels such as their wants re- quire. It is well known that of late, and particularly within these last two or three years, the tendency of the mercantile marine has been greatly to increase tonnage. Clipper vessels of 1,500 tons are now^ employed where, within our memory, schooners of 150, or brigs of 250, tons would have been thought sutiicient, and indeed all that would be profitable. But, it is well known, that the larger a ship is the more profitable she is, if she can be loaded; and, from the vast extension of commerce, large vessels can now be loaded with as mu"h expedition as small ones could formerl}'. From this law Montreal was not exempt; indeed, she has become daily more subject to it, from the com])etition of tho noble vessels received by the Atlantic ports. However, to all sensible men, the removal of this obstruction to her receiving vessels of large tonnage has been felt to be of primary iniportance ; thongh it must be admitted that the people of Montreal, in general, have not paid to it the attention which it deserves. There have been various reports recently current of tho pro- gress of this Avork. The representations of the official authorities have been unifoi-mly favorable. Not merely the responsible parties engaged in the work, but these who wereotficially bound to see that it was done, stated that it was advancing most admira- bly — that is, that the channel was deejjening, and four feet water had been gained. Our readers ai-e very well aware that the dift'erence of four feet water makes the difference between a small-sized merchantman lightened and a very large one with full draught. A few days ago came up the California, Capt. Gall, diawing, we believe, somewhere about 15 feet watei-, and she ran aground. It was explained that, from the narrowness of the charmel, or from some difficulty in the jiilotage, the vessel ran aground on the bank ; and we ourselves heard the Captain, who could have no possible bias, and who is now on his way across the Atlantic, declare, that on sounding, there was 17 feet in the channel. Bo that as it may, the vessel was got ott'and brought up to Mont real without damage. The experiment, then, was .fairly tried,-Capt. 282 Gall liimsolt' was ho fully satiHfiod of the cai»atity of tho channel, that he loaded his vessel to her full seu-^oing draught, which ho estimated at 16 feet 2 inches. Tho California started on Wednesday in tow of tho stoam- tu feet 1 inch. Captain Gall, a witness totally disinterested, deserves great credit for the con- fidence, where, after running his vessel aground coming up, on investigation of the channel he decided on bringing hor down loaded still deeper. I ■ S i 238 This event is one of great interest in the history of the Port of Montreal. From 11 feet ineh, wo believe it raises us to 16 feet 1 inch, which actually doubles the tonnage which can tiso our port without the assistance of lighters, the charge and delay of which has laid so heavy on our coniinerco. We hope the ]larbor Oonimissioners will now be encouraged by public approbation to persevere. A very little expenditure and patience will give us, through the short distance to which it is ol)structed, a clear depth of 17 feet through, to below Thi-ee-Rivers. — In a general way, this, with some improvements in the inner harbour, would allow us toi'cceivo ves.sels of one thousand tons burthen, and with these, we might command the whole trade of the west. Without lavishing contpliments on individuals, we should do an act of injustice if we were not to express the sense generally felt of the valuable services rendered by Captain IJell, the superin- tendent of the work. His zeal, industry and vigilance have been beyond all praise. The order in which ho has all his machinery and the precision with which he has completed his work are admirable. It must be most gi-atifying to him to find that statements of his, which were at one time disputed, are now fully confirmed, ?:ll| (Copy.) On Board the Steamer " Alliance," Lake St. Peter, Aug. 24th, 1853. We, the undei-signed, invited by the Montreal Harbour Commis- sioners to witness the experiment of taking a vessel through the improved ship-diannel, from the Harbour of Montreal down to the lowest point in Lake St. Peter to ivhich their operations thus far have required to be extended, hereby certify that the California, Capt, Gall, of 487 tons burden per register, drawing sixteen feet one inch (16 feet 1 inch) of water, was successfully towed this day, under the superintendence of Capt. Bell, through the aforesaid channel by the steamer Alliance — and that on sounding the " flats" in Lake St. Peter, immediately after the experiment was made, we found only twelve feet one inch (12 feet 1 inch) thereon, 234 on the truck formerly used by vessels — thereby proving conclu- sively that the improved channel aforesaid has been deepened to the extent of four feet. [Signed.] ROBERT QAhL, Master of the California. HECTOR HAMLIN, Branch Pilot. CHRISTIAN JIARAUSE, ^ Pilot of the Bteamer Alliance. H. BELMARE, Maf5ter of ihe Barge Harmony. CBARLES JOHNSTON, Master of the steamer Alliance. G. L. ARMSTP.Oiru, Macter cf the steamer John Murin. J. WILSON, Owner of the steamer Alliance^ J. ARMSTRONG, ROBERT ABRAHAM, Editor of Montreal Transcript. GEO. R. ROBERTSON, Advocate. LEON DOUTRE, Deputy Registrar of Montreal. DAVID BELLHOUSE, Agent for the Contractors of the Canadian Ocean Mail Steamers. JOHN LEEMINO, Alderman of the City, and Merchant of Montreal. CHARLES SEYMOUR, Merchant. DAVID KINNEAR, Proprietor of Montreal Herald. At the «:lose of the season of 1854 the (*haniiel was finished, with the exception of about 10 days' work, to a depth of 16^ feet at low water, and of a width of 250 to 300 feet, as stated in the following report of 1855, which contains much information, and brings the account of the Lake St. Peter Ship Channel down to the year 1855 : — 235 ENGINEER'S REPORT. Montreal, 1st March, 1855. To THK Honourable John Young, ClMirman Hcirhour Commissioners, Montreal. Sir, I have the honor to acknowledj^e the receijjt of Mr. Ghiss' letter of (ith January, ti-ansmitting the reports of Captain Bell, Superintendent of the Commission, with a request that I should report upon the same — re new the past progress cf the works — and give my views with reference to future operations. The documents published in February', 1853, give a clear and connected history of the operations of the Harbour Commis- sioners up to that date. Since then, two working seasons have elapsed — the scale of 0]>erations has been m at eri ally enlarged b}- a decision to cany a depth of twenty feet at low Muter thi-ough Lake St. Peter, instead of one of sixteen feet, which was the maximum aimed at in the instructions to the Board of Engineers in October, 1850; and the question of the enlargement of the harbour of Montreal has been presented in a manner which indi- cates that this work cannot be much longer jHjstponed. Moreover a survey of the river has detined the nature and extent and demonstrated the ))racticability of the removal of all tlio obstacles to the attainment of a depth of twenty feet at low water, above and below Lake St. Peter. Under these circumstances the pi-esent api»ears to be a pro)ter occasion for reviewing tiie i)rocoedings of the past, as the best means of explaining, as well as of vindicating the arrangements the future. I will endeavor, (at the risk of repetition,) to present the ques- tion sG that strangers, without the aid of ciiarts, may be able to appreciate the extent and im})ortan('e of the work. The rapids of the River St» Lavvrence terminate at tlie city of Montreal, — from whicii point to the sea the current of the river otters no obstruction to the ascent of ocean cratt. The influence of the tides is felt within tifty miles of M(ml real, but their regular rise and fall is not perceptible until we descentl 236 ii\ about one hundred miles below this city, where the iufluence of the tide has been observed, the river expands into a lake about twenty miles in length by nine in width, called Lake St. Peter. This lake is crossed by three '' banks" or " bars" which enclose between them two "pools" in which the depth exceeds twenty feet; the first of these pools is one and a quarter miles in length, and 800 feet in average width, and the lower one four and a-half miles in length and nearly half a mile in width. The ship chan- nel is in the general direction of these pools, and near the centre of the lake, between it and either shore, there is a broad margin of shoal water, averaging two miles in width on the north and three and three fourth miles on the south of this channel. The main " bank," which divides these two pools, is known as the "flats of Lake St. Peter," and measures, from a depth of twenty feet at low water in one pool to the s.'ime depth in the other, eight and seven-eight miles. The top of this bank is very level, having a uniform depth of eleven feet at low water, for a distance of four and a half miles, measured on the lino of the ship channel. Across the head of the upper and the foot of the lower pools are two bars which separate the main channel, entering and leaving the Lake, from the two pools above described. The least depth on the Upper Bar, (or Batture du Lac,) was twelve feet at low water, and the distance .cross this bar between the depths of twenty feet at low water, is nearly one and a-half miles. The depth on the Lower Bar, (opposite Nicolot River,) is sixteen and u-halffeet, and its extent, between twenty-feet soundings on the line of the channel, is one and a-fourth miles. The aggregate length of dredging at the Upper Bar, the Flats, and the Lower Bar, for a depth of twenty feet at low water, will be about eleven iin>l a half miles, measured on the line of the old ship channel. The average the Board of Works. Thus, within the same period of time, and for the same sum of money as has been expended on an ineffectual attempt to obtain a channel one hundred and fifty feet wide, with fourteen feet water on the straight line, one of tivo hundred and fifty and three hundred feet in width, with sixteen and a-half feet at low water, has been given through the flats, and one of one hundred and fifty feet in width and fifteen feet water through the Upper Bar. OBSTRUCTIONS ABOVE AND BELOW LAKE ST. PETER. No subsequent testing of the channel, to that by the Califor- nia in 1853, has since been made, for the following reasons : — About thirty miles below Montreal, between Lavaltrio Island and He Platte, a broad shoal stretches across the river. consis1>' ing of blue clay coveretl with grr. "il and boulders. The original depth over this shoal, on the line of the channel, wvs the same as on the flats of Lake St. Peter, viz ; eleven feet at lev water. While the dretlges, obtained from the Boaixl of Works, were em- ployed in the lake, the harbour dredge was brought down fi'om Montreal in 1851, and on the 18th August, 1862, she had cut a channel through this shoal two Inmdred and fifty feet wide and four feet deep. This diedge was then removed to a small bar opposite He deLorier, or St. Laurent, (a little below Varennes,) which she reduced to the same depth in that year. When the California was taken down, drawing four feet more water than usual, it was found that she " touched " at Point aux Trembles, He k la Bague, St. Sulpice and Lavaltrie Island, although the pilots maintained that she followed the deepest channel in tha River. Before any additional advantage, therefore, could be gained for the trade by Ifi hi I? I 242 'i' I m 'IW increasing the depth in Lake St. Potcr and at lie Platte, it became necessary to ascertain the nature and extent oi'all the obstructions between these points and Montreal ; and, particularly' whether the channel known to the pilots, and defined by the river lights and beacons, was really the best that could be obtained. It will be apparent that, so long as the flats of Lake St. Peter were the guage of the draught of vessels ascending the St. Law- rence between Quebec and Montreal, no vessel drawing 7/io;'e than eleven feet at low water had ever navigated the river above the the lake. The channel known to the pilots, therefore, had never been tested for any increased draught, and as soon as this was done, (in consequence of the deepening in the lake,) the pilots' channel became obsolete, — because their actual experince did not extend to a draught gi-eater than eleven feet at low water. On the Gth of September, 1853, 1 was requested to report the best means of dealing with the obstructions revealed by the " California" on her jiassage outward, in the preceding month ; and, in reply, recommended an examination of the river, for the purpose of comparing the existing channel with others indicated on Eaytield's charts, and of ascertaing uhat scale of naviijatim was within the reach of the Co7nmission, in case that, from the success of previous operation in the lake, it might prove desirable to con- tinue these to a greater depth than originally proposed. This recommendation was adopted, and immediate steps were taken lor carrying it out, so that the examination was completed, and on 25th of October I reported the result. It was found that, betAveen Varennes and Lavaltrie Island, and between Cap Madeleine, (below Three Eivers,) and Isle Bigot, the route lighted and marked by the pilots did not attbrd more than sixteen feet at low water, and was not in the main channel — or the deepest part of the St. Lawrence. The obstructions at Pointe-aux-Trembles were found to be clay, and of trifling extent; but from Vaiennes to Lavaltrie, the north channel at present navigated is studded with numerous '^pouls" caused by the loose rocks or boulders, having narrow channels with sharp turns between them, and exposed to cross current of the Ottawa, the greater part of the waters of which flow over into the south channel and pass by Verch^res. The channel south of the Verch^res Islands was then examined, 243 and found to have a depth of thirty to sixty feet, with the exception of one point opposite Cap St. Michel, where this chan- nel appears to have been partly closed up by a land slide, which, together with the fact that the north channel has had hitherto sutHciont water for any vessel which could pass Lake St. Peter, accotmt for its disuse. The bank of Cap St. Michel was bored and found to be clay, much more easily removed than the "pouls" of the north channel. In every respect the south channel is superior to the north one; its greater depth giving less current, and its bold shore and high hanks making it more easy of naviga- tion at night or in a fog. Below Three itivers the south channel, in front of Becancour, gives a depth of thirty to forty feet without any obstructions requiring more than lights, buoys, and beacons. By adopting this channel, the .'shifting sand bar, known as the " Provench^ Shoal" will be avoided. This is of great importance, as this sand bar appears to have been formed by the Jiiver St. Maurice, and is still acted upon by it. making it doubtful whether a channel could be maintained, for a greater depth than heretofore iised, without continual dredging. That the present ship channel over the shoal is not the channel of the St. Lawrence is evident from the fact that the dark waters of the St. Maurice are found in it unmixed with the blue water which flows by Becancour. The only place below this where twenty feet draught can not be used at all times of tide is at Pointe ^ Levraut, (opposite Ste. Anne,) where the bar of blue clay before alluded to is found — in- significant in extent, and over which vessels can always pass, drawing twenty feet, by waitng for the tide. I clay, lorth |oMte" Innels tnt of flow The lined, MODE OP DREDGING. On comparing the operations and expenditure of the Board of Works in the four seasons from 1844 to 1847 inclusive, with those of the Harbour Commissioners in the four seasons from 1851 to 1854, we cannot fail to be struck with the difference in the cost of dredging per cubic yard, as much as with the immediate and beneficial results to the trade, arising fi-om the latter management. While much is no doubt to be ascribed to the selection of the old channel by the Harbour Commis8ionei*s, it cannot be doubted that the system of dredging established by Captain Bell, had it been w ) ■, n ^ ' I » '•'f'- In 1 i»i' If ■ 1 ^ 1 ; ■ i ii 11' iiiii 244 applietl to the straight route, would have rcsultetl in opening that channel to the trade long before the period at which it was aban- doned by the Boai-d of Works. The importance of this system, as well as its bearing on future operations, is such as to call for a description of its advantages ; while the i'act that a greater amount of work has been done and a greater result produced in less time and at less cost by the Harbour Commissioners under Capt. Bell's system and superin- tendence than in any other dredging operations heretofore -undertaken, makes it a subject of the highest interest to the profession, as well as to corporations or other public bodies or departments requiring a large amount of dreear that about £33,500 were expended " in operntionj " in the new channel. Taking the present meiwurement of 332,044 cubic yardn, and setting otf any work done in piling groins, cScc, against the depreciation of outfic, the actual cost of that dretlging, measured in the cut, cannot be set down at less than two shillings currency per cubic yard. To have secured a channel on the " straight line," of the same dimensions and of the same water as that which has now been made by the Harbour Commissioners on the old I'oute, would have requireil the removal of 1,750,000 cubic yanls, in addition to the 332,044 removed, which, at the same rale of cost, (two shillings per cubic yai-d,) would have amounted to £175,000, making the total cost of the new or straight channel £240,000 against £74,000, the actual cost including outfit, of an equally efficient channel upon the old route. But, inasmuch as the amount of excavation in the new channel would exceed that required in the old, (for the three hundred feet in width and sixteen and a-half feet in depth of water,) by about 750,000 cubic yards, if the cost of this amount be deducted, the fig- ures would stand £174,000 against £74,000, as the cost of an equal amount of work in the two channels. If, as appears from present measurements, 2s. per cubic ^ard was the actual cost in the straight channel,, the difiorence of £100,000 is the measure of the amount of economy in favor of the improved system of dre4' 4id., makes the total cost of dretlging 5Ad. per cubic yard, measured in the sc(^w. If an allowance of forty per cent, bo made f.«r the difference between the measurement in the scows and that in the cutting, which allowance I find to be ample, the highest cost of I'aising aiul depositing (at a distance of half a mile) a cubic yard of solid excavation will be about 7A<1., — a price lower than the same could be done, under the most favorible cir- cumstances on d ,y land, and far below the cost of dredging and depositing under such circumstances on any work known to mo. No account has been taken of the interest on loans for carrying on the work, which interest is paid out of revenue; an addition of three half-pence per cubic yard, upon the (luuutlties already dredged, covers this item, — making the whole cost Ojd. per c. yard measured in excavation. It must be admitted that the material is as tavorabic for dredg- ing as i( ]»o8sil)ly could bo, and the one circumstance most conducive to economy is that the buckets are always in full work. On the other hand, the working season is short, the price of c1 from 10th July to 14th Novemlwr, 1 drodgo fillod 1124A scows. 