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Les diagrammes suivants illustrent la m6thode. f errata d to It e pelure, ?on d n 32X 1 2 3 1 2 3 4 5 6 t \i T H K CANADIAN CANALS: THEIR HISTORY AND COST, * WITH 1 AN INQUIRY INTO THE POLICY NECESSARY TO ADVANCK THE WELL-BEING OF THE PROVINCE. BY I 1 '.J WILLIAM KINGSFORD, CIVIL KNGINEEB. So-t' elf rl ffoi irphs Kaipuf ivveireiv SoKU, 20*OKAH2, Tpaxmai. TORONTO: UOLLO & ADAM imi f .^ ^ . - w C 1. I 1 H8208 Entered according to the Act of Pari Sixty-five. „y ,,nL,,, K.::::^t7En!::'''^'''''''''^^^^^^ Province of Canada. * '" ^"«""^^''-' '" ""-* O^^'o of tl>c Ile.istrar of th. LEADER STWi,-P«ESS ViUm, lORO^, »,A P8208 PREFACE. f I ""..V Tlie various unconnected cilortp, wliich in difforent locali- ties, are directed to Canal projects, and the attention which Canadian afi'airs are now receivinij; in England, juRtify the iiope that this vohnne may be regarded as not entirely ill- timed ; more especially as it sets forth a policy in respect to the iidand navigation, which has in view the advancement of no particular district, hut is calculated favorably to affect the whole Province. The advocacy of the policy enunciated has been kept as distinct as possible from questions with which it has no connection. It has been limited to an examination of the anticipated financial and ])olitical results, conjointly with an inquiry into the schemes of a different character, which have been brought forward by individual or municipal efibrt. No allusion is made to existing jioli- tical parties, anri little is said regarding the proposed Con- federation, for both are without bearing on the subject. Whatever be our form of government, the Provincial re- quirements are the some; and one of the first duties of the Executive, whatsoever opinions it may represent, is the development of our material prosperity by the means at its command. It may be claimed with regard • o the following pages that no effort has been spared to obtain reliable information ; where there is a failure in this respect, it may fairly be said that it is not attributable to indifference or want of attention. Still, in bringing together many figures and facts from various sources, avoidance of error is difiicult, even when the crreatest care is taken to obtain correctness. JS IV. PREFACE. To readers not intimately acquainted with the geography of Canada and of the State of New York, reference to a Map will be necessary. This information can he supplied by any ordinary Atlas. The extent of the territory com- prised, would have made the preparation of a Map, on a sufficient scale, a work of time ; and it is considered inad- visable to delay the appearance of the book in order to include it. In closing these remarks, I feel it incumbent on me to thank those gentlemen who have assisted me, by answering my inquiries, or by obtaining for me the public documents I needed. In many instances, I have been laid under deep obligations, of which I entertain a very iiigh sense. ^i^ ^ W. K. Toronto, 24th April, 1805. I 8 CONTENTS. "*= If. PAGE. CHAPTER I.— THE ARGUMENT ^ " IL— THE CANALS 5 THEIR CHARACTER, COST AND HISTORY 18 '' III.— PROJECTED WORKS 83 <' IV.— THE ERIE CANAL 108 '< v.— TOLLS, REVENUE AND TONNAGE 119 " VI.— THE REMEDY AND ITS CONSEQUENCES.. 138 APPENDIX 185 INDEX 187 m 4 I >1 CORRIGENDA: Pa-e27, line 1, for "63," read "60." « 28, " 10, " "170," " "204." u 28, " 12, " "300," « "217." u 28, " 13, " ''70," " "60." " 51, " 7, (from bottom,) for " Ellis," read " EUice." ? T CUAPTEK I. THE ARGUMENT. The present timo may be considored opportune to discuss the character of the improvements necessary to advance the well-being of Western Canada. TVo are on the eve of great political changes, the significance of which is imperfectly understood ; still, few of us could be brought to admit that they will be without their influence. Growing out of party embarrassments, rather than following a publicly expressed desire for now political relations, the plan of Confederation has been matured without any expressed recognition of the necessities which spring from geographical situation. No defined view has been put forth of local or general require- ments, or of the plans which are potential to supply them. But in a country of the extent of Canada, there must be distinctions in this respect which cannot bo driven to the background. An attempt is made in these pages to enquire whether the adoption of any particular policy be desirable, and an examination is made into the character and capacity of the public works which have been constructed and are managed by the Province, the Canadian canals. In many points of view they do not satisfy expectation. Of extraordinary extent, and admitting a navigation equalled in no other artificial waters in the world, and although, undoubtedly, the natural outlet for the immense commerce of the Western Lakes, the canals are unremunerative, and fail also to extend all the anticipated indirect advantages. Nevertheless, it is asserted that their failure may be traced, not to any error in the principle on which the works were B 6 CANADIAN CANALS. conceived, but from the mode in wliicli the principle has been carried out. In the meantime the Province has to pay a heavy annual tax in the shape of interest on the capital invested in them; while, on the other hand, tlie limit imposed by the works themselves has a tendency to take the trade from the western cities to concentrate it elsewhere. There is no law which irrevocably directs this condition ; and it is but fair to enquire if any measure to better it be feasible. In more points of view than one, different districts, however subordinate to a general system, need special forethought under the aspects peculiar to each of them ; and although it is difficult in the extreme to reconcile apparently opposing interests, it is a true prin- ciple of government, that no sacrifice should be exacted in one quarter in order that benefit may be extended in another. Between the dwellers in the disti'icts which centre at Montreal, and the inhabitants who cluster round the western lakes, opposite commercial interests have created divergences of thought. The former desire that Montreal should con- tinue the head of the salt water navigation, and the foot of the canal system ; the latter necessarily seek a communica- tion with the ocean practicable to their use. The Montreal merchant can see no necessity for improvements which would do away with the transhipment paying a toll to iiis city. The western forwarder liolds that it is mere commercial despotism to limit his operations to the Canals. Accord- ingly we have a cardinal difference in the views with which projects of change are entertained. In Montreal, all that is desired is the enlargement of the size of the lock ; increase of depth is but little urged, or if it be at all advanced, only to the extent that the heavy laden lake propeller may discharge an increased cargo at the Lachine Basin. Accordingly, we may understand the adherance of that city to the Ottawa navigation scheme and the Caughnawaga Canal. The struggle to remove the bar to the eastern approach to OADADIAN CANAL3. 'iple lias lias to on tbc nd, the oney to fcr.ite it cts this leasure than eiieral eculiar "i^treme 3 prin- sted in lotlier. itre at estern fences J con- bot of inica- itreal rould city. irc'ial 3ord- Iiicli at is ease yto we riie to ';f Montreal of deep vessels, was conducted by men still in the vigor of life, and the effort dates but a few years back. Until the deepening of Lake St. Peter, to admit vessels drawing twenty feet of water, Quebec retained its supre- macy ; but so soon as the St. Lawrence, above Quebec, was improved, the advantage was transferred to Montreal. It is argued, that were the depth of water thrown yet farther ])ack, trade would follow it ; and we must remember that the claim for the privilege is not limited to Canada. The cities of the lakes have no access to the ocean but by a narrow, inconvenient and expensive navigation, for the attempt to pursue the St. Lawrence to the sea, from the restrictions imposed,[has been tried and found unsatisfactory. New York therefore remains the seaport for Michigan and Illinois ; for commerce as a rule, takes the channel by which it is best conducted. The timber trade is an especial proof of this law. No effort could divert it from Quebec. On the other hand, it is difficult to understand why Kingston, Toronto and Hamilton, and the other cities on Lake Ontario, Buffalo, Cleveland, Detroit, Chicago, and the grain depots of the North-West, with all the advantages of the St. Lawrence at their command, should not transmit directly to Europe the produce of their district, and bring back cargoes in return. There is no special reason why tranship- ment should take place at the seaboard, if we omit the important one that vessels of large tonnage carry cheaper than vessels of smaller tonnage. Conceding the principle, it is important to inquire whether a class of vessels could not be built in Western Canada and in the Western States, which would satisfactorily perform this trade, and keep the profit and emolument in the west, so that the particular advantages which, in a greater or less degree are enjoved by New York and Montreal, should be reserved for the western port, where the cargo can be delivered unbroken. There is only one material impediment in the way, and it ■ v»? 8 CANADIAN CANALS. is tho limit of navigation, contracted by the insufficient depth of the canals and the size of the locks. Tho remedy has been often considered ; and before the canalw were even laid out, tho inland seas of the St. Lawrence were regarded as so important, that a full and efficient passage from them to the ocean, was looked upon as indispensable. The desire has been a dream of the last half century. It has frequently been brought to the notice of the public. Tho subject has been treated with more or less ability, and has been advanced even with exaggerated anticipations. The misfortune ig, that it has never been taken up as a connected whole, and has never been pushed to its legitimate conclu- sions. Perhaps of all the projects of the day it is the most vital to the interests of the west, both of Canada and the Lake States ; but for all this, as a general rule, it is very little known and considered. If there ever was a time when the discussion of canal improvement should have been care- fully and earnestly made, it was when the proposed political changes were under discussion , It was then that a guarantee should have been exacted for our commercial future, and a record should have been made deliberately affirming that an increased navigation of the St. Lawrence was a recog- nised part of the system, and that in justice to Western Canada, it should be among the earliest improvements car- ried out. It is not now too late to bring this subject l)eforo the country, and these remarks are written for the purpose of directing the public mind to consider what position tho Canada of the lakes, will hold in the new Confederacy, in the matter of internal navigation. At the extreme west of the British American Provinces, Western Canada is alone interested in the full and complete deepening of the canals to the extent which the improved natural navigation of the St. Lawrence would determine. The remaining provinces would be likely to advocate only a partial improvement ; for 1 ■,.■/ Pi b r" t^ 11 01 VI t] isiifficient remedy 'cro even regarded <^in tliem e. The It has c. Tiio and has s. The nnected concln- 'ie most and the is veiy e when '11 eare- olitical Iran tee and a g that reeog- esfern ^ cnr- the 3e of '■ the y, in wesf lone nals the ices for CANADIAN CANALS. 9 M i 80 long as the navigation bo compressed within its present limits, the carrying trade will be maintained in its existing relations. Turning to the maritime provinces, whatever political and military considerations may be brought to bear on the advocacy of the Halifax Railway, for the pur- poses of the interchange of products, it is utterly valueless to the west. We have little intercourse with the Lower Provinces ; but we desire to possess artificially what they enjoy naturally, communication with the ocean for sea-going vessels ; and we have not one word of positive assurance, or the slightest trace of a guarantee that this want will be sup- plied. And iu spite of this unsatisfactory position, no public man lias approached the f[ueition ; no single Board of Trade has advanced a plea for its consideration, and the arrangements are daily advancing to their consummation v/ithout the most languid sign that our future is assured.* The canal poHcy, as a provincial question, is very imper- fectly understood. The facts necessary for its full compre- hension have never been arranged. The canals are not used to the same extent as railways ; and in ascending the river, the Boauharnois is the only canal passed through by day, * From a recent speech of Mr. Tilley, at St. John, N.B., wo hoar somethiflg new about tbo way in which the Conference arranged the finanoee. They began with the Canadian loan to the railways. That to the Grand Trunk was set down ai ralue- less ; and s«i it is no doubt if we are to bo guided solely by what it is likely ever to produce in the way of a direct return. But can wo fairly apply such a standard to a j^reat work of public necessity f Would it not be more equitable to look at all the public works in the light of tho indirect benefits they confer, as well as to see whether they arc directly productive, in a pecuniary sense? Mr. Tilley lumped tho loans to tho Great Western and the Northern together; and set down $330,000 as the interest received from tho two companies. Whatever is paid on these loans is paid solely by tbo Great Western. The product of the canals he set down at $260,000, and timber slides at $100,000. "Hero then,". said Mr. Tilley, "are proceeds amounting to $700,000, or nearly one and a quarter per cent, on a debt of sixty-two millions." Turning from Canada to Now Brunswick, Mr. Tilley names a lump sum, $40,000> as tlio product * * * or about three-quarters of one per cent, on the cost. We arc given to understand thai the $40,000 is profit, but this will be delusive unless a sufficient allowance be made for the wear and tear of the road. Mr. Tilley comes finally to the Nova Scotia railways. Here the profit is also set down at $40,000 ; but as the capital is less, the profit is one and a half per cent. Thus, then, throwing tho Grand Trunk loan out of tho account, as permanently unproductive, Canada shows a return of one and a quarter per cent- on an outlay of sixty-two and a half million of dollars on public works ; Nova Scotia shows a Uke yield on its railway expenditure, and New Brunswick not much moro than half that rate. It is possible that Mr. Tilley has not given us the full explanation, but has 10 CANADIAN CANALS. Ill descending, tbe steamboat takes the rapids. Therefore, there are no adventitious circumstances to keep them pro- minently before the public mind. They are seldom spoken of in tbe public journals. No calamitous accident leads to their mention. Tliere is no connected history of them, and the casual notice given to them in descriptive books fails to convey any idea of their purport. That there arc certain falls in the St. Lawrence which arc called rapids, and which are passed by means of canals, constitutes tlio general stock of knowledge concerning them. These pages, therefore, supply a void when they give an account of these works: their length, character, cost and revenue. There is much in their liistory which will repay the study of the facts, and the financial aud political events connected with tliem are worthy of examination, as no imperfect guides for the future. It is considered that without this information the subject would bo less easily understood, and as no manual of these works exists, it is thought that the information, compiled with care, will bo useful as a matter of reference. To the description of the PI tl contented himself with that part of it which would tell in his favor. Ho does not explain howj on this principle of measuring the assets by the productiveness of the expenditnrfl, tiie difference necessary to adjust the balance arrived at was made out. On this point more information is wanting. From all wc have previously heard on this part of the subject^ it is evident that tne balance was struck from a comparison of the entire debt, of each Province, without [regard to their productiveness, direct or indirect. Mr. Tilley, we are sorry to say,'doe8 not give us much hope of the speedy enlarge- ment of the canals. * * * " '< The conference," says Mr. Tilley, " agreed to build the railroad without delay, the canals as soon as the state of the flnances will permit." Bat he ridicules the idea that the finances will be held at once to admit of thii being done. " Canada," says Mr. Tilley, "could not have been brought into the Union on a promise to build her canals; for the railroad will cost $12,000,000, which added to the $22,000,000 for canals, would be an amount far above what they could hftve gained them for without Confederation." That is, we tal^e it- -for the meaning is not very clear — that the prospect of an enlargement of the canals did not induce Canada to agree to enter the Union ; since, taking into account the increased contri- bution ibe wUlhave to make towards the Intercolonial railroad, she will have to pay, nnder th« Union, for the two works, a much larger sum than would have suffioed to enlarge her canals and secure the construction of the railway, in the absence of Confederation. It is not a good sign to see different members of the Conference putting different eonstructions upon the meaning of the agreement come to. There can be no doubt, however, that Mr. Tilley is in the right; and that the enlargement of the canals must await the convenient and'^tncertain season when the state of the Con- federate fiaanoei will admit of its being a<>n9,— Toronto Leader, \bth Feb., 1865. ■m '■I ■# CANADIAN CANALS. 11 'icrefore, lem pro- spoken loads to cm, and fails to certain d wliicii ^^eneral I>ages, ouut of venue, aj the events as no J that easily o, it is vUl be :>f the 'oes not J of the de out. 'arcl on parison > direct ilarge- eed to 5S will mit of to the vhich could tning duoo ntri- id to e of ting >no the on- pr^scnt canal system, an account of the several projecti before the public has been added, and the advantages of the St. Lawrence route are examined in every phase in which they present themselves. Wc have to turn back a quarter of a century to note the wonderful changes which the Canadian canals have effected. All the great improvements of the Province date from their completion. Even tlie introduction of steam gave but a faint impetus to progress on the shores of the Western lakes. Before its introduction, the country was almost out of the pale of civilization. A man leaving Toronto for Montreal, looked to a journey of a fortnight. He made his will and arranged his affairs, solemnly bade farewell to his family with far more feeling than a traveller in modern days would leave Quebec for Liverpool. The Durham boat in which he started was small, without accommodation, and with little to redeem its long trip ; and as these small vessels approached the rapids, passengers held their breath as men do when they encounter danger.* To pull these vessels up against ^= In the advance upon Montreal in 1760, General Murray marched from Quebec, Colonel Haviland by Lake Champlain, while General Amherst ascended from the Hudson throuf^h the valley of the Mohawk by Lake Oneida and the Oswego River lo Lake Ontario. His force consisted of 10,000 men. Having arrived at the Lake ho proceeded to descend the St. Lawrence, on his way investing and reducing Ogdens- burg, which tho Annual Register describes as L'Isle Royal, an authority accepted in his history by Lord Mahon. In the'.French records, however, tho fort is mentioned as Fort do Levi.s, and at tho period was commanded by Le Commandant Pouchet. I copy the rest of the narrative from the Annual Register, 1760, page 59. " This being a post of importance both to command Lake Ontario and to cover our " frontier, tho (llenoral spent some days here in order to repair the fort, and at tho " same time to fit out his vessels, and to prepare all things, for passing his troops down " the river, the most dangerous part of which ho was now to encounter, as all the " rapids lie between this place and Montreal ; butnotwithstanding all precautions near " ninety men were drowned in passing these dangerous falls, and a great number of " vessels broke to pieces. This loss from so largo an embarkation, in such circnm- " stances, is to be regarded as very inconsiderable. At length after a tedious, fatigu- " ing, and dangerous voyage of tuv months and seventeen days since they left Scne- "' nectady, the English saw to their great joy the^sle of Montreal, the object of their " ardent wishes and the period of the termination of their labors." The rapida were tho Cedars. The exact loss is given as 64 barges and 88 men. Mr. Bancroft in his history, volume 4, page 260, expresses surprise that Amherst should have taken this route. The reason is very obvious. It was to prevent the retreat of the remainder of tho French army by tho St. Lawrence to the valley of the Mississippi. A line of tactics correct in theoretical strategy as it proved guo- cessful in practice. It is a curious analogy that tho western producer hopeless of the improvement of the St. Lawrence, should like M. de Vaudreuil a century back) turn his thoughts to the Great Western stream as a refuge. (Report Canal Conven- tion held at Chicago, 1863, passim) 12 ■ ft CANADIAN CANALS. tho stream was a nafnAi? *^-i r, tentative of ti.e means LLn ^'^'"""'"^ f"'. «« « ''epre- -s, who are yot in mTd ] I 1 ""''• ^^'"'"'ong of the Battens to pasTthlso's. 7 '1" ""^ ?"'■"""' Po""! <" if the toil wouIdCve °bo ;f™ '/". '• ^' °"'=" " ^^'""^^ tbe introduction of stell „ ?