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P Ans^-rers to questions in circular 
 
 : issi.ied by Canal Ooraniasioners, 2Sth Hov„ , 
 
 IG70, respGntin<-:; canal cnlar(];eTnerits. 
 
 St. Catherines, Daily Journal Printinp 
 
 House, 1871. 
 
 AiHbWthb lU UUt511U11^ 
 
 IIP 
 
 UNIVERSITY Or ALBE 
 
 CIRCTULAR 
 
 issudiilKVJ^RY ARCHIV 
 
 1 
 
 i|anal commissioners! 
 
 ilmii ]Vov., isro 
 
 RESPECTINQ 
 
 CANAL ENLARaEMENTS. 
 
 ST. CATHARINES : 
 Printed at the '* Daily Journal" Steam Printing House, Ontario St- 
 
 1871. 
 
 
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P^W^^^" 
 
 ANSWERS TO QUESTIONS 
 
 IN 
 
 CIRCXJLAIl 
 
 ISSUED BY 
 
 IaNAL loMMISSIONERSi 
 
 3^tli IVov., ISTO, 
 
 RESPECTING 
 
 CANAL ENLARGEMENTS. 
 
 ST. CATHARINES : 
 Printed at the " Daily Journal" Steam Printing House, Ontario St. 
 
 1871. 
 
 
T, 
 
 St. Catharines, 7tli Kehruary, 1871. 
 Tli(^ Hon. J. R. ReiiRon and T. R. Morritt, P^sci., (M. 
 P. for the County of Lincoln,) hfiving- asked my views respect- 
 ing th(3 Questions contained in a Circular dated tlie 25th Nov. 
 last, re^pectinfi' Canal improvements, issued by the Canal 
 Commissioners appointed by the Privy Council of the 
 Dominion of Canada, "with instructions to institute a thorounjh 
 " enquiry into the whole subject, in all its bearino;M, both in 
 " a Commercial and Engineering point of view — with the 
 "object of obtaining such reliable information, as may furnish 
 "the data on which to base a plan for the Improvement of 
 "the Canal system of the Dominion. 
 
 I have in reply thereto taken up each <[uestion sope- 
 rptely, as far as regards the " Welland and St. Lawrence 
 Canals," as I consider them the most important: as to the 
 other Canals now constructed, and those projected, I have 
 thought best to answer in general terms — and althougli the 
 gentlemen above mentioned may not fully endorse the opin- 
 ions herein set forth, still I have endeavored to carry out the 
 views entertained by the late Hon. Wm. H. Merritt, who 
 made the subject the study of his hfe. 
 

^WEi:^I^yVIVl> O^IVtVI^. 
 
 QrKSTloN No. 1. To what oxtuiit Hlumkl the Wellaiid (filial 1)0 
 «nlarj,aMl, viz.: to what depth of water ; to what width of liOclcM ; and 
 to what leii^'tb of ( 'hamUers l)etweun Gates ? 
 
 Anhwku. - Locks 300 X lo feet, with 12 feet of water on mitre cill. 
 
 (■inicsTiox No. 2. What is th<' most suitabh> size of vessels, with 
 reference to the y<.Mi»ira' capabilities of the navi^jation, in order to 
 carry produce from C'hica^'o to any i>ovt on Lake Ontario, on the most 
 econonucal terms ; and which kind -whether steam or sail vessels- 
 are likely to be the most suitable? 
 
 Answkh. —The class of vessels thit would bo Iniilt (provided the 
 Locks are enlarged), F thiidc, would be I'ropellnrs of 250 to 275 feet 
 length, over all, and from 30 to K) feet beam, the same as most of those 
 now emjdoyed in the trade between Buffalo and Chicago, capabh; of 
 carrying from .35 to 45,000 bushels of grain, when drawing froai 10 to 
 10.^ feet of water 
 
 The principal object, however, should be to enlarge the Welland 
 Canal, so that the larger class of vessels now navigating our inland 
 waters (viz.: Lakes Suj)erior, ISlichigan, Huron, and Krie,) can reach 
 Lake Ontario and the lower ports on the St. Ijawrence Kiver without 
 •transhipment. The neces.sity for this enlargement has been brought 
 before the Legislature h'oin year to year in Lhe lleport «f Tublic Works, 
 as far back as IH'A. Ff evidence is necessary, T woidd refer to a 
 l)etition sulmiitted to the Comuiissioiicr of Public Works in 1,S54, 
 bearing the signatures of upwards of 140 merchants, forwarders, ship- 
 owners and others, who estimated the damage accruing from deter.tion 
 in the Canal then, at no less a sum than .|1250,510, and this niusancc 
 has increased every year since that period. 
 
 Question No. 3.— What classes and sizes of vessels— whether steam 
 or sail -arc now employed in the trade between Chicago and lUifFalo, 
 and between ports on Ijakes Superior, Erie and Michigan. 
 
 Answer.— By Reference to the American Lake ll^nderwriter's 
 Jiegistrar fcjr 18(38, it will be set-n that there is at preswnt navigating 
 
 2083345 
 
fl 
 
 the TTpftcr Lak#», I'M stfaniLTH, .'{S',» |iro|)i'llorfi, Htoan'-hargrN nnd tut^H. 
 and l,«»ti(» Mniliiij,' craft, '_'7;"» o/ vliirh ntnnof /ixsn Hit: Wf/fum/ daiial on 
 account I >f their »/cc ; ainl tlmri* iw <ui the Cnnatlian I^akf UiiJeiwriter'H 
 liiMl fur 1M70, 107 Htcanicrs, I'JI |)ro|)««ll(irM, Hteani-l»iirK»'H an'l tuKH, and 
 373 s;uHni,' craft, <»7 "/ which nitniot jKiHit the We.llaiid Canal. 
 
 QiJK.iTloif No, 4. -Is thoro atiy diffi-rL'«(;(( fwtwucn tho avera^'c cuHt 
 (»f carryiiifj ^,'rain from CJliicaKo tn Kin^xt'^ii "■•»<! Ohwtko ? If h<», i" it 
 in any way uvvinh' to a relative Hcar(;ity of ( 'anadiiiii hottoniH, or to tin- 
 Navit,'tttioiv LawH of the llnitwl States, or from what oth»r cause? 
 
 An«\vrk. Tlie diffi.renw! between tht;av«ra},'i>«;oNt of carrying' (,'rain 
 from (Jhica^,'0 to Kin^,'Hton or ()swe;,'o \n merely nominal ; but owin^ 
 t« the in-esent Navif,'ation Laws of tho IFnited States, ( 'anadian veH- 
 Holf) are debarred from competint,' for the American ^rs\,\i\ or produeo 
 trade ; a5i an inHtanc(> of which F would mention that rdl ('anadian 
 veft<ielH entering,' liake Michi^'an are o})li^'ud to make a Customs Iveport 
 at Sheboyfjan, and that up to the 2()th Jnnc, 1870, only 19 (.'anadian, 
 veHHela had done so. 
 