1852 " 22 lid May to 15th " 2 " " 7ir>f»" 1853 " 2l8t May to 23r(l ' " 2 " " 7W.) (I « l»rc- givJng a total of lfi,226| scows, at seventy cubic yai-ds |)er scow, equal to 1.135,855 cubic yardrf. The return by scows of 1,135,855 cubic yaitls, as correspond- ing with the measurement of 815,000 cubic yards of solid conteuts, misKing from tho channel, shows that the excess of the measure- ment ''in spoil" is forty j)or cent., or that fifty yards ''ine.vcava- tion"' will measure seventy yards in the scows. The number of sc<)ws fiUt!< i'l 1S54 was Htj()3, equal to 670,410 <'ubit' yards, making tbf- ioial quantity dredged to close (tf 1854, 1,812.24,475 cubic yai'ds measured in exca\ation, and if to this ho ad.lwl 85,43(1, the wnoiint removed by harrow, we have a total of l,37I*,ini cubic yards nicaHiirc(| in excavation, fcnioveeii pence per cubic yar oC dri'dgv-s working on the radius eutting ]>rinci|>le, I give some data of the or England : — '• A forty horse-power-dredge at Holyhead, (with a "double set " of buckets,) working in thirty-tive feet of water, raised one- " hundretl and ten tons in forty mriiules. A Govei-nment ib-edge '' of thirty liorse power, now working here, is said to raise ninety " tons of mud |)er hour — a depth of water from four to twenty " feet. Tiiis machine was built at Southampton. '■' Another, belonging to a contractor, has been working here for " three years; it is called athirty-horse-jiower, (cylinder two feet " six inches, stroke three feet six inches), and has raised sixty '• tons of mud ])er hour, but its average work in that material, " during tliree hours, has been ordy 2000 tons per week. "One of the Clyde ilredges, (sixteen horse power, cost £2800,) " raised in twelve hours IfiO tons of hard chiy. 180 " of gravel. 230 " of sand. 250 " ..f mud. • 300 " of soft clay. " It consumed in twelve hours one ton of coal, or eleven and three- " quarter pounds per horse-powei- ^icr hour. Twelve men worked " the machine J fourteen the punts. I* 251 '■) "A twenty-horse-power dredge, built at Newcafitle, raised 2000 " tons of mud per week, at a cost of Gd. per ton, (unloading " included)." The Holyhead double dretige raised at the rate of one hundred and sixty-five tons per hour. The Clyde single dredge raised at the rate of twenty-five tons per hour. The other performances are iinder (me hundred tons per hour. These may be considered the host work of the droilges quoted. The new forty-horse-powei- double machine, started in the Clyde in 1851, has raised for the last year, 106,848 cubic yards in 1822 hours working time — less than sixty yards, or about one hundred tons ])er hour. The ordinary work of the dredges in Lake St. Peter is to raise two hundred nnurpose of showing the dates nnd duration of the jicriod of low water. SURVEY A.NO ESTIMATE. T have already expiaine(l the more important objects of the exploration feet " " " 21,!M)7 It) " " 20 feet " " " 2r>,»K»9 5 3 Total, £I'8,()(S0 Or say £90,000, including the bar at Pointe Levraut, Ac, and adding expenditure already made by the commission, (including £19,000 for new outfit for the twenty feet line,) at £93,000 wo have a total of £183,000 as the cost of adding nine feet to the draught of vessels coming to Montreal. Of this cxj)cii sterling — the sum of £212,537 sterling having been ex])onded for this pui'jx)so since that fhite. The depth secured is twelve feet at low anf the excavated channel in the narrowest parts is less than one hundred teei. To preserve this depth, an annual dredging of 100,000 to 180,000 cubic yards, and an outlay of about £8000 stg., jter annum for di'oell, and thirty- four l»u(»ys with serow moorings. Tiie financial and legishilive liistory of tlie Clyde navigatitui is not. less interesting. Ill 1758 the first Act was obtained for imj)roving the river ujiou Snieaton's plan. A lock was to be built, with a dam across the channel at ..>[arlintbrd, (four miles below Glasgow,) by means of which four anle stroteh of tlie river, from Dumbarton up to Glasgow, to a de|»th of seven feet at neap ti numerous in the harbour, although they could not pass the river in neaptides. The number of vessels had increased (hreeibld, 'heir tomuige tivelbld. ami the revenues liad increased tivefold, amounting t8 sterling ; the total amount drawn since 1770 being £90«J,554 sterling, and the total expenditure £1,253,951 sterling. In 1850 the revenues amounted to £64,000 sterling. The cus- toms of tho port of (Jlasgow have risen from £3000, in 1811, to £640,000 in 1850. It has been remarked that, under tho fii'st Act obtained for tho improvement of the Clyde, (that is, for the construction of tho lock and dam upon Smoaton's plan,) no dues were to bo Icvitnl Txntil after the works were completed, thus requiring a heavy out- lay of capit^tl before any return could l»e made — conditions which placed the work in a position similar to that held by our railways. The second Act however, which authorizes the levying of dues on ships, created an immediate fund, and the ])rimary cause of the financial success of the Clyde imi)rovementB is ascribed to the system of removing ford after ford, and gradually deepening the channel as tho revenues increased. The revenues of (he Clyde Trust for the year ending let July, 1854, were: From Tonnage duos, £50,772 4 3 " Quay " 11,582 1 4 " Shed " 8,798 6 " Crane " 923 11 2 " Weighing " 1,943 10 11 . £74,01!) 8 2 And from miscellaneous sources 12,560 17 9 Making a total of. £86,580 5 11 Tho pi'ogressivo gross revenues since 1850 have boon : In 1850 £64,243 " 1851, 68.875 " 1H52, 76,077 " 1853, 77,919 " 1864 86,580 The gross recoiitts since 1842 have been £774,703 ; tlic cxpen- 257 (Uturc in tlio same period ha-i haen £1,422,438, of which the fol- lowing are items : Interest on Loans €270.823 Land for e'.dar^enient of Harbour 34!),,742. The surplus revenue of 1851 was £17.754 1852 " 19,005 1853 " 19,899 1854 " 21,()23 T have quoted at this lenji^th from the history of the Clyde im- provement, because there is a manifest analogy in the j)osition and acti()n of (riasgow and Montreal. Mr. Walker, C. E., reporting t() the CMyde Trustees in 1852, says: — "Mr. Ormiston states that 'many of the (riasgow outwai-d Ixmnd ships load at Glasgow to alM)ut 15 feet f these is greater. Vessels drawing 22 feet are common enough, and 2 feet more is not oxtraortlinary." " This," he observes, " shows that all vessels come up to Glasgow, •which possibly can, and the larger ones might reasonably bo expectcnl to follow, if eiu'ouragement were given them, as (ireenock and Port (Jlasgow are, after all, only the deep sea port of Glasgow." IMI'OHTANCE OK THE WORK. It may be arguetl that there is little comparison between the ])<>pulation and commerce of Montreal and Glasgow; and it may be doubted whether the Clyde imiJi-ovementt* have made Glasgow, or Glassgow the commerce of the Clyde; yet it is evident that 17 B 258 tho one cannot cxiHt now without tho otlier, and also (luitMontroal Im in a much better powition than (Jlangow was when the Clyde iniiiroVementK wore conimoneed. In the trade of the St. Lawrence and its ^reat iakcM we luive a future most promising, and a eom- merce within our own reach which must he as far before that of the ('lyde as the area of tho valley of the one liver exceeds that of the other. Tho commerce of the lakes uest of Buffalo is now estimated at 82(M>.0n0,00O, of the Mississippi $150,000,000, and the steam conimcrco of tho Ohio at 080,000,000. The Mississii)pi and Ohio are connected witii the lakes by caiutls and numerous rail- ways, nuide and making, the yearly tendency of which is to draw up conunerce from thtf Lower Mississippi to tho St. Lawrence, giving this commerce an outlet to the Atlantic States and tho sealtoard, via Biitlalo, Oswego and Ogdensburgh, in i)referenco to the luilural route via Xew Orleans. Moreover the propeller is rapidly taking tho place of tho sailing vessel, amd (the St. Law- rence being open to the American trade) tho day cannot bo far distant when Montreal will become an entrepot, during tho season of navigation, for that tiade which is i-apidly overgrowing tho capacity of the enlarged Krie ('anal and of all the railways which deboucho on the Atlantic — froui Portland to tho Capos of Virginia. The lake propeller will then moot tho ocean screw steamer at tho head of ship navigation on the St. Lawrence — wherever that may be. This point must either be t^uobec or Montreal, and it may bo supposed that it is a matter of indit!'or- omo to the Province at large which becomes tho favoured locality, and that therefore the ]»cars to have influenced tho Legislature, in 1847, in abandoning tho Provincial attempt to deepen Lake St. Potor. The subseciuent granting, however, of powers to levy dues upon the trade of the St. Lawrence ihv this purpose was an acknowledg- ment of tho Provincial importance of tho work, and it nuiy not be out of place hero to endeavour to show how Canada is interested in extending her deep seai)ortone hundred and fifty miles further into the interior. This involves theconsiderationof tho problem, " where can tho sea and inland trmlo of tho St. Lawrence most economically moot? v/iiothor bhould tho luko propeller (tho 259 row J or itol (tod hoi" om, lOist the hinallor craft) doscond to tho lowest poHHihlo |)f»int to moot the Atlantic ship, or wliothcr tlio hitter (tho hirgor vessel) should ascend to tho hi<;host ]M)ssil»le jxtint ? ft' wo wore cfmsidoring only tho through trnftic, it wotdd hecome simply a question whether three or t<)iir lake craft could make tlie additional voyat^o from Montreal to (^uehec cheaper and .^ ^W J^ V M /A 7A Photographic Sciences Corporation 33 WEST MAIN STREET WEBSTCn.N.Y. 14580 (716) 872-4503 0", i/l % % sU ^ 260 The second consideration is the relative advantages of Quebec and Montreal for the particular trade now enjoyed by each. The all important advantage of a high tide will ever give Quebec the preference as the timber shipping port. This trade can be best accommodated by vessels anchoring in the stream, their cargo being floated to them by evexy tide, while the broad beaches laid dry by everj'- ebb, serve as dressing ground on which the timber is prepared for shipment. The great demand for space for such a peculiar traffic will make coves more profitable than wharves ; and without expensive docks a large commercial busi- ness cannot be carried on to the same advantage as in the undis- turbed level of the tideless harbour of Montreal. From Captain Bell's report it will be seen that a depth of six- teen and a-half feet throughout may be obtained for vessels ascend- ing to Montreal, in September, 1 855, and one of eighteen feet in the same month of 1856, provided the south channels at Becancour and Verch^res are lighted and buoyed. The completion of the channel to a depth of twenty feet nxay^ be effected in 185'7, but need not be delayed beyond the summer of 1858. To Captain Bell's report with respect to lights and buoys, I have nothing to udd. On the completion of the deep channel permanent instead of floating lights will probably be established in the lake. The requirements in the harbour of Montreal, I propose to make the subjc-rt of a separate report so soon as the plans for the same are matured. I have the honor to be. Sir Your obedient servant, THOS. C. KEEPER, Eng. Harbour Com. The work of deepening the channel was continued by the Harbour Commissioners, and in the report of Messrs. McAlpine and Kirkwood, dated 24th March, 1858, we find it stated that " the channel of the St. Lawrence has been deepened, so that sea-going vessels drawing 18 feet 261 at the lowest stage of water come up the river as high as Montreal." The following extract from this report con- tains items of interest with regard to the ship channel and i\e St. Lawrence route : — Letter of Instructions to the Board of Engineers for the purpose of considering on 'ncreased accommodation in the Harbour of Montreal. Harbour Commissioners' Office, Montreal, 9th Nov., 1857. Gentlemen, — In order to obtain the fullest benefit from your advice on the important question submitted to you as to the best means of providing additional harbour accommodation at this port, and, to give a direction to your investigations, the Harbour Com- missioners would call your attention to the following points: — 1. As a preliminary, — Have the Commissioners, in your opinion, acted wisely in deepening Lake St. Peter, and otherwise improving the navigation between Montreal and Quebec. Or whether would it have been more advantageous to the trade and commerce of the Province not to have deepened Lake St. Peter, but to have allowed the interior vessel to proceed to Quebec, and there exchange cargoes with the ocean vessel ? Should you be of opinion, on examination, that no adequate public advantage has resulted, or is likely to result, from improving the navigation below Montreal, so that vessels from sea di-awing 20 feet may asceml at the lowest stage of water to this port, it will then be a matter for your consideration and report, whether more exten- sive harbour accommodation should be made at this point, or whether the necessary facilities should be provided at Quebec for the general trade of the interior. 2. The Commissioners have prosecuted the improvement of the navigation below Montreal, under the conviction that if a sailing vessel of 2000 or a steamer of 3000 tons could ascend from sea to this port without the necessity of lighterage, there to meet, at the foot of canal and inland navigation, the sailing or steam vessel of the interior, specially adapted to river and lake navigation, the cost of transport on imports and exports would thereby be reduced to a lower rate than if such inland vessels proceeded below this port, on a route which (by a comparatively 262 small outlay) could be made available for the largest class of ocean steamers and sailing vessels. Your opinion on this point is re- quested. 3. Another consideration will pi-esent itself for your opinion before advising the Commissioners to pn ceecl with any extensive improvements, namely, the magnitude of ;he trade of the interior and of the West, and whether it is possible to attract any lai-ge share of it to this port. The Comraissioneis desire to direct your attention to the fact, that although the magnificent canals on the St. Lawrence ai-e in perfect order, and have been in operation since 1849, with a system of railways also in operation for two years, running from Quebec, and connecting with all points south and west, yet, up to the close of 1856, the St. Lawrence route had only succeeded in attracting fifteen per cent, of the Western Canadian and Western United States ti-ade, eighty-five per cent, of that ti-ade passing through the Erie Canal and over the rail- way's of the State of New York. Should you, upon examination, find that with the improvements now going forwaixi on the Erie Canal, the route from the West via Burt'alo and Oswego is likely to continue to be the best and cheapest to the Eastern States, New York, and Europe, then this opinion must guide you as to the extent of the works which you would propose for further harbour accommodation. 4. The Harbour Commissioners have been of opinion that the St. Lawrence route, as a means of transport between Europe, the Eastern States, Western Canada, and the Western States, has not yet been fully developed ; that if the Welland Canal were en- larged, so as to admit the passage of vessels of 800 tons, and a canal constructed to connect the St. Lawrence with Lake Cham- plain, and suitable facilities created in this port, so as to shorten the stay of the western and ocean vessel, and thus reduce the cost of insurance, storage, and price of handling property, to the lowest possible rates, — a vast increase of trade would thereby be attracted to the St. Lawrence, to the great advantage not only of this port, but to the general public intei-ests. It will be found that a vessel from sea in the port of Montreal is 120 miles nearer to the ports on the lakes than are any of the seaports on this continent; while the distance from Chicago, or from any other lake port, to Liverpool is 480 miles less via Montreal than via the port of New York. To these points your attention is directed. 263 5. Should your investigations as to the merits of the several channels of trade between the Atlantic and the intei'ior, result in your finding that the port of Montreal possesses superior advant- ages as a depot for the transfer of cargo between the ocean and the upper lake vessel, and that the St. Lawrence route may be made the cheapest to Grreat Britain and to other European coun- tries, and also the best route to the Eastern States and to New York, then a large increase of harbour accommodation becomes imperative, and the nature and site for the imjirovoments in the harbour will come next in order for your consideration and report, together with an ostimaie of the probable cost thereof. G. On the question of site there has been much public discus- sion. It has been ui-gcd by somr, that the improvements should be made in or near llochelaga Bay ; by others that docks could be constructed with advantage to the public at or near Vigor Square ; by others that a dock could be made by enclosing the present harbour ; while another party recommends that the space between Windmill Point and Point St. Charles should be enclosed. On no one of these schemes have the Harbour Commissioners any opinion to offer. They desire to leave you at full liberty thor- oughly to investigate and report on what seems to you best cal- culated to promote the genei-al trade of the Province, believing that the true interests of this port will thereby be best secured. 