/''"'' '''"' ^"««e^«- Even Thus ou leaving Montreaf h« «V } ^'''"""'' '"'1>«««<3- to lachine, where they took ' > ^l '''""^^ "'« paseengors distance of 24 miles "^Itte ;,''"""^»V° "" ^"^-'I^^. " »tege, in which they drovl'o „ Tf'' "''^ '"* " ^^^ond fes. From Coteau ia„di l"'! ,^;"='"; ^""^""g- -me 16 them 41 miles, to take a th d'^lrrP '''""""'" '''""^ thoytravelledadistanceof ia,^ if ,:'i'7^«"' by which and at Dickinson's Landing ^' ^'"'""''^"'^ I-andini., .teamboat which carried L^^t,""'"*^'' "" ^■'°"'- Ming was necessarily tedL ant ""'''^ ''''^'=^- Such the completion of the cana s so^- ' "^^T''" ' ■™^' "'"il have elapsed since the pi"' '^"r^'^,- twenty yea. from the basin at MontreaUfT^t'"'"''^ goon board, urbed till he landed at Cm'iL 7 ''',.''1 '*«»'■" »"<•- ha^grown npsince the imj^tedrot ll"?'^'''^'^""^'"-™' andhenoe it is thought p4er to ^ ' "^'ablished. It was tho opening of fh! T ^''^ " """'^ "*' " here vigorto^,3,,,P^/ o 'he ca,,as which gave lifo ^ hey hare led has ma^o ZltZ' -""T't''' ''' ^^^^''^ ' ^y >:«! ^4 CANADIAN CANALS. 13 yet exist a I'epre- y of the 3 among 1 poling seemed Even 10 Jimit posed, engors ades, a second mole arried wliich iding, tother Such until yoarti oard, ndis- ition lied, ere. find ich ' no d; mt as te 08 so m to ourselves. The natural route to New York and Boston is l)y them, and it is only by the Saint Lawrence that the Western flag can ever seek the sea. No valid argument can be adduced to show tliat any scheme ot any character soever can take precedence of their enlargomcnt. The extent to which it may be carried, must depend upon enquiry and examination. The first step should be a careful survey of the river. The unobstructed portions of the St. Lawrence are capable of a definite navigation, the extent of wliich, it would be inadvisable to increase ; a navigation which would possibly necessitate the removal of certain impediments occurring in the river and the minor lakes. It is necessary, first, to establish clearly what obstructions do exist ; we can then infer what cost would be justifiable in the improve- ment of them. The navigation of the St. Lawrence may be divided into two classes. There is the navigation of Lake Erie proper, employing a class of vessels which do not seek to go lower than Bufialo — propellers and steamboats, the size of which is kept in restraint only by the St. Clair Flats. On the other hand, there is the downward navigation to Mon- treal. To enlarge the Welland Canal beyond the depth attainable over the St. Clair Flats, would bo a useless and unwarranted expense. Should an increase of depth be practicable, the limit must be sought in the capacity of the river between Caughnawaga and Kingston. The present argument is narrowed by the admitted fact that a large population is gathered round the hikes, and that an extraordinary traffic flows from there. Two channels contend to obtain it : the one by New ' York, narrow and insufficient, and developed to its full extent ; the other by Montreal, with every natural advantage, incom- plete and unexpanded, but containing all the elements of excellence and superiority, if they be called forth. To con- trol in a greater degree the first, the commerce of the west is taxed for the special advantage of its seaport. To heighten 14 CANADIAN CANALS. tlie character of the second, if brought out to its legitimate (limension, it would create a scries of seaports from one end of the route to the other. The knowledge of this possible condition lias given rise to the many schemes to obtain this trade, most of which are inefficient and unnecessary, for they do not meet the one end desired, although they are all founded on the notorious truth of the failure of the St. Lawrence Canals. If we turn to the canals themselves, we may find all we need to guide us. They arc constructec' on a river renowned for its extent and depth, broken l)y stretches of shallow tur- bulent water, which they avoid. It is its very navigation which calls for larger and deeper locks. Along the banks of the St. Lawrence and the lakes, are a large and active population, great cities, a commerce fabulous in extent. On the whole thousand miles of its course, there is the one demand for that direct communication with the ocean, which is now denied to its inhabitants. May we not ask if the canals are made sufficiently large to attain this end, if they are deepened and developed to the wants of the West, whether produce for exportation will flow down, and imported mer- chandize ascend by them ? "Will the great cost of turning these insufficient links of an artificiahuivigation, into the con- tinuation of the natural channel, imposed by the river itself, prove remunerative as an investment ? The Treasury regu- lations of the United States could not then close the St. Lawrence to imports; and it would be the interest of American vessels to pass through the lower canals as they now pass through the Welland, to Oswego. The Western cities of Canada, naturally desire to retain control of the business they have hitherto enjoyed ; the supply of the district of country, to which geographically speaking, each should be the commercial centre. But of late years, the tendency of railway communication has been to carry from the west, buyers to the east, for the reason that CANADIAN CANALS. 15 itimate ^"e 011(1 Possible lin this ^y, for [arc all iio St. all we wiled w tur- ation banks ictive one i^iiich f the y are 3tlier nier- con- se]f, 3gu. St. of lejr liii ho iy te to It I they can more profitably make their purchaacs at Montreal. An advantaf^e is always obtained at sea-ports where the cargo is broken up and separated ; and if cargoes could be brought intact to Toronto or Hamilton, the same inducements would be oti'crcd. If this be the case, the representatives of Western Canada ought not to allow year to succeed year, without effort on their part to remove a condition of com- mercial inferiority,! which, if uncared for, must have a disastrous influence on all business relations. But yet, not even any enquiry is vouchsafed into the future canal po]icy» and the su1)jcct is regarded on all sides with stolid indifi'er- cnce; while the principle on which our future prosperity depends is left unexamined, as if change were botli impos- sible and undesirable. As if no alternative were left but to continue a discontented existence, which, as in tho case of an old paralyzed man, forethought cannot cheer, or science prolong. The community of the West enjoys a youth, young on this continent. It has every thing to hope and to expect, yet it is left uncared for, as if in decrepitude. An attempt is made in these pages succinctly, to state tho case. Even if the argument be indifferently advanced, the subject at least has been placed in a clear light from the facts whicli have been collected ; and if no result bo attained beyond awakening the attention of the community to its necessities, no small stride will be made towards the realiza- tion of a sound policy, which the more it is considered tho inoro just and desirable it will appear. When firmly demanded by the west, it cannot be withheld. If the public voice can bo directed earnestly and constantly to claim the completion of public works which, whilo they favor western interests will add to the revenue, it must bo heard. It cannot be stifled. But there must bo unity, prudence, and an un- flinching advocacy of one and the same policy. The one measure must be demanded equally by all sections, the on© remedy to our depression must be every where exacted. 16 CANADIAN CANALS. If the contrary como to pass, if apathy and indifFcrcnco still prevail, if energy take the form of local zeal, if useless and impossible projects be advocated, if the interest of the few mislead the judgment of the many, if there be a division of effort, and rival claimants dispute for rival theories — there will arise only failure, dissatisfaction and disappoint- ment. Tlie really necessary improvement will bo delayed for half a century, and the heritage of "Western Canada will not be success and prosperity, but its divided counsels will gain for it, contempt and its usual accompaniment, neglect. The published proceedings of the Quebec Conference establish that the enlargement of the canals has received little consideration, and that no definite policy, with regard to them, has been agreed upon. Certainly none has been enunciated. The 69th Eesolution, supposed to refer to the subject, is in these words : *' The communications with the North-Western Territory, " and the improvements required for the development of the " trade of the Great West with the Seaboard, arc regarded " by this Conference as subjects of the highest importance " to the Federated Provinces, and shall be prosecuted at the " earliest possible period that the state of the finances will " permit." No time is mentioned for the commencement of the work. Its extent is not declared. Its character is left dubious, and is open to discussion as any other matter of argument. It is classified with a project sustained by few supporters, with which it has no connection, and which can only be ranked among the minor requirements. By implication, the language of the resolution holds the improvement of the canals is not of immediate and paramount necessity. As a consequence, that improvement may be called upon to yield precedence to a measure, which for many years can have no possible bearing upon Canadian interests. *' When the finances will permit," is at best a vague^ unsatisfactory P c| tJ ( •?? CANADIAN CANALS. 17 phrase, without precise meaning, and one which may be explained by the vote of a majority. It is evident that m this respect Western Canada is quite at the mercy of the Confederation, if that scheme bo effected on the present basis of arrangement. No pledge has been tormally given -we are not told that it has been demanded by the official cniardians of her interests-that the policy on which her prosperity depends will be consummated without unneces- sary delay. The future accordingly is unassured, uncertain and unsatisfactory. m CHAPTER n. THE CANALS-TIIEIR CIJAIUCTER, COST AM» HISTORY. Thd Canal system of Canada may be described \mder tour heads. 1. The Chamblv Canal couuectin? the waters of the Saint Lawrence with t]\e Hudson River at "Waterford, through the Richelieu, Lake Champlain, and the White- hall Canal. Q. The Rideau Canal, connecting Lake Ontario at King iton with the Ottawa River at Bytown, now called Ottawa ; and 50 bv the Grenville and Carillon Canals with the Saint Lawrence at the Island of Montreal, bv the well known Saint Anne's Lock. 3. The Saint Lawrence Canals, by which the Saint Law- rence is itself made navigable. i. The Welland Canal, making a connection between Lakes Ontario and Erie. ft ail It 1] t1 111 C THE CHAMBLY CANAL Is generally opened on the last days of April or the fii^st week in May. and remains in working order until the end of November or the beginning of Deceml'or. The navi- tration mav be stated generally to extend from 215 to 220 davs, includinc; Sundays. In some seasons more, in some less. The Canal is lU miles in length, with 9 locks 120 feet in length by 24: feet wide. Tlie depth oi water on the sills is 6 feet. The width of Canal is 36 feet at bottom and GO feet at surface. CANADUN CA27AX8. 19 TORY, I -M Tlia project of this Canal first caiuo before the public as a private speculation, and in 1819 a Company was formoil and lucorporutud to construct it. As years passed and no •teps were taken to commence the work, the Legislative Assembly of Lower Canada jjreacnted an address to the Governor General, prayin^^ that the Canal might 1j»j under- taken by the Government. The -wn 'k was couimenced 1st October, 1831, £60,000 having been v >red to completo it. The original estimate was iJ50,000. Captain Mellmish of the Royal Engineers, to whom the project wa** referred, conbidered that amount as much too low, and it was accordingly raised by h'un to £96,745. Nevertheless the Commissioners entrusted with the'raanagement rejected his opinion, and let the work for £40,218. It was carried on until the money originally voted and £6,000 in addition were expended ; but the funds being exhausted, nothing further could l>e done. A further sum of £5,000 wa^* obtained, but it was absorbed in the necessary repairs. The Canal howcver^was still far from complete ; and from these cauj^es and the political troubles of 1837-8 it remained in an unfinished condition until 1S40, when £35,000 was obtained from the legislature. In the interval the Canal was used between Chambly and Saint John's, no connection existing with the liiver Richelieu, yielding an annual revenue of £500. But in 1S40 operations were resumed and the work was continued until the 17th November, 1S43, when the Canal was opened for navigation. A supplemental cmn of £13,200 was paid after the Union of the Provinces. The cost may thus be stated : before the Union. . )^42S,01G Expended by Lower Canada since the Union of the Provinces 52,800 ^480,816 This Canal is constructed to overcome the Chambly Rapids which run almost interruptedly from Saint John's to Chambly, the difference of level being 74 feet. 20 CANADIAN CANALS. This difficulty being removed the route is open from the Saint Lawrence, by the Kichelieu at Sorel, to Chambly, thence by the Chambly Canal to Saint John's, through Lake Charaplain to Whitehall, and thence by the New York Champlain Canal, 67 miles, to Waterford on the Hudson Kiver, distant from New York 153 miles. Twenty years ago, before the construction of railways, the summer travel to New York from Montreal passed entirely through the Champlain Canal in passenger boats drawn by horses ; a fact which may explain the early construction of the Saint Lawrence and Champlain Kailroad from Laprarie to Saint John s, which in those days ceased to run when the navigation was closed, and the Lake Champlain Steamers ceased to ply. The limited capacity of the Chambly Canal, and the insufficient navigation which it imposes, have led to many projects by which the route from the upper Saint Lawrence may be shortened and improved. From Montreal the dis- tance to reach Saint John's, by water, is By the Saint Lawrence 45 miles. '" Richelieu 45| " - ChamblyCanal llj " 102 miles. From Saint John's to Rouse's Point, at the head of Lake Champlain, is 23 miles ; from thence to Whitehall, near the foot of. the Lake, 111 miles. Sorel is 45 miles from Tliree Rivers, and is accordingly equi-distant from that place and Montreal. Its connection with Quebec is unimportant as no traffic passes thence to the Hudson. Of late years the open- ing oi the Timber trade of the River Saint Maurice has added to th.o importance of the Chambly Canal, which generally speaking had previously been used only for the Ottawa lumber for the United States markets, and the traffic consequent upon this business. Lumber from both regions reaches the Hudson through the Whitehall Canal, or can be I i CANADIAN CANALS. 21 the /son the cars for the New England l-ely of 5^ •I loaded at Bnrlinp;ton on the States. The completion of the brunch of the Grand Trunk from Arthabaska on tlie Quebec and Richmond line to Doucot'sLanding, opposite Three Rivers, may possibly divert the former branchof the traffic. The limit of the locks may attract attention, but the challowness of the Richelieu River in reality determines the capacity of the vessels which enter the canal. Tiie Report of the Commissioner of Public Works, 1861, describes them as being 114 feet lung. Since the completion of the Canal attempts have been made to remedy ihe deficiency ot water. At Saint Ours, twelve miles from Sorel, a dam has been thrown across the river, and a lock 200 x 45 feet, with a lift of 6 feet has been constructed. This work was completed in 1849 at a cost of $144,553.79. The public documents give the revenue of the Canal and Saint Ours lock for 1863 as $25,600 and the cost of management and repairs $14,453.12 for the Canal, and $3119.40 for Saint Ours lock— total $17.672 52. In 1859 the receipts were $16,520.59. A more direct Canal communication is proposed, which having its starting place on the South Shore as nearly as practicable opposite to Montreal, should proceed by the shortest dii-ection to the upper navigable waters of the Richelieu. Several lines have been suggested, and a special examination of the various projects, with a carefully made survey of the land, have placed the subject in a clear light. Thev are as follows : 1. The enlargement of the Chambly Canal, with the dam at Saint Ours raised 4 feet in height to ensure 10 feet of water in the Richelieu in the driest season. The estimated cost is $2,016,080 ; but it must be reraarkr<^ that although the capacity of the Canal would bo extended, the present distance would by no means be decreased. 2. A Canal from Longueuil, immediately opposite Mon- 22 CANADIAN CANALS. 11 .J i 1! trcal, to Suiiit Johtrs. The distance would be 28^ miles. The cost $;j, 173,360. 3. A Canal from Cau^Hma\v.ijj:a, nearly opposite the terininus of the Railway at Lachiiie to Saint John's, with the Chaiiiplain level ns siimiiiit. Length 34.46 miles with two ascending locks from the Saint Lawrence, and a guard lock at Saint John's. The cost $:5,7O0,-^3O. 4. A Canal W-nn CauL;fhnawa'.i;a to Saint John's, supplied by a feedei' from the Saint Lawrence, which should be navif^able, the water level beini^ 37^ feet above Lake Champlain. Length 'J5.| miles. The nuiin Canal would have five ascending locki from tiie Saint Lawrence at Caughnawaga with three desoending locks to Lake Cham- plain. Thus to coiuparc it with liiia N'>. 3, it will have six locks more but bo nine miles shorter. Thu fee ler would have a length of 16 miles taken trom the higher level of the Beau- harnois Canal. TOTAL. The cost of the Canal is estimated at. . $2,979,240 With navigable feeder 1,288,650 $4,267,890 With feeder not navigable 308,000 3,287,240 5. In reality, to make the i)ro[)ojed Canal a branch of the Boauharnois Canal, vi/,. : — by entering at the outlet at Beauharnois, and following 2.^ miles on the Beauharnois Canal, and thence rmmlng on to Sainl Johti's a distance of 37.66 miles, descending to the Champlain Canal by three locks. The cost $3,369,400 The above estimates arc for a Canal SO feet in width at bottom with slopes 2 to 1, which with 11 feet of water would give 12 1 tect djkar d\ i. The Locks to be 230 feet long, in the clear between t^ie gates '6^] feet wide with 10 feet depth of water on the sills. The objects proposed by the Canal are two told. li niles. the h the two lock CANADIAN CANALS. 23 I. To compete with the Erie Canal, both by the route at its entrance at Buffalo, and via Oswego ; and to create facilities for vessels from the upper lakes to pass down the Saint Lawrence, through the proposed Caughnawaga Canal to Lake Champlain, and thence to New York. Likewise to ensure an easy and cheap communication for vessels freighted with wheat and other grain for the Eastern States, to connect with the Boston Railway at Burlington. II. To provide an improved communication for the Ottawa lumber trade, and its consequent business with Kew York and the Eastern States. I. It may be remarked that the destination of a vessel will be determined before it leaves Lake Erie ; and that consequently few occasions will arise, when a vessel passing through the Saint Lawrence Canals, within a few hours of Montreal, would seek the New York markets. The distance from the east of Lake Erie by the Erie Canal to Albany, entering at Buffalo, is 352 miles. Via Oswego by the Welland Canal it is : By Welland Canal * 28 miles. " Lake Ontario to Oswego 138 " " Oswego Canal to Syracuse 38 " " Erie Canal from Syracuse to Albany 166 " Total 370 miles. Being 232 miles Canal navigation. " 138 " Lake " By the Saint Lawrence it is as follows : — By Welland Canal 28 miles. " Lake Ontario to Kingston 160 " " Kingston to Caughnawaga : River navigation 132 miles. • Canal 35 " 167 " Carried forward 355 miles. ■I. 24 CANADIAN CANALS. Brought forward 365 miles. Bv Caughnawaga Canal 25^ " " Kiver Richelieu to Rouse's Point 23 " " Lake Champlain to Whitehall.. Ill " " New York Cham plain- Canal to Albany. ... 73 " Total 587^ miles Being 161^ miles Canal navigation. '• 42t; " Lake and Kiver navigation. Wo i)l)scrve by this comparison that by far the shortest route for ii vessel from Albany to the Upper Lakes is by the Ei-if Canal : accordingly, there must be manifest advantages in other respects to counterbalance the fact, that to reach the lout of Lake Erie by Lake Chanr)laiu and the Saint Lawrence, 217 miles additional distance must be travelled. On the other hand we must remember that there would be 70^ tuiles less canal wavigation than by way of Oswego. Therefore with the greater distance, the Champlain and St. Lawrence route, if admitting (he passage of vessels of greater tonnage would be preferable. For quicker trips could be made, and from the increased capacity of the vessel, the "•leater cargo, with the relative less expense would bring more profit to the forwarder. Moreover a vessel of this character could discharge at New York, and avoid the delay and cost of transhipment at Albany entailed upon vessels passing through the Erie Canal. The limited accommodation ot the New York Champlain Canal* is a bar to the establiah- * The length of the Champlain Canal from Whitehall to its junction with the Erie Canal at West Troy is C6?4 miles ; continuing by the latter to Albany the distance is increased to 7;J miles. It iz supplied by a feeder from the upper waters of the Hudson at Glen's Falls, 282 feet above tide water at Albany — 7 miles long having 13 locks. The summit level of the Canal is 150 feet above tide water. The up lockage from junction with Erie Canal at West Troy to sum- mit level at Fort Edward is 12531^ ft. The Erie Canal level below that point is 24^ " 150 " The down lockage from east end of summit level at Fort Ann to Whitehall is 54^ « Accordingly the elevation .it Whitehall above tide water at Albany is 95?