 C^URHTfON No. 5. —What reduction per l)ushel in the rates of freight 
 from Chicago to Kinjfstou or Oswe{,'o would result fr»m the enlai'ge- 
 ment of the Welland Canal to the capacity of the larj,'est class of vessels. 
 now canying from Chicago or Milwaukee to Buffalo ?. 
 
 AiVHWER -The redu(!tion between the points mentioned, I think, 
 would be from IJ to2 cents perhiishef, provided the enlarpen\ent talcBfj 
 place- The great object, however, is not simply the reduction of 
 freight, (for competition will always keep rates within bounds) from 
 Chicago to Kingston or Oswego, but to divert tlie American ca,rni/in{f 
 trade lower doivn, the St. Lawrence, viz-: to the nearest point from 
 which they can supply the Eastern Markets without transhipment ; as 
 it is well known on change, both in (Chicago, Milwaukee, and other 
 U])per Lake ports, that it is not the Jjake freights which effect the cost 
 of delivery so much as the Tolh on the Erie Canal, Commissions, Shnrt- 
 aqe. Insurance, and cost of transhipment. A practical test of thiw wai^ 
 made in 18(ib, by the late Hon. W. H. Merritt, who purchased 1(),000- 
 buahels of wheat in Chicago, shipped 6,000 bushels cia Buffalo and 
 New York, and 10,000 bushels via Montreal, for Liverpool, and by 
 reference to the " Report of a Select Committee appointed to encpiire 
 into the causes which have diverted the trade of the West through the 
 United States, by way of New York, and the best mode of regaining 
 it," printed by order of the Legislative Council in 18(51, ])ai,o21, it 
 will be seen that the actual cost of transit at the rates then charged 
 (and which rule at the present tinoe,) was 20 cents from Chicago to 
 
 N 
 
 St 
 .V. 
 
 o 
 III 
 
 t 
 t 
 
New York, and 174 ctniU to Montreal, ^'ivinj,' 24 <'«'ntH in fiivor of tli«! 
 Ht, LiiwroiKU) rnut«, the cliaryt'H on wliich for CoinJuiHsitin, riiMuriincf, 
 
 is it 
 
 cVc, A.C., wjtre enorniouH. 
 
 'I'Ih! enlarcfeinoiit of our CJanals woultl, in my opinion, have the aiW <t 
 of inaUinK'onr Ijower (Canals yit-hl a rrveriic (•vorand uhovo th»* (•o^<t of 
 nulna^'»!n1ent, ropairw, iVi;.,) providod wv. could divert only itnr-f/iinf of 
 the Am<u'ican trade of tin- Wt^st throuf,'h Canadian ( 'h:innt'-< ; as it is 
 the folfn dt^rivfd from th« small portion of that trad«( nf)W p.tssin;,' the 
 WoUand ('amil to the Anaerican ports on Lako Ontario has cnahlcd it 
 to yield a revt-ntie (viz.: in lH<i7-H t(jllH colhictt'd from Canadian vesHels 
 passir.u the Wtdiand Canal, iplO.fKM 03; American do., $l(;,'>;.4 24, 
 St. Fiawrenc* Canal, Canadian, $0,(US 'AH; American, $H:\ W). TIip 
 total revenue from property, rents, kc., heinj,' $22(i,SH7 03. 
 
 Thi« same year tin; tolls on the New York State Canals yielded a 
 revenue of ;ii>3,20.'{..*'{)l l.'J over and above thw cont of manau'enient, 
 repairs, Sir., (see r«j)ort of IJuffiilo Board of Trade for iSCiK, p.'i^-,. s.'') 
 one-fourth of wlii<^h sum would l.e more than sullicienl to pav o jicr 
 cent., not oidy on the proposed eidar^'ements of the St. Tiawrence and 
 Wellan<l, but on the constnmtion of the Cau^,dinHWiifia and Bay Veife 
 Canals, viz : wSt. Tiawrence enlargement ?;},r)00,0(W ; Wfll.ind eidart,"- 
 raent §2,500,000 ; Bay Verte, (con.stniction) $2,500,000 ; (';augllnu^va^'a, 
 (construction) .$;?, 3(19, 400 ; total !Sll,S(iO,400 say in round numbeis 
 $12,000,000, per cent, interest on which amounts to .^720,000. 
 
 The enlargument should also be made for the followini,' reasons, viz.: 
 the St. liuwrence is the natural outlet to the sea b«ard, and li.is an 
 untaxed water navi^jation of over 1,558 miles from Duluth at the head 
 of liake SuiKsrior to Qiujbec, save and except 71^ »iih\i of eanallini,', on 
 which tolls are now levied (.see general report of the Hoard of Works 
 for 18f)7, pa^e 9), and lies on the reare.st and most direct route between 
 the greatest food-producin<? and food consiiming oc. intries in the 
 world, as pointed out in an admirable prize Ks.say, pul)lisli('(l in 1,S50, 
 by Thos. C. Keefer, E.s((., wherein he states " that if a thiead be 
 stretched upon a globe from any point in the British Channel to Toledo, 
 on Lake Erie, and arranged so as to be upon the .shortest line, it will 
 be found that the St Lawrenct does not divert at any ])oijit nxue 
 than .'iO miles," and that Toledo is 5G(; miles neartu- Liverpool rid the 
 St. Lawrence, than via the Erie Canal and New York. It is also a 
 well established fact that the larger the craft empioifcd the rhcnjtcr the 
 coHt of transjiort, and notwithstanding any i)olitical difhcultie.s which 
 may ai-ise between us and the United States, the shortest and chcaiiest 
 roixte will lie preferred. The actual cost of transport of a ton of goods 
 per mile being as folUws : Ocean 1 mill, Lake 21 mills, Canal (J mills. 
 
8 
 
 and RailO to 10 cents, (as estimated by W. J. McAlpine, State Engi- 
 neer of New Yoi'k, in 1855, and John B- Jarvia, Ea<i., C. E,, who 
 made the survey and drew up the report on^the C'a>]ghnawat,'a Canal in 
 IHof)) shows clearly that Kailwivys cannot compete with wat«r for the 
 transport of eeroals or produce, luring the sea«(on of navigation, and the 
 coat of constructing two miles of Railway would Imili a Propeller of 
 the di'nonsicms above alluded to. 
 
 That the St. Lawrence route is th« cheapest, is well known to the 
 
 Forwarders and Merchants of Bwlfalo, as will be seen by reference to 
 
 the report of the Board of Trade for the City of Buffalo for 18G9, page 
 
 99, wherein the foUovinij occurs, viz., "That every bushel of wheat 
 
 carried from ToUmIo to Mtmtreal, t« T^iverpool, has an advantage over 
 
 the Buffalo I'oute of/our cents, is a convincing argument against high 
 
 tolls. 
 
 cents per bushel. 
 