7. The Commissioners would refer you to plans, prepared un- der their directions by their Engineer, Mr. Foi-syth, showing the proposed improvements in Hochelaga Bay and at Point St. Charles ; as well as to a report by their Chairman, Mr. Young, dated 23rd April, 1857, on the same subject, and also to a col- lection of various communications, which from time to time have appeared in the public prints in favor of particular localities as sites for such improvements. Should any further information be required by you, the Com- missioners will be ready to furnish the same, so far as they may have it in their power to do so. John Youno, Chairman. Alex. Clerk, Secretary. To John Childe, "j W. J. McAlpine, >■ Esquires, Engineers, Jas. p. Kirkwood, ) m m > fit :• 264 Chicago, March 24th, 1858. Hon. John Young, Chairman of the Board of Harbour Commissioners of Montreal. Sir, — Under your letter of instructions of the 9th of Novem- ber last (ad), the undei'signed, together with their late associate, Capt. John Childe, raet at Montreal on the 8th day of November last, and proceeded to examine the several sites proposed for an extension of the hai-boui', and also of the works which have been, in progress underdirectionof the Harbour Commissioners diu-ing thb last four years for the improvement of the channel of the St. Lawrence below Montreal. They also examined the river between Montreal and Quebrc, and the system of lights and buoys which hav ) been placed there by the Ti'inity Board and Harboui- Commissioners of Monti'eal. After making these personal examinations, and discussing the various subjects to which their attention was called by your let- ter of instructions, and deciding upon the general outline of the report, the preparation of its different portions was allotted to each of the membei'S of the Board. An arduous portion of the examination was undertaken by Captain Childe, and was prosecuted with his usual zeal and eai*- nestness until his last fatal illness. The compilation of the labors of the other members of the Commission, and the final arrangement of the report, was also assumed by Captain Childe ; but his lamented death, in February last, prevented the completion of either of these duties. His family have placed in our hands the voluminous notes and memoranda which he had with great industry prepared and col- lected ; and we have incorporated his opinions, both written and verbal, as far as it was possible, in the following report. The undersigned have felt it necessary to make tliese explana- tions in apology for the delay in the final completion of the report. The result of their investigations on the several subjects stated in your letter of instructions are given, but not in all cases in the order mentioned. In connection with this report, they present various commu- nications which they have received from mercantile gentlemen, (a a) See Appendix, note A A. It 265 and from the Trinity Board of Quebec, on several subjects which they have had under considei-ation. They also present the estimates and plans of the proposed harbour at Montreal, prepared by your Engineer, Mr. Forsyth. We take pleasure in alluding to the professional skill and abil- ity displayed by Mr. Forsyth in the preparation of these plans and estimates, and in his courtesy in fiumishing us with eveiy aid in his power to enable us to examine and readily understand the plans and projects brought before us. EespectfuUy submitted, Wm. J. McAlpine, James V. Kirkwood. Extracts from the report of Messrs. McAlpine and Kirkwood. *** The channel of the St. Lawrence has been deepened so that sea-going vessels drawing eighteen feet at the lowest stage of water come up the river as high as Montreal, and opei-ations are now in progress by which a channel of twenty feet will be given. *** Having brought the cost of transport from the interior to Montreal, the next point for consideration is as to the expediency' of continuing the lake vessel to Quebec, or of bringing the sea- going vessel to Montreal. Our late associate, Mr. Childe, had fully examined this question, and we quote from his notes as follow : — It has been already shown that the shortest and cheapest route from Chicago to tide-water is via the St. Lawi-ence, and it is admitted by all commercial men that unobstructed transport trade will always take the shortest and cheapest route. As a question of practical economy, it must also be admitted, without the necessity of argument, that vessels properly constructed for the lake and river traffic west of Montreal, will be neither safe nor profitable for the gulf and ocean ; nor, on the other hand, would the deeper build of sea-going vessels be suitable for the canals and shallow parts of the river and lakes. It follows, then, that a port of transshipment must be provided. The natural course of Canadian trade and population has from an early period made Quebec and Montreal prominent centres of both upon the river. These cities divide the river trade, and are together capable of affording all the facilities that the future commerce of the river may require. The differences peculiar to each seem to i 266 "'i ■ ,1' 1; ■J; spring solely from natural causes, to wit : at Quebec the river harbour is deep and broad, the channel from thence to the ocean has always been unobstructed and sufficient for the largest cla^^s of vessels. The changes of tidal level (13 and 18 feet resi)ec- tively for summer and sjiring) would be detrimental to general traffic, but are of very great advantage in the landing, prepara- tion, and shipment of timber, which is chiefly transported in rafts from the upper country to Quebec For such reasons the immense timber and lumber trade of the provinces will doubtless continue to be transacted at Quebec. Quebec and Montreal must enjoy a very large increa.^e of general traffic by the increase of population in their respective districts, and also by all public works which servo to expedite and cheapen the collection, transportation, and distribution of produce and merchandise whether inwax'd or outward bound via the St. Lawrence route. It is apparent that the position of Montreal, at the head of ocean navigation and at the foot of tiie lowest rapids, possesses certain advantages peculiar to itself It is surrounded by a more populous and fertile region of country, at the confluence of the St. Lawrence, Ottawa, and Lake Charaplain routes of trade, and the focus towards which the continuous influences of railways and the natural and artificial water-channels of the West and Northwest will moi'e and more concentrate the trade of the lake countries. These countries now number eight millions of people : at the close of another century they will probably come up to twenty millions. We notice also, as a proof of the eligible commercial position of Montreal, that in the years preceding 1856, during which the corn laws of England and all differential duties favoring the di- rect export and import trade with the Canadas had been repealed, and the bonding system of the United States and the reciprocity treaty with that country established, the ports of the United States became virtually /ree to Canadian trade, thereby diverting from the St. Laurence route H of the Canadian cereal exjiorts and f of all imports. Yet the imports into Montreal increased at the same time fifty per cent, but H of this increase appears to have accrued on the first year of the reciprocity trade with the United States. 267 In 1855 the total imports by the river are stated at $11,494,028 Total imports from United States ports 20,825,432 Making total imports 632,319,460 of which Mont: aal absorbed $12,372,580, or over f of the whole ; and $878,552 more than the total imports that year by the river. Thus showing Montreal to be largely on the increase, not- withstanding the diversion of the trade from the river to other routas, via Portland, Boston, and New York, (b) But the true interests of Canada, and of the North-western Lake States, requires that that trade and its future increase shall be restored to the shorter and cheaper route via the St. Law- rence, not by restrictive governmental enactments, but by per- fected canals, deepened channels, numerous light-houses and well instructed pilots. Other local considerations point to Montreal as the sea-port of the West, and as the proper point of transshipment between sea-going and interior lake vessels. 1st. Because the larger sea-going vessels can continue their voyage from Quebec to Montreal, one hundred and eighty miles, at less cost per ton than would attend running the smaller in- terior vessels from Montreal to Quebec ; for with the completed twenty feet channel and corresponding harbour extension at Montreal, there is no reason to apprehend extra risk or detention. For instance, a steamer of medium size arrives at Quebec fully loaded with 1200 tons of goods, 250 for Quebec and 950 for Montreal and the West, with an average of 100 passengers. After discharging the Quebec freights, her actual expenses to Montreal and back^ will be as follows, exclusive of lake dues, which ought to be rescinded on the completion of the new chan- nel, if not before : Pilotage up and down ^ $107 Wharfage at Montreal 12 days 100 Coals consumed, average 70 tons ($280) 280 Sums expended in running up and down and mooring at wharves two days, for which the pay and subsis- tence of officers and men will be ... 140 Interest and insurance (2 days) on cost of ship 128 Total disbursements Quebec to Montreal and back. . . 775 Add contingent expenses 75 ^-"i— — $83(^ (6) See Appendix, note B. ¥ & if^ SI' 268 If we count each passenger as equal in rate and measure- ment to two tons, and that the ships take at Montreal for cargo twenty five passengers and 1000 tonn, the total movement up and down will be equivalent to 2200 tons, net cost per ton 38| cents, which is 2^ mills per ton per mile, or 3f cents per barrel for flour from Montreal to Quebec. To perform this account of transportation by two medium-sized interior steamers fully loaded with 500 tons each, with passenger accommodations, will be as follows : — Pilotage for both, up and down $112 Wharfage at Quebec, 5 days, J ct 50 Coal consumed 40 tons to each =80 320 $482 Prominent merchants largely engaged in the forwarding business between the upper lakes and the ports of Montreal and Quebec, object to sending their steamers to Quebec on account of detentions from the want of suitable wharf space, from the tidal changes, and from the risk of grounding at low water at the wharves; but these evils can be obviated in time by building more wharves and extending them to deeper water, anr" by a tidal dock for which there exists an admirable site at the mouth of the creek on the north-westerly side of that city. But apart from all local questions, the general accumulation of export pro- ducts at Montreal, as the terminus of 1500 miles of inland navi- gation, is much better security against detention of vessels thei*e cither for loading or discharging, than can be had at Quebec at any time. We therefore make allowance of one day for each trip in favor of Montreal, and state : Previous amount brought forward $482 Three days time in running and mooring at wharves and other detentions, for which the pay and subsis- tence of officers and men will be 215 Interest and insurance 3 days on cost ^ 192 For contingent expenses $50 each 100 Total by inland steamers $989 Which divided by 2200 tons, as before, gives 45 cents per ton = 2i\ mills per ton per mile, and 4^ cents per barrel of floui*. !l 269 The above nhow^ the comparison between sea-going steamships of 1200 tons and lake vessels of 500 tons. Steamships of 2400 tons are now built for this j'oute, the cost of transiwrt by which, compared with the largest lake craft (800 ton8),w 150 miles, varying in width from one-third to one-half a mile. These soundings have been carefully reduced to the same level as that adopted by the Harbour Commission, and answering to the depth of ten feet three inches on the flats of Lake St. Peter. To carry our chart of the river up to the first real obstacle to its navigation, the survey was extended to the Lachine Rapids, and soundings taken above and below the great Victoria Bridge. Some change in the direction of the channel and set of the cur- rent had been effected by the building of the bridge, but the extensive changes wrought in the harbour and near the wharves of Montreal by the dredges of the Harbour Commission were still more noteworthy, and have been faithfully registered on our six inch plan of the harbour of Montreal. Labouring under no common difflcultiess, owing to the rapidity of the current off the city wharves, the hard, slaty nature of the bottom and the numerous boulder stones, the Harbour Commis- sionei-s have, by skilful dredging, both inci-eased the whaif accom- modation and the capacity of the harbour to an extent greater than I could have supposed possible. Still, the increased size of the city, its important position as the terminus of the great ocean highway from (Ireat Britain, its numerous steamers, and its vessels of all sizes, overcrowd the presont whaires and require additional accommodation far beyond any possible improvement of the harbour, and I cannot but regard the proposed plan of docks at Point St. Charles as eminently calculated to meet the requirements of the growing trade of Montreal and Western Can- ada, and to supply the pressing want of safe winter accommoda- tion for steamers and other vessels, whilst in connection with the railroad and canals, it will aid largely the grand purposes of securing and confining the great western traffic to the valley of the St. Lawrence. The immediate neighbourhood of the bridge and railroad, the security afforded by its embankment from damage by current or encroachment by the ice, and the site being the projierty of the city, seem to point out that part of the har- bour as by far the most eligible. I have now to speak of the river belo^v Montreal. The main channel follows the left bank of the river, deflected occasionally by shoals of boulder stones, more or less towai'ds the middle of the stream, till we arrive at Pointe aux Trembles. Here the dis- LV S.1 '. ''! SI fl 282 turbing influence of the Ottawa River at the Bout de I'lle divides it into three channels ; the main body passes into a narrow channel at one place only 762 feet from shore to shore, and 64 feet deep. At the head of this channel a bank of clay has been cut through and deepened so as to give 20 feet. At about half a mile below Varennes, two lights have been erected on lie Ste. Thdr^se, under the guidance of which the tra- verse towards Cape St. Michael is made. To maintain a straight channel in the traverse, several obsti-uctions have been carefully removed, and the depth of twenty feet can be carried into the south or Verchtii'cs channel, commencing at Cap St. Michel. By the selection of this channel in preference to the old, the Commissioners have shown excellent Judgment, for, by doing so, they avoid the cross currents from the Ottawa River and the more dangerous "pouliers " between Ilea laBagueand Lavaltrie. Along this channel, some deepening has been ett'ected to maintain, as far as possible, a straight course, but nothing in comparison to Avhat would have been required in the other channel. To com- plete the conveniences of the Vcrcheres channel there is still required a light on Plum Island. At the end of the Vorch^res Islands the flats of Contrecamr oblige another traverse to be taken towards Lavaltrie ; the guiil- ance of two lights astern and some dredging has been effected at one or two points to maintain a straight coiirse and the re([uisite depth of twenty feet. Arrived ofi Lavaltrie Islands, we' enter the cut across the Lavaltrie bar, deepened from fourteen to nineteen feet ; upon the lower part of this canal Captain Armstrong's dredges were at work, and we witnessed with pleasure and instruction the able manner in which the dredges scooped up the stiff clay and stone that form the bed of the river. Two lights on Lavaltrie Island lead through this cut until abreast of lie Platte, where a white buoy points out a shoal spot, and the course is deflected to the S.E., entering at a distance of two cables the broad, deep, natural channel of the river which continues without obstruction and requiring little notice until we have passed Sorel. The ship channel passes in a curve northward between Boat and Stone Island ; to lead into this channel a fixed light has been 283 erected on the east end of Stone Island. A slight change of course, leaving this light on the left hand, leads on to the Lake St. Peter. The great work of deepening Lake St. Peter deserves more than a passing notice. This most judicious and well considered scheme persevered in against much opposition, has been deser- vedly crowned with complete success, and reHects the greatest credit for the zeal and ability with which the Commissioners have so successfully excavated a channel of eighteen feet through the flats, where in the old time there were only eleven. The channel over the upper bar, buoyed on the south side, once thirteen feet, we found deepened by dredging to twenty feet, and it lies in a direct lino between Eaisin Island light and the west- ern light-ship. One and a half miles N. 62* E. from the light- ship, we enter the new cut through the flats. The dredge of the Harbour Commission has deepened this in the upper part, from fifteen to eighteen feet, and lower down, from eleven to eighteen leet, and nineteen in all, a distance of seven miles in an eastei'ly direction to .the lower pool. The cut channel is of the uniform width of three hundred feet, and is buoyed on the south side at short distances of loss than half a mile. The lower part of this channel is excellently marked out l)j' the eastern light ship and light on Pointe du Lac, but to mark the requisite change of course, occurring three and a quarter miles below the centre light ship, for safe navigation by night there is something more required than buoys. I should propose to place there another floating light or high beacon, removable at the close of navigation. Above and below the eastern lightship, which is on the lower bar, the channel has been dredged to the depth of nineteen feet for the distance of one mile. On passing the light, this channel bends to the southward ; and the course B., S.E., marked out by buoys, leads, at a distance of half a mile from the light-ship, into the deep water of the natural channel, until the lights of Port St. Francis come in lino ahead. Following the usual channel, which passes close to Three Elvers, at two miles below Cape Madeleine, we arrive at the Pro- venche Shoals. Here the channel used by the pilots only secures a naiTOw depth of barely nineteen feet, but, following the main !>: 284 channel to the southward of the whonls, a donlh of twenty-four feet can be maintained. This has hoen loooinraended by the Harbour CommiHsion, but to make this avaihvblo by night as well as by day, there should bo two lights near tlie church at Cape Madeline and two Lghts below — one on Bigot Island and one near Champlain church. The channel after this follows the north bank of the river until arriving below Batiscan wharf; two lights astern direct a traverse towards Cape Levrard, to avoid St. Anno shoals. The skill of Captain Armstrong has boon tested to maintain a depth of twenty feet at low water passing Capo Levrard. But by careful dredging he has at last succeeded. From our sounding and on inspection of the original survey, I am disposed to think the rivers Batiscan and St. Anne, entering the St. Lawrence at right angles to its course, may occasionally make changes and cause new obstructions in the channel, and that at the commence- ment of each navigable season, it would be always prudent to examine this and other intricate passes in the river below Montreal. Two lights at Grondines in line conduct the vessel from Cape Levrai-d on the E., N.E. course until two other lights on Cape Charles come in line, E., S.E. Below these, the channel is wide and deep, and a due arrangement of lights leads over the Riche- lieu Eapids, and past the Platon, and so on to Quebec. Throughout this remaining distance of thirty-five miles the river maintains a broad deep channel, with the Pointe-aux-Trem- bles shoals extending from the north side. Below Pointe-aux- Trembles the flats or bordage strewed with boulder stones con- tract, and the channel extends nearly from shore to shore. IS arrowed to half a mile opposite the Chaudi(5re and confined between high banks, its depth increases to 174 feet. The great improvement on either bank of the river near Quebec showed the necessity of our re-survey, and a careful re-sounding dis- covered a decrease in the depth as given in the survey of 1827, in many places amounting to thirty-six feet. This is doubtless due to the immense quantity of ballast thrown overboard from vessels frequenting Quebec during the last thirty years. I have always been of opinion that this must prove eventually injurious, and accumulate in those places where the increased width of the 285 river diminishes the downward current and allows the water to spread. To obviate this I would respectfully ui'go the necessity of a regulation obliging vessels to deposit their ballast in open blocks provided ibr the purpose along the edge of the bordage, or along the flats of St. Charles. In conclusion, when the plans of the river are published, it will be apparent to all how judiciously and successfully have all the late improvements been carried out, and also how entirely the added facilities for the navigation of this river are a benefit to the whole people, and are eminently calculated to increase the trade and commerce of the Canadas with the whole world. With great respect, I subscribe myself, Your Excellency's humble servant, (Signed) JOHN OELEBAE, Commander in charge of the Survey of Qvlf of