^ ft. C'AljAbiAN CANAL8. ^5 lies. ment of the trade. Were tlie enlargement of this Canal an admitted necessitj, and it were at once to be under- taken, the route would then assume a character which it has not at present, and the Caughnawaga Canal would be a definite link of it. The necessity of the con- struction of this work could then be urged. But it can scarcely be hoped that the New York Legislature would desire to encourage an improvement which would create a formidable opposition to the only great state work which it has to protect by legislation. The St. Lawrence has already proved a formidable rival to the New York Canal system, and it seems there is no interest, particular or local, which would be powerful enough to carry any measure at all injurious to the Erie Canal. Besides, in estimating the chances of realizing any project, we must consider the outlay it involves ; and certainly to increase the sixty-seven miles of the New York Canal to the size of the proposed improvement of the Saint Lawrence Canals would exact an expenditure of from twelve to fifteen millions of dollars. It is convenient to state in this place the opposite view. The advocates of the construction of the Caughnawaga Canal totally independent of the improvement of the Whitehall navigation, argue in its favor with much ability. They contend that it would at once take the Western grain trade both for the Eastern States and for New York. The looks are 20 in number, and 90 ft. by 15 ft. in size, with 4 ft. water on the aills. The only vessels which navigate this Canal are the old fashioned Canal boats towed by horses. The height of Lake Champlain is here ^ven according to the authority of American Engineers. But it is proper to mention that it is not authenticated by Canadian experience, which places it no higher than 84 feet. That this discrepancy arises from error, is jHroved, independently ef its magnitude, by the fact, that while the Americans taking tide water at Albany as a datum make Lake Erie 565 feet above it, the Canadians taking tide water at Three Rivers as a basis make Lake Erie 564i feet higher, which would go to shew the not unimportant fact in physical geegraphy that the Saint Lawrence at Three Rivers and the Hudson at Albany are at about the same level. I am not aware that this fact has been previously published, and I owe to Mr. Walter Shanly, that I oan state it here. It may be added that this matter has been somewhat closely investigated by us, and the opinion is strongly entertained that the error does not lie on our side. 26 CANADIAN CANALS. The Now Kngland States form tlie great mart for "Western produce, wliieli now iiruls its way llirougli the Erie Canal by JiiiHalo and O.^wogo, to New York ; whence it generally p;isscs by water to Boston and otlior ports on the nortli-east eoai^t. What U not taken by water is distrihnted l)y rallwa}'. It is ai-'^ned tliat the imperfections of tliis roato are snch, that were facihtics given to reach Lake Champlain, tiiat r.)ute wonld be followed to Burlington — ;i distance by rail- way fn»m Bo.^tonSIS miles — at which p>int a transhipmeiit wonld bo maile to the rail, of the ca"go of cereals; tlie propeller at once obtaining retin-n freight of New England Miannfactnres for the west. A comparison of lime is made in order to shew that the 20,000 bushels of wheat or 0,000 barrels of llonr wonld ba at Boston long before it had even passed through the Erie Canal ; and under one phase the fav^orable estimate is not to be disputed. But the element of time in this instance is of secondary consideration. Yet are we so sure if a heavy railway trafiic of flour and grain passed over the railway there would be no delay? If the transfer were direct from the propeller to the wheat car there would be a certain ijjuarantee of immediate transm's- sion ; it wouhl however scarcely be possible to count upon that connection, and it is a legitimate inference that the natural period of the r.)ute would be much prolonged by circumstaucos. On the other hand the present mode of tralHc warrants the oi)inion, that the forwarder of Western produce will cling to the water as long as he is able, unless compelled to abandon it under extremely unfavorable cir- cumstances. But should he desire to transfer to the I'allway car his freight of breadstulFs for New England ; would it not be profital)le for him to do so at Ogdens burgh— distant from Burlington by railway 158 miles? This line was built with Boston capital to gain that traflic, but it has not done so. It is true that the distance by the Caughnawaga Canal to the same point would be very little in excess of the rail- rem mal |ally ast Ich, CANADIAN CANALS. 27 way, 220 miles, of vvhicli 60 will bo by canal. I at once admit that of the two routes to Burlington the latter would be the best and cheapest ; and taking in view the necesBity of transhipment the quickest. But I do not tliink that the comparison can be allowed to remain in this limit. From Burlington to Boston, via Vermont Central Eailway, is 248 miles, and it seems to mc this extent of railway distance is the bar to the route as a whole ; and that were the route to Boston via the Saint Lawrence and Burlington one advan- tageous to adopt, the transhipment from the propeller totlie rail being a cost and necessity under any circumstances, it would be as profitable to take the rail at Ogdensburg as at Burlington. This presumption is at once rejected, on the ground that a comparison between Ogdensburgh and Albany has a totally different relationship, to the comparison of tran- shipment at Albany with transhipment at Burlington. But is not the fact clearly stated, when we take into account the railway distance between the three points and Boston 'i MILES. 1. From Ogdensburgh to Boston 40G 2. From Burlingto'i " 248 3. From Albany " 200 Side by side of which must bo considered the peculiar water navigation of each route. Both at Ogdensburgh and at Burlington a break of bulk will bo avoided, one transfer of the cargo from the propeller to the railway being incident to each. Both at Buffalo and at Oswego the cargo is livided amons: smaller craft again to be re-handled in order to be put on the railway. It is contended that the less distance of railway carriage (158 miles) gives Burlington an immense; advantage over Ogdensburgh, and the one tran8hi]miont an ecpial preeminence over Buffalo and Oswego. I am aware that there is great difference of opinion with regard to this matter, accordingly I have endeavored to 28 CANADIAN CANALS. present botli Bides of tlie argument. Many public men* to whoso opinions I attach great weight liavo implicit faith in the project, and consider it the first necessity of the many improvements. Such as these also affirm that even with the present dimensions of the Whitehall Canal, the New York trade would i>ass by the Lake Champlain route. The I'oasoning is parallel with that urged in regard to the New England States. That is to say, the greater bulk of cargo will admit of the longer distance. "We must bear in mind tiiat from Oswego there is 170 miles of Canal to Albany, and that before the G7 miles of the Whitehall Canal be reached 300 additional miles of navigation have to be passed over, of which Oi) miles would be canal navigation, and that e satisfaction to me, that by a concurrence of circumstances, I became one of thoso '< persons who discovered the injurious scheme into which my country was about to " be dragged, and in some measure contributed to preserve science from abuse, " character from destruction, and government from an enormous oxpense." The following, which occurs in Mr. McTaggurt's official report to Colonel By, is worth preserving as an original mode of constructing an aqueduct over a swamp. The practical result of the scheme has however yet to be tried : — '< I proceed to explain the method which seems to me the most practicable for CANADIAN CANALH. 88 was diffl- faco wero ■view, Ool. lie directly back ut' KiiigHlon, in tliu CH of LoodH and FrontciiRc, and by dams to rnirtctlio watcrKulHciuntly lii^li ko tiiat navigation could bo ettwctod, Tim locks were originally laid out the sizo of tlio Lachinu Canal, at lluit date 100 X 20 feet, but tliey wore HuUseciucntly enlarged tu 1J33 X 33 feet, in both cases the depth bcin^ the same — 5.0 incliea — and the nninb«r 47. The object of the change was to admit the passage of Bteamboats, a inoHt important introduc- tion which we owe to Sir Jaujcb Kempt and to Colonel l»y. Where the lakes and rivers admit of navigation they are used. In the case of rapii's, a dam at the base creates a lift to ])e overcome by lockage; and where no naturnl connection existed one was made. The ra])id thus betomts sliil water and in eomc instances a dam not more than 24 feet high and 180 feet wide created quiet waters for a distance of more than 20 miles. Undoubtedly this mode of construction drowned many hundreds of acres of land. But most of it, under favorable circumstances, could not perhaps have been drained, and has never been held to be of any value. The upper of these series of lakes, the Hideau, is 292 feet above the ordinary level of the Otluwa Jiivcr at the outlet of the Canal. At the outlet from the Narrows the distance is 83^ miles from Ottawa. The Report of the crofsing the swamp, although in so doing I may incur a little ridicule. The plan so far M I am aware is new, and has never been tried before, but the situation of the place and many other circumstances justify the method proposed. At first view one would suppose that a mound of earth might bo formed to carry the Canal over, or (hat an embankment of thirty-four feet, with another smaller one at the ridge of tho swamp of sixteen feet, would answer well and form an extensive sheet of water for boats to rest, and pass one another between them ; but after considering a little tve find that to raise such embankments would bo no easy matter, and would consume much money. An aqueduct of wood would bo much better, and an aqueduct (if wood I propose. Instead, however, of supporting them on piles or arches, as is tho case commonly, I propose that the heads of tho cedar trees, which grow as thickly in the swamp as they possibly can grow, and average fourteen inches thioii, anil peventy feet high, be sawn off to the proper level, on the route of the Canal, so as to form props for the bottom, sidei and towing path upon this foundation, with clay, ))uddle and planking. I consider there can be little difficulty in carrying the Canal over, as is shewn in the design- A cedar tree, when cut down, will remain fresh for fifty years; and surely a tree standing on and fixed by its roots is a stronger and steadier support for an aqueduct than any pile of tho height requisite, bo it dono in the best manner possible. Nevertheless, the idea of carrying a Canal over the trees in Canada may raise the laugh against us.'' 34: CANADIAN CANALS. Commissioner of Public Works, 1861, states that in this distance tliere are seven stone (.lams, varying from 200 to 548 feet in lengtli, and from 5 to 20 feet in height, and eleven wooden and clay dams— cross and lot\gitudinal — varying frc'ii 1(;8 to 161G feet in length, atid from G to 45 feet in height. The following is the Lockage to the summit. At Ottawa 8 locks. " Hartwell's 2 " " Long Island 3 " " Smith's Falls 3 " Detached 17 " Total 33 locks. The Lockage to the Level of Lake Ontario, 164 feet, is, Four miles from the Narrows 1 lock. Jones' Falls 3 locks. Brewer's Mills 2 " Kingston Mills , 3 " Detached 5 '' Total 14 locks. The first lock from the Narrows is 43^ miles from Kingston. In this distance there are four stone dams from 130 to 300 feet in length, and from IG to GO feet high, and two wooden and clay dams. On the line there are the following water and regulating weirs. Between Ottawa and the Summit, of which number G are of stone 16 Between the Summit and Lake Ontario, of which number 3 are of stone 8 24 The length of Canal Connection on the whole is 8| miles. 1 CANADIAN CANALS. 35 this }00 to ilcven i-jin^ bet in The estimate of this work is stiitoJ by Mr. Mactaggcrt to have been £480,060 sterling. Its cost is generally given as something about £1,000,000 sterling. 1 can lind no authority for stating it exactly. It is now urged that although this mode of constructing the Canal was economical in point of original outlay, a heavy expense is exacted to retain proper control of the large bodies of water collected and maintained by artificial works, the failure of any one of which causes an impediment in the navigation, and a hirge expenditure to replacu. An instance is adduced in the dam and weir at Long Island, which were swept away by a freshet in 1858. It took two months to reconstruct this work at a cost of $20,007.41, 'The works which failed were the third which had been constructed since the Caaal opened. The distance from Ottawa to Kingston is : From Ottawa to the Narrows From the Narrows to the first descend- ing lock From thence to Kingston Mills From Kingston Mills to Kingston 83i 3UA G 132f The value of the Rideau Canal is to keep open a water commimicaliun between Montreal and Lake Ontario in tlie time of war, should it ever un]»a}»pily arise with the United States. The size uf the Locks on the Greuville Canal, three in number, 106. D ft. X 10.0 ft. wo'dd impede tlie passage of gunboats. But troops and munitions could regularly be forwarded ; and were these locks enlarged, a boat clearing 127 ft. X 32 ft. drawing 5 ft. of water could pass the wliole route. The limit of the Ivideau Canal is a draft uf 5 ft. This Caiuil, in 1818, wa^ navigated from the 17th April to 30th November. 30 CANADIAN CANALS. The average period of navigation may be roughly slated from 25tli April to 'J5tli November. CARILLON AND GRENVILLE CANALS. Starting at Carillon and going westwardly the Carillon Canal first occurs. It is 2.9 miles in length, and is fed from a tributary stream, tlie North River, and frequently in August and September the supply of water is insufficient. At its lower entrance the Canal is 26 ft. above the Ottawa, which is ascended by two locks ; and at its upper entrance descends 13 ft. to the level of the Ottnwa, above the Rapids, which this Canal is constructed to avoid. There is accord- ingly 26 feet more lockage than if the waters of the Ottawa had been used. The locks are 128 ft. X 32.6 ft. 3.65 miles of navigation of the Ottawa succeed when we come to the lock at CHLTE A BLONDEAU. The Canal here is 0.16 miles in length, with 1 lock of 3.6 ft. lift. The size of the lock is 128 ft. X 32.6 ft. One mile of Ottawa navigation follows and wo reach the GRENVILLE CANAL. The length is 5.78 miles with seven locks. 4 locking up : 3 u 32^ ft. 13^ ft. 46 ft. The object is to overcome the Longue Sault, which descends this height in the 5.78 miles. It is here that the three locks occur which limit the navigation of these Canals. 4 vary from ' 31^ ft. to 129^ ft. X 32^ ft. 3 " 108"i ft. to 106§ ft. X 19i ft. CANADIAN CANALS. 37 tated illon The extreme dimensions of a vessel capable of passing through the Grenville Locks, are : length, 96 ft., widthj 19 ft , draft, ^ ft. The maintenance of these Canals is of some importance to Ottawa, and a class of propellers is specially constructed to navigate them. For the last quarter of a century they have not been used for passengers. The Steamer " Lady Simpson" which performed this branch of the trade, landing her passengers at Carillon, and on the opposite shore. Point Fortune, whence they were taken in stages on both sides of the river ; to Grenville on the North, and to L'Orignal on the South Shore. Within the last ten years a railway has been built from Carillon to Grenville which has extended this accommodation; a line which was not built specially for this duty, but which was constructed as the commencement of the North Shore Railway between By town and Montreal. The work did not proceed beyond this distance from the failure of the resources of the Company. A steamer suited to the upper navigation plies between Grenville and Ottawa. These Canals are generally opened from the 25th April 1o 30th November. ST. ANNE'S LOCK AND DAM. This lock is 190 ft. X 45 ft. with a lift of 3 ft. G inches. It was constructed to escape the celebrated rapids of which Moore sang. The " Row Brothers Row " of the poet is a creation suggested by this spot. Between extreme high and low water at this place there is a variation of 9.5 ft. So what is a turbulent rapid in May and June, later in the season is merely a swift stream. Vessels drawing 5 ft. 6 in, of water can pass above and below the rapid at the lowest level. This lock was begun in Autumn, 1839, but not completed until June, 1843. D i / 38 CANADIAN CANALS. in J 849 it was open from 20tb April to 6 tli December. Js is generally navigable I'roni tlie last week in April to the last week in November. •,, THE SAINT LAWRENCE CANALS. These very important works, the links which connect the Western Lakea through the Saint Lawrence with the yealjoard at Montreal, are as follows : — FEET. MILES. 1 The Lachine Canal 6 locks, mean rise 44f. Length 8f 2 The Beauharnois ''' 9 " '< 82^ " llj 3 The Cornwall " G " " 48 " 11^ •, f barren's Point l " " 4 " | S .^ 1 Rapide Plat 2 '' " 11^ " 3| 4^ h i Iroquois . . ) g-S 1 Junction.. [ 3 " " 15| " 7f •^ t Gallops . . . ) 431 [ticlnding for comparison the Welland Canal, 27 " '• 330 " 28 Fall on portions of the Saint Law- rence not requiring locks 15f Height of Lake Erie above Mon- treal illarbour 55lf Add for difterence of level between Montreal and tide water, Three Rivers 1 2| Ditierence of level between tide water and Lake Erie 5G4^ feet. The size of the locks of all the Canals between Montreal and Lake Ontario is 200 ft. X 45 ft., with 9 It. water on the CANADIAN CANALS. 39 )er. Ithe the le ES. s lis. Cornwall Canal is the exception, being 54 ft. wide at the surface ; but in the lower level the dimensions are con- tracted to a width of 42 feet. The Welland Canal from Port Dalhousie to St. Catherines has three locks— 200 ft. X 45 ft., wi'h 10 ft. water on sills; and ^he entrance locks of the main Canal at Port Colborne, and of the feeder at Port Maitland has each a length 200 feet with a width of 45 feet. The remainder are 150 feet by 26 ft. 6 in., with 10 feet water on sills. Thus it is evident while the Saint Lawrence Canals ])roper can pass vessels of greater tonnage capacity than those which can navigate the Wellano, that the latter having one foot more draught must be lightened to that extent before they can pass through the Saint Lawrence Canals. THE LAOHINE canal. This Canal was constructed to pass the Sault Saint Louis, better known as the Lachine Rapids. It is 8^ miles long, with a rise of 44f ft. The two lower locks, with the basin between them are adapted to vessels drawing 16 ft. of water. The three upper locks have 9 ft. of water on the sills. The earliest date of the opening of the navigation occurred in 1839, on the 11th April, when the Canal was navigable until 23rd November. In 1852 it was open until the 16th December. The maximum number of days navi- gable was in 1849, when it was open 234 days, from 21st of April to 10th December. The average number ol days may be mentioned at from 210 to 220 days. As a rule the navigation may be counted from the last week in April to the last week in November. This Canal was, perhaps, the earliest great work pro- posed after the conquest, and its necessity was advocated before the passage of the Constitutional Act in 1791, A 40 CANADIAN CANALS. bill to carry out the project was introduced by one of the members for Montreal, in the first parliament which held its session under that act, and which commenced in Decem- ber of the following year. It did not pass, as the resources of the Province were not considered equal to the undertaking. In 1815, however, the exigencies of the war in the transport of munitions led the Governor General Sir George Prevost to recommend its execution, and an act of the Legislature was passed appropriating £25,000 in aid of its construction, while at the same time, special legislation in its favor was resorted to. Peace came and no further effort was made. In 1819, in answer to a petition from parties in Montreal, a Joint Stock Company was chartered, and wtock to the extent of £150,000, to be raised by £50 shares, was authorised. This scheme failed ; but in 1821 an act was passed by consent, tliat the subscribers should abandon their rights on receiving back their money, and that the work should be undertaken by the Province. ' A contribution of £10,000 was made by the Imperial Government, on condition that all military stores should be toll free. The work was commenced 17th July, 1821, and was completed in 1825. The original intention was, that a branch should be taken to the foot of the current, but this design although often revived has not been carried out. The original Canal was 28 feet at the bottom, 48 feet at the water line, with 5 feet depth of water throughout. Tlie locks, six in number, were 100 ft. X 20 ft., and were sub- stantially built of stone. At the time of its construction, it was more extended as to breadth, depth of water, length and breadth of locks, than any Canal in Great Britain, excepting the Caledonia and the Forth and Clyde Canals. The present enlarged Canal arose out of the policy of the Imperial Government, in uniting the two Canadas, in 1840. It was evident that the first step towards carrying out that intention, would be to remedy the deficiencies of the Saint b h CANADIAN CANALS. 41 he Id n- es g. It Lawrence, and make it a highway for travel and trans- port. The Cornwall Canal had been commenced some years, and although at the surface its locks arc 54 feet wide between the gate piers, the capacity is determined by the lower level which from an excessive hatir' with a torus moulding superadded, will only admit paddle-wheel vessels of 49 feet breadth of beam, But the basis of the new lock was established by the dimensions of the bottom of the Cornwall lock, which is only 42 feet, the width observed in the other Canals. A nuarter of a century ago propellcis were not in use, and the exigencies of navigation were determined by the steamboat. The new lock having just sufficient bdtir for construction purposes, with a width of 45 feet at the surface, will admit a steam vessel of 5 feet less width of beam than the Cornwall locks can receive. On the other hand, the length of the Cornwall lock was quite disproportionate to this additional accommodation of width, and as no increase could be given to existing structures in this respect, the present proportions were adapted to it, as the best that could be determined. This established limit was observed to the east of Lake Ontario. During the alteration, the navigation was not discontinued. The new locks were constructed by the side of the old ones in the summer mi>nths. Tlie deepetiing of the bottom and the enlargctnent ot capacity were carried on after the close of the navigation. Where practicable the Canal itself was straightened and iin|»roved. The present width is 80 feet at bottom and 120 feet at top, so that two vessels can pass in any point of its waters. Tiie Lachine Canal was sufficiently enlarged to its present capacity, in the Spring of l!