 Fnmi T«l('do to Buffalo 04 
 
 Elevating at Buffalo 02 
 
 Erie Ca; lal Freights to New Y( )rk 14 
 
 Ocean Frt-ighus, New York to Liveri)ool 2().^ @ 4('».i 
 
 From Toledo to Kingston 07A 
 
 " Kingston to Montreal 05 
 
 " Montreal to Liverpool 36 @ 42^ 
 
 Difference between the Buffalo and Montreal— in 
 favor of latter 04 
 
 QuKSTlON No. G. — What is the average difference for the last three 
 years in the rates of freight from Chicago to Buffalo and Kingston or 
 Oswego ? 
 
 An-swei'..- The average rate for 1869, from Chicago to Buffalo, (by 
 ateam) was 30 cents p«r bbl. on flour, and (by sail) from Chicago to 
 Biifi'alo or Port Colborrie, 6^ cents per bushel on wheat, and fi'om 
 Chicago to Kingston or Oswego, 11 cent>J. 
 
 Question No. 7. — What is the average difference, for the last three 
 years, in the rates of freight between Buffalo and New York, and 
 between Oswego and New York. 
 
 Answeu.- -The average rate via Erie Canal from Buffalo to New 
 York, in 1869, was 16 cents per bushel of wheat. 
 
 The rates of freiijht, in my o[)inion, is not so much the object as to get 
 control of the carrying trade, the tolls derived from which will cause 
 ouv Canals to yield a revenue. 
 
 Question No. 8. — What difference in the demand for Sea or Ameri- 
 can Salt, and steam or other Coal, would result from the employment 
 of the largest class of American vessels on the Upper Lakes in the 
 Kingston trade? 
 
 ft 
 
 I 
 

 
 tate Engi- 
 3. E,, who 
 a Canal in 
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 >n, an' I the 
 x)pe]h)r of 
 
 ivn to the 
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 of wh^at 
 tage over 
 inst high 
 
 ash el. 
 
 \ @ 40.1 
 
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 St three 
 rston or 
 
 lie, (by 
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 it three 
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 > New 
 
 to get 
 cause 
 
 Lmeri- 
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 ..\NSWKR. -The discovery of Salt Wells at Goderich, and the cheap- 
 ness with which Salt can be placed in the Western Markets will so 
 equalize the d'-mand for that article, that the freights on Onondaga or 
 Sea Salt will be m.'.terially lessened, and Salt will have to be carried at 
 very l<iw ratc.^, (merely as l)alli.st) by vessels which cannot [)rocure a 
 better paying return freight. 
 
 With regard to foal, T think so far as the American demand in the 
 West is concerned, lOnglish »r Xova Scotia (Joal will not be able to 
 compete with the Pennsylvania (.ioal regions, uidess carried at very 
 low i-atex, and free of toll. In the event, however, of our Canals being 
 enlarged, and the largest class of Steamers and Propellors are enabled 
 to j)roceed as l(<w down t'.ie St. Lawrence as (Quebec, they will use C'oa! 
 forf'iel, and create quite a demand tor English and Nova Scotia Co.il. 
 
 QUE.STION J'To. S. - What have been the relative rates, for three years 
 of freight from Chicago to Montreal, and Chicago to New York— dis- 
 tinguishing b«tweon th'^ summer rates and the winter rates ? 
 
 Answer. —The rate of f/cight from Chicag(. to New York in 1809 
 averaged . '$1.2') per bl)l. flour, rail all tht way, and from 80 cents to 
 !$1.00 water and rail ; from Chicago to ^MoutrealZO cents oubbl. flour, 
 and 20 cents per bushel wheat. 
 
 QuKS'iloN No- 10. —Has there been, during the last twenty years, 
 any increase m the relative number of any one class of carrying vessels ? 
 
 Answbr. — Steam is fast superseding sailing vessels in the carrying 
 of all descriptions of freight, except lumber and timber, and the [)rin- 
 cipal parties in that trade on the Upper I<akcs have irtr»duced a class of 
 iSteam-Barge, capable oi cari-ying a cargo sufficient to pay he^* own 
 running expenses, and so constructetl as to take a tow of five or ."-i.x 
 Barges which are principally the smaller class of schooners which have 
 herwtofore been employed in the Lake trade, the heavy spars and rig- 
 ging being taken out and .smaller ones substituted, .so as to enable the 
 craft to take care nf herself in heavy weather, or in case of breaking 
 loose from the tow. Large Barges also have been found to answer a 
 good purpose, as will be seen by referring to the Upper Lak« Under- 
 writer's List, such as the Barge Baltic, 825 tons, and EnterfMse, 1,140 
 Tors. The Barque W. 2\ Groves has been converted into a I'ropellor, 
 with sufficient steam power to tow two or three loaded vessels of large 
 capacity, and is able to carry herself 50,000 bushels of corn, or 40,000 
 bushels of wheat ; or including tow, 200,^0 bushels grain each trip ! 
 (see Buffalo Board of Traile Report for 1809, page 5). 
 
 Question No. 11. — What are the dimensions, power and tonnage 
 
r I 
 
 10 
 
 
 '•apacity of the largest Propellors now cToing a profitable business on 
 tae Upper liaken ? 
 
 Answbb.- - The larj^est Propellor on the Underwriter's List is the 
 Nehraska, of 1,304 tons, and valued at $85,000. There is also on the 
 List 11 Propellors over 850 tons, and' GO over 500 tons. 
 
 Qtestion No. 12. — Viewin;^ time, insi.rance. and interest as ele- 
 ments of cost, can Propellors carr> freight betAveen Chicago and 
 Kinston as cheaply as sailing vessels, or can they carry at less cost ? 
 
 Answer. — Owing to the limited capacity of the present Locks on 
 th« Welland Canal, sailing vessels can carry more cheaply than Pro- 
 pellors, as a vessel built accordin}; to the size of the present Locks can 
 tjass through carrying fr^m 17,500 to 18,000 bushels without lighterage, 
 and at no extra expense over her usual daily expanse.**, other than the 
 coat of towage, whereas a Propellor of the same size can only pass 
 carrying from 12 to 14,000 bunhels, owing to si>ace occupied by her 
 engines, boilers, &c., and is obliged to Tise as much fuel as would carry 
 her 300 or 400 miles in open navigation, besides the d«ily working- 
 expenses for crew, Ac, are considerably above those of a sailing vessel. 
 The great advantage the PropeForhas over a sailing vessel is the cer- 
 tainty in delivery of freight at the port of destination, in the shortest 
 space of time. 
 
 Question No. 13 k 14.— What is the cost, and what are the <laily 
 working expenses of a sailing vessel of 500 tons capacity, and (me ©f 
 1.000 tons? 
 