St- Laurence. II Work was continued on the lake and river to attain a depth of 20 feet with a width of 300 feet, which was accomplished in November, 1865, as shewn by the follow- ing test : — LAKE ST. PETEE. We have received the following telegram from the party who left Sorel on Thursday with the ship Ocean to test the new chan- nel through Lake St. Peter : — Three Eivers, 11th Nov., 1865. We beg to inform you that the ship Ocean left Sore), drawing 19 feet 8 inches, and passed through the dredged channel in Lake St. Peter to this point, when, at the same time, there were only 10 feet 6 inches on the flats, or in the old channel, being equal to 20 feet 2 inches, with 11 feet on the flats. Before entering the dredged channel, at a point near light-ship No. 1, b! 4, i A, r1.. P^t' ' fi i f! a 1 , > 286 the ship took the ground, although there was plenty of water a few feet to the north, and was lightened 6 inches, but reloaded and passed through successfully, as before mentioned. JOHN YOUXG-, Chairman Harbour Commissioners. JOHN G. SIPPLE, Resident Enginur Public Works Bept. B. STANWOOD, Captain Ship Ocean. . But although the channel had been thus successfully tested, there remained some difficulty in navigating it in certain places. The ship Ocean grounded on a shoal, situated between two pools, at a difficult bend near light- ship No. 1, in Lake St. Peter. This shoal was dredged off in 1866, and the channel thereby improved at that place, by increasing the width from 300 to 800 feet. At Pointe- dUx-Trembles {en haut) the channel was found to be unsatisfactory, and in 1869 a new location was adopted and improved to 20 feet deep. The operations of 1866-9 were of limited extent, and consisted chiefly in clearing up and improving the 20- foot channel which was obtained in 1865. The completion of the 20-foot channel marks an impor- tant era in the history of the St. Lawrence route. The suc- cess of the work amply demonstrated that the St. Lawrence could be made available up to Montreal for naviffation by the largest class of ocean merchant ships, and the extra- ordinary increase of Canadian commerce that attended the improvement of the channel showed how imperatively it was demanded by the trade of Canada. No sooner was the 20-foot channel fairly in use than the rapid increase of ocean traffic — which was yearly call- ing forth not only a greater number of vessels, but much larger ones — required a further deepening of the channel, of water a ut reloaded sioners. Forks Dept. ip Ocean. ccessfuUy iting it iu a shoal, ear light- ■edged off hat place, Lt Pointe- id to be adopted )f 1866-9 saring up obtained Q impor- The suc- awrence ation by le extra- ided the tively it Lse than rly call- it much ;hannel, 287 in order to retain, and if possible increase, the share o the St. Lawrence in the carrying trade of the broad West. Agitation to deepen the channel to 24 feet was vigorously commenced, and through the exertions of the late Hon. John Young and able coadjutors the agitation took defi- nite shape in the following resolution of the Harbour Board, passed 30th September, 1871 : — Harbour Commissioners' Office, Montreal, 29th Januarj-, 1872. H, n. Whitney, Esq., Secretary Harbour Commissioners of Montreal : Sir, On the 30th September last I received yours of that date, aecom}»anied by the resolutions annexed. " Resolved, — On motion of the Mayor, Mr. Coursol, seconded " by the Hon. John Young, — That in pursuance of the resolu- " tions passed at the last meeting of the Board, relating to the " deepening of the ship channel to Quebec, the Engineer of the " Board be instructed to make forthwith such an examination of " the ship channel from Montreal to Quebec as will enable him " to furnish the Boa-d with an approximate estimate of the cost "■ of deepening the same to a uniform depth of 24 feet, and " widening it to a uniform width of 400 feet ; said estimate to " show also the cost of deepening the channel as above, but " leaving the channel at its present width of 300 feet. " Further, — That when the above inibrmation has been obtained, " consulting engineers be employed, if deemed necessary, with " the consent of the Government. " That he also be instructed to furnish the Board with an " estimate "i'the cost of adapting the har'^our for the accommo- " dation of the increased size of vessels which may be expected " to visit the port when the proposet! improvement of the chan- " nel is completed.' On the tth October I left Montreal, &c., &c. (Signed,) A. G. NISH, Engineer Harbour Commissioners. Ill 1 I* ' I 'f 288 The report made in accordance with this resolution was satisfactory, showing the proposed further deepening- to be quite feasible at a reasonable cost. It was then decided to continue the work, and the necessary represen- tations were made to the Government. On the 23rd of May, 18*73, an Act was assented to, granting a loan of 11,500,000 and permission for "completing the ship chan- nel in Lake St. Peter and the Eiver St. Lawrence to the depth of not less than 22 feet at low water and a width of not less than 300 feet." On the 10th of July, 1S13, an order-in-council was passed, giving permission to the Commissioners to purchase the plant necessary for carrying on the work. Contracts were forthwith let for the building of the necessary vessels, but these were not received in time for use in 1874, and during the first season, only one dredge and one stone-lifter were at work. The following extract from a letter from Mr. Young, Chairman of the Harbour Commissioners, to Mr. Patterson, Secretary of the Board of Trade, dated Mont- real, 2nd November, 18t4, gives an account of the resump- tion of the work of deepening the Ship Channel : — * * 5J« Xhe Commissioners have, therefore, resolved to deepen the channel from 20 to 25 feet at lowest Avater. There was some doubt as to whether this depth could be obtained, as it was known that rock existed in the channel at Cap Charles and Cap a la Koche, where the tide rises from four to six feet. From an examination, however, which has lately been made by engineers, there is no longer any doubt that, at these places, (50 miles above Quebec), a 25-foot channel at low tide can be secured, while there is no difficulty in getting the same depth through Lake St. Peter and other parts of the river. A new channel, parallel with that now in use at Lavaltrie, a distance of seven miles, has been suggested, on the south side of the river, opposite Contrecoeur, which i.. very wide and deep, and which will require so little dredging that it is estimated a saving of $350,000 will thus bo made by this change. A dredge a^d a stone-lifter h«ve been working at Cap Charles n 289 since the opening of navigation, and next spring the Commissioners will bo prepared and ready to begin their great work of the 25-feet channel, Ayith seven powerful dredges, seven steamers c .' tenders to same, five spoon-dredges, one stone-lifter and 36 scows, which, when fully manned, will give employment to over 400 men, and the consumption of coal for the season is estimated at 15,000 tons. It is proposed to carry a cut throughout, first of 2J feet, thus securing a channel of 22i feet — and, when this is done, to go through with another cut of 2^ feet, making the 25 feet. It is supposed that all this will be accomplished during five yen^rs. * * * * I am, Sir, Yours very respectfully, JOHN YOUNG, Chairman Harbour Commissioners. longer ing of harles The following extract from the Chief Engineer's report for the year 1875 gives an account of the dredging plant with which the work was resumed, and with w^hich, with the exception of minor changes in tug-boats and the very important improvements made in the dredges before alluded to, (page 217), the deepening to 25 feet was carried to a successful completion in 1882 : — Bepcrt on the deepening of the ship cliannel between Montreal and Quebec for the year 1875. John Kennedy, Chief Engineer. Haf i « « o 0.2 Ss-5 H O 00 " U O O •^ on? Ph s be o u •0 3 o 2» GOOroOQOCCQO QO 00 OOOOOr-QOQO i^ <£IOOOC _gcoooooooc .ooooocoo ■•^ 1^ '^ OiOSt^cC»0 oa>e _aoooooo©o !0 O O OOONOi i-H C^ r-t f-H 1— 1 1-H »-< f«H tHUJUSCJOO ooe •£3a.2 '3 * « £ Qj o o a a V s- - o (N 1-4 04 w m \ I pi i 294 The channel was completed to 22J f^^t in 1878, as shown in the following extract from the Chief Engineer's report : — Eeport upon the Deepening of the Ship Channel between Montreal and Quebec, for the year ISTS. John Kennedy, M. Inst., G.E., Chief Engineer. Harbour Commissioners of Montreal, Chief Engineer's Office, Montreal, 25th February, 1879. H. D. Whitney, Esq., Secretary : Sir,— I beg to submit, for the information of the Harbour Commis- sioners, the following report upon the work accomplished during the year 1878 in deepening the ship channel of the Eiver St. Lawrence between Montreal and Quebec. At the close of 1877 the dredging had so far advanced that it became possible, with another year's work, to attain a depth of 22^ feet at low water at all points above the reach of tidal assist- ance, and thus to give navigation the benefits of the first step of 2J feet in the contemplated increase to 25 feet. The work of the past year was, therefore, arranged with this object in view, and it was attained ; and proof of the fact was made by the Commis- sioners, accompanied by their officers and a number of pilots, in a trip through the Channel, on the 18th and 19th November, as set forth in the apj)ended certificate. * * * * I am. Sir, Your most obedient servant, (Signed,) JOHN KENNEDY, Chief Engineer. as 1879. 295 Test of 22 feet Channel, made November V^th and \Wi, 1878. On Board tiie Steamer '* John You no," November 18th and 19th, 1878. (Official Ebcord.) The undersigned, on Moilday, November 18th, embarked on the steamer John Young, having spars gauged to a dejith of 23 feet 6 inches attached to each side, and left the harbour of Mon- treal at 8 o'clock a.m., passing through the ship channel, as improved in the harbour, at Point-anx-Trombles, Yarennes, Yerch^res, Contrec«ur, Lake St. Peter, the Nicolet Traverse, and Port St. Francis, over the Pouillior Becancour, the new cut between Champlain and Champlain Point, and Batiscan Tra- verse to Cap Levraut, without meeting any obstruction. As the gauge on the Flats in Lake St. Peter indicated 12 feet, this establishes a ship channel of 22 feet at lowest water throughout the whole distance thus traversed, or an increased depth of two feet beyond that hitherto available. At Cap Levraut and down to Cap Charles, by taking advantage of highest tide, no diffi- culty now exists, and below that Point to the Harbour of Quebec the channel is free from danger at a much greater depth than 22 feet at any condition of the tide, so that a reli- able new ship channel of 22 feet now exists throughout between Montreal and Quebec. THOMAS CEAMP, Chairman Harbour Commissioners. HUGH McLENNAN, ADOLPHE ROY, EDWARD MACKAY, Harbour Commissioners. JOHN KENNEDY, Chief Engineer. A. M. RUDOLF, Harbour Master. THOMAS McKENZIE, Superintendent of Dredging. JOSEPH LEYEILL^, Superintendent of Pilots. A. NAUD, Branch Pilot. PIERRE GAGNON, Branch Pilot. 296 I certify to the foregoing Htatcraent, ho far iis it relates to the channel from Montreal to Thi'co Eivors, at which place I was obliged, by other engagements, to leave the steamer John Young and return to Montreal. (Signed,) J. L. BEAUDEY, Mayor of Montreal, Harbour Commissioner. pVi , I certify to the foregoing statement, so far as it relates to the channel from Sorel (where I joined the John Young) to all points below. (Signed,) C. L. AKMSTIlONGf, Consulting Officer. ' i I certify to the foregoing statement, so far as it relates to points below Three Elvers, at which place I joined the John Young. (Signed,) _ P. M. MATHIKU, Branch Pilot. Certified. (Signed,) H. D. WHITNEY, Assistant Secretary. a < ■At ■* if*-, In The depth of 22| feet being thus accomplished, work was continued to attain the depth of 25 feet at low water resolved on, as seen in the extract from Mr. Young's let- ter (page 288). This was accomplished in the fall of 1882, when a thorough test of the channel was made on the 3rd of October. The following extracts from the Chief Engineer's report for the year 1882 and the Montreal Herald of 5th October, 1882, give an account of the formal opening of the 25-foot channel : — icer. 297 Report upon the Deepening of the Ship C'hnnnel between Montreal and Quebec for the year 1882. John Kennedy, M. Tnst. C.E., Chief Engineer. Harbour Commissioners of Montreal, Chief Engineer's Office, Montreal, 5th February, 1883. H. D. Whitney, Esq., Secretary- Treasurer. Sir, 1 bepc to submit, for the information of the Harbour Commis- sioners, iho following rei)Ort u]ion the work.aet'omplishod durinif the year 1882, in deepening the ship channel between Montreal and Quebec : — The object kept in view in carrying on the summer's work was to redeem the promise of some years ago that the 25-fect channel should this year be open for navigation, and special efforts were made that this also should be done as early in the summer as possible, so that its benefits to navigation might be felt during the low water of autumn. For this purpose, two of the lai'gest dredges and a stone-lifter, with the tugs attending them, were worked night and day, and the Montreal harbour- dredging fleet was also, as far as practicable, made to assist the ordinary ship channel plant. The object was so far attained as to allow of the formal open- ing of the deepened channel, by a trip through it by the Har- bour Commissioners and a number of representative gentlemen, on board the SS. "Peruvian," on the 3rd October last. After the depth had been obtained, most of the dredging plant was kept emploj^ed until nearly the close of navigation, in wMening, straightening and otherwise further improving the channel at such points as it seemed most desirable to do so. The channel, as it at pi-esent stands, may be briefly described as having been deepened and tested to a clear depth of 25 feet at low water, of 11 feet on the Flats of Lake 8t. Peter at all points above Cap la Eoche, but at that point and at Cap Charles adjoining, advantage must be taken of a good average tide to pass with the full depth available elsewhere. 298 The broadth of the droilged channel is 325 feet in the straight parts in Lake St Peter between the White Buoy and Xo. 1 Liglit Vessel ; 300 feet minimum width in the straight parts elsewhere, ■with increased width at bends and other places where navigation requires. >ii * >ffi >¥ * )it in :ie accomplished when in November 1865 twenty feet was obtained. From that time on- wards, for several years, resting on their oars seemed to be the policy of the Harbour Commissioners, till in May 1873 an Act 299 was passed, tho then commissioners being Messrs. DeliHlo,(Chnir- man), Workman, Bernard, Stephen and Hugh McLennan. Tho tir«t three have been called away, Mr. Stejjhen regrotw hi» absence, but we have with us, I am glad to say, Mr. Hugh Mc- Lennan, our senior Commis!«ionor on the present Boai'd and one who was most active in procniring tho legislation which has enabled the work to be completed. This Act provided for a loan to be raised by Government of a million and a half of dollars to deepen the channel to not less than twenty-two feet, under tho superintendence of the Minister of Public Works, either by the Harbour Commissioners of Montreal, or ssuch other arrangements as tho Minister of Public Works might make with them. In November of 1878 tho then Harbour Commissioners, of which my friend, Mr. Cramp, was then Chaii-man, wore able to announce that twenty-two foot had been obtained ; so we this day are altlo to say that twc-nty-fivo has been i-cachod. In looking to the future comes tho question, — What are we to do, stand still or go ahead, by deepening the .channel still further; and, if so, to Avhat extent ? -i^ =!« * :k * '^ . " Wore I sure of the financial question l^eing properly settled, I would have no hesitation in expressing my opinion, which I believe is shared in by \ny co-Commissioners, as to what should be done, but knowing that for tho present, under our greatly re- duced tariff of duos, wo have reached tho prudential limit of expenditure for our income, I feel that caution is desirable. Yet I must say, (and in doing so, I do not wish for a moment to embarrass my honorable friend, the ^Minister of Public Works, nor to commit him to any expression of opinion,) that the Harbour Commissioners are unanimously of opinion that tho Dominion of Canada ought to assume tho debt which has so far been incurred for the deepening of the channel since Confederation, and not only 80, but should further grant the sum required to deepen the channel to twenty-seven and a half feet, which can be done so much more cheaply now than at any future time. Thej'O are strong reasons why we should not stop now. That of the plant as has been already stated ; next the fact that at all our competitive points on this side of the Atlantic they are carrying on their im- provements to this or greater depth. We must, thtrefoi-e, keep pace with them or be beaten in the race, — the shortness of the m 300 n- ' 1 1 Kcason wo cannot overcome ; wo must, therefore, mitigate this drawback &h far as possible by imi)roving our facilities in both the river and the harbour. Then we must not forget that in five years' time we are promised that the Canadian Pacific Railway \vill be completed, Avbich I feel will mark an, era for the Saint Lawrence route, and for which we must be prepared. I have no doubt the time is not far distant when all the accommodaticm that Montreal and Quebec can offer will bo taxed to the utmost of their ability. Then for our harbour we must progress, and were the deepening of the channel assumed by the Government, both for the past and foi* the future, there woukl be no difficulty experienced by the Harbour Commissioners in borrowing all the money they require for the impi'ovoments and extension of the harlx)ur at a reasonable rate of interest ; and, while speaking of the harbour, might I ask the Mayor and those members of the Corpor- ation who are with us to-tlay, when they expect to loport the amount of assistance they are going to give the Harbour Commis- sioners to help making Montreal a fi'oe port, so called, and about which so much was said and wiitten a year and a half ago. It is gratifying to saj' that the Harbour Commissioners, l)oth past and present, are naturally proud of the success which has thus far attended their labours, but they cannot forget their chief engineer, Mr. John Kennedy, but for whose untiring energy and skill the work would not have been so early and successfully accomplished. They are also glad to say that for those improvements so far they have not received from the Government one dollar since Con- federation. It is true that they have advanced the money for the work, but it is equally true that the interest has been i-egu- larly paid to the Government out of the ordinary revenue, the sum so far being about four hundred thousand dollars, this making the cost of the twenty-five feet channel nearly two and a quarter million of dollars, l-o^-o the effects of the improvement could be made available; vho beneficial result of which, it is to be hoped, will from this time be apparent. They also congratulate them- selves for the economy with which tho work has been conducted . The grant of a million and a half was made for a channel of not less than twenty-two feet, whereas one of twenty-five feet has been obtained for nearly that sum, taking the plant into consider- ation, and for this magnificent result Mr. Kennedy deserves all 301 the honour. In saying that the channel debt should be assumed by the Government, let me say that I believe that no expenditure which has been