^48, to allow the passage o vessels. It was not until May, 1862, that tlie Canal was excavated to the full width. The tormation from Lachine, some two miles or so inland, is the base of the Silurian groups, to cut 42 CANADIAN CANALS. through wliicli, was a hibor prol()ii^58 22,607.62 185U 20,673.36 I860 28,095.04 1861 23,022 . 1 5 18«2 22,993.73 1863 20,999.24 Total -tor ten years $249,032.40 Adding for 1852 and I .^53 36,500.00 Tt.tal from 1 S.VJ lu inVS $-JN5,532 . 40 It is not possible to give the exact aujount exjiended on th d( 611 W at A s CANADIAN CANALS. 43 16 lis. llO M lis. w n" 50- ro re le y- pis is this Canal or indeed any of tlio Canals.* All that can ho done is to attempt an approximation. I would thcretbrc submit the tollowinjij ii^urcs as representing Itiii'lj? and without perversion, the total cost of the hrst construction, and the snl)8C(]uent enlargement to the present capacity. The total amount expended u\) to December, 1863, by the Department of Public Works since the Union $2,116,902.38 Amount expended by the Lower Canada Executive before the Union 398,404. 15 $2,515,306.53 Deducting 12 years maintenance, repairs and renewals from 1851 to 1863 285,532.40 $2,229,774.13 * I have had considorablo difficulty in patisfyina; my mind as to tho fitjurcs, which will rightly show the proper cost of the Cnnals. There aretwo sources of informntion the Public Accounts and the Public Works Reports; but it is very evident thiit in these schedules no distinction has been made between construction proper, ami maintenance. Under the head of nssotjj in tho Public Accounts, (1^03,) for instance, in page 1 the Saint Iiawrcnce Canals appear as an item of value, having cost $7,389,994.38. In JSfifl they appear as !?!r,212.«.^6.0(). So it mny be inferred that tho primitive rule is observed, that every expenditure, bo its character what it may, or under whatsoever circumstances it has been incurred, is charged to tho account of a particular work as tho voucher has shewn. The principle is manifestly incorrect. The annual maintenance and management are necessary annual charge.<; they arc items of a specific outlay which cannot bo considered to increase tho capital invested in a work. Accordingly tlie so called asset in no way represents i(s true and proper value. It would certainly repay the expen,«o in tho information it would furnish, if the accounts were carefully examined from the very commencement of the expenditure by an experienced accountant, and the legitimate construction cost determined. I have taken the accounts of lS>l-2 as the basis of my estimate, believing that these figures will as fairly i-cprcscnt the true capital account, as it is possible to attain, without a thorough examination of the vouchers. I except tho Junction Canal, which I date at 1858. My reason for this course .s, that although there is the annual charge of management and of repairs to be considered in tho years which intervened between the opening of the canals and this date, much of the work during this time was rather .a completion of new work, than tho renewal and restoration of old. For it had only just been completed. There was however tho cost of management, superintendent, Jocknuisters, bridge-tenders. Ac, which ought, properly speaking, to bo deducted. On the other hand much extra work has been done within the last twelve years which ought to be included in the total of construc- tion. As an approximation these two items may be considered to cancel each other ; and in this view, the amounts of that date may bo taken, if not as tho exact sum, as a very close and fair approximation. I feel it jiroper to say, that I present tho figures which I give only with this view. The misfortune is, that no closer accuracy can be attained. The information given in tho Public Works Koports, is neither satistactory nor exact. It id not compiled with care, and without tho aid of tho schedulca in tho 44 CANADIAN CANAI^. THE HKAUHARNUIS CANAL. Till! l^)cauliarn(M8 Ctiiiiil succcivlud lib ji CDiiHeqiienco in the iinprovuiiiuiit of tlic navii^'jitioii. Jts length is 11^ niilcB, with 9 locks to ovcrcoiiu! >2}^ tcet of level. Its outlet jit JiCtiulKiriiois in Lake ISaiiit Louis is distant about nineteen I'ulilic Accounts, is imperfect. In some instaneco the figures lead to wrong con- rlusions. In the Report, 186;{, the eowtof tho Wcliand Cnnal, pago 12, is stated at ■'f7,2'j;i,248.8'J. In tho Schedules of expenditure, Appendix A, under tho column, "Total expenditure on construction to 1st January, 1864," tho amount is stated ns $4,7.16,460.70. I'onsilily there i.s a saving clause in the heading, in tho words '* under this de])artinent," and it may bo said that the amount only roprescntjs tho cost of the work since the Union. On reference to the previous page such would seem to be the case. The same with regard to tho Chambly Canal, which is set down at $6i>,774.;"il. \i> a rule, what. is needed for general purposes, is tho total cost of any work, although it is i)ropor to retain the history of its expenditure, as to a certain degree it is tho history of tho consummated project, and in that sense has its signifi- cance, and suggestivencss. No such i)roceeding is even attempted. Tho Public Accounts of 1863 give the Chambly Canal and River Richelieu as an asset $433,807.83. The Bocard of Works Report, 1849, estimates the Chambly Canal alone as more than that sum. The value of tho two I would sot down as Saint Ours Lock $144,.'333.79 Chambly Canal 480,816.00 $62.5,349.79 There is also under the head of Saint Lawrence Canals, an item utterly incompre- hensible. It is called General Expenditure, and appears from year to year. In 1863 it amounted to $74 .83."). 20. I can find no explanation of its meaning. All inquiry is imperfect from the want of statementxs in detail of the annual cost of repairs, maintenance and renewals— with tho charges for management — for all the Canals placed side by side for the purpose of comparison. This expenditure is now entered in the Public Accounts in the gross and is taken into consideration as a charge against revenue ; nevertheless it is still added to tho ( ost of each work to increase the value of the asset. What is needed in the Public Works Reports is the explanatory detail necessarily not given in the Public Accounts. Unless under peculiar circumstances, the average amount should be tho same for a period of five years for instance; and where it was increased, tho extraordinary circumstances by which additional expense had been caused, should be stated in full in order that tho disbursement could be fairly judged. In the Report of Public Works, 18.')8, such information is satisfactorily given with regard to the Welland Canal, shewing the cost in detail for management, and lor maintenance and repairs. These schedules prove that the accounts can bo properly kept, and similar details ought annually to be given, retaining tho total oxpondituro for the preceding ten years. Where there is a legitimate increase to capital in tho shape of new works and any immediate consequent damage, it should be so considered and be charged to capital. On the other hand all expense arising from accidents, or special, natural, unforeseen causes, are clearly contingencies andj are chargeable against revenue. To turn from the Roard of Works Schedules to those of the Tables of Trade and Navigation, and the Public Accounts, is positively passing from darkness to light. The information is succinct, plain and easy of reference. It is however a. matter of regret that the system of closing the year on the 31st December ha« been abandoned. Tho Reports which have been sent down last se.s.sion of parliament only give the statistics to 30th June. The reason adduced is the necessarily late period of tho session before Reports are presented to parliament, when the official year closes with December. Jt is desirable certainly that all Reports be laid on the table printed and ready for distriluition as i-oon as po.^-sihlc after the address to the 'ihrone is voted ; but this convenience is dearly purchased if the information be indistinct and insuffi- cient. The termination of our commercial year in every respect ends with tho mill Oai St.' tlu CANADIAN CANALB. 45 p 111 jilcf!, Iitlet toon miles of Jiavigiible water trom tlio eiitmnci', of the Lacliiiie Ctinal,und accordingly itconnoctH the ahove Lake with Lake St. Francis. The in)i)edinicnt8 overconie are the well known " Cascades," " Ccdai-s," and " Coteau " Jiupids. between those several interruptions to the navi^onorally have to deal only with routine information, which for all practical puriioscs could bo j)Ut in tabular .statements as well on the I.st December as on the 1st February ; and any alterations spriiiLcinf? Iroin extraordinaries might bo introduced with case in the final reports. Kven the Public Accounts are taken from schedules, the contents of which may bo anticipated. One fiimplo regulation with regard to them would remove all ditticulty, viz. , that no fayments should be made after a certain day in December, the loth or 15th. cannot put my hand on the authority, but I believe that I am justified in sayin;; that the Treasury at London is in possession of all statistics aflecting that dcjiart- ment in a very few hours after the close of the year, a fact theoretically ((uite possible when wo take into consideration the aid of railways and the telegraph. It is truo that the United States close the ofiBcial year on the .'JOth June, but tho case is in no way parallel with our year, and no guide for us to follow. The United States are of immense extent, with territories demanding special legislation thousands of miles away from Washington, without railways or telegraphs, and the very geogra- phical difficulties are such, that it is impossible to gather the information under a certain number of days- Canada in this respect is the reverse. Although of great longitudinal extent, transversely it is very limited, and throughout it is compact and connected bylines of railways, and at all pe)ints within reach of tho telegraph, (iaspe and the adjoining district may be excepted ; but the secondary importance of the locality admit of statements made up to a given day in December, in order that their delivery in Quebec by the .31 st be assured, the few after entries being carried tu I ho following year. All tho canal rcportscanbcfosted for Quebec l)y the 15th December, and all trade returns by the .'kd or 4th January. Besides, Congress meets on the Jst December, while the Canadian Legislature rarely begins business until the IsL I'cb., certainly two months later. Accordingly there is no reason at all why the pulilic ac- counts should not be made up by the lOth or l.")th January. The iiuestion ol' audit and printing is er|ually free from difficulty, for tho exan\ination of tho furnier ) ro- c(!eds /K/n passu with the compiler's labors during the year, or at least they ought to ! the irresi.«tili]o jiresfurc from without which achieves pro- crross. The truth known, felt and mped by tlie intelli{?onco of the great body of Ihc people demands and exacts recof^nition, and those who before have dcnieil i( a word, or an effort, cowed by the demonstration, battle to become identified with an iniproveinent which they have withstood, and as far as they were able ridiculed. The pulilic indin'crencc repudinj^ these documents has reduced thorn to a more matter of form. i\s a liieory they present a detail of the working of each department of a system of government, wliicli in ((ucstions of e.\]iediency and legislation must be taken as a whole. The information tliey contain ought to bo precise, well digested, and ready to the Imnd. They sliould in themselves form a check on the proceedings of an administration, and should set forth every individual event by which its wi.sdoni and jioiicy can bo judged. The extent to which this result is not attained only thopo who study liluc JJooks know. In one respect at least, hitherto they havo wisely been kept, without destroying the natural commercial cycle. The new method of accounts, of whicii the first number has been issued has sot aside a system liotli natural and judicious ; a change so ill advised, and unnecessary, so calculated to lead to incomplete and unsatisfactory information that it is to be hoped it will not lie persevered in. r append the remarks on lliis subject, which appear in the Public Accounts, 1862, both as an act of justice to the gentlemen wlioso names are sub.scribcd, and as in my judgnient tlicy bear out tlio views which T have expressed. It is evident, that by the adoptiim of the suggcsti(ms which they make, and with a determined cftbrton the part cf deinity heads of Departments, tho n.atural year can bo jierfectly well kept as the commercial ami financial year. The .subject is one, concerning which public opinion should be unitrstakably expressed. "The const'ntly increasing business of the Department makes it annually more " dillicult to cullect at an early period of tho year, the returns of tho several subor- " dinatc accountants, and to combine the whole of them into tho Public Accounts, " to be submitted to Parliament. We do not think that under tho most favorable " circumstances it will be iiossible to present them to tho Legislature before the " middle of March; whilst unforeseen delays are always liable to occur, which may " retard their completion even beyond that period. At tho same time, there appears " to 1)C a growing desire in the country for an earlier meeting of Parliament, and " the consequence would be, that almost all financial questions must necessarily be " postponed till near the close of the Session. It may be worth while, under these " circumstance?;, to consider whether tho inconvenience may not bo remedied by a entn and An CANADIAN CANALS. 47 ?8iblo Iiavc loi'o if 8HV0 ipcdi- Movo. be tlio ontraiiccj; consequently the ('haiiiu'l w.is extremely crooked, timl vcHKcIs goiii^ iipwurdi could barely steer tliiou^ii it. All attempt was made to remove the inipedinioMt by dredt;- innj, but the Hwilbiesa (d'the current, and iIk; hartlncss of the material nuide the procchs very slow ; and lurtlier to impede theoperation, there were hui^e l»oulders imbedded in tiiehard gravel, forming very dangerous obstructions. Thus, while the guard lock at the very lowest water level was [dentilully hjipplied with water, having really more than the recpiire- ment, tho approaches to it were most unsa'.islactoiy. The necessity of a dam was accordingly seen before the comple- tion of the Canal ; but although it was held to be indispcns- *' change in tho tcrminaUon of the fiscal _>'<•"'■• I* would iviilmtly lie importunt " that the flniincial year Hhtiuld not oml untihit'ter tho closo ot'ihc iiavi;;iiti(iii, so tli.it *' the Trade Keturns should shew the whole liiiMiiics.-s of the iscason ; Iml this oiijiit *' would he att lined if tho ^Ist of Octolur, or more certainly, if the .'tilth of Novcm- " her were estahlished as tho term. We arc not awaro of any material diilicully " which would arise from such a change. The lirsl year would only coii.-ist ofi>ii((>r Gtnttal" In the introductory remarks to tho accounts of half-year, ."JO June, ISfil, Mr' Langton ptntes, that " One of tho main objects of tlic establishment of the jircscnt .system of Audit was " that no expenditure of any kind ."hould take place without the sanction of r;nii;i- " liament previously obtained, * * which under the old system was always the " case." * * He think.s " with tho existing arrangements, when Parliament " as.sembles at tho usual lime, and the supplies arc voted for a financial period which " has not yet commenced, there ought to be no difficulty in carrying out the pro- " visions df tho Audit Act strictly." Ho iiowcver admit.s that the check on the expenditure is only limited. That although *' the Auditor is responsible that no accountable warrant or letter of credit s for a greater amount than the aggregate sum ap[)ropriatcd to any dcjiart- .; iftwoorraoro distinct appropriations arc included in that aggregate, tho " issues " Department may ovor-expend upon ono of them, without tho knowledge of the " Audit Office, until the accounts are rendered." As a rule, very few new appropriations need in any way to bo drawn upon until the first of May. The Civil List is an expenditure which must bo met, and I there are lilt; lllflU 111 AUfl V • .M. ll\} V/lTll A,iti-\. l*-* fCIV V/.-V I rv.'ll\«lVL41 ^ f11Al^.l« AULtCD K'KJ ILXV-L^ tlllVI tll^Ll. tllV/ parallel expenses which arise and have to be paid as a matter of course, to carry on the public works, (renerally some little amount remains of old ai)j)ropriations, to meet contingencies, until a vote is given. And even if it does not so happen in all ca-es, the ereatiim of an unappropriated baliince would admit of the proceeding. Rut would not a real control lie e.xerciseil l)y the Auditor presenting a special schedule " of payments made without authority of Parliament .'" On the other hand, is not this precisely a scries of factsj the disclosure which, is often very embarrassing ? 48 CANADIAN CANALS. able, yet as no appropriation had been made by ])arliament, no steps were taken to construct it, until an accident to a wtoamboat drew public attention to the bad navigation. In 184(1, a year after the opening of the Canal, the "Magnet," Captain Sutlierhind, missed the channel, and striking on one of tlic boulders was stove in, and sank, where she lay c'rip[)led for some weeks. The construction of the dam was then ordered, and the effect of it when finished was to raise the water in tiie dredged channel about a foot. The dam runs across the south branch of the Saint Lawrence. It was completed in 1849, at a cost of about £6,000 ; and since its construction there has been, at all times, a sufficient depth ot" water at the entrance. The existence of this dam however has been made the ground of very heavy claims for dauiago on both sides of the river extending very far back, Homc of which arc yet unsettled.* One (piestiou was vehemently debated at the time of the commencement of the work, and even now occasionally forms a topic of conversation, viz. : the side of the river on which the Canal yhould have been constructed. An exaraina- \i * A popuLar tradition a,'>si{:;ns the erection of the dam to the fault of the engineers ill liiyinf? out the work. But there is not the least foundation for doing so. As it is ii f;ross injustice to every one concerned, I wish avfc coimaissance de cause, if possi- ble summarily to do away with the imputation. The rumor may have found coun- teniinee, from a rather unpleasant ronlrctcfiips in connection with the work, which may thus he briclly stated : In 1812, a gentleman with strong letters of recommen- dation was appointed to superintend the surveys, and in July of that year, made a report of progress, stating the fall from the head of the Ooteau to the foot of the Cascades llapids to he 101 ft., just 20 ft. more than was recorded in the old plans and surveys. " It was a regular bomb-shell thrown into the department," writes one of my informants. I'or this diflcrence of level involved two more locks, than were estimated, and was perfectly bewildering. Mr. Killaly proceeded at once to the spot, taking with him Mr. Shanly and Mr. S. Kecfer, to run separate test levels, and it was soon jiroved that the old account was the correct one. Some change was then made in the conduct of the work, and Mr. Mills remained in charge until his transfer to the Williamsburg Canals, when his place was taken by Mr. Shanly. If any mistake was at all committed, it wa« in not persevering in dredging the upper channel to Lake Saint Francis, and blasting the boulders in it, and attain twelve or eighteen inches more depth, however expensive the work might have been. The dam gave a supply from six to twelve inches higher level, and yet it has been made the ground of damages of every sort and kind. Upwards of $130,000 have been paid for these claims. Such a Cod-send seldom enriches a community. It is not every river that feeds so productive a vach-a-lak : and there is a tradition, for the history goes back to antitiuity, that no member can be elected for Beauharnois, wlio has unreasonable views on this matter. CANADIAN CANALS. 