 Answkk,— A vessel of 500 tons wiK cost from $15,000 to $16,000, 
 and her daily working expenses about $15. A vessel of 1.000 tons, 
 from $25,000 to $35,000, and daily working expen.ses $17.50 — being- 
 very little more than one of 500 tons. The daily working expenses of ar 
 vessel af 300 (such as now pass the Welland Canal) being from $13.41 
 t» $13.51 , as ascert.iined from actual experience. 
 
 Questions 15 & 16.— What is the cost and what are the daily work- 
 ing expenses of a propellor of 500 ton^j capacity, and one of 1,000 tons ? 
 
 Answer. — A Propellor of 500 tons can be built for about $40,000, 
 and those of 1,000 tons, built on the American sids, are estimated at 
 $80,000 ; but I think they could be built for a less sum by Canadian 
 ship-builders, the cost, however, depends very much upon the manner 
 in which they are built. The Enterprise, of 670 to-ns, built by the 
 Welland "Railway Company, cost $44,000, and the DaIhou»ie, of 863 
 tons, cost $28,000, the daily working expenses of which, including 
 insurance and outfit, is estimated K,t about $100 -it having' been found 
 
 - 1; 
 
 I 
 
11 
 
 3u»ine88 on 
 
 List is the 
 ilso on the 
 
 •est as ele- 
 iica<,'o aiul 
 ess cost ? 
 
 Locks on 
 than Pro- 
 Locks can 
 [ij,'hfora.{re, 
 " than the 
 only pass 
 ed by her 
 on Id carry 
 Y workinof 
 inj? vessel, 
 is the eer- 
 ie shortest 
 
 the daily 
 ad one ef 
 
 ) SI 6.000, 
 ,000 tons, 
 50 — being- 
 jenses of a^ 
 ana $13.41 
 
 i,ily work- 
 000 tons ? 
 
 t $40,000, 
 mated at 
 Canadian 
 e manner 
 It by the 
 e, of 863 
 including" 
 en fovrnd 
 
 i 
 
 from two years experience, that it costs nearly as much to run the 
 smaller as the larger vessel, the principi-.l saving bein;,' in fuel, thus 
 showing most conclusively (as above stated in answer t<i Question No. 
 5) " that the larger the craft the cheaper the cost oi transit." 
 
 HT. X^A.AVR.EIVCE OAIVAL^. 
 
 QuES<Tl0N No. 1. —Ts it your opinion that the carryiuL,' of produce 
 from the West can be best and most economically peifovmed by the 
 vessels which navigate the Lakes v>roceeding through the Canals to 
 th«ir destination, or by transhipment at Kingston of their cargoes into 
 barges specially adapted for Canal transportation, and what v/ould be 
 the difference of cost between the two systems ? 
 
 Answer — Every transhipment, as a matter of course, adds to the 
 cost of transport, and my impression i*» that under present circum- 
 stances the cheapest way to transport grain and other light freights 
 from the Upper Lake ports to the Eastern Markets, would be to load 
 Barges at the port of shipment and tow them to their destination, pay 
 Kingston, Oswego, Ogdensburgh, Montreal, «fec., &c., by Propellors, 
 themselves capable of carrying a carg© sufficient to pay their own run- 
 ning expenses, as is now done on the Ui)per Lakes. 
 
 The difference of cost cannot be arrived at definitely, as the experi- 
 ment has not been properly put to a i)roper practical test, but I should 
 say that a saving of at least from 2 to 3 cents per bushel would be effected 
 between Chicago and Montreal. 
 
 Qdestton No. 2. —In the event of Barge transportation being 
 preferred, to what extent, in your opinion, is it desirable to increase 
 the length, breadth and depth of the Locks ? 
 
 An8W«r. — The use of J'arge transportation between Kingston and 
 Montreal would be unnecessary, provided Locks of a uniform size and 
 1 2 feet depth of water is adopted from Port Colborne to Montreal. 
 
 QuKSTiON No. 3. — Are there any points on the Canals, or connected 
 with the Canal navigation which, in your opinion, can be mateiially 
 improved, so as to facilitate the passage of carrying produce through 
 the Canals ? 
 
 Answer. The enlargement of Locks on the present Canals to a 
 Huiform size and depth of water of 12 feet on mitre cill is all import- 
 ant, for at present vessels drawing more than 8 feet frequently get 
 aground, especially in passing the Culverts under the Cornwall Catial, 
 
l! 
 
 12 
 
 \V, 
 
 I, ,{ 
 
 ' f 
 
 l=: 4 
 
 P 
 
 ami the atroii;; cun out in the Lauhiiie ( 'anal, caused by the use of wattr 
 fcii" manufacturing purposes at Montreal, in a ;^"reat cause of complaint 
 made by Masters of vesstls u-jiny tlie ( 'anal. 
 
 Questions Xo. 4, 5 Ik (I. -As to the largest vessels navigating the 
 St. Lawrence Canala ; whether such capacity could bo increased with- 
 out enlarging the prese;it jjocks ; aiitl the average rate on wheat and 
 flour 'roni Kingstoa to Montreal for the last three years ; can be be^t 
 answered by Kingston Forwarders, but by referring to the Report on 
 the Trade of tlie Dixninion, publislied by W- J. I'atterson, Secretary 
 ^Montreal Board of 'J'rade iu 1807, p ige l.'iU, it will be .leen that the 
 charges frani Kingston to Montreal On grain, in 18liG, v;as 5 cents per 
 bushel, and in 1807, 4 ce'its. 
 
 Question No. 7. -Ts it practic.dile oi advisable to enlarge the St. 
 Lawrence Cyanals, and deepen the Upper St liawrence River to the 
 extent necejsary to enable Ocean ves.sels, drawing 10 feet or over, to 
 navigate from the Ocean to the Upper Jiakes? 
 
 Answkr. — The depth oi water in any of the Pwrts on Lake Ontario, 
 either on the Canadian or American side, Avill scarcely admit of a vessel 
 entering drawing over 11 feet, and the cost of deepening them so as to 
 admit vessels drawing 10 feet and keep them so would bo enormous ; 
 therefore I do not see any necessity fur deepening the Upper St. liaw- 
 rence. even if practicable (which I very much doubt,) for vessels draw- 
 ing 10 feet water. 
 
 Question No. 8. — As to the number of vessels carrying Canadian 
 products drawing 10 feet or less, and whether the number is increasing 
 or tiimiiushing, can be best answered by parties residing in Montreal. 
 With reference to Question No. 9, whether vessels adapted for Ocean 
 navigation can compete with Barges and vesgels \isually employed on 
 our Lakes and Jlivers, I can only say I do not think so. 
 