made on railways, canals, or other public works, has been, will be, of such vital importance to the Dominion as a whole, or will yet show such splendid results for the amount expended, as that of the work we this day have officially opened.'' As the work of deepening the channel to 25 feet approached completion, the growth of the St. Lawrence trade was sreen to require still further improvement of the channel, and the Harbour Commissioners of Montreal, through the following representations, obtained permis- sion, by an order-in-council passed 14th June, 1883, to proceed with a further deepening to 2t^ feet at low water. Here follow also the memorials and letters from the Har- bour Commissioners, praying that the ship channel debt be assumed by the Government and that the improvement of the channel be treated as a public work. Letter from the Acting Chairman of the Harbour Commissioners to the Hon. H. L. Langevin, C.B., "ine. Hecei l events on the river, added to representations by those interested in its navigation, render it necessary that the powers asked for in that bill should be obtained, and we trust you will secoi-e its passage the coming session. If you desire it, a few more copies of the memoi-ial will be sent. With highest regards, I remain, Your most obedient servant, HENKY BULMER, Acting Chairman. Memorial from the Harbour Commissioners of Montreal to the Governor-General, December, 1830. To His Excellency the Kight Honorable Si i' John Douglas Suther- land Campbell, Marquis of Lome, P.C, K.T., G.C.M.G., Governor-General of Cana:la, &c., &c., in Council assembled. The memorial of the Harboui* Commissioners of Montreal represents res])ectfully, That your memui-ialists feel it to bo their dutj'^ lo approach your Excellency in Council, with reference to the important ^vork with the direction of which they are chai'ged by the Gov- ernment of the Dominion. That on the 31st of March, 1879, they had the honor of sub- mitting to members of your Excellency's Government a memo- randum, (a printed copy of which is herewith enclosed,) sotting forth the progress that had been made since the year 1851 in deepening and enlarging the channel through Lake St. Peter, showing that since the 12th June, 1851, the channel, which at that time had only an available depth of 12 feet, had been so far 303 lor improved and cidargcd as to have a minimum depth of 22 feec, and a minimum width of 300 feet. And that in order to attain that measure of success, your memorialists had then expended, out of the loan provided for by the 36 Vic, chap. GO, :> sum of ^1,120,000, of which an outlay of about $500,000 was represented by plant and machinery, all of which still remain on hand. That since your memorialists submitted that memorandum, they have continued the works for the improvement of the chan- nel, and in so doing, a further sum of $304,000 was expended upon them during the years 1879 and 1880, by means of which a large portion of this channel has been further 'leepened to a minimum depth of 25 feet. That if your memoi'ialists are peimitted to continue their operations during next season, they will be able to complete the deepening of the entire channel to the above stated minimum depth of 25 feet, and that the expenses of so doing will not exceed the amount authorized to be raised, under the act above men- tioned, for the purpose of deepening the channe' to a minimum depth of 22 feet at low water. The value of the plant and mate- rials on hand being sufficient to cover the apparent excess of the total expenditure above the sum of $1,500,000 contemplated by the said act. That while your memorialists do not deem it necessary to troul>le yovLv Excellency with similar observations to those con- tained in the said memorandum I'espccting the value and advan- tages to the country and to its trade, of the work which they have been mainly instrumental in carrying through during the last 30 3'ears, they beg lea^•e to refer to those observations, and to state that the further experience of two seasons confirms them in the opinion they liave ex|)ressed, as to the incalculable impor- tance to the Dominion of the improvement of the great marine 1 i^hway of the St. Lawrence. And they would urge upon your iiAvnllency's consideration the reasons given in that memoran- dum j'or regarding the expenses of that improvement as properly cluu geable upoii the revenues of the Dominion, rather than upoa those of the harbour of Montreal. Your memorialists desii'o further to observe that public atten- tion has been forcibly attracted, during the past seasons, to the necessity for lightening the burdens upon shipping frequenting W' I'H m ,1 I m 304 the harbours of the St. Lawrence accessible to sea-going vessels, and more especially the harbour of Montreal ; not specially in the interest of that harbour, but of the entire trade and shipping of the Dominion, the prosperity of which depends upon estab- lishing the charges upon shipping at rates which will compare favorably with those of the northern and central harbours of the United States. And with this view, some reduction of the exist- ing rate of charges in the harbour of Montreal and its approaches has been urgently pressed, both upon your memorialists and upon the public generally. That, as shown by the said memorandum, the interest paid by your memorialists in 1878 upon the amount thus expended under the act of 1873 was $40,949, and that during the year 1879 the increased expe <''ture increased the amount of interest j^aid in that year to the i. m of $54,532.72, while the total revenue of the harbour from sh nr^t steamers during the summer season was only $58,417.50, h . ,? a margin only of $3,884.33 out of the total receipts from sai; .^ and steam vessels visiting the har- bour, to assist in covering tl.\e maintenance of the harbour and the payment of the debt appropriate to it, now amounting to nearly $1,800,000. And that when the returns for the recently closed season of navigation have been received, the results will be in a similar proportion to those of the season of 1879. That, from the foregoing statement of facts, it is obvious that no reduction can be made upon the existing harbour dues, so long as the harbour is held liable for the interest upon the expenditure on the Lake St. Peter and river channel. And that, in fact, the expenditure of the entire appropriation will throw upon the harbour an annual payment, by way of interest, greater than the entire present revenue of the harbour derived ft'om sailing and steam vessels. That moreover, in order to mnintain the position of the har- bour of Montreal as the great terminal port for sea-going vessels, improvements and extensions of various kinds are needed and have been recommended by eminent engineers, which it is impossible for your memorialists to contemplate making while burtlicned with the interest of the expenditure upon the river channel. And that such improvements are as essential to the maintenance and encouragement of the shipj)ing trade of the St. 306 Lawrence as the reduction of the expenses to be incnrretl in reaching and using ports on that river, and especially" the harbour of Montreal. That, in view of the facts already stated, it is impossible for your memorialists to contemplate any material improvement of the harbour, or any reduction of rates, so long as they arc burthened with the interest upon the expenditure made in the improvements of the channel of the River St. Lawrence ; and they would respectfully urge upon your Excellency's considera- tion the fact that the cost of those improvements to the channel of the Eivei" St. Lawrence are as properly and justly chargeable upon the country as the cost of the series of canals of which that great highway forms the extension. And that there is no more ground for throwing the burthen of those improvements upon the harbour of Montreal, than there would be for imposing upon the localities at the termini of the various canals of the Dominion the expenses of consti-ucting those canals. That in the spring of the present year, your memorialists again brought the said memorandum, and the facts and circumstances which had afterwards transpired, under the notice of your Excel- lency's G-overnmont ; and that they then had the honor of receiv- ing from members Qf your Excellency's Cabinet an assurance that your Excellency's Government would be prepared to submit to Parliament, at its next session, a scheme for the relief of the trade by the St. Lawrence route, which would include the assumption of the debt incurred for the improvement of the lake and i-iver. That your memorialist** communicated that assurance to the public through the Board of Trade of Montreal and by other means, and that it was received with great satisfaction. Your memorialists therefore would respectfully and earnestly urge upon your Excellency in Council that some measure be taken for the relief of your memorialists and of the harbour of Montreal from the share of the public burthen thus unjustly imposed upon them, in order that your memorialists may avail themselves of the portion of their revenue heretofore appropriated to the payment of interest upon the cost of that public work, in order to reduce the burthens upon shipping anrl to complete tho 20 in i t I ,-j- 306 improvement of the harboui* of Montreal as the central shipping port of the Dominion. And your memorialists, as in duty bound, will ever pray. (Signed) (Signed) HENRY BULMER, Acting Chairman. H. D. WHITNEY, Secretary. Harbour Commissioners' Office, Montreal, 1st December, 1880. Extract from Mr. Robertson's Statement, made at the Public Meeting of the Board of Harbour Commissioners of Montreal, I2th January, 1882. Gentlemen, — In reviewing t1^Mch have been dealt with during the year. Early in the year !i,o jJoard made strong representations to the Government that they should assume the cost of deepening the lake and river channel. The Board are unanimous in the belief that this work is fairly chargeable to the revenues of the Dom- inion, and they have repeatedly memorialized the Government accordingly. Deputations were sent to Ottawa and interviews were had with several of the Ministers, who received us most gra- ciously, and some of whom the deputations thought were consid- erably interested, if not quite convinced that the position assumed was defensible. It was found, after great labor and trouble, that the Government could not entertain, at that time, the pi'oposal for the assumption of the debt, and, as a temporary expedient, it was ultimately arranged that the Government, in order to facilitate the reduction of the harbour dues, should introduce a bill that the interest on the money advanced for the pui*pose of deepening the ship chan- nel, should be reduced from 5 to 4 per cent., and also that the sinking f^^A should be deferred. These two items, amounting to 307 about $30,000, coupled with the largo revenue of the previous year (1880), enabled the Board to consider the question of the reduction of dues on goods and vessels. The taritt' of duos on goods was remodelled, simplified and reduced, so as to produce an estimated reduction of about 22| per cent, on these items. The tonnage dues on ships were reduced exactly 33^ per cent. ; the total proposed reduction averaged 25 per cent, of the revenue for 1880. In connection with the reduction of harbour dues, an effort was also made to get the canal tolls reduced on Class 4 or the unenumerated list, the tolls on which yielded but little revenue, being practically prohibitory on many articles. The proposal of the Board was that these goods should, going westward, having paid the St. Lawrence Canal tolls, be free from the Welland Canal tolls, and coming eastward, having paid the Welland Canal tolls, they should be free of the St. Lawrence Canal tolls. The Hon. John Henry Pope, then Acting Minister of Railways and Canals, rejiorted favorably to Council, and an order-in-council was passed carrying out the recommendation of the Board. The results for the season are not yet obtained, but when compiled will no doubt prove favorable, and the coming year will doubtless prove still more so, as the change took place too 1 ite to be of any great benefit to the early shipping of last season. ^^ ^ ^ ^ iing to Report by John Kennedy^ C. E., Chief Engineer of the Board, on the further deepening to 2*1^ feet, 25th January. 1882. Harbour Commissioners of Montreal, Chief Engineer's Office, Montreal, 25th January. 1382. H. D. Whitney, Esq., Secretary-Treasurer. Sir, — In compliance with the instructions of the Board, I beg to report upon the further deepening of the ship channel between Montreal and Quebec to 27^ feet, and also to furnish an estimate of the cost. 308 'iii "I J From Quebec to Cap Charles, a distance of 50 miles, there are some points where it is rather doubtful if there is a clear depth of 27| feet at low water in the present course of vessels, but it is believed that there would be no difficulty in obtaining this depth, either by slight changes in the course or by clearing away insig- nificant obstructions. From Cap Charles Upward, the extent of the work to be done has been carefully ascertained by special surveys extending over an aggregate of seventy-seven miles of the channel, as also by sweeping over the bottom of the remaining portions with guage- bars set at the required depth. The nature of the materials to be dealt with, and the rate and cost at which they can be removed, are also well known from actual experience in the dredging now in hand, and from borings to greater depths at doubtful points. This information shows that there would be no special difficul- ties met in the proposed further deepening, and that it would simply bo 2^ feet deeper cutting in all places already dredged over, and an extension in area duo to other places where there are shoals with over 25 and less than 27J foot depth of water. For the larger vessels, which would be expected to use the deeper channel, all bends and places of any special difficulty in naviga- tion would also require to be widened out to one and a half times or to twice the width of the straight-dredged channels, which are generally 300 feet in breadth. The floating plant on hand and engaged in the present deepen- ing would be adequate in extent, and in the main, well adapted to the further deepening, but some alterations in the dredges would be necessar}' to enable them to reach the extra depth without loss of time during high water. It would be wise also, if the increased work be undertaken, to strengthen and improve them, so as to enable them to work more rapidly, and thus lessen both the cost and time for the completion of the work. Their efficiency has already been improved to about two and a half times greater than at the commencement of the recent work, and though not now surpassed by any dredges of which records are obtainable, they could, at a reasonable cost, and by special adaptations to their work, be still further improved in their working rate. ;l 309 If this be done, this work could, I estimate, be completed in five summers' dredging. As regards cost, the expenses of the dredging fleet for the past few years have averaged about $140,000 per annum; but with heavier repairs, as the vessels grow older, and the increased price of labour and fuel, it would not be safe in future to reckon upon less than $160,000 a year. ^ Upon this basis, I estimate that the cost of increasing the depth of the channel from 25 feet at ordinary low water, as now in progress, to 27^ feet as proposed, and for a width of 300 feet in the straight portions, and 450 to 600 feet in bends and difficult places, would be : — , For improving the dredging plant $ 60,000 Working and maintaining the same 5 years, at $160,000 per annum 800 000 $860,000 T may add, as bearing upon the matter, that the cost of the new dredging plant specially purchased for the deepening to 25 feet now in progress, together with the equipment of the shipyard and shops at Sorel, is ; 8534 810 In addition to this there has been aj^propriated to the' work, dredging plant formerly on hand to the value ^^ "'^"^^ 100,000 Yours respectfully. $634,810 (Signed,) JOHN KENNEDY, Chief Engineer. N.B.--Accompanying this is a small scale profile showing the principal points at which deepening would be required. ^1 I' f !• 310 I if !^ Memorial of the Harbour Commissioners of Montreal to the Governor-General, November, 1882. To His Excellency the Eight Honorable Sir John Douglas Sutherland Campbell, Marquis of Lome, P.C, K.T,, CI.C.M.G., Governor-General of Canada, &c., &c., in Council assembled. The memorial of the Harbour Commissioners of Montreal respectfully represents : — That your memorialists desire again to approach your Excel- lency in Council, regarding the debt incurred in improving the ship channel of the Eiver St. Lawrence, between Montreal and Quebec, and the further prosecution of this work. That on the 1st of December, 1880, your memorialists had the honor of making certain repi'esentations to your Excellency in Council on this subject, with a view to obtaining some assistance, and they were so far successful that by the Act 44 Vic, chap. Y, the rate of interest on the amounts advanced the Commis- sioners by the Government was reduced from 5 per cent, to 4 per cent, and the obligation imposed on the Trust by the Act 3G Vic, chap^ GO, to provide a sinking fimd to pay off the said advances, was cancelled. And, furthei-, by the Act 45 Yic, chap. 44, an additional loan of $280,000 was made on the same terms, towards enabling the Commissioners to complete the ship channel to 25 feet at low water. That in consequence of this reduction of interest, your memo- rialists were enabled to reduce the tonnage dues on shipping 33J per cent., to that extent cheapening the St. Lawrence route. That the grants made to the Commissioners amounting to $1,780,000, have now been expended, and the 25 feet depth of water has been obtained, except at Cap La Roche, where vessels are obliged to take advantage of the high tide in oi*der to have the full benefit of the improved channel. This should be further deepened two feet, and, at some of the bends and places where cross-currents exist, the channel should be widened to insure greater safety. That your memorialists would further desire to observe that although the improvements now made are of great advantage to the trade by the St. Lawj'ence, it is generally admitted that the 311 depth of water muHt still be increased to meet the demands of trade and enable the St. Lawrence route to successfully compete with American ports. Your memoralists would also state tlmt they have a lar^c and valuable draining plant and expei-iencod staff for the further carrying on of these operations, and it would seem injudicious to allow the same to be dispei'sed, in view of the facts herein stated. That for the further improvements of the river, additional dredg- ing to the extent of 2^ feet is required, and it is estimated that this would cost about $900,000 and that the work could be accom- plished in five 3'ears. Your memorialists would further draw your attention to the fact that of the $1,780,000 expended, $575,000 was paid for plant alone, leaving $1,205,000 as the cost of work already done, in deepening the channel from 20 to 25 feet. Should the deepening be now continued, this plant is available for it, but shouKl the work be stopped, and the plant disposed of, and should it after- wards be found desirable to resume, a similar outlay would require to be made before operations could be again commenced. That it is expected, in five years time, that the Canadian Pacitic Railway will be completed from British Columbia to tlie St. Lawrence, when, it is believed, an enormous development of traffic will take