49 iment, to a In jnet," 'g on ,3 tion of the criticism may hero be profitably made. It lias been urged that for military reasons the Canal should have been located on the north shore ; that additional security would thus have been obtained for it ; that to ])lace it on the south shore was needlessly to expose it to destruction from a hostile force. Tliere is a certain plausibility al)out this argument which obtaiijs attention. Doubtless where two routes are equally good, the consideration that one is preferable in a military point of view is important ; but where two routes are not equally good, the question of military necessity must be weighed just at its value, and must not dominate over greater and more imperious require- ments. The danger from an attack on a Canal is two fi)ld. Unless a reconnaissance \>q made in force, and the guar. I driven away, an assault must be sudden and rapid. In the former instance when a corps (Carmee of the enemy takes possession of the ground, with plenty of men to mine, and twenty-four hours to do the work, it is evident that the Canal would be entirely destroyed. The rear of the lock recess walls would be mined and simultaneously blown in ; the embankments would be opened, at well selected spots, and the water turned over the lower level. The Canal would be annihilated. In this point of view, it is unim- portant on what side the Canal were placed, seeing that the only people with whom we can have war would not be deterred by the river from the advance ; for the flotilla carrying the troops could pass by the Saint Lawrence itself as the passenger boats do daily. We may eliminate this view at once. The other mode is that of half a dozen men repairing to the Canal, with powder and fuse, and in an hour doing what damage they could. Now, in this case, the damage would be, alter all, trifling in such a Canal as the Beauharnois. From its inland position the embankments are heavy, solid and compact. They would be o])ened with difficulty, and from their height, not being in excess oi' the 50 CANADIAN CANALS. \\ deptli of water, and being on a level conntry, even if injury were consummated, a few hours, or at best a day or so, would repair the damage, for the break would be narrow. It is evident that the attack would be on the locks, and here there is no ground for fear that the injury would be serious ; for if the walls ol a lock were blown in and the gates destroyed — as there are alwayfe new gates in store, and plenty of masons — a week would repair the injury. In this view wo overrate the result, for we judge such an eventuality by the standard of commercial annoyance. In the interests of commerce, no more serious blow can be given than a stoppage of lines of communication. One of the main Canals closed for forty-eight hours would disarrange the whole trade of the province. In war this commerce would be a matter of sliilt, necessarily irregular, and often totally impeded. Therefore a few days break in the navigation would not then be so sensibly felt, and except in extreme circumstances would have little effect. Besides, viewing the geographical position of this Canal, is it not as likely that tliey who would attack it, would descend the Saint Lawrence by boat to do so, as that they would cross some extent of an enemy's territory exposed to arrest every step they took ? We must recollect too that the Rideau Canal, expressly constructed by the Imperial Government was in operation at the time ; and on the other hand, that the Cornwall Canal on the north shore of the Saint Lawrence, is exposed to a greater degree to such an assault, being within gun-shot of tlie opposite bank of the River. Should ever an attack be made it will be on the Cornwall Canal, which from its geograpliical situation, and from the mode of its construction is sensitive in the extreme to injury. It is no exaggeration to say that it could be destroyed without an American putting his foot on British soil. Were three or four heavy guns set in position on the opposite shore, and directed against the lofty embankment skirting ! 1 tor A CANADIAN CANALS. 51 the Longue Sault Rapid, the earthwork avouM at once be breached, and the canal rendered useless. For an oj^eniiif wide enough to let out a lew gallons of water in works constructed as the Cornwall Canal has been, would, in an incredibly short space of time, be so iinni'Miso tliut a torrent would dash through it. This is not advanced in the spirit of partizansliip. Twenty years have passed since the first vessel sailed through this Canal, and the feelings which were engendered by the con- troversy must long since have died away. But an important principle comes to the surface, and it is tliis: that coninicr- cial exigencies must, with an engineer, prevail over ])0ssible military necessities. The normal condition of a people is peace, not war, and the development of ita resources must be the first question to be considered. The calculated contingencies of warfare are as often false as true, and the ])low as frequently falls where it is unlooked for, as where it is guarded against. The natural position of the Beanharnois Canal is where it is ^^-aced. To hzve taken it on the other side of the river woulc i ; oeen to abandon the pleasant, easy navigalion of Lake t * Louis, for the difficulties, intricacies and shoals of the Ottawa, on the opposite shore. The rapids of the Cascades extend below the Junction of the Ottawa with the Saint Lawrence, and the approach to any Canal there would have been expensive to construct, and when con- structed not good. Mr. Killaly's choice of ground must therefore bo perfectly vindicated. The scandal ran, at that day, that Mr. Ellis, the proprietor of the Seigniory of Beauharnois, a member of the Lnperial Parliament, influenced the then Governor-General, Lord Sydenham, who influenced his President of the Board ol Works, Mr. Killaly. The argument above set forth is a fair test of its truth. The work was commenced in June, 18'12, and was com- pleted so that vessels could pass through it in the last days 52 CANADIAN CANALS. of October, 1815. Tlie first vessel which made the trip was tlio " Albion," Captain Chambers ; the Board of Works was the host on the occasion at an entertainment given to many of the leading merchants of Montreal. The cost is mentioned in the Public Works Report as $1,331,787.95. The repairs and management during 1863 cost $14,970.64. Tlie annual maintenance may be estimated from $6,000 to $7,000. so CORNWALL CANAL. The distance between the entrance of the Beauharnois and the discharge of the Cornwall Canal is 40 miles of a good and well marked out channel. The Cornwall Canal was constructed to avoid the Longue Sault Bapid. It is 11 1 miles long with a rise of 48 feet. It has 6 lift locks and a guard lock. The locks are 54 feet wide between the quoins ; but the decreasing capacity in the lower chamber really limits them to paddle-wheel steamers of 49 feet width and this is 5 feet in excess of the other Canals. Tlie bottom of the lock is 42 feet wide. The Canal has been opened as early as the 7th Aprih The latest day of navigation has been the 16th December. The general period of Canal service is from the last week in April to the tiret week in November, from 220 to 230 days. The cost of tlie Canal was, before the Union. $1,448,538 36 since the Union 375^,71 ] 26 (( (( $1,827,249 62 The repairs and management in 1863 are mentioned at §12,179 35, This Canal was the first in the series constructed on the present enlarged scale, and the remaining Canals were regulated according to its dimensions. It was very early CANADIAN CANALS. 53 was orks n to t as .64. 000 lois ood d a the ber itb, om led on of i-st 56 J6 12 It e e f i seen that all progress in the Western Province depended on communication with the seaboard, and that this connection must be obtained by Canals. The construction of the Lachine Canal necessarily pointed out what ought to be done, even if the difficulties in obtaining supplies and moying troops during the war of 1812, had not enforced some exertion. On the other hand, although the St. Lawrence had been rendered of secondary importance by the con- struction of the Rideau Canal, its natural advantages were so manifest,* that it was impossible for them to be disre- garded. As early as 1825, an address was voted by the House, asking the Lieutenant-Governor to direct the Sur- veyor-General to furnish a map of the Saint Lawrence in I I ... -I. I. I. -.Ml - ■ ■■■ ^ - ■ . — — ,,_ ■ I . I , ._, .,11 II ■■■■M.M ■ . ■■ ^i— ^1^^»^— ^^ I I I I ^Among the earliest writers on Canadian improrementi was Mr. Robert Qeurlajt who died in August, 1803, in Edinburgh. Ilis name is quite forgotten now, ea- oept by those who were among his perseoutors ; or if it be at all remembered, it is by the few students of Canadian histoiy, as oalling to mind one of the most objectionable proceedings in the Provincial records. Mr. Gourlay wat essentially Reharaoter to leave alone. Be had courage, Tanity^lore of notoriety and energy. On the other haad ho was superficial, destitute of fore-sight, with limited sagaoity, and incapable of that steady application by which a subject is mastered. On his arrival ia Canada ho turned agitator, and the policy would hare been, to give him line enough, for his career proved, he was his own worst adviser. His oppenents made him a martyr. In 1818, on tiie ground that Gourlay had not been a resident of the Province for six months, and that he was a seditious person, he was brought within the meaning of a statute passed in 1801 — and repealed two years after these events — that he was an alien and ordered to leave the country in ten days. Gourlay was a Scotchman, to call him an alien seemed a blasphemy, and he treated the command with contempt. He was arrested and plaeed in Niagara Jail, upon which his friends applied for a writ of kabeat corpus. Chief Justice I owell refused to bail him and remanded him to prison, where he remained many months, in which place the severe treatment he received made him insane, at least so it is said, and the extravagance of much of his after life justifies the opinion . He was finally tried and forced to return to the United States. Such was law and justice in Canada half a centur^r ago. It is a consolation to think that impeachment would at once follow a similar injustice to-day. Gourlay, when in Niagara Jail in 1819, published a letter in the journals of the day advising the construction of Canals, for the improvement of the Saint Lawrence. They were to admit vessels of 200 tons burden, which equally could cross the ocean, and .^ail up the lakes. The route recommended for river navigation was to leave the Saint Lawrence above the Longue Sault, and out into the Ottawa some 70 miles below the rapids on that river. To use his language, << By a bold cut of a few " miles u,t the first mentioned place the waters of the Saint Lawrenoo might be eon- " ducted to a command of level, which would make the rest of the way praoticable " with very ordinary exertion." This specification of his plans gives a fair estimate ef Gourlay's want of judgment. Tet he had the sagacity to see the necessity of endea- voring to obtain what the Western Canadian wholesale warehouseman demands to- day, viz : that goods from England should be brought to Upper Canada in the bottoms to which they had been committed. His theory was that every vessel could leave the mother country, proceed to the extremities of Lake Michigan or Suj^rior, •nd return in ease in a season. That every vessel could leave Lakes Ontario and Erie in th« spring, proceed to England, and return to take home a second cargo of produce, to be ba k at the opeiisg of the navigation. E 64 CANADIAN CANALS. ki tlie Johnstown District — wliicli of course meant the Longue Sault Eapid ; and in December, 1826, a report was made to the Lieutenant-Governor, and by him laid before parlia ment on the 30th of the same month. Consequent upon this information, steps were taken to ascertain the cost of .overcoming by artificial navigation the difficulties which impeded travel. Two estimates were given in ; one for a Canal 8 leet in depth, 60 feet in width at bottom, and 84 feet at top, with locks 142 feet X 40 feet, to be com- pleted for £166,378 8s. 5d. The second, 4 feet in depth, 26 feet at bottom, and 38 feet at top, the locks to be 100 feet X 15 feet, was estimated at £91,835 Is. lUd. {sic.) The design was not for a continuous canal, but ihe route was to turn in and out from the river. From this date, there was a party in the Legislature which kept the project steadily in view. The subject came up from time to time in the House ; and it was considered that a step was taken in the right direction when Commissioners were appointed to confer with similar Commissioners from Lower Canada. The real imj)ulse came in 1830, from Brockville, which by the con- struction of the Rideau Canal and the abandonment of the Saint Lawrence had suffered from the change. At this meeting a sum of sixty pounds was subscribed for a survey of the ground, and it was determined to petition the Legislature to carry on the improvement. The petition was presented, and reported upon to the effect, that unless the Legislature of Lower Canada undertook to improve the rapids in that Pro- vince, there would be nothing gained by enabling steamboats to go below Prescott. It was therefore proposed that the petitionei's should be incorporated into a Company, with a capital of £50,000, which sum, if circumstances warranted, could be extended to £200,000. Tlie whole subject was seriously recommended to Parliament. The question was debated on the 11th March, 1831. It was then resolved that the navigation should be for sloops and steamboats, and the Lie Go Up CANADIAN CANALS. 5:> Lieutenant-Governor was requested toask permission of the Governor-General, to bo allowed to survey, at the cost ot tlie Upper Canada Legislature, the rapids al)ove Laehine. A further resolution, that the permission should he asked with as little delay as possible, was voted. In 1832 a Select Committee was appointed, who reported that a Canal avoid- ing the Longue Sault rapids would admit steamers to ply from the Province line ; atid recommending that Commit- sioners should be directed to obtain an estimate of the cost ; and that the sum of .£50,000 should be advanced to the Commissioners " to commence the work at the Longue Sault " when they had obtained their information. Follow- ing this report a resolution was introduced into the House that the public interests required that the Saint Lawrence should be improved so as to admit of navigation by vessels drawing 8 feet of water, and that the improvement should be commenced as soon as practicable at the head of that rapid. Some attempt was made to limit the naviga- tion to 5 leet, but the main proposition was voted by 20 against 6, and £70,000 was appropriated to the work. Three Commissioners were appointed to carry out the project. No time was lost in entering upon the examination. The main difficulties, hovrever, lay in the want of money. The improvements contemplated not only the Cornwall Canal, but also the four Williamsl^urg Canals, and the gentle- men who assumed the duty performed it in an able, thorough and satisfactory manner : a wide contrast to the neglect, reck- lessness and ignorance which are revealed in the early records of the Welland. The estimated cost of all these improve- ments was £328,615.18. In Dec, 1833, the Commissioners reported that they had caused the necessary surveys to be made, and careful estimates to be prei)ared, and had made arrangements for the immediate ])rosecution of the work. This Canal was accordingly commenced in 1834, the iirst sod having been cut with some ceremony by the late Sir John 5G CANADIAN CANALS. i Beverley Robinson. It was carried ou with energy until the rebellion, when it was temporarily discontinued. It was resumed, with the other public works in 1842, and com- pleted in 1844. The first steamboat which passed through the locks was the " Highlander," Captain Stearns, late in November or early in December, 1842. The occasion was observed with some ceremony. The Canal was opened for traffic on 10th April the following year. On looking at the location of this Canal one cannot but be struck at the singular want of judgment displayed in it.* In every way it is a striking contrast to that of the Beau- harnois. The latter leaves the river bank and strikes boldly for a direct route, curving with a large radius when necessi- tated to change its course. The former hugs the shore, and curves and winds with it. Some saving may have been made in the cost of the land, but it was a small item compared to the heavy embankments, which this adherence to the river bank necessitated. The consequence is that very serious breaks have taken jjlace which could only be repaired at great cost. Whether this arose from imperfect and careless construction, or from the very nature of the work, it is diffi- cult to say. But the fact is certain, and it is so far suggestive, that no point in the Canal system needs more closely to be watched. In case of war with the United States, a know- ledge of this weakness would require that this point should be specially guarded. Some half dozen men with picks and shovels, opening these embankments 'vould, in an hour, inflict an injury which it would take mo itlis to repair. No such misfortune could occur in any of our other Canals ; and here in a military sense is the weakest point in the whole system ; the more unfortunate, as geographically speaking, ♦This criticism may appear to contradict the respectful mention made of the Government Commissioners, but I do not see that the faults of location can be attributed to them. As the kOSos obtained through a successful work is by publio consent the prerogative of the engineer; on his shoulders only, must blame fall when unhappily it must be expressed. no will heal CANADIAN CANALS. 57 til the t was coin- ough te in was d for no canal is so exposed, and as has before been remarked, it will ever be at the mercy of a judiciously planted piece of heavy ordnance discharged from American soil. THE WILLI AMSBIJIIG CANALS. These Canals were originally four in number, and although contemplated at the time of tiic commencement of the Corn- wall Canal, they were not begun until 1843. They were finished in 1846, 1847.* The first in the scries is the Farren's Point Lock, 4.9 miles distant from the Cornwall Canal. It is three-quarters of a mile long with a lift of 4 feet. Ten miles higher, occurs the Rapide Plat Canal, 3.9 miles long, with 11.6 feet lift, on which is a guard and a lift lock. Four and a half miles higher are the two Upper Canals, united by the Junction, and forming one Canal. It escapes the Galops and Iroquois Rapids. There arc two lift locks and a guard lock. The rise is 1 5.9 feet ; the length Tf miles. The distance from the latter to Prescott is 6|- miles. These Canals have only 60 feet at bottom. The rapids which they overcome are comparatively slight, and are navigated both ways by passenger steamers ; accordingly these Canals are principally used by upward bound freight craft. The cost of the whole is named at $1,222,904.03. The Junction Canal was constructed, owing to an error of level in laying the sills of the lock on the lower "Galops" or Iroquois Canal, from which cause an insufficiency of water resulted. It created a good deal of remark in 1848, when it was discovered, and an angry correspondence concerning * The Report of Public Works, 1847, gives the following dates ; — The t alops Canal was opened in November, 1846. The Fairen's Point " June, 1847. The Rapide Plat " September, 1847. The Point Iroquois " October, 1847. The Junction was so far finished by the fall, 1856, that vessels cculd pass through itt It iraa completed the following year. 58 <;anai)IAn canai.k. it wjifi (•iirri('jitro}ii Journals. Tlio new Canal raised tli' level of \hv reiieli and remedied the deficiency. The cost <»r the remedy however was sj;21 1,231.33, and the annual elia' j:;e an feet, except the guard lock at Port Colborne, Lake Erie, which is 240 feet X 45 feet The guard lock to the feeder at Port Maitland is ot similar dimensions. The original depth on the sills of the enlarged Canal was nine feet, but as great ditHculty was experienced during some years in passing the largest class of deeply laden vessels, it was decided, in 1853, to increase the draught of water to 10 feet. This was etiected in tliat year, by raising and strengthening the banks. The Canal navigation, in I'^ol, was o])ene(l on 2oth March, and in 1853 continued open to 17th December, ft generally opens the first week in April, and is continued to the lir^t week in December, from 245 to 250 days. 60 a ci stal as it rcfl hal del Tl all (CANADIAN CANALS. 59 ICmial iency. 10 lever. I to .ftl lU Erie, tvned ocks, from to 5 ft., head It of are rne, k to rjie line iug leii ?ht bv )n, ed 3k sr. The history of this iniportiuit work'* is so marvellous and 60 little known, to some extent even so misrepresented, that a consecutive narrative is indispensable, correctly to under- stand the vicissitudes through which it has passed. So tar as the writer knows, no connected account of it exists, and it lias to bo traced out from official documents, and the records ot let^islative proceedings. One fact is certain : had not the project been of a character which nothing could destroy, it would long sinco have irretrievably tbundered. This Canal can be a Iduced as one of the many proofs, how almost impossible it is to destroy that which has inherent ♦ The history of tho Welland Canal, until the closo of 1S35, is contained in r report of the Select Committee of tho Upper Canada IToiiso of Asaombly, appointed to en- quire into its management. It is a volume of 575 pages, and contains some very extraordinary revelations. It does not fall within tho scope prescribed to tho writer to allude except in general terms to this document. Its contents cannot be entirely ignored even here, and it will be a special duty of the historiaa of tho last fifty years to reproduce this Chapter in Canadian history. It may bo briefly stated that of a Committee of nine, seven signed the report, in which it is stated that tho books and accounts of the Company had been " kept in a very careless, irregular and improper manner, highly discreditable to a public body.'* That even on a partial investiga- tion there was a defalcation of upwards of £1724 ; that tho clerks wore only able after- wards to account for £266 of this sum ; that an item of £579 paid to a director was falsely entered in the accounts; that unjustifiable expenditure wns entered into; "that the sum of £447 IOh.," for loss on Steamboat Peacock, "is enveloped in mystery ;" that there were irregularities anything but creditable to tho Company's officers ; that tho various sums of £2500, £1000, £I78 13s. ."id., £164 14s., and £100, " wore without any authority of tho Board given on loan to oflicors and directors;" that a Secretary was apppointed quite incompetent for the discharge of his duties ; that improvident contracts were entered into, somo of them most shamefully performed to the serious injury of the Company ; that modes of raising money without the ap- Erobation of the Directors " was to say the least of it, highly injudicious, and might avc involved tho Company in serious ilifRouItios ; that tho officers of the Company received water privileges, a proceeding stigmatized as highly improper ; that in 1831 the Company sold to "an alien,'' through a third party all the la«ds of tho Company, amounting to nearly 15,600 acres for £26,000 ; that 18 months interest was paid and refunded in tho shape of water damages ; that in 1834 tho Company resumed the land excepting 200 acres in Port Colborno and Allanburgh, cancelling the debt of £25,000, and giving bonds with interest for £17,000 more. "This transaction, to your Committee," was " inexplicable ; no statement that they have heard has satisfied them of the justice or oven expediency of an arrangement which, if applieJ to the ordinary transactions of life, would not only be deemed ruinous, but the result of insanity." Further, that largo sums of money were missing ; that a shorter route for the Canal might have been selected at less expen.so to the proprie- tors ; that the monies were expended improvidently ; that a debt of £30,000 was forgiven without an equivalent ; that £1340 worth of timber was bought, and which was " allowed to be stolen and lost to the Company without on« shillings worth ever being accounted for;" that some was sold without the Company receiving benefit from the sale, and that some was used by contractors without the material being charged to them. Wnon it is added that everybody was exonerated from blamo, and that not tho least stigma was ever attached to any of the iiublic men who were inoluded in tho above proceedings, further comment is u-seless. 