 QuKSTloN No. 10.- Is it your opinion that Scboonersor other vessels 
 built to navigate the Lakes or inland waters of the Dominion, can 
 compete successfully in the trade to Euroi)e, with vessels specially 
 adapted to Ocean navigation ? 
 
 An;^weh. -I think our bhii)-builders might build a class of vessel 
 (called on the Lakes fore-and-afters) either two or three masted, Avhich 
 could safely cross the Atlantic ^vith cargo, and be sold to parties inter- 
 ested in the coasting trade of Great Britain or the Mediterranean, but 
 their small carrying ca[)acity, slight draft of water, high rates of 
 insurance, &c., would debar them from competing for Ocean freights 
 between Montreal and Liverpool. If, however, th« dimensiens of the 
 Locks and depth of water be increased as recommended, sea-going 
 
 5^. 
 
 « 
 
 i 
 
13 
 
 ' use of water 
 of c-oinplaint 
 
 viyitin^' Uie 
 reasfd with, 
 wheat iind 
 can he be^t 
 e Iteport on 
 , Secretary 
 en thut the 
 >> cents per 
 
 "He tlie St. 
 ver to the 
 »r over, to 
 
 e Ontario, 
 of a vessel 
 m >so as to 
 normous ; 
 ^t. Law- 
 jels dravv- 
 
 -'tinadiau 
 icreasinir 
 lontreah 
 or Ocean 
 loyed on 
 
 '!■ vessels 
 i'^'i, can 
 pecially 
 
 f Vessel 
 , which 
 •s inter- 
 Ill, but 
 ates of 
 '•eiyhts 
 of the 
 '-going 
 
 f 
 
 si" 
 
 
 Tessels of from 1,000 to 1,500 tons could be built at any of o«r Upi)er 
 Tjake ports, where suitable material can be had, (|uite as cheaply as is 
 now (lone at (Quebec, Nova Scotia or New Brunswick, partially loaded 
 on the Lakes so as to pass the Canals, complete their cargo on arriving 
 at Montreal or Quebec, and proceed to any sea port in th« world. 
 
 (^t'ESTiON No. 11. - Are there any Harbors on Lake Ontario which 
 have «u>ffici(!nt water to accommodate Ocean-going vessels drawinjj IG 
 f«et or over ? 
 
 An^wbu.— Not to my knowledge. 
 
 -•-•- 
 
 L^CHIIVE C^IV^^L. 
 
 QuEHTiON.s iJo, 11 & 12.— Whether the lower entrance Lock from 
 the Canal Basin is sufficient for the trade ; and whether the former 
 entrance of the Canal should be re-opened ? 
 
 Answeii.— All the Locks from Lake Eris to Montreal should corres- 
 pond in size aad have a uniform depth of water throughout ; and there 
 should be double liocks at the entrance of the Lachine Canal so that 
 Passenger and other Steamers requiring quick despatch would not be 
 detained, and in enlarging the present channel ])rei)aration should bo 
 made fer eventually forming a double tier of Locks all the way to 
 Lachine. The upper entrance to this Canal requires to be improved, 
 and some rocks in the channel a short distance above removed, as 
 vessels passing down loaded, owing to the crookedness of the Channel, 
 often strike them. 
 
 Nt. Lawrence liMvei:' & I?.apid.s. 
 
 ♦ • •- 
 
 QUEBTI0N3 No, 1 & 2.— As to tke nature and locality of the obstruc- 
 tions which exist in the channel of the liiver St. Lawrenct from 
 Prescott to Mtmtreal, for the downward passage of vessels independent 
 of the Canal ; and the best meana of improving the navigation of the 
 River itself, irrespective of Canals ? 
 
 In Answer, I would call attention to the Map and Report of this 
 part of the St. Lawrence, made l>y Messrs. Mailifort & Raasloff, pub- 
 lished in 1854, showiag all the obstructions in the River, togethor with 
 estimates and contracts for deepening the channel so that vessels could 
 pass drawing 11 feet. 
 
14 
 
 Ir.. 
 
 f ' 
 
 SaiiiiU'l Keef^r, Esi|., C. E., wliilt- Doputy CoiHinissioner of Public 
 Works in ISOI, alsoniado a survey .ind ro])<)rt of tke same (moo Re))ort 
 Select Committee, apjminted to en(|uiro inti' the cause of the diversion 
 of the trade of the West, published by order of the Legislativ^o Council 
 in ISni, page 5). 
 
 With recard to this improvement, the benefit to be derived therefrom 
 is so fully sot forth in the Reports above alluded to, that it is needless 
 for me to enter into the subject, I would merely remark that if vessels 
 could pass safely drawing 11 feet, a great saving in time would be 
 made in the downward trip. The first Kajiids below Brockville, viz.: 
 Gallops, Tlai)ide Plat, Farren's Point and Long Sault naight be easily 
 improved, but the (^oteau, Cedars and Cascades (avoided by the Peau- 
 harnois Canal) and the Lachine Ra])ids being themost difficult to nm 
 when a vessel is loaded, I am doubtful if Insurance Companies would 
 take the risk, unless at very high rates. 
 
 ^1), 
 
 from IMontreal to <^ii.el3ec. 
 
 With regard to this portion ©f the River St. Lawrenc^^, I do not think 
 the Government should be taxed for dee])ening the Hiver below Mon- 
 treal so that vessels drawing 24 feet could reach that city, as it is a 
 matter in which the merchants there are alone inte-ested, and its 
 Corporation should make the improvements, for if the Locks on the 
 Canalp above are enlarged as proposed, the large Propellers and vessels 
 now navigating Tjake Erie would be enabled to deliver their cargo at 
 tide water, say Three Rivers, Quebec, or any of the lower jjorts on the 
 St. Lawrence, or atthe Sea ports on the Bay of Fuudy. say Amhurst, 
 Truro, St. John, If. B., &c., (provided the Bay Verte Canal were 
 finished) take in a return freight of molasses, sugar, or other West 
 India products, ©r coal, or sea salt, at very small additional expense 
 over her usual daily expenses; and no greater risk than when navigat- 
 ing the Lakes, as they would have a comparatively sheltered navigation 
 all the way, not having to venture out into the open Atlantic. 
 
 To attract this trade, however below Quebec, the lower St. Lawrence 
 must be well lighted, reliable charts, with printed sailing directions 
 given to all vessels using this route, showing the description of light, 
 bearing, distances, shoals, reefs, &c., to be avoided, the«ame as is now 
 done on the Upper Lakes, the American Government having made a 
 
 
15 
 
 er of Public- 
 ! (noe Report 
 he diversion 
 tiv^o Council 
 
 3(1 therefnnri 
 t is needless 
 lat if vesselH 
 (le would be 
 ;kville, viz. : 
 ht be easily 
 )y the lleau- 
 Rcult to run 
 •anies would 
 
 thorough survey of thi; Upper Tiak<!M, and distributed f/rntis over 5,000 
 charts and printed sailin.; directions within the last tnree years— and 
 good lliver Pilots employed. 
 