place. Your memoralists arc, therefore, most anxious that the requirements of this new trade should be anti- cipated and provided for, both by increased depth in the river and accomiTlodation in the harbour. Your memorialists are unable to undertake both, but should the Government be pleased to relieve them of the ship channel, they will then bo able to in- crease the accommodation in the harbour. Your memorialists would also observe that largo grants are annually voted by Parliament for the improvements of harbours and rivers in all parts of the Dominion, while Montreal, the centi'al shipping port in the country, has, since confederation, received no grants whatever, and has not only constructed her own harbour works, but has been obliged to incur large obliga- tions for the improvement of the ship channel of the S' Tiw- rence, a work which they think is a? much a public work as the enlargement of the canals, it being part of the great national waterway to Ontario and the North west. 312 m( That an a further ovidcnce oi'tho additional burdenM which arc imposed upon the rcvenuew of the Trust, your moinorialistH would Htate that, winco 1873, it has fallen to them to maintain the buoys and beacons on the river from Monti-cal to Portneuf, and in doing tto, they have expended upwards of $70,000, and have only received from your Excellency's Governnu nt the sum of 5^7,000 on account of said disbursements. Your memoi-ialist« would bog to remark that they consider this service should be carried on at the public expense, as is done elsewhere in the Dominion, and should be permanently provided foi-, as a charge upon the public revenue. That jour memorialists, would also call your attention to the fact that the revenues of the Trust are all re^iuired for the due maintenance and improvement of the harbour, the payment of the interest on the harbour debt jjroper, and of the interest to the Govei'nment o>i the above-mentioned loans, which latter sum now amounts to $71,200 per annum, and on which account nearly $400,000 has been paid to the Government out of revenue during the progress of the work. That were the Government to assume the debt and the fui'ther deepening of the channel, your memorialists would bo enabled to abolish the tonnage dues, which in 1880, the year before the reduction of tonnage dues already referred to took place, amounted to $78,765, and which, if accomplished, would be an important concession to the shipping interests of the Dominion. Your memorialists are aware that the Government is having the channel between Cap la Eocho and Quebec carefully examined for suspected obstructions, and they urge that a similar examina- tion be n)ado at Crane Island, below Quebec, where deep draught vessels can only pass at certain stages of the tide, and that such improvements as may be found necessary should be made. That your memorialists view with considerable anxiety the action of New York State, by the recent vote in proposing to entirely abolish the tolls on the Erie Canal, Avhich will no doubt be carried into effect, and be a direct blow at the St. Law- rence route ; they would therefore respectfully urge your atten- tion to this subject. Your memorialists would further call special attention to the fact that at the American seaports, with wiiich the St. Lawrence must compete, the approaches to the harbours are improved 313 entii'oly at tho cost of tlio XJiuted States Government, and with- out charge against the harhourw. Within the past few years, there has heen thus expended ]>y them over $16,000,000 for the ports of Boston, New York, Phihidclphia, Baltimore, and New Orleans, for works which are oxacti}' analagous to the improve- ment of tho ship channel of tho St. Lawrence, with which its shipping is now bui-dened. Your memorialists would, therefore, for these and other reasons, most respectfully and earnestly i-equest that the repro- tsentations heroin contained may receive tho sej-ious and favour- able consideration of your Excellency in Council, and that such steps may be taken as will relieve the harbour of Montreal of the burdens above referred to, and at the same time admit of the further improvement of the river, as heroin suggested. And your memorialists, as in duty bound, will ever pray. Harbour Commissioners' Office, Montreal, 15th November, 1882. ANDREW ROBERTSON, Chairman. H. D. WHITNEY, Secretary. Extract from Mr. Robertson's Statement, made at the Public Meeting of the Board of Harbour Commissioners of Montreal, 8th February, 1883. Gentle.men, — Another year has passed away, but its history will be remembered as one of unusual interest to this Trust. Last year the Harbour Commissioners found that tho loan of one and a half million dollars would not complete the channel to 25 feet, and therefore applied to the Government for an additional advance of $280,000, which was granted them ; the Commissioners paying as usual the interest for the same. This sum enabled the works to be carried on, and on the 3rd October the channel was formally opened, 25 feet having been 314 i ■ '^ attained all along the river, except at Cap Charles and Cap la Roche, ■xvhere it is necessary to pass at high tide, as, at lowest water, there is only 22 feet ; th! j should be deepened two feet more to make it regularly available at half-tide, so as to prevent delay in waiting for high water. The C6mmissioners again memorialised the Government as to the expediency of their assuming the debt incurred for this deepening ; they also laid the case as strongly fis they could before them by a personfil visit to Ottawa, where they were courteously received and their argumenty listened to, recer'ing the assurance that it Avould receive the most favourable consideration of the Government. The Commissioners aic not without hope that, if it is not immediately done, the time is not far distant when this measure of justice will be accorded to the gi-eat national waterway of the Dominion of Canada, In tliis connection tliere came into my hands the other day, through the kindness of Sir Francis Hindis, copies of a series of letters on this subject ;. tliey show that, forty years ago, tlie deepening of the channel was then receiving the careful attention of Govern- ment, and was begun as one of the public works of Canada. These are too long to read here, but they are of such historic value that they will be printed a? an addenda to the report for this yea:?.* The Commissioners also memorialised the Government as to the further deepenin" of the Cliannel, and recommended that, seeing the plant was of such conseciuenco and of eo great a value, that before disposing of the same and dispersing the well-trained crews, another cut of 2i feet should be made, at an estimated cost of $800,000, or under S!)0(),000. The nearness of the estimates for the 25 feet chan- nel to the amount expended, considering the value of the plant on hand, was surprisingly close, and they, therefore, had no hesitation in urging this view upon the Government, convinced that the result, wlien accompiishetl, will be found within tlie sum named. Mr. Kennedy made a report, dealing with the subject, which was also forwarded to the Government, objections having been made by some that it would be impossible to further deepen, and that it will cost millions, i^c, but these are mistaken views, and in corroboration of .Mr. ivonnedy's views, a report has been received from Thomas C. Keefer, Esq., endorsing Mr. Kennedy's report, and recommending in future even a gi-eater depth. • See this pamphlet, pages 65 to 82. ii-K 315 These two questions are now being considered by the Government^ and the Commissioners hope they will be dealt with in a proper spirit ; shuald all that has been asked for not be granted, it is to be hoped that such measures of relief will be afforded as to further relieve the shipping trade, and help to secure for the S*.. Lawrence route a fair share of the traffic passing from the boundless AVest to the eastern continent. Under any circumstances, it will be a great mistake to allow tlie fleet to go to waste and the skilled workmen to be dispersed, should it be afterwards found that it is advisable or become necessary to continue the work at some future time. jfc sjt * * Beport by T. C. Keefer, C.E., on the further deepening to 27^ feet. 2hth January, 1883. San Gabriel, California, 20th January, 1883. John Kenxedv, Esq., Chief Engineer, Harbour Commissioners. Montreal. Dear Sir, — I bejr to acknowledge the receipt of your letter of 21st ult., inform- ing me that you are directed to ask, for the information of the Har- bour Commi8.siouers, my opinion " as to tlio feasibility of deepening the ship channel between Montreal and Quebec to 27J feet, or pos- sibly to 30 feet at low water — the effect of snch further deepening on the level of water in the harbour of Montreal and elsewhere — and upon any other point I may deem important." I have received, in connection with this, a profile of the river bottom, showing charac- ter of materials met with in dredging for 25 feet depth. I also learn that test-borings have been made at Point-aux-Trembles, ^Sicolct Traverse, Port St. Francis, ChampLiin and Hatiscan Traverse, to a depth of 30 feet at low water, and that, in all cases, the material is practically uniform to this depth ; that in certain parts of the Con- trecoeur channel, and in many places in Lake St. Peter, screw anchors and poles have been put down to a much greater depth without revealing any change. Also that in the shale rock of Cap 316 ur' iia 4 I I Charles and Cap la Eoche many borings for " lewis bolts " and for blasts have been made to depths of about 26 feet at low water, and a few to greater depths without meeting strata, different from those alreaay dredged. There does not seem to be any reason to doubt the feasibility of deepening the ship channel to 27| or 30 feet (the practicability of doing 80 is undoubted, as it is at most a question of expense) with- out greater difficulties or greater relative expenditure than have been ■encountered in the deepening already attained, and without injurious effects on the levels of the ri^er. The only rock encountered is shale — removable by dredging ; and as this is a formation known to be elsewhere of great thickness, it is more than probf^Me that it will everywhere extand below the 30 feet line, as I understand it has done in some of the cases where borings have been made. So much " Mie work of deepening the ship channel has already been dont effici- ently and ejonomically, that the cost of completion can be closely determined, and to the alterations in the dredges which will be necessary to enable them to reach the extra depth, those you recom- mend to improve their working rate will no doubt be added, so that the proportional cost of the new work to that which has already been dony will not be increased. The great result within the reach of the Harbour Commission can be obtained at a comparatively small ex- penditure, in consequence of the very large and efficient dredging plant on hand, which has cost over ^600,000, and is in itself nearly half the battle. I do not think that the deepening of the ship channel to 30 feet can have any effect on the level in the harbour of Montreal, because that level is governed by the contraction of the channel at He Ronde and the general condition of the river's breadth and depth thence to Lake St. Peter. The effort at other points (below Montreal) will be extremely slight and local, confined to the points where dredging is done, and will not reduce the navigable depth of the river any- where. In cutting through a shoal of greater or less extent thera will probably be a lengthening of the slope of the surface current or ripple at that shoal at the point where the cutting is made, but no •effect will be produced on the surface of the deep reaches above that fihoal, the water of which cannot bo permanently lowered, so long as there is as much coming into that reach as there is going out of it, which obviously must bo the condition of tlings all over the St. HA il''' 317 ^he Lawrence at the same period of time. No amount of deepening at a point can increase the general discharging capacity of the river, which increase could alone lower its levels at that point. Moreover, the dredged channel is insignificant as compared with the general dimensions of the St. Lawrence, a general enlargement of wliich would be necc.-^ary in order to lower its level between Montreal and Lake St. Pete; . In this lake, where the greatest length and depth of dredging has been done, no permanent lowering of its level can be artificially produced, on account of the tide and the great expanse of surface, the level of which is not seriously aff'ected by the short dura- tion of the ebb, though subject to variations by fresliets, winds and tides. In the 50 miles of river above this lake, there are a dozen points where deepening has been done, aggregating about thirteen miles, between 25 and 30 per cent, of the whole distance. In the reaches between the points of dredging, the depths range between 40 and 50 feet generally. The river in these sections cannot be disturbed in its regimen by any local effect produced by the dredge on the shoals below them. Tf more water passes at the dredged channel, less will pass the shoals at other points, and as all the dredged material is dropped iu the river, it is obvious that it can, if found desirable, be so deposited as to leave the discharging capacity at the shoal as before. I think, however, that the most satisfactory evidence of the pro- bable effect of increased deepening is that which is afforded \\y experience. A channel 300 feet wide has been excavated through the bed of Lake St. Peter for a distance of ovef 17 miles continu- oxxsly, much of it to a depth of 14 feet below lake bottom, and a similar channel has been cut through all the shoals above, between this lake and Montreal, without disturbing the ordinary levels of the St. Lawrence either in the harbour of Montreal, or elsewhere. If this has been the result of cutting through shoals to the extent of 14 feet, in many cases, there is little reason to fear the eff'ect of an additional 2J or 5 feet of deepening. The river level, below Montreal, depends upon the levels of the Ottawa and St. Lawrence riverS above that point, and if lower water than usual has been observed since the dredging operations were far advanced, as in 1879, it will be found to have been general and as unprecedented above Montreal as below it. As to the general question — tlie policy of further deepening at tlie I 1! f^i' ■i i Wi ■■| ii V !r •I 318 preoont time — every consideration seems to favour it. Ocean steamers are built and building with a load lino requiring more than 25 feet depth of canal, a greater depth being needed in a narrow channel than in a wide one. These vessels should, if possible, be enabled to ascend to Montreal in the interest of the whole Dominion Avest to the Kocky ^Mountains. Practically, ocean freight with foreign ports will be the same to and froiii ]\rontroal as to and from any port in the river bolow it, perhaps more favourable, as Montreal must continue to be the best point for hnding outward cargo. Glasgow has drawn the ocean vessel from Greenock, ]\Ianchoster is seeking to extend ship navigation from Liverpool, and Paris from Pouen, for economic considerations. The possession of the '' plant " enables the Harbour Trust to con- tinue the work now as fast or as slowly as its available means may determine. It would be deplorable if this groat Avork of the ship channel were stopped at a point where it is so near meeting every requisition which may be made upon it, so near making Montreal accessible for any draft of vessel as the best liarbours on the Atlantic coast or else- where. The depth aimed at from time to time during the last forty years has never yet been Avith the view of meeting every emergency, but has rather been experimental and more a financial than a com- mercial question. Before 1850 the depth provided for was 16^ feet at low water. After that date, it was decided to extend to 20 feet, not that 20 feet was the proper figure, but it was as much as could be carried at the time, though only a step in the right direction. Up to this time, opposition was variously based on the assertion that the channel would fill up, but the success attending the attainment and maintenance of this depth extended it to 25 feet, which, valuable as it is, is insufficient at low water for vessels of 25 feet draught and over, such as are now to be found on the Atlantic. Another five feet will certainly be a final demand and no doubt less than that depth will serve for some time to come. In all cases when the shoals are very short, it will be as well to go to the fuller depth at once, as the time for reaching the ground, mooring, etc., and the preparations required, form, for a small amount of dredging, so large a "jroportion of the cost. If what has been undertaken, in the past, was warranted by the then condition of things, a fortiori, present prospects and necesg'jes teamers 25 feet cliannel \bled to 3t to the jrts will 't ill the ;ontinue s drawn ) extend conomic t to con- ans may ael were jn which 3 for any or else- ast forty lergoncy, 1 a coiu- 16^ feet 20 feet, as could ion. Up that the aent and uable as ight and ther five lan that be shoals once, as t>arations 'oportion I by the 3ce88''ie8 319 make it imperative that the chief Dominion seaport should bo placed upon a par witli any American one, as to its accessibility by the largest ocean vessels. Montreal, a fresli water seaport, 250 miles above salt water, and nearly 100 miles above tide, is nearer to Europe, the market, and nearer to the great grain and provision areas of this continent, the sources of supply for that market, than any of lier Atlantic competitors in. that trade, not excepting New York, the great emporium of tlie export and import trade of the United States. She is the terminus of the longest inland water comnmnication between the Atlantic and those areas, and has two distinct railway systems of the first magnitude, to supplement cand perfect her com- munication with the interior — the Grand Trunk, in full operation, and the Canadian Pacific, an assured reality in Ihc near future, besides the more than prol)ablo future extension of the Nortliern Pacific Railway to tide water by its shortest route, Sault Ste. Marie and tlie Ottawa Valley. Nor is it improbable that a trunk line on the soutli side of the St. Lawrence will sooner or later connect Northern and Western New York, Western Pennsylvania and Ohio, and points beyond, with the coo^pst route for grain and provisions and tlio most favorable one for live stock by reason of the extent of liver and gulf navigtaion and the minimum of ocean transit. With such a position and prospect nothing but poverty can warrant any delay in making the Canadian New York accessible to the largest ocean steamers. I fully recognize the grfive objection to burdening tlie commerce of the port with an expenditure for a work which is as much a public one as the canals and harbours above or below it. The rivers and harbours of the inland waters of the United States are recognized as Federal works, and this is the case in Canada with respect to the St. Lawrence at all other points, the navigation of which is exclusively under Dominion control. I believe, therefore, that the entire assumption of this work by the Dominion is but a question of time (and that a very short time), and there is certainly no national expenditure to which the surplus revenues of the Federal Government can bo more usefully devoted than that which brings the largest ocean vessels within the greatest possible proximity to the heart of the continent. I remain, ' Your