60 CANADIAN CANALS. vitality. The honor of being its originator ha« heen clainaed bj many ; l)iit it wa« )»roci.soIy one of those projoctB which the situation itself sugi^ostri. The oiirliost settled i)artB of Western Canada were those easiest of access to the new United States, from which the United Empire Loyalists came. Thus both Kingston and Niagara, two old French posts, had been resting points for years. Their names figure largely in the French wars ; and as known and iden- tified localities, they attracted many who clung to the British flag even in its reverses. Accordingly much of the early immigration came in by Newark — the present town of Niagara — and the surrounding district was settled early in the history of Western Canada. No one who had heard of the Duke ot Bridgewater's Canal, and of Brindley ; of Smeaton's Forth and Clyde, or Telford's Caledonian, could have failed to see the necessity of connecting the two lakes by artificial navigation. The Erie Canal was during this period, either proposed or in conrse of construction, and its example must have stimulated the appreciation of the geographical advantages apparent in the Niagara peninsula. The war of 1812, however, gave the great spur to thought. It has been seen also in the case of the Lachine Canal, that Sir George Prevost pointed out itt necessity ; and the news of that recommendation would be suggestive in the western world, of what was needed there. In the account of the Cornwall Canal, mration has been made of Gourlay and his views of the improvement of the Saint Lawrence. The description of them shews how imperfectly he understood the subject, and how visionary were his ideas. Such however as he was, so far as the enquirer can judge by existing records, he may bo mentioned as the first who gave any defined views in writing on the sub- ject ; this was in 1819. And in his " Statistical Account ot Canada," published in London in 1822, he furnished a map of the District, and pointed out the necessity of a Canal. CANADIAN CANALS. r.i He had, however, very crudo idcan <>f what the work Bhould bo, and although his opinions are enunciated with much positivenesB, his knowledge of the Hubjcct was evi- dently superficial to a degree. The friends of the late Mr. Merritt assert that ho communicated the idea to Gourlay. It is a fair inference, that Gourlay can claim no particular originality of design; and if the thought in the lirst instance came from Mr. Merritt, it wjis a more echo of a generally expressed opinion. But whoever tiio originators were, very little merit is due to them ; for a wilder, more ill considered scheme tlian the one originally put forth, one shewing more ignorance and recklessness on the part of the j>rojector8, it is scarcely possible to conceive. The public accounts show the cost of the work to be about six and a half millions of dollars. The urigiruil estimate was £36,000, or $104,000. The first idea of the route was to run up the natural waters of the Welland River or Chippewa Crock, and to pass across the township of Tliorold, tunnelling through the high ridge of land about a mile and a lialf wide, and then proceeding direct by Canal to the brow of the high land. The latter was to be descended and overcome by a Railway connecting, by means of another Canal, with the navigable waters of Twelve Mile Creek, by which egress to Lake Ontario should be effected. The navigation was simply to be for batteaux and barges. This project was put prominently before the world in 1823 ; an engineer of the name of Mr. Hiram Tibbett furnishing the description of the route. Public meetings were called, circulars were sent, and an address to the people of Upper and L >wor Canada authoritatively dissemi- nated, in which the probable expense of the undertaking was named at £22,125. Early in 1824, a petition was sent to the Legislature asking for an Act of Incorporation for a a Canal, to admit boats of from 20 to 40 tons, and at the 62 CANADIAN CANALS. same time defining the route. The capital was named at $150,000, being 3,000 shares of $50 each. T[ie work was commenced on ."JOth November, 1824, '* and as a proof " how little the subject had attracted public enterprise at " the time," says an official document, "not half a dozen " gentlemen of capital or influence in the district attended " this ceremony." The actual amount of stock subscribed at this time cannot be authoritatively given, but as the sum total of the subscriptions in Upper Canada amounted in 1836 only to £3,712 1 Os., the money in the Treasury must have been a small sum. It is true subscriptions had been taken up in Lower Canada and in the United States, but the Quebec subscribers, even in the previous year, had shown a marked want of confidence in the scheme. In the Annual Report, the Directors gave no figures; they merely stated that '' a sufficient quantity of stock had been subscribed." Early in 1825 the Company came before the Provincial Parliament and obtained an amendment to their charter to raise the stock to $800,000 ; aod the Canal was extended for sloop navigation. We learn from a statement of Mr. Merrltt that on the passing of this Act the Hon. J. H. Dunn, '' the President proceeded to New York and obtained " £75,000 subscriptions." The Committee reported in 1836, that the maximum of United States subscriptions was £69,625 ; a proof that the work had been commenced the preceding year witli literally an empty exchequer. The ground was re-surveyed. The AVelland River route was con- sidered objectionable; or at the best to be developed to hasten tlio connection of tlie two waters ; for although it was still to be retained, the advantages of a direct opening to Lake Eriy through the Grand River was specially commended. The distance was estimated at 41 miles. Nevertheless it was still urged that a connection witli the Welland River was virtually a connection with Lake Erie; that its junction with the Niagara River was only 18 miles from the lake ; au| U] tl^ t( a< CANADIAN CANALS. 63 at ^as loot" at sen led )rd um J36 ive and that although the current wa^ sh-ong, vessels could sail up against it. But at the same time it was represented that there would be difficulty in passinof Fort Eric, owing to the great rapidity of the stream below that spot It was accordingly considered advisable, that in order to avoid " this impediment to navigation,'* and to attain *' other important advantages," a connection should be effected with the Grand River, which turned at a high level into a navigable feeder, would furnish both a sufficient supply of water and extend a satisfactory and quiet navigation. Considering that the work had been commenced, the dis- covery came late. But a change from the entrance by the Weliand Kivt'r, was in any circumstance wise and expedient. The size of the locks was established. The dimensions were 100 feet X 22 feet, with 7.6 feet depth of water: thev were maintained in the construction of the first Canal, except that the sills had only 7 feet. The locks were 40 in number. The route thus determined, the contracts were partially given out in November, 1826, at least it was so stated before the Committee of the House of Assembly, and the work from tho Weliand to Lake Ontario was to be so far completed by A-pril, 1S27, that the comraunicatiplication was made to the Legislature for as The Act embodying these resolutions was carried by large majorities. Indeed it was now apparent to all, that without the direct intervention of the Province, the Canal would experience fresh difficulty. Still the Legis- lature did not advance the full step of assuming the Vv'ork. The £102,000, previously advanced on loan, was tui'ned into stock, and the Government was authorized to Hubs('ril)o £245,000 new Stock ($980,000.) The Capital Stock of the Company was declared to be £597,300. The Directors were further limited to an expenditure of $400,000 on the Canal, in full of repairs, new works, and old debts, during the year. The troubles of 1837 and 1838 prevented any further legislation, and no further steps were taken with regard to the shareholders until April, 1839, when a resolution was carried by a vote of 26 against 9, that the private stock should be purchased by the Province, in order tnat the Canal should become wholly the property jind be under the management of the public. As above stated, the amount was £117,800, of which, in 1836, £31,712 lOs. was owned in Canada. Of all legislation on this subject, this record is the most pleasing to read, for it was just and honest ; and as the Stock was not held in the Province, it was untinctured by selfishness, while at the same time it was necessary and politic. The Bill was re- served for Her Majesty's pleasure. When the Legislature met, later in the year, even the pressing business attendant on carrying the Union Bill did not deter " the friends of tlie measure '' from moving an address, asking Her Majesty to give her assent. It was carried on the 25th of January, 1840 by 23 against 11. The Bill, however, did not become law until the 5th July, 1841, the first session of the United Parliament, when Lord Sydenham sent a message to the House announcing tluit Iler Majesty had confirmed the Bill in Council on the 11th of September previous. We have now arrived at that period in the iiistory of the (( u a (( a (( (( u CANADIAN CANALS. 71 Province when the improvements were carried on system- atically and simultaneously. In opening tlie first United Parliament, 15th of June, 1841, Lord Sydenham dwelt on the improvements in the navigation, promising the Imperial guarantee to the loan required to effect them. "The generous " aid," continued his lordship, " which I have already an- " nounced to you ; the determination which I am also cm- " powered to state on the part of the Government, to devote " annually a large sum for the military defences of the " Province ; the fixed and settled determination which I " have the Queen's command to declare, that her North " American possessions shall be maintained at all hazards, " as part of her empire, are pledges of the sincerity with " which the mother country desires to promote the pros- " perity of Canada, and to assist in the well-working of the " new institutions which it has established." In conformity with this pledge, on the 20th of August a message was sent down to the House, enumerating, in one general plan, the different works demanded by the public voice. The total cost was £1,470,000 currency, to be expended in a period of five years. The sum named for the Welland Canal was £450,000. The resolutions confirming the expenditure were carried on the 7th of September, one member only voting against them. Some effort was made to increase the size of the "Welland to that of the St. Lawrence Canals. Lord Sydenham, how- ever, shrunk from the expense. He considered that, with the present size of the locks, the Welland could sufficiently com- pete with the Erie Canal route. Nor was the military view of the question neglected, for a proposal was made to con- struct locks 56 ft. wide by 280ft.,* with 10 ft. depth of water. * The dimensions given in Mr. Killaly's memorandum 20th August, 1841, (ap* pendix C. 0. Journals House of Assembly, 1841,) are 180 feet and 56 feet ; a dispro- portion so great as to be suggestive of error. On application to Mr. Killaly, I learn that the length should be 280 feet. The figures are correctly given in the text. I take this opportunity of thanking Mr. Killaly for the courtesy with which he has answered tne many enquiries I have addressed to him relative to the public works of the Province. From his long connection with the Board of Works, he is necessarily in possession of much information, which on all occasions be has readily communicated to me. 72 CANADIAN CANALB. Although tliis proposition was rejected, it was wisely deter- mined to constinct larger locks at bolh eods, so that in case of danger, steamers could enter and run some miles inland. The adoption ol this plan led to the ultimate enlargement or the succeeding locks to Saint Catherines, bringing that town within the navigation proper of the Saint Lawrence. Tlio work was immediately commenced, and the enlarged line, by the way of the Grand River feeder to Port Maitland, was opened in 1845. Consequent upon the progress of the work, the main canal from the junction westward to Lake Erie was laid dry, to give the bottom a width of 26 feet, and to make Lake Erie the feeder. But the failure of several " sets of contractors, and the prevalence of sickne'ss amongst the laborers, retarded the operations so much," says an official account, that this portion of the route was not opened until 1850. It was even then untinished, and accordingly arrangements were entered into to complete the work by means of dredges. This operation was car- ried on until 1854, when the contractor abandoned it. In the meantime it was found that the width of 26 feet was totally insufficient for the trade, and it was determined ac- cordingly to increase it to 50 feet. On the other hand, it lias been seen that the Grand River supply year by year becomes less, and that the steadiness of that source can not be relied upon ; that to keep the Canal so supplied, was to run the risk of failure in the navigation ; a contingency not even to be thought of without alarm, and against which fhere could only be one remedy, viz., to turn to Lake Erie as the supply. Tlie consequence has been, that the work is nearly brought to a close, and that the Canal throughout has been widened to 50 feet at the bottom, to a level admitting the Lake waters. The total expenditure up to the Slst of December, 1863, is described in the Public Works Report for that year. Ex De CANADIAN CANALS. 73 Expended prior to 31st December, 1841 $1,861,427 77 Debentures issued under 7 Vic. c. 34, for payment of back interest on Stock 675,356 42 Amount expended under Department of Public Works, for enlargement, erection of permanent structures, and land damages 4,766,460 70 $7,293,244 81) This sum however cannot bo considered to represent the cost of the work. Ii is merely the aggregate of all the vouchers which have been charged to the account of the CanaL Below is appended a statement extracted from the Public Works Reports, of the sums paid for repairs and management for sixteen years. In some instances they are kept distinct, in others the total of the two are shewn. We learn from them, however, that for the last six years, the " management, ifec." averaged about $40,000 per year, whereas in 1850 the cost was $13,500. In the Report of 1849 it was estimated that the future expense of management would be £2,804 (!^11,216), and of repairs £2,600 ($10,400). ■«• '. ifejit. . I 74 CANADIAN CANALS. MaintenHnce, Total Year. lieitiiirs Hnd ManagenJent. MHintenance and Kenowttls. Management. * * c. * c. iji (•-. 1847 Not given. Not given. 48,623 00 1848 do do Not given. 1849 11,244 91 8,248 82 19,493 73 1850 12 425 21 13,510 19 25,935 40 1851 Nut given. Not given. 49,589 00 1852 do do 56,802 67 1853 do do 87,700 09 1854 do do 99,410 06 1855 do do • 122,379 95 1856 do do 99,483 65 1857 do do 108,629 24 1858 61,806 84 42,642 97 104,449 81 1859 37,584 27 40,988 89 78,573 16 1860 Not given. Not given. 66,312 60 1861 16,932 11 39,807 88 56,739 99 1862 22,120 73 39,129 49 61,250 22 1863 15,392 02 40,855 95 56,248 00 $1,141,620 57 The inequality of these amounts does not admit of gener- alization. Where there are no details to guide, one would conceive it is not possible that maintenance alone would in one year exceed $80,000, and in another be a trhfle above $15,000. The inference is, therefore, quite legitimate, that there has been no well-considered separation of what should be placed to permanent works and what to repairs, and it is hardly possible to apportion the amount fairly chargeable to capital. One has, therefore, to take an arbi- trary mode of arriving at results. We have, however, the * The first mention of the cost of Canal repairs and management appears in the Reports presented to Parliament for the year 1848, from which the amounts for 1847 are taken. My own impression is, that the date is a typographical error and intended for 1848. I do not, however, feel justified in making the alteration. No mention is made in the Report of 1847 of the disbursements for the year. .'J, CANADIAN CANAf^. 75 and c. authority <>1 the Iloport of ISO'}, for stiitin<; that about $1,400,000 irt char«^inil»Io to incroiisinj; tho di'j)th of water to ten foot (tu tho mitre silU of tlic lockrt, and to widoniii"; and botto!iii()jij thu summit lovol to aduiit tho watorn of Lake Erie jih a feeder. A8 this amount iuis bco?i oxpciKk^d Hinco tlic Uiiion, and $2,526,784:. 1'.) vva-^ paid l)cforo tlio Union, wo know ])08itivcly that $3,t)20,78i. 19 haw bouii expended totally indopondent of tho uuiin work tor tho en- hirgomont of tho Canal and locke. Tho Canal may bo looked upon as having been opened at the ])resont capacity in 1846, and may bo considered to have been in operation 18 years. Unfortunately, in the figures compiled, the greatest exj)enditure8 are precisely those, where no distribu- tion has been nuide. Tho magnitude of tho amounts itself suggests the idea, at tie same time, that much has been in- cluded as repairs which really was a part of the cost of tho construction. It becomes, to some extent, a nuittor of opinion what these statements really ropresoi\t. If, how- ever for thoso 18 years -^500, 000 be allowed for maiuigc- ment and $300,000 for repairs and renewals, which would be nearly nt tlie rate of $18,000 a year, tho approximation arrived at, may claim to be at least theoretically just. Tho vouchers are still in existence, and tho?c interested in tho result can ('asily disinter them to prove what the repairs really were Making this reduction of $800,000 from $7,293,244 89, will place the cost at $6,493,244.89, or, in round figures, six and a half millions of dollars. The history of this Canal has been very fully given, for unniistakeably it affords its moral; and if there bo teaching which in tho conduct of public works should lead to the avoidance of error, it is here. We find a small clique of irresponsible men, with no sjiocial aptitude, taking possession and to no little exton*- enjoying all the fruits, of the manage- ment of a project, which was national in its character. Their 76 CANADIAN CANALS. earliest and ;:i ent idea was definitely to establish the line, and we fear we must conclude that this choice was purely a matter of 8t'lf-iiiteresi. There were no difficulties to be- wilder the judgment. Once establish the necessity of con- necting the two great Lak s, which every one recognized, and there was never a plainer or easier question to decide. It was to have made Lake Erie the feeder, to have selected the easiest descent from the upper to the lower level, and to have continued the most direct and best connections with the two Lake>. The Grand River feeder was in no way necessary: tiiat it should liave been at all constructed seems only explained by the apparent economy of its choice, which would weigh with inexperienced men. The least disinterested examination of the ground, and an ordi- nary calculation of consequences would have given an answer to the problem. The expense of the dam and the 21 miles of feeder, and additional cost of locks and the un- necessary lockage, ought to have suggested, even to a tyro, that the expenditure would have been greater than deepening by 7 feet, 11 miles of Canal already con- structed. For some years past, the fashion has been to speak in complimentary terms, of tlie energy of those who were more immediately connected with this work. The writei, who traces its history dispassionately, must hold the directly opposite opinion. It is a mere assertion that it could not otherwise ht./e been completed. On the contrary, it was a national necessity, and must have commanded atten- tion from the Legislature. The very supposition is grossly unjust to tlie public men of that day, who, as a rule, warm, ly supported the work, and sustained it in all the crises through Wxiich it passed. The assistance given by Parlia- ment sprung from no other cause than sympathy with the undertaking ; and had the country not been taken by sur- prise, so that the control passed out (jf the hands of the Legislature into that of a Company, — which in a pecuniary CANADIAN CANALS. 77 ine, lya be- and responsible sense was never anythinc: but iioininul, — this Canal must have been constructed by the Government, as the Cornwall Canal was a few years later. As it was, the work was virtually carried on by the Upper Canada Govern- ment so far as supplies went, lor the total subscriptions to Stock were below £1 18,000. There cannot be a doubt that had this project been taken up by the Executive, as it ougiit to have been, both the Imperial Government and that of Lower Canada would have contributed. But this opportunity was forest tiled by the few, who laid their grip upon the work only to delay it by incompetency and mismanagement. The consequence is that this work is incomplete at this day. Taking, for the sake of argument, even the present nize of the locks as a finality, the C.