 It may not be out of place her« to suggest that a good School for 
 Pilots might be established on one of the (lovernment Steamers which 
 are now < mployed to carry supplies to the Light-houses, and look after 
 the(Julf Fisheries ; holding out inducements for a good class of younj; 
 men to wnter that servict. 
 
 IMI3E.^U O^IV.^1^. 
 
 ec. 
 
 lo not think 
 )elow Mon- 
 y, as it is a 
 ed, and its 
 )cks on the 
 and vessels 
 iir cargo at 
 3orts on the 
 r Amhurst, 
 Danal were 
 other West 
 lal expense 
 en navigat; 
 navigation 
 tic. 
 
 , Lawrence 
 directions 
 a of light, 
 e as is now 
 ng made a 
 
 
 ^ii 
 
 
 Ah the Locks on this Canal have been very well constructed, although 
 on a small scale, I think the Government shoidd keep it in repair, but 
 do not ('©nsider necessary any great outl.ay on its enlargement. Tf, 
 hewever, the fJ-overnment could lease the Works to a private Coiiapany 
 who would bind themselves to keep it in repair, T think they shoidd do 
 so, as under present management it is a serioustax on the resources of 
 the Dominion, 
 
 S AXJLT ST. IVt^I^IE OATV^VL. 
 
 I should most decidedly advise the construction of a Canal on the 
 Canadian side at this point, corresponding in size with that on the 
 American : so that Canadian vessels could pass without ,'iny fear ©f 
 detention by the American Government, as occurred recently in the 
 expedition to E,ed River. A Canal can be made on the Canada side 
 much cheaper than the one already on the American, as the cut would 
 only require to be about J of a mile in length, with good entrances at 
 either end, and if constructed the Locks should be 350 x 75 feet, with 
 14 feet water, to allow of the passage of the large side-wheel Steamers 
 in the Lake Superior trade, they having greater breadth of beam than 
 sailing vessels or Propellors 
 
 The present Locks on the Sault St. Marie are 350 x 75 feet, with a 
 general average of 12^ feet on the upper and 12 feet on the lower mitre 
 cill, and are the largest on this continent. Notwithstanding their size, 
 

 mil 
 
 If i L\ 
 
 
 
 i! 
 
 l^he Toll Keeeipts for LS00vva.s.*,,.r.7l).0(i. 
 
 The curiHtruction of this Pnn..'l ^ 'l^! ' 
 
 V.ncout, Ot-„,„U.,|„„,„ *„ ' "."•■"l»',.y,. EHe Ca„.a|, ,), ".. " r 
 
 ..„»„„, ^^'■"»«^'". at the .,„.„„.,,„ c„:4t,":':":r;'tr 
 
 OTT^^^^ 
 
 OATVAL, 
 
 ■iWMtate the conrtruetion of an en 
 
 hi 
 
 N 
 
17 
 
 v'uletmd and 
 Bt w/iter (»n 
 
 t proposed 
 the effect 
 'hich now 
 few York 
 t'W'o, Cape 
 I through 
 fioieiit to 
 t on the 
 ••iviyating 
 y port on 
 vor it on 
 fjake the 
 Titintal to 
 '^hich the 
 Lnml)er 
 asiid 
 Gren 
 present 
 icreased 
 nd pass 
 it tran- 
 
 II cr 
 id 
 
 Lake 
 Iliver 
 wing 
 en- 
 
 tirely new ehiHS ef vesnelrf to n»eet the capacity of the canal ; the ob- 
 ject to l)e kept ill view Hhould be to accommodate the claHs of veHHels 
 now navi,:,'atin;{ our iidand waterH. A thorouv,'h survey of this route 
 WiiH made under the Huperintendence of the Board of Workn, (aen llo- 
 port of I'ublic Works for iHoi), i)a^,'e l;{7) by which it appeara that the 
 distance is 4;W mifes, of whicli 2!),^ miles would l)e canal and the re- 
 mainder 400 miles river navI<,'ation, n^d the L<H!ka^'e to be overcome 
 77 /t'^^ ascent to liake Nippising, consisting' of 7 Lorkit 200x45 fvct, 
 tlicnce descending the Ottawa (Jdo /cr^ by 5(1 Locks to Tjake St. Louis, 
 and a vessel passing would stiH have to traverse that Lake (l;i^ miles) 
 and the Lachine Canal (S.\ milen, with 5 Locks) before reaching Mon- 
 treal. Thi«, bear in mind, is only for a steamboat and barge naviga- 
 tion, no estimate being made for sailing vessels, which, if they used it 
 would have to be towed by a tug, or tow-path for horses constructed, 
 making the cost enormous, and completely nullifying any adv.antage 
 gained in distance lietwcen Chienfo and Montreal, (viz.:) 21>7 mihn 
 over the present route rid Welland Can.al. The total distance via 
 Welland being 1,301 miles, (of which 1,232 miles is Lake and Iliver, 
 and <)0 Canal,) and ria the Ottawa 1,005 miles, (of .vhich 575 miles i.s 
 Lake, an:l 430 miles River and Canal), wo may therefore say that no 
 sailing ves-sel would take this route, either for cheapness or despatch, 
 although no tolls were exacted ; for, allowing that a vessel would make 
 three miles an hour and only detained 20 minutes at each Lock, it 
 would taKe seven days to reach Lake St. Louis, to which add another 
 day for Lake St. TiOuis and Lachine Canal. Moreover, in the event of 
 this work being undertaken, an artificial Reservoir must be made of 
 Lake Nippising, by raising its present surface 23 fe(it to supply the 
 summit level with water (see General Report Public Works for 1867, 
 page 81). Neither would the con."!truction of this Canal attract any 
 great portion of the trade of the States of Iowa, Tllirois, Wisconsin or 
 Lake Superior region, as it does not open u]) to the merchants and 
 forwarders of Chicago and Milwaukee their own ports of Lake Ontario, 
 and lies so far north it would not be open in sprirg for at least 3 or 4 
 weeks after the opening ef the Welland and Erie Canals. 
 
 The Question is asked, "What would be the saving in freights by 
 this route ?" 1 think any person can parceive that they would be 
 increased instead of diminished, for the tolls on 430 mifes of artificial 
 navigaton would certainly be more than on 09 mifes. 
 