obedient servant, (Signed,) THOS. C. KEEFER. i'l if l' f. ! " ! ! I, i 320 Letter from Andrew Robertson, Esq., Chairman of the Harbour Com- missioners of Montreal, to the Hon. Sir Hector Langevin, K.C.M.G., C.B., inclosing a letter from John Kennedy, Esq., Chief Engineer. Harbour Commissioners' Office, Montreal, 19th April, 1883. Hon. Sir Hector Langevin, K.C.M.G., C.B., Minister of Public Works, Ottawa. Sir, — I am instructed by the Board of Harbour Commissioners to state that at their meeting yesterday, their attention was called to a com- munication which appeared in the Quebec Chronicle, from Joseph Shehyn, Esq., President of the Quebec Board of Trade, addressed to yourself, against the further deepening of the ship channel between Quebec and Montreal, at the public expense ; and while the Com- mission do not wish to trouble you unnecessarily, as you are already so well aware of the facts, yet they are of opinion that Mr. Shehyn's letter should not be allowed to pass without comment. You are already aware that the harbour of Montreal is a work entirely apart from that of deepening the channel, and that the expenditures are kept entirely separate. In 1867, when Confederation took place, the indebtedness of the harbour of Montreal was as nearly as poseible SI. 126,000 ; since thai! time, there has been expended on the harbour proper over $1,520,000,. making in all $2,646,000 ; the present indebtedness is $1,881,000^ being a difference of |765,000, which has been paid out of the revenue. It may be safely assumed that the harbour of Montreal, which means from Windmill Point to Longue Pointe, has cost over three million dollars, towards which expenditure the Federal and Local Govern- ments have never contributed one cent, nor do the Harbour Commis- sioners propose that they should do anything of the kind'. They borrow the money on their own harbour bonds, which have no guarantee from the Government, and they have paid their interest regularly, which at present is a yearly charge of $114,000. This statement will at once eliminate any reference in ^Mr. Shehyn's letter to the harbour of Montreal as a charge upon the Government, lor either guarantee of principal or interest, whereas he admits that 321 the Tlarboiir Commissioners of Quebec get the money they require advanced by the Government for liarbour improvements in Quebec, while the Montreal Harbour Commissioners are obliged to borrow from the publ'C at much higher rates. As to the deepening of the ship channel, he says " that from 1856 to 1867 the Harbour Commissioners of Montreal had spent for deepening the channel through Lake St. Peter a sum of $1,164,235, which was assumed by the Government." Admit the fact, what does this prove ; that the Government of the day considered the deepening of the ship channel as a public work. On the other hand, we cannot look upon the work in any otlier light than as one of the public works of the Dominion and beneficial to the commerce of the country at large. The work was at first undertaken by the Governnient and carried out by dredging plant belonging to the Government and under the oversight of the Depart- ment of Public "Works, in precisely the same way as the channel through Lake St. Clair, the St. LaAvrenco Canals or any other great public works were carried out. Subsequently, the further deepening of the ship channel to 20 feet was handed over to the Harbour Com- missioners of Montreal, but it was inspected by the Chief Engineer of Public "Works, and the cost assumed, as already mentioned, by the Government, thus again placing it on the same footing as other public works. Mention has already been made of the deepening of the ship channel between Lakes Erie and Huron, which has been done by Government as a public Avork, and we think properly so. It is an ijnprovemont of the great national water way from the ocean to the upper lakes, and as such is certainly in the interest of the Dominion at large. Tlie Galops, on the Upper St. Lawrence, is another point being deepened by Governni-'nt, and at enormous expense in propor- tion to the extent of work. And precisely the same reasons which have caused these to 1)6 looked upon as public works, apply to other parts of the river. There is no reason for the deepening of the Lake St. Clair Flats, the Detroit Kiver and Upper St. Lawrence by Gov- ernment, which does not apply with tentold force to tlie deepening of Lake St. Peter Flats and the St. Lawrence below Montreal by Government. The}' are simply sections of the same work, but the part between Montreal and (Quebec is vastly the most important. The authority under which the further deepening to 25 ft. has just 21 T 322 1 1 V 1 •* ]i%f^: been finished is an Act of the Dominion Legislature passed in May, 1873 (36th Vict., chap. 60), authorizing the Government to contract a loan to defray the expenses, and the work to be performed, either by the Harbour Commissioners of Montreal, or in such other manner as the Govemor-in-Council might determine, but to bo under the superintendence of the Department of Public Works. The authority to proceed was given the Harbour Commistiionors of Montreal in terms of this Act, and under it the work has been executed ; that is to say, the Harbour Commissioners have, in fact, acted as the agents of the Government so far as the execution of the work was concerned. The money advanced by the Government is now $1,780,000, on which the Harbour Commissioners of Montreal have regularly paid the interest out of the harbour revenue, just as Mr. Shehyn admits that the Government have advanced money for the Quebec Harbour Improvements — the difterence being that the Government have ad- vanced in the case of Quebec for local improvements and in the ship channel case, we think, for public improvements. The lake and river improvements have cost since Confederation to date, including plant, $1,780,000, for deepening the channel from 20 to 25 feet, and the Commissioners are of opinion that the same should be further deepened to the extent of 2^ feet, at a cost of say $860,000 to $900,000. It is this debt and the further deepening of the chaiiisel which the Commissioners wish the Government to assume, as they are fully and unanimously of the opinion that the channel is a public work of benefit to the whole Dominion, and is not a local work, as is the improvement of the harbour of Montreal. Now, sup- posing that the Government were to assume the debt, and to agree to further grant the needed sums to deepen the channel to 27^ feet, it would come to $2,680,000, but as the plant, after 27^ feet is obtained, would certainly yield one-third of the cost, deducting say $180,000, would leave two and a half millions as the cost of a 27^ feet channel, at an annual charge of one hundred thousand dollars a year at 4 per cent. Mr. Shehyn takes exception to this and says : " It is a well known fact such a work as they propose handing to the Government would likely cost a couple of millions." What is his authority for this statement 1 I have given you Mr. Kennedy's report and also Mr. Keefer's, endorsing the same, as you will see in the Harbour Eeports for 1882, pp. 14-22, copy of which 323 is lierewith. The accuracy of Mr. Kennedy's estimates lieretofore is a good guarantee that he is again correct, and the Board have implicit confidence in his estimates, but to prevent any doubt, I enclose copy of letter from him on this point, appended herewith. The Commissioners regret extremely that Mr. Shehyn should have introduced into his letter so much sectionalism. He seems to for^^et that it is not the ports of Quebec and Montreal who are to fight each other, but that it is the St. Lawrence ports in summer and the Domi- nion Atlantic ports in winter, as against the Atlantic ports of the United States all the year round. It is on this broad ground that the Commissioners base their case, and they consider that, for the money expended and to be spent, the deepening of the ship channel is decidedly the cheapest and most useful work that the Government could undertake. I have til honor to be, sir, Your most obd't. servant, (Signed,) ANDREW ROBERTSON, Chairman. Harbour Commissioners op Montreal, Chief Engineer's Office. Montreal, April 18th, 1883. Andrew Robertson, Esq., Chairman, &c. Dear Sir, — I beg to acknowledge the receipt of your letter of to-day, calling my attention to the letter of Joseph Shehyn, Esq., President of the Board of Trade of Quebec, published in the Quebec Chronicle of the 16th instant; and particularly to that part of the letter relating to the estimate for continuing the deepening of the ship channel between Montreal and Quebec to 27^ feet. Mr. Shehyn, I find, questions the sufficiency of the estimate of $800,000 to $900,000, and says that it is a well-known fact that such a work would likely cost a couple of millions. 324 On this I l)og to remark, and witli ovory respect, that Mr. Shehyn is entirely mistaken, and what lie calls a well-known fact is only some one's guess. On tlio other hand, the Harbour Commissioners of Montreal, from their dredging iu the ship channel for over 30 years past, know precisely tlie extent and character and cost of tlie work, and from those data, the cost of continuing is readily and accurately estimated, subject only to such variations as may occur in wages and the price of fuel and stores. It is not a now work, nor oven a work in new and untried places ; but, with insignificant exceptions, it is simply continuing, on well- known ground and by well-tried methods. In the eight working seasons just jjast, we have, as a matter of fact, deepened the channel live foot, that is, from a depth of 20 feet to one of 25 feet, at a cost of $1,780,000, including ^534,810 for the purchase of plant, which plant is now on hand for going on with the work. Tlio cost of deepening, apart from the purchase of plant, has therefore been about !$625,000 for each 2h feet, and obviously, witli plant already on hand, my estimate of $8GO,000 is an ample one for the next 2^ feet required to attain the proposed' depth of 27^ feet. Yours respectfully, (Signed,) JOHN KENNEDY, Chief Engineer. Extract from Mr. Itobertson's Statement made at the Public Mectirifj of the Board of Harbour Commissioners of Montreal, \7th January, 1884. Gentlemen, — The most important matter during the past year which the Com- missioners had to deal with in connection with the Trust reposed in them, was application made to the Government and Parliament to pass an act granting a loan of $900,000 for the further deeping of the channel to 27^^ feet. This encountered very groat opposition in various quarters, the more so as the Commissioners suggested that the deepening in tho 325 the past, as well as in the future, should Ijo treated as one of the public works of the Dominion, and not as a local work. The President of the I'oard of Trade of Quebec addressed, under date of 10th of April last, a letter to the Hon. the Minister of Public Works against these views. Under date of 19th same month, a letter was addressed by the Doard to the Hon. the Minister of Public Works in reply, answering the same (copy which has boon already published in tlio papers, but is hereto appended). The result being, tliat after repeated deputa- tions to Ottawa as well as considerable correspondence, the Govern- ment brought in a bill granting a loan of $900,000 at 4 p. c, which enabled the Commissioners to proceed with the ^york, — and which it is believed will bo completed by the time stated — and will no doubt bo found, when finished, a benefit to the city as well as to the Dominion. 8ome delay was caused, in consequence of the caution of the Gov- ernment to satisfy tliemselves that the work cuuld be performed for the sum named, and they very proDerly employed their engineers to enquire into, and report to them, before passing the order-in-council which was required to confirm the act. The reports being favour- able, the order-in-council was finally passed on 1 ith of last June. During my visit last summer to Great Britain, I devoted a portion of my time to seeing the improvements carried on in various quar- ters, and more especially on the Clydo. At Greenock and Glasgow, the mode of operations there is somewhat different to ours, and no doubts suits their circumstances. They use steam Hopper barges, which carry out the dredged material to sea or some of the deep lochs which lie in the Frith of Clyde. Greenock has a Hopper dredge, and Belfast was giving a contract for one while I was there. These have not to go so far with their dredged material as the Hopper barges, which have to go 15 to 25 miles or more. The Hopper dredges are by some considered more of^ono- mical ; I should, however, doubt that, and believe the Hopper barge is the cheapest in the long run. So far as I could see, I do not think that we have much to learn regarding dredging and deepening of the St. Lawrence channel. I was most courteously received by all the members and staff of the Glasgow and Greenock Boards. Those trusts are conducted very * . 326 similarly to our own, but Glasgow, from its importance, has a larger number of representatives. I might here refer to Mr. Kennedy's report, appended hereto, for full information i .4 to the channel operations for the past year. He has been sent by fohe Board to Great Britain and the Continent to procure steel castings, by which he expects largely to increase the capacity and work of the dredges at Cap La Boche, &c., as well as to cause greater economy in working, as it is well-known this is the crucial point in our deepened channel ; he is straining every nerve to have it carried through at the earliest possible moment. * * * * Ti' '. ' fffc ry nerve ! H< * * w \- If 'i'-vf'CA; ' ^-"a'^'-l ' \ . >^- ini^s . N-\-iiiii 1 'i lb * m Pf ;^' ■ ,. ^ •r^ .- - ■ 'ff'Sli •V i "." ■'■■■' mf' ^^ . ■ ■ 'v.-. -' , ' ■■ Mi > - J » f >.3 . V 327 The fnllnwhirj is a nhnrf acrount of the, prhicipa} Dre.ihjeH that hare fieen nucd in deepenimj the Shi/i Chaniwl Iwtwven Montreal and Quefiec : — Klevator Orod^o No. 1. — Tlio fii'Hi droMge muchinoiy known to hsive boon used on the St. Lawrence between Montreal and Quebec, and jirobably the first that was brought into Canjwla, arrived in Montreal about the Ist July, 1832. In the oarly part of 1830, the Legislature made an appropriation of £.3,000 for the ))i'.rposc of procuring a dredging vesso! tor the riverH and harbourH of the Province. Sir James Kent, then (rovernor, communicated with the Harbour CommiHsionori' in 1830, entrusting to them the commission of purchasing said vessel. Tho Commissioners made extensive inquiries respecting it ; fii-st, iif to tho practicability of obtaining d in Montreal, vdiore they found it could not bo constructed julvantageously ; roxt, as to getting it from Now York, whore tlioy found it could bo procured, but having foimd that tho American di edges were much inTorior to those of Great Britain, thoy turned their attention to purchasing it there. They entered into correspondence with Gillespie, Moffat, Finlay & Co., of London, who received estimates and specifications from dif- ferent builders of machinery, viz. : Claude, Girwood & Co., of Glasgow ; T!i0 Butterly L-on Works, Messrs. Boulton t Watt, und Messrs. Barnes & Millar. The contract was finally given to Claude, 'Jirwood & Co. for engine and dredging machinery com- plete, exclusive of anchors and mooring chains, for £2,800 Stg., delivered at the Broomielaw. This engine and machinery was received in Mcmtroal, per brig "Amity," about tho 1st July, 1832, and was cartod tr) and stored in a temporary building at the '• Cross," near the guai-d house. The cost of the engine and machinery, including freight, exchange, &c., and a temporary building at £42 ; cartage to " Cross," £31 ; engineer, labourers, nn '. other contingencies, £103, was £4,281 currency. The machinery consisted of a side lever condensing engine of 20-hoi'se power, an iron boilei*, the buckets, and the necessary driving gear, and was calculated to work to a depth of 16 feet. It was not useii nor put into a hull until the spring of 1840. A dredge vessel, which was scow-shaped, and had the well opea through to the stern, where the dredgings were delivered, instead ■ E t:: 328 of &t the Bide by a chute, and which was also fitted with paddle* wheels, was built in the winter of 1839-40 by David Vaughan, at the contmet price of £1,9'75 currency. The machinery was put into this vessel and fitted up during the summer of 1840, under the supervision of James Dunbar, being placed at the fore end of the vessel, and connected to the upper tumbler at the after end by a long shaft and gearing, and the dredge was put to work on Sept. 12th near the Island Wharf. The bottom was stony, and the dredge was found incapable of doing much work. Dui'ing the winter of 1840-41, rather extensive alterations were made, and additional machinery added for the purpose of working the winches and moving the dredge over the bottom by steam inste&d of by manual labour. She was, in the season of 1841, found still quite inadequate to the task required of her. She continued working, however, during the season ; repaire i\iA improve- ments were made fi*om time to time, and the paddle-wheels being found unable to propel her and being an incumbrance, were removei. Eight of her buckets were broken in the sum- mer of 1842. There was room for thirty-four on the chain, but she was worked with twenty-one, seven of which wore provided with teeth. This dredge continued to work in the harbour of Montreal every summer, under yearly loan to the Harbour Commissioners by the Government, until the close of the sea- son of 1849, when it was decided not to work her the next year, and she was .sent to winter quarters at Sorel as usual, but was closed up and put in care of Messrs. J. & D, McCarthy tor safe-keeping. She was conveyed by the Govenament to the Harbour Commissioners in 1851, they having been entrusted with the deepening of the channel, and was put to work at He Platte (Lavaltrie Channel) and continued in use in the ship channel. Her hull was lengthened in 1854, and a new hull, at £2,800 currency, was built for the machinery in 1856-7 by the Messrs. McCarthy, of Sorel. This hull was of the modern barge shape, with bow and stem alike, and the dredg- ings were delivered at the side by a chute. The machinery having been fittwl up, the dredge was again put to work, begin- ning nt Pointe aux Trembles (en haut) 1st July, 185t. She was used at vaiious places in deepening the ship channel up to the end of the Bummei- of 1881. The hull being unfit for further use 329 a new 1 isse-T of the ! drcdg- I'hinery , begin- 3he was to the her use was broken up in October, 1882, the machinery having been removed, still in good repair, but not suited to the most effi- cient dredges of the present times. Elevator Dredge No. 2, — The engines of this dredge were built in Montreal by Wai-d & Brush, about the year 1843, for the Board of Works. The links and buckets were made by Hedge & Bonner, of Montreal. The hull, which was also built hero, wjw of wood and barge shaped. She was iitted with a pair of ver- tical condensing engines, coupled by geai'ing, and also geared directly to the upper tumbler, both engines and tumbler being in the after end of the vessel. She had a single wooden bucket- frame (laddej-) and set of boiler-plate buckets without teeth and of about four cubic feet capacity. The winches were worked from the main engines, and fitted for working a bow chain and two thwart chains on each side. When first built the dredge was sent to Lake St. Peter, and employed there by the Boai-d of Works during their operations in the straight channel. She was convei ed to the Harbour Commissioners in 1851, and used on Lake St. Peter in their work there. The hull was