-inal must be held as unlinished until Lake Erie is actually the feeder without risk of loss of supply, and tliere is at least 100 ft. width at bottom ; whereas at this moment the width is but 50 feet. That slides and difficulties should have occurred at the " Deep Cut "* was caused by want of knowledge. Any engineer knows, that by the help of good drainage and with banks of sufficient slope protected by sods, any cut may be secured ; and so much heavy excavation would have occurred here, that it could have been done at a very low rate. The conse- quence has been, that the work has had to be performed year by year by dredging machines, at great cost, and very * The opinion to some extent prevails, that the water in the deep cut, could not bo reduced to the Lake Erie level, vyithont damage to the Canal banks at thi.s spot. I do not entertain this opinion. I visited AUanburgh in March during the thav/, with Mr. George Stoker, assistant engineer of the work, who with much kindness accompanied me there, and I found the oaatern bank which has been protected by sods, perfectly firm. Should it however fail, the remedy would bo found, in increasing the slopes, still applying the sodding, or if necessary by interweaving figgotsfrom the base. I certainly do not sec why tho additional eight feet of eleva- tion given to the bank, should lesson any security which exists at present, if proper precaution bo taken. There would still be 10 feet of water to act as a pressure against tho sides, if it be needed. Tho decomposition of the material, however generally takes place at the surface, and it is in this view that the covering of the sod 18 efFective. The work on the eastern bank is well and creditably performed ; and whatever be the dimensions of tho canal, it is imlispcnsablo, that its banks be pro- tected in this manner, from wash, in order to avoid all riskot filling up tho channel. The expense of the work, in this point of vic\> will pay it8<9lf a hundred fold, by obviating the necessity of dredging. 78 CANADIAN CANALS. slowly, and is even now scarcely completed foity years after its commencement. It may be asserted that this expense has been necessitated by no new view of the subject ; a pru. dent and reflective mind would have seen its necessity, in the inception of the undertaking. The loss to the country by the recklessness of these men is immense. The Welland Canal has cost as much as the whole of the Saint Lawrence Canals ; and it is no exaggeration to estimate that $2,000,000 of money have been wasted in its construction. For the latter are 41 miles in length against the 28 miles of the Welland. The locks are 200 X 45 fefet against 150X26.6 feet, and the canal proper is just double the capacity. The present position of this Canal is, that it is utterly in- sufficient for the trade which passes through it. That it must be widened and deepened, and that the locks must be enlarged, is admitted if it is to become equal to the re- quirements upon it. Even should the policy of deepening the whole series of Canals be rejected, the Welland must bo improved. The question is, to what extent should the enlargement be made ? It is urged that much of the craft of Lake Erie cannot now pass the Canal to Lake Ontario ; but the argument in this form has not great force. There is a navigation peculiar to Lake Erie which is not met with on Lake Ontario ; and the limit to be applied to the Wel- land Canal must be sought in the navigation ot the Saint Lawrence and not in the Upper Lakes — and here we have no identity of view. Mr. Jarvis, in his Ilcport on the Caugli- nawaga Canal, places the dimensions ofthclocksat 230 X 36X10ft. 10ft. depth of water on sills. Mr. Walter Shanly, in his Ottawa Report, takes the " Iowa " as a representative propeller, and ])ropo8es 250 X 50 X 10ft CANADIAN CANALS. 79 Mr. T. C. Clarke, in his Report upon this Survey, names 250 X 45 X 12ft. Mr. Kivas Tully, in his Georgian Bay Report, advocates the recognition of 1000-ton propellers, and accordingly specifies 2(>5 X 55 X 12ft. Be the dimensions what they may, the necessity must be recojinipcd, that two vessels navigating the Canal, may pass at any part of it : hence, the width at the bottom must be at least 100 feet. The extent of the improve- ment will be argued, under the general head of the de- velopment of the Saint Lawrence navigation, necessary to convmand the trade of the Western Lakes. For the mo- ment, all that need be said is, that the enlargement of the Welland is a mere question of extent and finance. BURLINGTON BAY CANAL. This so-called Canal is an open cut, Koc;ure(l with crib- work across the sand bar at the entrance to Burlington Bay, l)y means of which access is had to Hamilton by liist- claas steamers. It is 13 feet deep and about 120 feet wide. The channel in Burlington Bay approaching the Wliirve» at Hamilton is from 12 to 25 fathoms in depth, but in fioni of most of the Wharves the water is not more than 11 leet deep. The Public Accounts of 1852 give the cost of jjonstruc- tion as follows : Expended before the Union $124,356.06 Expe ;ded since tho Union 203,826.85 |1328,1«2.D1 These w<»rk-*, in reality, form llie entrance to Hamilton Harbor. Unlike most of the works oi the Province, they 80 CANADIAN CANALS. ]>ay a fair per centage on the investnieut. Allusion will not again be made to them, for they do not oome within the scope of the arguirent ; the consideration of keeping the entrance channel to the capacity of the Saint Lawrence navigation being the only question involved. The following is a Statement of the Revenue for the last nine years : — Tl n( Inl ofl q\ Year. Gross Revenue. Repairs and Management. Net Revenue. $ c. $ c. $ c. 1855 22,839 06 7,120 65 15,718 61 1856 24,750 94 10,120 35 14,630 59 1857 15,826 19 980 00 14,846 19 1858 13,790 89 800 00 12,990 89 1859 14,358 95 1,122 63 13,236 32 1860 3,504 76 800 00 2,704 76 1861 u 400 00 a 1862 (( 500 00 u 1863 17,645 30 405 00 17,240 30 THE DESJARDINS CANAL. The Desjardins Canal is 3.68 miles in length, and prolongs the navigation from Burlington Bay to the pleasantly situated Town of Dundas. It was originally commenced by Mr. Des Jardins, whose name it bears, and who obtained an Act of Incorporation in January, 1826, to construct a canal for sloops tlyough the marsh at the back of Burlington Heights, known as " Coote's Paradise." The depth of water proposed was eight feat, and the capital named at X10,000. The money was subscribed in the neighbourhood. The canal was opened on the 16th of August, 1837. It is 33 feet in width, and available for vessels drawing 9 feet of water, having cost $08,684. During its construction, 868,000 was advanced by the Government, bearing six per cent, interest. CANADIAN CANALS. 81 will ;hin ing nee ast The canal has not been profitably as an investment, and neither the interest nor ])rincipal of the loan has been paid. In 1840, the directors, in a memorial to the Licnt.-Governor of Upper Canada, proposed to surrender the property to the Government; the offer was repeated after the Union to Lord Sydenham, but without success. The present entrance to the canal was excavated by the Great "Western Railway Company in 1853 ; a fruitless attempt having been made to obtain a foundation ior a bridge in the natural ravine through which in former days Dundas was reached. No alternative presented itself, but to thi'ow an embankment across the opening, an operation by which the canal was closed ; consequertly it was incum- bent upon the railway to effect a new approach. The canal is still used for the transmission of lumber and freight. Its receipts are suflBcient to keep it in repair. Since the construction of railways, steamboat communication with Dundas, except as an occasional excursion, has ceased. THE GRAND RIVEU. To overcome the falls, and to make the Grand River navigable to the Town of Brantford, a series ot improve- ments were constructed by a company, in which the Six- Nation Indians invested the sum of £38,000, and to which the Municipality ot Brantford advanced a considerable sum on loan. Locks were constructed at eight different points, the first of which in ascending the river is at Indiana, where there is a fall of 8 ft. ; the second is at Vork, where there is a fall of 5 ft. 9 in. " Sims' " Lock, or number three, is one mile and a half farther up, where there is 8 ft. G in. fall. Locks are constructed at Seneca, with 5 ft. 9 in. fall ; at Caledonia, witii T ft. ii> fall ; whence there is a slack water navigation for 25 miles, to within 2f miles of 82 CANADIAN CANALS. Brantford, where there are three locks, having a lift of 11 ft., being 146 ft. 6 in. long, and 32 ft. wide. Vessels accordingly can reach Branttord. The lower locks are 116 X 32 ft. Before railways were in operation, a large amount of freight was carried through this canal to Buffalo and Saint Catharines by the "Welland Canal. The trade is now almost exclusively restricted to the transportation of heavy and bulky articles such as coal, lumber, salt and gypsum, in scows of limited capacity, on account of the low water in the canal navigation of the river. The lower waters of the Grand Eiver connect with the Welland Canal by the Dunville feeder. The Municipality of Brantford has foreclosed its loan, and holds possession of the entire works. The management is now in the hands of a Receiver, appointed by the Court of Chancery . The receipts from lease of water-power amounts annually to a considerable sum, and with judicious manage- ment, might be largely increased. These works have no connection with the subject of these pages ; but mention of them is necessary for the purposes of description, and to shew by their character and extent, the light in which they must be regarded in any extended scheme of Provincial improvement. CHAPTER III. PROJECTP]D WORKS. From the constructed Canals we turn to those ])rojects which are advocated as'essential iraproveinents, and which have been brought pointedly before the ])ublic. OTTAWA. AND FRENCH RIVER NAVIGATION. The lirst in magnitude is the Ottawa Canal, which was made known in 1858, by the full and carefully written re- port of Mr. Walter Shanly. It is proposed to pass from Lake Huron up the French River to Lake Nippissingue ; to construct a Canal across the water-shed of the Saint Lawrence and Ottawa into Trout Lake, at the head of the Matawan (a tributary of the Ottawa), and to follow that stream to the junction of the two rivers ; then to turn into the Ottawa, and to follow its course to the Island of Montreal. Tlie supply was proposed •to be taken from Lake Nippissingue, raised by dams to the height of Trout Lake, 23 feet higher than its natural level, " at once in- *' creasing the storage capacity ot the summit from twelve " to upwards of three hundred square miles." The rapids on the route Mr. Shanly proposed to throw back by dams, in the mode pursued on the Rideau Canal, introducing locks where necessary to overcome the difference of level of these artificial reaches. The French River, like the tributaries of the Ottawa and that river itself, is not navigable, owing to the various rapids which intervene. These various impedi- ments would be removed by eight dams and one mile of canal navi<.>atiun. The number of locks would be eight, overcoming Gl feet. Lake Nippissingue, it is estimated, 84 CAIIADIAN CANALS. would need three dams. To pass the summit would require a canal of five miles, with a maximum cut of 30 feet through jLi^ranite rock, overcoming 10 feet of a lift by two locks, the summit level being 83 feet above Lake Huron, in a dis- tance of 85 miles. Descending the Matawan, the distance, 40.42 miles in length, would consist of 30.66 miles by river and 9.76 miles ])y canal. 170 feet of descent Would be overcome by 18 locks, and 13 dams would be necessary to control and assure the navigation. Descending the Ottawa to the City of Ottawa, we have a distance of 195 miles, of which only 22 miles are canal navigation. The descent is 376 feet to the basin from whence ascend the tier of locks to the Rideau Canal. Mr. Shanly's estimate of the work is $24,000,000. He does not " venture to calculate on more than 180 days' navigation," considering Sunday a dies non. Adding one-sixth to his figures, will give 210 days, which may be considered as from 15 to 20 days less than the navigation on the Saint l..awrence route. From Ottawa to the Lachine Canal a long series of works and improvements ^^ill be required. The present Grenville and Carillon Canals being quite valueless for the upper limit of navigation, improvements will be necessary in both the Ottawa and Saint Lawrence. The geographical situation of this navigatioi can only have in view the trade of Lake Michigan, for from the lakes east of these waters the nearest route is by the Saint Law. rence, hence the comparison is narrowed to the distance between Chicago and Montreal. It is as follows : By the Welland and Saint Lawrence Canals, the distance is 1,348 miles By the Ottawa route 980 ♦• Tlierefore by the Saint Lawrence there is an | 0^.0 44 excessof \ '^^^ CANADIAN OANALS. 85 And npon this, it is eetimated that the time taken on the former route would be 196 hours ; on the latter, 152 hours. So, that with these two parallel lines oi navigation, the gain to a vessel, by the most favorable calculation, would be 44 hours in proceeding from Chicago to Montreal by the Ottawa; and that for purposes of Canadian navigation the Canal is utterly unnecessary. Mr. Shanly estimates the reduction of the cost of transport per ton at 37 cents. He avoids all the Saint Lawrence Canals except the Lachine. It may, however, be said, that in descending the Saint Lawrence, a vessel taking the upper and Longue Sault rapids would save some hours. Some oven assert, that the lake and river trips would be made in about the same time as that estimated by the prop"»sed Ottawa navigation ; for the average speed of a vessel, taking the river may be con- sidered at 9 miles an hour, which will give 1 50 hours for the 1,348 miles ; adding 15 hours additional for passing through the Welland and 10 hours for the Beauharnois and Lachine Canals, we have a total of 175 hours; that is, supposing the Welland to be enlarged. But should any improvement to the Upper Kapids be unattainable, twelve additional hours must be added for the Williamsburg and Cornwall Canals, which will increase the time to 187 hours. Against this time there is the estimated period of 152 hours by the Ottawa route. But it must be borne in mind that the former is a known practicable route, while the latter is still a theoretical deduction, without allowance for con- tingencies or impediments. Mr.Shanly's report is simply an examination of the route, and an inquiry as to the possibility of forming an artificial system of navigation. He does not argue that the policy of developing it, is pre-eminent. He merely sets forth the scheme in a tangible recognizable shape. ■ In this respect the duty of an engineer is frequently misunderstood, and the Iftct, that a man of ability and character has been deputed Q 8G CANADIAN CANALS. to survey and report upon a project, is accepted by many as a Ibregonc concluBioii, that he is hereafter to be its strenuous and unllinching advocate, under all circumstaucca. This idea creates wrong impressions, and leads to nnch mischievous error. An engineer is not a special pleader, with evidence phiced in his hands, to be nrged to the detriment of other and more legitimate undertakings. lie is not called upon to make comparisons. lie has to confine himself to the problem which professionally he has to examine. His duties are positive; and accordingly he does not consider the negative side, unless distinctly instrucied to do so. IJis main incj^uiry is to determine whether the project be feasible ; and if so, what it will cost. He has then to take into ac- coiml what results will be attained, and how they may be attained. But it does not follow because he goes thus far, that he becomes an advocate for the necessity of the under- taking. What he should do, is simply to show the strong side of the proposed work, without any exaggeration : and when this information is put in such a form tliat it can be considered, the results can be approximated. It is just in the nice perception ot the possible effects of a conmiercial line of policy, that the capacity of men appears. The statesman, considers with calmness, the price at which they may be purchased, what interests they subserve and what they destroy, and the extent to which they operate on the whole community. The politician has just the one thought ; what he, or his clique.^ or his party may gain by them. Mr. Shanly has gathered together the facts, and pre- sents them in a reliable torm. He shows us what can be effected and how much money it will cost. He does not, however, say that the future of the Province is merged in this one enterprise, and that it would be justifiable policy to leave Western Canada as it is, oi rather to divert trade from it. He does not consider ^he present Saint Lawrence C h( hi CANADIAN CANALS. 87 Canals to bo ample and suflicient, and does not ignore the necessity of deepening them. It is somewhat hard to see how the cost of transport by the Ottawa will bo less than by the existing route. It' tolls bo aflected at all by outlay, (as a rule they are a matter of expediency,) the tolls of the Ottawa route would bo lully as high as those of the Saint Lawrence Canals, even when imi)roved ; for, it is considered that twelve millions would effect all the changes which the most unflinching advocate of the advantages of the lakes and river would exact. This sum, added to the thir- teen millions, the cost of the Welland and Saint Lawrence Canals, would be the outlay for the Ottawa route, and accordingly it should exact about the same tolls. Why, then, should we undergo this expense merely to form a parallel route to the Saint Lawrence, with the same rate of tolls, possessing, as a theory, just 24 to 44 hours of advantage in time, that is to say, without making allowance for any contingency of delay ? Really nothing more than this is promised. The argument that lumber would find an in- creased market cannot be seriously advanced, for rafts have descended to Quebec, and will still descend there, be the navigation natural or artificial. The plea that settle- ment would follow in the train of the work, specious enough in itself, is a very doubtful prophecy. For the whole line of navigation would simply be a highway, through which a passage would be efiected as rapidly as possible. Indeed, its very excellence is advanced on the saving of time it would eftect. But, ®n the other hand, so large an expenditure would be urged as an argument against any improvement in the Saint Lawrence ; or even if not so urged, would make it impossible. An increase of the debt of the Province of one-third must interfere to prevent any fresh works from being undertaken, even supposing that men were to be found to advance the money. To pay the interest and <^ /a 01 m ^># ^v^^ M/^J^ S .V v> y s IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I if 1^ IIM IIIIIM IM 1.8 Photographic Sciences Corporation i.25 1.4 1.6 ^ 6" - ► ^■^ \ #> N> % V > o^ 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 ^*-?^4.? 88 CANADIAN CANAL9. tlie cost of management and repairs of the Frencli River and Ottawa route, would demand little short of an annual revenue of one million and three-quarters of dollars. Where would it come from ? The Saint Lawrence Canals will })robably give, in 1864, $300,000 gross revenue. The Ottawa Canal offers no one ground to hope for an increase of trathc from fresh channels of trade, because it does not contemplate more than the delivery of freights at Montreal. At this moment, the drawback in the Saint Lawrence route, which virtually destroys its importance, only appears at the foot of the Canals. It is well known that while the present relations in trade prevail, ocean freights from Mon- treal will continue high; and this difficulty, without a radical alteration in the whole character of the Western commerce, is insurmountable. The weak point in the Ottawa project is, that it neither considers the fact, nor in any way creates the remedy. Were it carried out, if the theory of its excellence be correct, it would injuriously affect many interests of Western Canada, without one compensating benefit, or one single national advantage. In March, 1860, a report was made on the same subject by Mr. Thomas C. Clarke. He estimated the distance from the embouchure of the Lachine Canal to Lake Huron at 422.26 miles, and the cost of completing a navigation to the same extent as that named by Mr. Shanly at $12,057,680 ; exclusive of additions to the Lachine Canal, and the improvement of Lake Saint Louis. Mr. Clarke limited his canal navigation to 20.82 miles, thus making liis river and lake navigation 401.44 miles. The number of locks he named at 64, and the lockage at 665.70 feet ; and of the whole distance he considered that 351.81 miles were already a good natural navigation, and require no im- provement. The discrepancy between the estimates of the two plans is partially explained by the different modes of construction rec( cftei CANADUN CANALS. 89 recommended. Mr. Clarke resorts to dams to a much greater extent than Mr. Shanly, who holds that it is pre- ferable to cut out canals at the side of rapids, to raising by artificial structures, the levels of large rivers, such as the Ottawa. Mr. Clarke resorts to dams in all cases ; Mr. Shanly, never without reluctance. There is also some difference in the estimate for taking out the hard gneissoid rock of this i-egion ; Mr. Clarke estimating it at $2, Mr. Shanly holding, after much experience in this kind of work, that it can not be taken out under $4 a yard. Mr. Clarke took no account of the Lachine Canal, which must be en- larged to the dimensions of the rest of the route ; and he made no provision for any improvement of the entrance to the Georgian Bay, which can only be effected at considerable outlay. But making the due allowance suggested by this explanation, there is still a considerable difference of opinion as to the ultimate cost, which is not accounted for.