 The question is also asked "Whether the construction 'of the proposed 
 Ottawa Canal would in any way reduce the cost of floating or carrying 
 timber from points on the Upper Ottawa ?" In answer I shcmld say 
 not materially, but the Timber trade of the Ottawa will for some years 
 be a great source of industry and wealth to the Dominion, and the 
 
\f< 
 
 f«lH.r1(''H!iis (Ml tlir !;iv*T I)i>!nu tlir ('i(,;, ..f OM; w.i,. viz: the I.ocIcn 
 on 'Ik < ',uT..lf,nii, (Mint. ■-;i-r.I(.ii.I. •,111 mid ( liTnvillf fiuii'.lK slioul.l In- 
 eiilnr^'cd 1(1 ;i <i>i rcsiKiiidiiii' s'/.f witli flii' ].r('s»'iit fi'ick jit St. AiitiH, 
 (vi/. : lOf) X J") feet.) and tlic di-'ptli of \v;i((M' inciTjiscd to a unifcnii 
 dijith of S f(>(.f, if |)ifio1i(!iil)l(', HO tliat tl)« pIjihh of stfamcrs n(iw ua«»(l 
 by tilt' Tlnyal Canadian Mail T^iiie could rcich the f'ajiitol of tlu» 
 Poniinion diiiiM'.r llic scison of navigation, and ha' irci-i of 700 or 8^0 
 tons loaded with luinhcr "r tinihc?- at Ottawa fiiahlcd to (h'1iv((r thfir 
 
 onrirocH at Montreal, ()ncl)»'C' 
 
 Of 
 
 «t Whil.> Tr:dl at: thr foot of T.ake 
 
 '^'haiii|>lain without transhi|init-nt, ;is hi fore stMiod when roffiTinvr to 
 tho Cau'^dinawa^'a f'anal. This would cnahlo onr CaiKuIian Inndmr- 
 tuen to supply both tlio ( 'anadian and Anicricaii markets at the fhcapest 
 rates ; and whon the nc^csMity arfmc, tlu* san'o syHtom of Tanallin^jfand 
 Tiockav'*-' (^oiild 1).> rojitinucd furthf)' up tho Ottawa. By rcftiroiioo to 
 the CciU'r.al T\i'iiort Public Works for 1 SOT, pa?,'n 47. it will be soen 
 that the Locks on all the short Canals above nicnt'oncd vary in size, 
 and the draft of water is only feet. 
 
 That the ^)//.'j derived from the construction of a Canal from Lake 
 Huron to Montrenl would vot )hiii f/ie //'/<'/r.t^ is beyond a doubt, for 
 the tolls deiiv(?d from the Welland Canal (the only one that yields a 
 revenui' over and abovo coHt ''f mau'iccenie^t, reiri's. i^.c, S:p..) doeu 
 rot ])ay 'A per rc)'f. on the outlay already made, and nev(>r will unless 
 emlarcred sufficiently to divert the trade of the West (now }?oing to Now 
 York via Buffalo,) down the St. Lawrence. 
 
 Greoi^gfian Bay Oanal. 
 
 The first question asked by the Commissioners is "What effect 
 would the construction of this Canal have on the general trade of the 
 Dominion ?" In answer, I can only say that I cannot see any benefit 
 the Dominif)n could i)ossibly derive from its construction, either 
 in a commercial or financial point of view, and if built, would 
 benefit the Americans much more than Canadians. I would further 
 state that by the Georp^ian Bay Canal it is proposed to connect Notta- 
 wasaJ,^a Bay on Lake Huron with Lake Ontario at Toronto, Numer- 
 ous surveys and reports have been made of this route, and the estimate 
 cost by Rowland Burr, Esq., 1857, was .$20,051, 000 ; and Kivas Tully, 
 Esq., C E., and Col. R. B. Mason, in 1858, on four different routes, 
 varied from $22,170,750 to 841,032,000, the Lockage to be overcome 
 
ir» 
 
 "'t. AllIIH, 
 
 I iniifciiri 
 now )is»»(l 
 '."1 of tlm 
 
 00 or 800 
 ivcr tlw'ir 
 t of Tv.'ike 
 vrnii!,' to 
 
 1 Iiiniln^r- 
 
 ' clll'HpOst 
 
 illiti^'.'iiKl 
 
 I'lOllCf to 
 
 I lie Hoen 
 r in size, 
 
 >in Tjnko 
 •nht. for 
 yiflds n 
 ..) floeu 
 ill nil loss 
 ,' to Now 
 
 it cffoct 
 
 '. of the 
 
 bonefit 
 
 oither 
 
 would 
 
 further 
 
 Notta- 
 
 NTumer- 
 
 ?tiTr)ate 
 
 ! Tully, 
 
 routes, 
 
 ercomc 
 
 Itcin,!^' \'.W fief iixd ii' finiM Italic Hiiri'ii (m L.il^r Siiiirof. bv II KwcKm 
 lid.") font X (!") foot. \' ith I'J foot wiifoi' on niitro ciU, thonoo ifiscriKfini/ 
 to Fjnlvo Ontario 17i ' ffot bv .'{0 lior-K-.-t of liKo iliinonsiniiM - somo of the 
 outtiii^'M IjoiuLT oiiorniouM for inst.anoo. in oiio lovrl it would n'(|nirojin 
 ;i.rti(ioi;d out \()inifiH in loii/th, at ono pniiit HIS foot in do|)tli, nnd nt 
 sovoriil othor placoM ovor 00 foot ; wo may tliorofore Hnfelv infer that 
 itw or)^t would oonio \ip to if not cxcifd tlu' );ir'.,'*8t ostiniiito, vi/..: 
 SM, 000, 0(10. Sni)|.'.Min-. also, tlint tin- Crnal was oonstrt.-tod. it in 
 vorv doubtful wliotlior tlio MMpplv of witor at tho suinniit unnld be 
 ButHoiont, as it i^ well known tho < Ir;itid Kivrr (whioh diMoliar'^'OM a. far 
 pfroatwr body of wator than anv Htronni ontovinu' l-ako Siuioco) was so 
 in;Hloi|uato for iho supiily of tho Wolbnid ('anal, tha* tho dfopoTiinj^' 
 of tho lev'ol fi'oin Perl f'ulh'M'no to .\'1.ndiiii'i.di bco'uin' nc^ro^isfu'w « > 
 a>< to draw tho supply of water dirt'ot froni liake Krio, and thti-i ol)viate 
 the nooessity for a xnnimil hrc' on either the Wollaiid or St: Tjiiwronoe 
 f! an nisi. 
 
 This r'lutft oortaiidv shortons tho distiMiyo Ix'twoou '"'hi'-v.'o and 
 Montreal '240 mifrs. vi/,.: (^hioio^'o to Notta.wasa;,'a .Mtri niilos. ('anal t(» 
 Torotito 100 /u'/c.N'. Toronto to Moutrenl li'M) indos, in all l,or>,') rnilos ; 
 whoroas by t.lu' Wolland it is l.MOl mi'ci. 
 