lengthened in 1855, and the dredge was conveyed to John Brown, Esq., in an exchange of plant, which took place between him and the Harbour Commissioners in 1866 Elevator Dredge, No. 3. — This dredge, a sister vessel to No. 2, was built about the same time, and by the same parties, also for the Board of Works, and was used like No. 2 in Lake St. Peter, and conveyed to the Harbour Commissioners in 1851. She was lengthened in 1854, and in 1869 was rabuilt, getting a new hull. Ohe was used in the ship channel improvements until the com- pletion of the 25-foot channel in 1882, and is still the property of the Harbour Commissionere. Elevator Dredge, No. 4. — ^The machinery of this dredge was oi-dered by the Harbour Commissioners from Mui-dock, Aitken & Co., of Glasgow, and was received in Montreal in August, 1854. The cost in Glasgow was £2,755 sterling. The engine was a side lever condensing engine of 25-horise power. The hull, which was of wood and barge shaped, was built by D. & J. McCarthy, of Sorel, for £2,450 currency. This dredge was of the same pattern as No. 1, with barge shaped hull ; the engines i kv ill 1 1 ''\ ^ 1^ liJ 330 being placed in the fore end of the vessel, and connected by shafting and gearing to the upper tumbler at the after end. She was used by the Harbour Conaraissioners in the lake and river until 1866, when she was conveyed to John Brown, Esq., in the exchange of plant which then took place. Elevator Dredges, Nos. 8, 9, 10, 11, 12. — The machinery of these dredges was built in Montreal, in 1874. Each dredge is fitted with two coupled, vertical, direct acting, condensing engines, placed in the after end of the vessel, and with a single wooden bucket fi-ame. The winches for working the bow chain and breasting chains are furnished with independent double cylinder reversing engines, and when built each dredge had a sot of boiler plate buckets of about four cubic feet capacity. The buckets of No. 10 have since been improved and strengthened, and those of the other four have been replaced. The hulls, which were built in Quebec, are of wood and barge shaped. They arc still in use in the ship channel improvements. Nos. 8 and 12 were much altered and furnished with buckets of sixteen cubic feet capacity in the spring of 1879. No. 9 was altered, enabling her to dig to a greater depth, and furnished with buckets of one cubic yard capacity in the spring of 1884. No. 11 was altei-ed, enabling her to dig to a greater depth, and turnished with new and very strong cast steel buckets for rock dredging, in the spring of 1884. Elevator Dredge, No. 13. — The machinery of this dredge was built in Chicago in 1874, and the hull wa« built in Quebec. She is similar to Nos. 8, 9, 10 11, and 12, and is still in use in the ship channel improvements. Like No. 11, she was altered in the spring of 1884, and furnished with cast steel buckets for rock dredging. The following table gives s? S) Si c? oi o ooeoioee^o ec^ooooooo oocoooo rMW«"f)j©i-.iNM doodoooo a "■I g i| do I s i !•; teg s - iS^ a >. ft, g_5(j j,eq£ a -EcT . V.-, 4 SQQi)Q^A>^Uao ^OntiuoQ C* !» « a p. M Ib 9) .B a o la. a 2 o a a o £ BO bl o Ml S -a § a. Q B i OQ a « 332 DISTANCES Between certain Commercial Centres in America, Aiia and Europe, showing the advantages of t>*e St. Lavrenee route n« to distances, in statute miles and percentages. If a line be drawn from Toledo, at the south-eastern end of Lake Erie, to St. Louis, and thenoe in a south-westerly directioi^, passins throufrh the eastern boundary of New Mexico, about two-thirds of the whole area ot the United .States will lie to the north-west of this lino, and for this portion the 8t. Lawrence fumiihes a shorter route to Europe than any route via New York. This being the general fact, a few examples of the advantages of the St. Lawrence route, in point of diiitance, are Riven by the following comparison of the distances between some of the leadi'ig points in Ilurope, America and Japan : — FBOM TO Statute miles Difrcncc In favor of St. Lawr'nce , route. Statute ! milei. 1 1 N. York route. Percent, longer than St. Lawr'nce route. Yokohama (Japan). . « San Francisco 5,152 6,042 110 2.2 Port Moody San Francisco Port Moody j New York 3,320 2,900 420 14.5 Montreal New York Liverpool | 3,604 1 3,216 1 9.0 Montreal 288 i Yokohama (Japan).. Liverpool, via San Francisco ana New York 11,976 11.158 818 7.3 • • Liverpool, via Port Moody andT Montreal Chicago New York, via P. H. R , 912 Montreal, via C. & G. T. and vJ* 1 ■ IV. •■• •.... ooZ 80 9.6 (( ,539.77 for the further deepening of the channel, thus reducing the total cost of the 25-foot channel to $2,587,82(5.15. Regarding the amount of work done, the circumstances under which it has been done and its cost, the execution of the improve- ments in the ship channel of the St. Lawrence, in point of econ- omy, will compare favourably with that of any oth c public work, and the advantages arising from the improvements will compare no less favourably with the benefits derived from any other work. At the original depth of about 10 feet 6 inches as low water, which was not increased until the year 1851, vessels of 250 tons bui-den could nc t pass Lake St. Peter with a full cargo, and the class of vessels suitJible to the trade about the year 1840 were vessels of about 350 tons to 400 tons burden, which, when fully loaded, generally drew about 16 feet of water. These, at a draft of 10 feet 6 inches, could carry little or no cargo, being scarcely able to stand upright, and it was therefore impracticable for them to run in the St. Lawrence trade during the time of low water. Accompanying the available improvements in the ship channel begun in 1851, the ocean ships visiting Montreal have increased rapidly in size and number. The flrat ocean mail steamship between England and Montreal, the " Genova," of about 600 tons I ."^39 burden, arrived in port in 185.'1. and since that time the jijrowth of commerce on the St. Lawrence han been Hiich. that in 1H82 there were twenty rei^ular lines of ocean steamships, besides transient vessels, successfully engaged in the St. Lawrence triulo. Amon/^st the ships of the i-egulai- lines are some of the lar,i^est and finest passenger steamers afloat, as foi' instance the Parinian of 450 ft. length and a gioss tonnage of r>,.'{5!J tons, and the Vancourer of 441 ft. length and 5,217 tons gross. The yearly tonnage of the poi't of Montreal increased from about 358,000 tons in 1851 to 1,672,651 tons in 1880. Notwithstanding the great improvements effected in the ship channel in the St. Lawrence, the trade yet re(|uires further improvements. The largest vessels, when fully loiwled, draw more than 25 feet of water, and these are subject to delay and expense at the lowest water in autumn, when do.Hpatch is of most impoi'tunce. Not only do the present wants urge further improve- ments, l)ut the certain large increase of trade via the St. Law- rence in the near future I'enders it the moi'e necessary. To meet this necessity the Harbour Commissioners wore in the spring of 1883 authorized by the Dominion (Jovornment to deepen the ship channel between Monti-eal and Quebec to 27^ feet at low walei-. Operations were at once commencetl with a fleet of eight [)o\verful dredges, two stone lifters, six tugs, and the necessary tenders. The work is now (1884) in full progress and will be continued vigorously until its completion, which pro- bably will be in the fall of 1887. |! 4 t^ IT i GENERAL INDEX. Advantages, see " Deepening." " Alliance," Str 232-3 Appropriations, see "Grants." A PuMic Work, .see "Deepening." Bottom of Lake St. Peter, Nature of, 20-', :7-H, US, 11«, 121, 141, 1H4 tn 1H7, l!»4-5, I'.K), 20(5, 211 to 210, 2:i»i 23S " California," ship 231 to 234 " Campljell," ship, Be»» "James Canipliell." Chan.nklh : OKI or Natural, Description of 17, 120 Straight, Description of 00, 107 Companyl, Natural with Straight, 120, 12:V4, 12«, 134, 13«i, 142-3, 140. 150 to 154, 150, 105 to 173, 170, 170 to 1H2, 105, 201, 204 to 200, 225, 23S, 245 to 260 Choi<» of. Recommendations, &c., 59, 04, 00 to 71, 73 to 81, 8;^ to 89, 03, 103 to 105 Natural Channel Recommen(le4-5, 197 Commissioners, Harhour 197, 217 Control of Work Changwl 182,197 Cost of Dredging 217, 247 to 250, 303-4, 309 to 315, 320 to 22t{, 337-8 CoBtolOutfit 102, 101, 247 to 250, 309 to 315, 310, 338 342 DEBrHNISG OF TUB SllIP f'lIASNHI, : A Public Work, 5»;, 81-2, 101, 123, 12i>, 152-3, 104, 210. 21& to 221, -30-1. 258 to 260, 2(52, 26(3, 275), 280, 285-6, 209, 303 to 307, 310 to 315. 319,321,325 A''v»ntanes of, 32 to 53, 56, 222-3, 261, 263, 277 to 279, 285-6, 303, 318, 319 Praotuability of 2, 9, 13, 15, 17, 19, 20, 23, 235, 316 to 319 Teii'lors for, by TiiOH Portoous 2, 29 To 14 fwt at low water 9, 13 KocomiiKMKkwl 29 StrfciKlit ("hannol, M'.lortion of 57 j8ei;nn in Straight Channel 58 Suspentlofl in Straight ( 'hannol 155-6 Resumed in Straight ( hanm^l 165, 174-5 Stoppcvl in Straight Channel 193 Control of Work Changed 182, 197 Natural Channel, wlcction of 197 Ik^gun in Natural ( 'hannel 217 Two Feet Accomplished 219 Four Fet»t Ac -omplished 2;i0 to 234, 241 To 16i Feet at Low Water Accomplished 234 To 20 To 25 " To22i " To 25 " " To 27* " To 27* " " «' " , , 285 " " Rtwolvod on 285-(» Accomplislie*! 294 to 2W{ 297 t(. 301. 313 " " Agitated 301,307to325 " " Begun 301,325-6 Depth of Water in Lake and Channel, 5. 7, 2'<, 61. 91-2, 114, 117-8, i:;6, 140, 142, 151, lti6 to 173, 180. 182 to 191, 201, 2:i«}, 2:W, 2S5, 297, 310 Draught of Vessels 23, 32 to 52, 222, 231 , 242 Dredges, tests of, «&c 15, 16, 17, 20, 64, 184, 227, 22t>, 2t»l, 293 Dredging, aiodes of 243 to 247 Dues, tonnage 29, 56, 219, 220, 256 Dykes 5,6,7,60,204 K8TIM.\T'-) HY Atherton. ( ^has., '\V. ft2 Bayfield, ("apt i;5!) Board of Wf)rk8 94 tening." Invest igatidUH, nm "Committfle.-^," '-CommissionH," •' Evidence." "James Camplmli," ship 92, 105, 114 t<. 116, 120 Lktthhh : Arnifitrong, Ja.s„ to S«v. Daly, -Ith Aug., 1845 90 Bayfield, ( 'a|.t., to Mr. Killaly, 12th Feb., 1844 67 Bayfiuld, Capt., to Mr. Killaly, Ist Jun«, 1H4-1 70 Bayfiald.Capt.. to Mr. Killaly, 3rd Mun-h, 1845 80 Beaufort* ("apt , to Captain Bayfield 71 Beecher, Capt., to Mr. Killaly, 1st Mari-h, 1845 79 Begley, T. A., to Mr. Atherton, 20th Oct., 1843 64 Bt^gley, T. A., U) Se«;. Daly, 18th June, 1846 157 Boxer, Capt, to Capt. Higgiuson, Civil Sec 125 Boxer, Capt., to Capt Higginson, Civil Sec, 4tii June, 1846 130 3'14 Vi,: ,. 8¥ J II I Bnlmer, H. (Acting Chairman), to Hon. II. T^ Langevin, Ist Ik'c, 1880 IlOl Daly, Soo., to Hon. Goorgo Moffat, Chairman of Committee, 25th Juno, 1841 25 Daly, D., 8oc., to Hon. W. B. Robmson, 22nd Sept., 1840 175 Douglass. Capt., to Capt. Vaughn, 17th Feb., 1844 70 Glass, .lohn. Sec. Har. Com., 'o A. N. Morin, Prov. Secretary, 27th Dec, 1852 217 Gnn', Ix)nl, to Earl Cathcar», Gov.-Gen., 28th July, 184«! 162 Har))or Commissioners to Uoard of Engineers, 22nd Oct., 1850. .197 Harbor Commissioners ♦<» Hoard of Enginee^rs, 9th Nov., 1857. .2fil Kilialy, H. H., to Capt Bayfield, 25th Jan., 1844 (55 Killaly, H. H., to Capf. Bayfield, 20th Nov. 1844 72 Kilialy, H. H., to Provincial Secretary, 30th May, 1840 155 Kilialy, II. H., t<» Pronncial Secretary, 8th June, 184«> 150 Kilialy, II. H., to E. larent, 2>d June, 1840 158 Kilialy, H. H., to E. Pjrent, 24th j uno, 1846 159 Parent, E., to F^rovincial Secretary, 24th June, 1846 161 liondoll, J. M., to Capt. Beaufort, 16th Feb., 1845 80 Ronth, Sir. R. J., to Hon. George Moffat, Chairman of Commit- tee, 4th Aug., 1841 53 Sauiloni, Capt, to Hon. Geo. Moffat, Chairman of (ommittoe, 2nd Aug., 1841 52 Ward, F. H., to Governor-General, 25th July, 1846 162 Lighterage, Omt of, &c 27, 30, 32 to 52, 1 14, 156, 219, 220, 222, 261 Loans 288, 313, 322, 325 Low W ator 33, 61 , 219. 281, 285 Manchester, ship, see '• City of Manchester." Mbmouiam: Harlxir Commissioners to Government, Dec, 1880 302 Nov., 1882 310 Modes of Dredging, see " Dredging." Nhwspaphk Extracts : " Pilot," of 2nd September, 1845 88 " Montreal Gazette," of 9th October, 1845 91 "Mirror of Parliament," of 15th May, 1846 103 of5th June, 1846 151 " Pilot and Jotirnal of ( 'ommerce," Ist Sept., 1 846 163 " Quelx^c (lazeMe," Sept., 1846 , 176 " Pilot," 26th Sept.. 1846 176 " (.2uel)oc Mercury," 17th July , 1 847 192 " Quebec Gazette," 23rd July, 1847 192 " Quebec Mercury," 12th August, 1847 192 345 L, 285 ,30-J .aio ..88 ,.91 .103 . 151 .l()3 .17«; .176 . 192 . 192 .192 Officers, Duty of 146-7 " Ocean," Ship 285-6 Pbtitionh of Armstrong, C. L., 5th April, 1845 88 Board of Trade of Montreal, 1838 23 « " " 1841 26,56 " " " Ist Sept,,. 1846 163 Merchants of Montreal, 182<> 1 '* •' 1827 8 " 1836 18 Pilots (circulated by Capt. Vaughan) Winter of 1844-45 134-5 "Peruvian," SS 297-H Plant 63, 76, 79, 153, 156, 288 to 2^3, 299, 303, 309, 311, 316 RbI'OKTS IIY Atherton, Chas., C.E., On Propose*! Pro/oedings in I^ako St. Potor, Aug., 1S4.S 59 Bayfiold, Capt. W. II., on Lake St. Peter Geographical and Geological, 1831 14 Bayfield, Capt. W. H., cm Channels, 17th Sept., 1846 165 Board of Works, 1841 .56 " " 1843 63 " " 1844 83 " " 1846 93 By, Colonel, on Report of ( 'oramittoe, 1827 13 Childe, McAlpino loct, to Koi)ort on the lieiwrt of of the Hoard of Works, 1st .lune, 1846 W\ Committw of Kxocutive Council, 24th .^unt^, 1846 161 2 Ist Sept., 1846 174 Committee, SeUnt, of the House, 17th July, 1847 179 ('«r, T. ( '., on l>iH^|»»ining to 27A foot, 25tb .Ian., l.S8;! ;?15 K«v(or, T. C. oil Shij) Channol and 2»> tW^t Cliaunol, iS:c.. 1st Murch, IS.V) 235 to 260 Kwfer. T. C, on Ship Channel, 25th « ht., 18,53 242 Kennedy, .Tohu, C.E., for the year 1875 289 " 1878 294 " •* " 18S2 2!t7 ing U» 27i feet, 25th Jan., 1882.307 346 Jt- RBroRTS m—Continmd. T/iKan, Sir W. E., 30(h (M., IR'iO 212 to 216 McNicI, Childo .% (Jzowski, Slat (M., 1H50 in» to 210 Orlebar, Col, 29tli F«4)., 18H() 27!) to 285 Knhiflpo, K P., on Straiglit Chaniml, IJlKt May, 1S47 183 Special ( oinmittoe of 1841 20 Qnaiititi«v< Dnxluwl 224, 227, 215 to 24!», 251 SriuKv and Soumlinys ofliake St. Peter aiul Kivor St. Lawreni'i* by KaytiBl.1, ('apt., 1H:1(» It), 21, 22 IKKi Ifi.-) to 173, 201 Board of Works H9 Hoanl of EiiKiiiwrh, 31 8t 0»t., 185(» 201 Fioxer, Captain l25-«i « " I3t»-1 ( biimiittoo of Monliants, 1S2."> 2 " " 1S2() 10, U (\)inniitt(Mi, S^loct, .luno, \X4Vi 106-7 Kwfor, T. ( "., lHr>5 245, 251 Koefer*^- Vaiigliaii, 1H4H !>4 Kennedy, .lohn, 1882 308 McKini, rapt., 1847 201 Rubidno, ('apt. (rofermd to 1847) 188-7 Kiibi.lge, Capt., 1848 litU, 201 VauKban, Capt 137 St. I.awrence Hoiiti^ Advanta^oe of 2H2-3, 271 to 270 Salaries 140-7. 153 Sbip,". lament aniplKxll" 15, 02, 114 to 110, 120 Sbip, " < •alifornia " 231 to 2:M Sbip " ( (ityiii " 285-(« SS. " Veni vian" 207-8 Ttwt«, see " Cbannols " and " l)redj»ew." Tonnage Duos, mm\ " Dues." Tounano of VesselK .233 Upiier Canada, Trade of I'pper Canada, Deep Cut on Wolland Canal • , 2, 29 ..163 INDEX TO NAMES. .233 2 20 .163 *' Abraham, Robt , 234 Aitken & Co ^j^ Allan, A iidrew AUeyii, (' 079 Arrastronjr. Cai)!. C. L. . .88, 90, 103-4, 109, 122, 127, 194, 1!M), 234, 280, 2% Arinsti'onj?, .Jatnns i^O 103 J52 Armstrong, John 102 234 Armstrong, .7. D 112, 15(U51 Armstrong, I). M., M.P.I' 104 Atherton, Chas., CE., 57, «4, 80, 109, 115, 122, 124, 132, 142, 144 to 147 197, 198 Atwater, E ^ j^jjj Anger, .7. B. Ac Son .290 .\ylmer, Lord I4 jj^ Baldwin, Mr. M.P.P I54 Bartley, W. I'. tV: ( 'o ! . '. 290 Bayfield, Captain HfMiry W., 14, 18, 19, 57, fi5, 67, 69, 70, 72, 80. 81, 83-4 87, 99, I0«;. 108, 10», 113, 119, 126, 137, 139, H.'i, H8-9. 15iM61 ul 163, 165, 173 to 182, 198, 200, 201, 203-4, 215 Tieaudrean, Zepiirin, Pilot 115 Beaudry, Hon. .7. f, 29(j Beaufort, Cap! 71 to 75, 77 to 79, 80, 84, 86, 113, 137, 148-9 Becher, Capt 79 Begley, T. A., See. Board of Works 57, 131, 1.33, 148. 192. 193 Belmare, H _ 034 '^"' ^'apt 223, 226, 229, 233 to 235, 243 to 245 Bellhouso, David 034 Bernard, Dr. A 299 Bertholot, .7. A ^ ^jj Bonillio, David, Pilot 'iq8 Boxer, Capt 74,81, 103, 109, 111, 122, 124, 127, 130, 1.31, 1.38, 198 Boyor, .7ob., Pilot I34 IViyer, David, Pilot 1^ Brown, John 32J)-30 Buchanan,*ainningham & Glass S8 Bnlmer, Henry 302 30fl By, Colonol ,j jg m i.' ' V 1 1 It 1 IF 348 Cameron, M 195 Cathcart, Earl 163, 173 Cartier, Sir Geo. E x, xii Cartier & Cowan 102 Cass, John 147 Cayley, Mr 103 Chalmers, W. T 96 Childe, John, C.E 197-8,211,263 Coats, John 13 Colborne, J. (Administrator) 22, 25 Cote, Pierre, Pilot 104, 109, 115,122-3 Coursol, C. J. (Mayor) 287 Cramp, Thomas 295, 290 Cringan, Thomas x, xii Cuvillier, Austin 18, 23 Daly, Hon. D 25, 26, 90, 165 Davis, Theodore 4 Defoy, Capt. Joe 4, 6 Delisle, A. M 299 Denham, Capt 72 Deville, E,, Esq., Deputy Surveyor-General 333 DeWitt 18 Donovan, Peter xi, xiii, xiv Dougal, Irvine & Co 49 DouRlas, Capt 57,70,83,89 Doutre, I>eon 234 Draper, Mr. M.PP 154 Dubonl, Capt 194 Duffll, J 96 Dumont, Mr 14 Dunbar, Jas 328 Ferres, James Moir 122, 149 Flonimint;, Wm 147 Forsyth, Robert 265 Forsyth, Richardson & Co 46 Gagnon, Pierre, I*ilot 295 Gall. Capt 231 to 234 (^•illespie, Moffat, Janiioson A Co 43 Giimour & Co 50 Glasp, John 217, 221, 223,226, 2;{5 Gonford, Gov. in Chief 21 22 Gould, V\\m. H xi, xiii, xiv Greoufluld, Jas 13 Grey, Lord 1«3 Growski, 8., C.E 197-8,221,223,226 it ■ K), 105 ....4 ..4,6 ..299 ...72 ..333 ...IS li, xiv ...49 83,89 . 234 .154 . . 194 ..SW ..14 .328 .', 149 .147 ..265 .46 295 lo234 ,43 .50 5, 2:{5 _>] •>'> !, xiv .13 ..163 J, 226 349 Hall, Wm., Col. of Customs 51,95 Hamelin, Hector, Pilot 104,109,122-3,234 Hancock, Commander 280 Hays, M. ,: 101, 104, 122, 12i> Hedge & Bonner 329 Heney, Mr 3 Higginson, Capt 125, 129, 130 Kingston, Dr. \V. H xi, xiv Holloway, Col 125 Holton, Hon. L. H x, xii, xiv Hood, David 148 Hudon, Victor xi, xiii, xiv Hunter, Wm 58, 121, 122. 12f>, 147-8 Jack.ion, Sir Richard 147, 158 Johnston, ( 'aptain 232, 234 Kay, Thomas x, xii Keofer, T. ('., C.E 94-5, 167, 201, 221, 260, 315, 319, 322 Kempt, Sir .lames 15 Kennedy, .lohn, C.E 28t», 294-5, 2}:7, ;{07, 320, 322 to 324, 326 Kerr, Wm 102 Killaly, Hon. H. H., 57. 65, 67, 69, 70, 72, 79, 80-1, S3, «.tO, 93, 1(j6, 119, 120, 122, 129, 130, 137, 149, 162, 156, 159 U) 161, 16fi-7, 177-8, 183, 197, 206 Kinnoar, David 234 Kirkw(HMl, Jas. I* 263, 265 Lagueux, L. A 6 Lambly, Capt 7 Langevin, Sir H. L 301, .320 Laurent, .lustinian 135 Leeming, John 234 lietoumeux, P. L x, xii ^lie, Jas 1,3,8,13,14,18,19 lx)8lio, Y. & Co 39 Ijevoille, Jos 295 Limlsay, W. B 25 I.ogan, Sir Wm 197 to 199, 206, 211 Lord, Lieut 72,124 Lome, Marquis of, Gov -Gen 302, 310 Lunn, Wm x, xii Lyman, Henry xi, xiii McAlpine, W. J., C.E 200, 263, 266 McCarthy, Daniel and John 137, 328-9 McDonald, Mr., M.P.P... 163 McDougall, John 290 Mcintosh & Co 39 Mackay 295 350 ' ifl i!T MoKenzie, J. G x, xii McK«nzie, Thos 295 McKim.Capt 201 McKinn, Robt 120, 100, 102 McIx'Duan, John xi, xiii McLonimn, Hut;h 295, 2i)9 McNee, Mr 110, 120 MacNeil, Win. GihbH, C.K 197-8, 211 MarauBo, Christian, Pilot 234 Marchand, Louis 198 Martin, Asa 148 Mathiou, P. M, Pilot 296 Mayraml, Zepliirin, Pilot 198 Moldrum, G 147-8 Morritt, Mr., M.P.P 154 Metcalfe, His Exnelloncy, &o 88 Millar, Edmomlston, Allan & Co 32 Millar, John 114,115,120 MoHat, Hon. Gw 26, 29, 52, 104, 154, 164 Moody, Lieut ISO Morin, A. N 217,221 Mort Sax, Mr '4 Seymour, ( 'ha« 234 Scott, II. K . . ! ! in2 Shaw, Andrew 47 Slieliyn, .Foh ;[2o, 322 to 324 Shorwoo1., ( Jen 153 SipfMtll, .Iiihii ( I 2Sti Smith, Atty.-8nn, David, ('.10 27 29 54-6 Toliiii & MuriHon jdj Try, .John 198 Tuck, .lohn 14y Vaughan, David, 05 to 08, 70, 7'>, H'>, i»2-3, 110, 127, 132, 134-5, 137-8, 142, 147, 152, 157 to 1(11, 107. 197, 201, 328 Ward, F. 11 Wanl, Brush & Co. .162 102 IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I »iJ IIIIIM 12.5 IM III 2.2 m 2.0 1.8 1.25 1.4 1.6 ^ 6" — ► . V ^> ^. t% O"^ «■ 23 WEST MMIN STREET MG3STER,N.Y. 14580 (716) 872-4503 W* V ^ Ua I.