 Tho cpiestion next to 1>o of)nsiderod is, how loto^ Ano^ it t l:e fur a 
 vensfd to pnnn the Well nid Canal, and at tho eamo rate how loii',' would 
 she bo in i)!issin:r tho proposed (}eor;/i;in T'ay Canal ? From rnreful 
 enquiries it has 1 een asoertainod that it taken from 18 to 20 hours for 
 a Propellor, and 2U to ;50 Jimir.i for a s.iilin':,' vessel to pass tliiou.'^di the 
 Wolland Canal, provided they moot with no detention ; at the snui« 
 rate it would take 3 nnd n half thtjix for p siiUncf vesf-tol to ;>; '-i 'hi iiuh 
 the Geor),'ian P>ay Canal, and when we take into ctonsidi-ration the 
 wear and tear to vessel in a lone; and tedious Catial navi^'.ition T think 
 the majority of '^^asters of vessels would take the huT^'est route, not 
 only as bwiuLfthe chea]jest, but in nine cases (uit of ten tlie cpiickest ; 
 for owiu',' to the system of towacre n(>w pm])l'iyed on the I"')ipor Tjakos, 
 sailing vessels are met by tujr boats helow Point Pclee on Tiake Erie, 
 IS miles below the mouth of the Detroit River, and towed up to liake 
 Huron in less than 20 hfyurs, and on her return by a tuj,' sometimes ISO 
 miles above Sarnia and left on Tiuke Erie, no matter what direction the 
 wind may be from. This entirely does away with an objection often 
 uri,'ed a^'ainst the Welland Canal route, and the Channel over the St. 
 Clair riata having been 8trai<i:hten«d and deepened so that vessels now 
 pass dx'awini? 11 feet water at the expense of the American Government 
 the time will be materi:illy shortened, thus a vessel can now run from 
 Sarnia to Port Colboriie in less than 40 hoars, say 2(5 hours for Welland 
 Canal, and arrives on Lake Ontario in 2 duijs and 18 hours, havin;; at 
 
20 
 
 leiirtt tu<ciifj/ hoiir.i advantaj,'* ovor a vj-hucI that loft CoUinKWOod at tho 
 H'.iiiio tim<' ti* pasH throui^li tho (jrt<)i-;,'iaii Bay Canal. 
 
 Tliuru Ih alH<» u laattur never tukeu inlo coiiHiileration hy the advocatuH 
 of both tho Ottiiwa and (iL'or;,'iau Bay rnuteH, hut it a niatt«'r of Home 
 cnnH«(iaeii(;e, vi/.: neithor of thorn woidd acconinKxhite tlio traden oi 
 tho hi,rK'« .'iMcl piuspt'ious Statws of Michivfan, Indiana or Ohio, or 
 Wfsfcrri I't'iiinsuhi of Canada, iJtc i/((i'<lcn of the Doiriuioii, 
 
 That thi! toll A dorived from thu (JeorK'ian Bay Canal woidd not pay 
 the intercut on tho c»Ht of itH constructiou Ih evident fur ruaHonn Rivoa 
 hort'toforo, when rofoniiix tn tho ()tt:i\Vii Can;<l, and if undertaken l»y 
 a Chiivter»'d ('onijiany they will find this to bo tho c.iho, even if its 
 advocated Hhould aucooed in gettiny a free ;,'rant of ten mill ion acrca of 
 land 
 
 I\Ivii*i'a,y T3n,y Oannl. 
 
 • • •- 
 
 This ( 'anal being a short cut across the Isthmus which separates the 
 I'lyof <ii lite from what is sometimes called Welhirs Bay, on Lake 
 Ontario, and lies iii the Township of Murray, Ccninty of Northumber- 
 land, is a matter for tho consiileration of the Ontario Lej^'islaturo, or 
 should bo l)uilt by parties interested, as T cannot soe what benefit it 
 would bo to the general trade of tho Dominion. 
 
 ^ ' ■ 
 
 T^ixy Verte Canal, 
 
 With respect to this Canal, I would simply call attention to the 
 " Report on the Trade and Navigation of the Dominion of Canada, 
 liublished by Wm. J. Patterson, Secretary, Board of Trade for City 
 of Montreal in 1867, pages 28 to 33," for full particulars. A Map 
 showing the roufr), «&c., &c., accompanies the work alluded to, from 
 an inspection of which it will bo seen that a short Canal of only 15 
 miles in length, from Bay Verte, in tho Straits of Northumberland 
 (which separates Prince Edward Island from New Brunswick and 
 Nova Scotia) to Cumberland Basin, at the head of the Bay of Fundy, 
 would enable vessels emjiloyed in the Gulf fisheries and inland waters 
 of the Dominion to reach St. John, N, B., and other porta on that Bay 
 as e.xplained when referring to tho "St. Lawrence, from Montreal to 
 
l>f 
 
 In* 
 
 '21 
 
 / 
 
 Queb«c," atiiHiiviiif^ in diMtain'o of hxtuthe t» six Immlrtd niiht, and 
 avoid huiiiK t-xpuHtd to tlio KuU-ri and ho.ivy \veatiivr often met with in 
 the Atlimtii; off tilt* CouHt of Nova Sroliu. A grt-ut many American 
 tiiihing vt'HHflH from thv Ht*iv portH of tli*Htute of Main* would iiImo uh»; 
 thin Cunul provided they wer« ullowvd to do H<t, e«i»ecir.lly on their 
 return voyuKf- 
 
 In cuncIuHion, I think it will not l)u out of placu to call the Attention 
 of tlie mendx-rH of the Lcj,'iHlature to the fact that one gieat <lrawback 
 to the St. Lawrence route, not beiny aliU to compete with the New 
 York route for the Western carryin;,' trade, is that Orcnii Frciyhtslmv*; 
 always ruled higher from Montreal to Liverpool and other Britiah 
 European nea ports, than fr»m Nmv York, principally owin;,' to the 
 high rates of Insurance Companiss, Hic-, &c., by the former route, and 
 to the large subsidies paid by the British and American Governments 
 to lines of Postal ^Steamers who now carry molt of the passengers and 
 li];;lit freights formerly c;irri(.(l by sailing paclcets, thus obliging th<»«« 
 vessels to compete for the carrying of grain and produce, and keeping 
 freighti down to a very low figure at the latter port. 
 
 If, however, got.d IJght houses are erected on the L( wer St. Law- 
 rence, good Charts and sailing directions published and given t« all 
 Masters of vessels using this route, and careful Pilots ready to take 
 them in charge (as alluded to before in my remarks respecting the River 
 between Montreal and Quebec), the rates of Insurance wi.l come down, 
 the cry about the dangerous navigation of the Gulf heard no more, 
 and the St. Lawrence route established as the shortest, safest and 
 cheapest route for the trade of the West to take to reach the European 
 Markets- 
 
 I hav« the honor to be, &c.. 
 
 (,i 
 
 Your Obedient Servant, 
 
 J. H. INGERSOLL. 
 
 M