< Mr. Clarke, in round figures, considers the cost of the work at exactly half the amount of Mr. Shanly. Tlie latter thinks that twenty-nine miles of canal navigation are necessary; the former, twenty-one. It is thought that Mr. Shanly, on re- examining the work, would rather add to, than diminish his mileage of canals : for his report is more the account of an exploration, than of a finally arranged plan, where everything was calculated and determined. Mr. Shanly has been a (juarter of a century before the public, actively engaged in his profession, and has deservedly a high reputation ; and those who know him have difficulty in believing that his calculations would be above the requirement. To pronounce an opinion of the accuracy on either side, without a careful survey and examination of the whole route is, however, impossible. All that can be stated liere is, that the differ- ence of the estimated cost exists to the above extent. The Committee of the Montreal Board of Trade, have en- deavoreci to modify the difference, and Mr. Shanly has been 90 CANADIAN CANALS. asked to consider if the cost can be lessened. The difficulty has been met by a proposal to reduce the main channel of navigation to 8 feet: and with the view of deepening it here- after to 10 feet, the size of the lock originally designed it* to be maintained (250 feet by 50 feet with 10 feet on the sills.) This alteration will bring down the outlay to $16,000,000 : and if the locks themselves be reduced to 160 feet x 33 feet with 8 feet of Avater, the cost may be named at $14,000,000. The intent of the project as set forth by the Montreal Board of Trade, is plainly to create a rival to the Saint Lawrence route, '* to obtain the largest desirable carrying capacity for river and canal craft." Kevertheless, the claim is advanced that a project of so great magnitude, and aiming at such broad results should be undertaken as a provincial work : and a provincial guarantee of the interest of the cost, is suggested as the measure which would ensure its comple- tion. In Western Canada, with our canals neglected, we can only recognise in the project a continuance of the policy which we desire to reverse. The Ottawa route will not enlarge the commercial relations of the Province as a whole, and is injurious to the west. It can be regarded in no other light than as a local improvement, and must give way to the adoption of the true provincial policy of making the Saint Lawrence navigable for ocean-going vessels. at CO w tl THE CHATS CANAL. Westward ffrom Ottawa, the rapids have a descent of six miles, and at their head the small town of Aylmer is situated. A navigation of 25 miles ensues in the Chaudicre Lake, or as it is otherwise called the Lac des Chenes, where tlie Chats Kapids intervene to separate it from the Chats Lake, on which a navigation of 20 miles is obtained. It was CANADIAN CAnALS. 01 fcillty lel of |here- is to leills.) loOO : feet f,000. itreal 5aint at the last named spot tliat $373,101.98 was expended in the commencement of a canal to join the two reaches of water, with locks 200 feet long by 45 feet wide. The reasons given for undertaking this work are utterly insufficient. The plea that the country on both sides of the river was becoming settled, and that the trade u])on these two lakes had " correspondingly increased" are no arguments that the ordinary dictates of prudence should be rejected. But the reality is, that so far as population is considered, the country is very thinly inhabited, and the work is at least a * quarter of a century beforo its time, bearing in view, the state of the Provincial Exchequer, and the many calls upon it. /The condition of the Ottawa navigation can be con- sidered in no other light than as a whole ; and to depart from this princijile is to seek difficulty. The limit of the Grenville and Carillon Canals has been stated. But independently of the expenditure to enlarge their capacity, the Chau- diere Falls, at Ottawa, with 63 feet of lockage, including the upper rapids, had to be considered. Until these interrup- tions were overcome, the Chats Canal merely established a connection between the two lakes, and gave fifty miles of navigation which led nowhere : a mere insignificant part of the whole river, bounded to the east and west by a broken imperfect navigation. There is an argument with regard to improvements of this character, which is always advanced by their supporters, who, as a rule, are generally those who are to derive benefit from them. It is that an improvement must be begun somewhere, and it is as well commenced at the particular point as anywhere else ; and that to take it away from the natural point of departure is a guarantee that the remaining work will be carried out, for without further development, the particular structures will be valueless. This argument, in full, was adoj^ted with regard to this canal. It was commenced in defiance of good judgment and right, owing 02 (CANADIAN CANALS. it is said to tliu pressure put upon the Executive of the day by the nieinl)C('8 of the District, who bartered their support for the coninicnceuient of this ill-judged project. But it was never completed. The contract was given out, at prices wholly inadequate, and as the contractor notified the gov- ernment that unless an advance was made upon the prices lie could not proceed, the contract was amended, and the various classes ot work were measured and estimated. The demand of the contractor was $367,161.40; the government engineer estimating the work at $274,108.63. The matter v/as reterred to Mr. Killalv then assistant commissioner, who gave his opinion that $342,647.12 was a reasonable settle- ment. Mr. Shanly subsequently entered into the question and named $328,802.52 as the amount of work performed, no allowance having been made for plant. The works remain suspended until the project of the Ottawa navigation be decided upon. THE WELLAND BRANCH TO THE TOWN OF NIAGARA. THE LATERAL CUT. This is one of the schemes which has found favor with the politicians of the district, locally interested ; but it must be summarily rejected by the public writer who examines improvements by the degree in which the whole Province will be effected by them, by the additions such works may make to the revenue, and by the influence they will have upon trade. The construction of this branch would only have the effect of diverting some of the traffic which is taken by Port Dalhousie, but it would not add to the total amount passing between the Lakes. The benefit would be purely local, and the project can in no way be identified with the general system of navigation. Wo are made CANADIAN CANALB. 93 {icquainted with tlie proposed roufo l»y Mr. Walter Hlianly, who was directed by the Town Council of N ia<]jai'a to examine tlie feasibility of tlie project, in 1854 ; liis Report is pub- lished in the Public Works Report for IS5(>. Mr. Slianly premises in describing it, tliat it should be the first step in a great ship canal, connecting Ontario with the upper Lakes, and he lays some stress on the advantage Niagara enjoys, in possessing a harbour of great space and ample depth of water, open the year round, demanding no out- lay for construction or maintenance, and entitled to the preference over any artiticial haven. *• That in the north- •' easterly gales which sweep the Lake for days, and sonie- "times for weeks together every spring and autumn, as well " as in the north-westerly and south-easterly blows which, " though of short duration, are violent while they last, the "• mouth of tlie river stands unequalled as a harbor of refuge," adding that in south-westerly winds vessels have some difficulty in beating in, wind and current being both unfavorable. Mr. Shanly's line runs from a small bay near the dock- yard, and close to the north side of Fort George to Lock No. 25, above the Village of Thorold, the distance being 12^ miles, lO of which are in a perfectly straight line, the mountain being ascended in the remaining distance by four curves. The cost is estimated at $4,000,000. The distance from Thorold to Port Dalhousie, on the pre- sent Welland Canal, is about eight miles ; therefore the " lateral cut" would prolong the canal navigation four miles, and would leave the condition and limit of the lake propeller precisely where it is ;,wliereas the money expended on it would effect a complete enlargement of the whole Canal or at least very nearly so. Even if the St. Lawrence locks were not enlarged, this improvement would at once be sensibly felt, for the steamers and propellers which pass from Hamilton and Toronto could proceed to the Upper 94 CANADIAN CANALS. LiikeK ; und were the latter given the foot of extra naviga- tion wliicli the Welland now possesses, very important changes wonkl result. It is very evident that the " Lateral Cut" can only be classed as a local effort to obtain trade at the cost of the Province; and in common with schemes of its character, it depresses by dissipating the public attention. Yet notwith- standing the purely municipal character of the survey, and that Mr. Shanly in theopeningsentenceof his Report, states he was professionally engaged by the Town of Niagara, and it is addressed to "*J. Simpson, Esquire, Mayor," the ex- pense was subsequently thrown upon the Province. In the Public Accounts, 1856, the item appears as a " Survey of '•the proposed line of Canal to extend the capabilities of the Welland Canal," which really is a misrepresentation, and gives an entirely false idea of the work performed. Probably no one who has seen the item, even fancied that the amount expended was for the Survey of the Lateral Cut in 1854. It is impossible to adduce one principle of right or justice to explain such a charge having been made on the Public chest ; it is to be hoped that the proceeding will not be considered a precedent to follow in analagous cases, for it is utterly indetensible. TORONTO AND GEORGIAN BAY CANAL. Of late years a connection by canal between Georgian Bay (an inlet of Lake Huron) and Toronto, has been fre- quently advocated. At this moment it is prominently be- fore the public, and the propriety of its construction is forci- bly urged with something of an organization. Out of Toronto the main features are only generally known, and a certain extent of favor has been granted to it. When it is considered that the estimated cost is a little over twenty-two millions of CANADIAN CANALS. 95 iga- tant dollars, \vc may ho artsurcd that hoforc tlio woik in authori/ed a very stringent eiujuiry into Its necessity will be instituted. The estimated length is 100 miles. The course would run from the mouth of the liiver llumher, about live miles west of Toronto, and then ascend tliat river in a northerly direction to the level of Lake Sinice, 470 feet above Lake Ontario ; crossing by canal, the dividing ridge wliich separates it from^the Holland River, by which it would continue on the same level to the Lake. An open navigation of 28 miles would cross Lake Simcoe to Kempeufeldt Bay, near Barrie ; whence a communication would extend to the Nottawasaga River, by which it would descend to Lake Huron, 130 feet below Lake Simcoe. The size of the locks to be 2f)5 feet long, ,55 feet in width, and 12 feet lift. This width would allow two schooners of 400 tons each to pass through at the same time. It is now nearly twenty years since Mr. Kivas Tully'"' first made an exploration of the line of the proposed canal. On a second occasion, in 1851, he ran a line of levels to ascertain the elevation of the "Ridges" which form the water-shed between Lakes Simcoe and Ontario. Mr. Tully at once saw the difficulties to be encountered and the immense probable cost, and the subject was allowed to drop. Lately it has been revived, and its promoters urge, that the increase of the ])opulationof the AVestern Stales and the consequent advance in agricultui'al wealth and commercial enterprise, call for increased canal accommodation. That independently of the positive view of benefits obtained, the loss of life and pro- perty on the St. Clair Flats and Lake Erie, is so great, that a lai'ge expenditure would be warranted in order to insure the avoidance of such disasters. On the 14th of September, 1855, a Convention <.)f Delegates from the cities of Chicago, Milwaukie, Oswego, and Toronto, and the towns of Barrie * I have to thank Mr. Tully for many acts of assistance during the period I have been engaged on this book ; the more appreciated by mo, and the more graceful on his part, as he is aware that I do not entertain all bis opinions. 06 CANADIAN CANALS. jiiid Orilliii, met at Toronto, when the following resolution wjiH nnanirnoiiBly adopted : — '^ That the iinmciisn trade from tho North-Wost demands the iinmc- •lifvto construction of n Canal between the Upper Lakes and Lake Ontario, ofsuHicient capacity to ])asa vessels of one thousand tons burden from F000,000. CANADIAN CANALS. 07 In point of rGvcnno,itis estimated tlmt about 3,000,000 tons would pass tlirongli annually, whicli, at forty cents, would yield $1,200,000. All the advantaj^es claimed by this work have been fijivcn in full. Owing to the clear and satisfactory reports of Mr. Tully, criticism is by no means difHcnlt. lie jjliice.s tho subject in o fair liglit, without exaggeration, and his con- conclusions are in no way strained. There is rcjison to tliink that his figures may be accepted as a just and fair estiniat(>. He has in no way concealed the formidable character of the undertaking of crossing the ridge. The cutting* extends for ten miles averaging throughout 90 feet in dcptli. it gradually rises to a height of 200 feet on a base of this Jengtii, and the apex of the triangle in the section is towards l^ako Simcoe. Between Lakes Simcoe and Huron, the work extends six and a half miles with a cutting of 50 feet. IVlr. Tully has performed his difficult task with much profes- sional ability and in perfect good faith. Lake Simcoe, according to Mr. Tully,f is 130 feet above Lake Huron, and 475 above Lake Ontario. It is a large body of water, with many tributaries, and the question has not been raised that it would be insufficient for the supply. * There ia reasonable expectation that great as may bo the depth of excavation across the " Ridges," that there would not arise raoro than the usual impediraent3 and delays experienced in removing largo quantities of earth. The hoighth of land between the sources of the Holland and Ilumber, in tho Townships of King and Albion, trends generally in an east and west direction, and for the most part presents a similar surface character. According to Chapman, from tho sections which aro exposed at various points, it seems to consist of sand or gravel to the depth at least of 200 feet, filled with boulders of lime stone and gneissoid rock, many of which nro of large aite. This sand is interstratified with layers of comparative hard pan and with here and there beds of plastic clay. The latter is entirely of local occurrence ; Booordingly its presence at particular spots is more or less uncertain. It has been supposed that limestone rock runs through this section of the country. But thtit view has been clearly disproved ; the supposed strata of limestone being merely a few detached glacial boulders of immense size. {Caiiadiaii Jounud, HI., 'A:u .) Little diflBoulty would be experienced in the excavation, did not clay intervene. But should it present itself, nothing can be more treacherous. In many of the Pu^^t Tertiary deposits, we know from practical experience that clay is much mixed up in quick sands, as is seen in the excavation of the " Deep Cut" in the Welland. Eut in the locality in question, from the known character of the material, little theoretical danger firom slips is to bo apprehended. Should rock crop up, it would not be available for building purposes, as it would consist lit all probability of thin bedded or sfaaly sandstones of the Hudson River Qroup. t Vide note Erie Canal, chap. IV. 98 CANADIAN CANALR. The real ar and that the annual charge of interest is felt in every article they use, and in much that they eat. Such as these are loud in their approval of this proposed canal, as they would be of any other work. But a large expenditure can only be warranted by a thoughtful cousideration of its necessity. The one favorable result predicted by its supporters is the possible gain of some hours between Chicago and Oswego, which is denied by those who contend that the Welland Canal enlarged would achieve more satisfactory result;-. Thus this scheme is a matter quite per se, and in no way comes into the provincial improvement of deepening the 100 CANADIAN CANALS. whole chain of canals, and cannot for a moment be enter- tained nntil that work is thoroughly cftected.* THE GEORGIAN BAY CANAL m LAKES SCUGOG AND SIMCOE. Tlie first public notice of this project originated with the County Council of Ontario, in 1863, when Mr. T. C. *■ As in these pages I have no end in view but the establishment of truth, I insert the argument advanced by Mr. Tully, in vindication of the claim of the Toronto and Georgian Bay Canal. It does not meet the theory, that the Erie Carr.1 can bo enlarged only to a certain extent ; and it does not contemplate that sea-going vedsels by the enlargement ot the Canadian Canals could proceed to Boston, and thus do away at New York with the advantage it extends in the prices of ocean freights. I can- not but think that all the arguments of Mr. Tully distinctly establish that the project is purely one conceived to benefit Oswego, and in no way conducive to Canadian interests. Mr. Tully's momorrndum is as follow« : — " As I understand the matter, the question to bo answered is this : Will the en- " largoment cf the Welland and Saint Lawronoo Canals ensure the diversion of the " western trade from the Erie Canal to the Saint Lawrence i I think not, for the " followmg reasons. Judging by past experience it appears reasonable t > suppose " that tho bulk of the western trade having passed the St. Clair Rivor and reached " tho eastern end of Lake Erie, will find its way to New York by tho Erie Canal. " To compare distances, which is after all the most important consideration, apart " from the question of lockage, it will be found that New York is 68 miles nearer to '•' Buffalo than Quebec, •which is taken to J. represent tidewater, tho following figures " demonstrate the distances : " Buffalo to Troy by tho Erie Canal 350 miles. " Troy to New York by the Hudson River 150 " " Total 500 miles. « Buffalo or Port Colborne to Port Dalhousie 28 « " Port Dalhousie to Kingston 190 '< " Kingston to Montreal 170 " « Montreal to Quebec 180 « " Total r)68 miles. " At New York, tho produce of tho West has arrived at tho Atlantic Ocean, "whereas at Quebec the Lower St. Lawrence and the Gulf have to bo traversed " a distance of about 800 miles before tho Atlantic Ocean is reached. The distance " from Quebec to Liverpool is however, 478 miles shorter than from New York, the '' respective distances being 2002 miles, and 2980 miles. Deducting 68 miles from 478 " miles, the difference in distance from the eastern end of Lake Erie to Liverpool •< would be 410 miles ; but the high ocean freights consequent on the supposed dan- " gerous navigation of the Lower St. Lawrence, still concentrates the western trade " at New York, and as the St. Lawrence and tho Welland Canals have never b^en " filled to their utmost capacity, whilst the Erie Canal is crowded, even after the re- " cent enliivgement, the inference is, that tho enlarged Welland and St. Lawrence *' Canals would not divert the western trade : and should there be tho slightest proba- " bility of such a result, the State of Not York would immediately enlarge the Erie " Canal in tho same proportion, as a trado which annually requires the expenditure " of $50,000,000 to transport it from the west to the seaboard is worth keeping. " By the construction of the Georgian Bay Canal 428 miles additional would be " saved in distance besides the annual losses' on the St. Clair flats, which average " about one million of dollars. I consider these advantages would alone divert the " trade, which it is useless to expect can be accomplished under any other circum- ** stances." CANADIAN CANALS. 101 enler- MCOE. ith the T. C. a a Keefer was instructed to report on its advantages and prac- ticability. Mr. Keefer acted in compliance with his in- structions, but his report is unaccompanied by any estimate, so that a full comparison cannot be made between this and other proposed routes. In the following year, a Select Committee of Parliament was obtained to consider the pro- ject, of which strange to relate, it reported favorably ; and suggested, " that when Parliament determines upon an " expenditure of money for a more complete survey of a " route for a Canal between Georgian Bay and Lake Ontario, by the Simcoe Valley, the Scugog route should be preferred to any other for this purpose." The reasons for appointing the Committee are concisely set forth, to the effect that there are four competing routes for a Canal from Lake Huron. 1st. By Lake Scugog, through the County of Ontario. The cost not estimated. 2nd. By the valleys of the Holland and Humber rivers, estimated by Mr. TuUy at ^22,170,750. 3rd. By the Trent Kiver, the cost of which will probably be quite as much. 4th. The project of con- necting Lake Huron with Montreal, via Lake Nipissingue and the Ottawa Kiver, estimated by Mr. Shanly, for a ten feet navigation, at $24,000,000. It has been proposed, also, to enlarge the locks of the Welland Canal. Each of these schemes claims its peculiar advantages; but the leading object of them all is to attract to Canadian channels the products of the Western States destined for the Eastern sea-board. Of the three Lake Simcoe routes, that of the Trent is in* ferior to the other two. It would give a length of naviga- tion between Lake Huron and Lake Ontario of 200 miles ; whereas the distance by the Humber route is estimated by Mr. Tully at 100 miles. According to Mr. Keefer's plan, it is proposed to take the waters of Balsam Lake, 590 feet higher than Lake Ontario, as the summit level, making the total lockage H 102 OANiDlAN 0ANAL8. 8^0 feet, being 500 feet in excess of the lockage of the Welland Canal, and 230teet in excess of the Humber route. The length would be about 100 miles, and the cost about $22,000,000. It is difficult to understand the hasty vote of the Com- inittee, as the evidence in no way warrants the conclusion ; and public attention should be directed to the proceedings of the Legislature, so that no survey of the route at public expense, is allowed to creep into the estimates. The whole question of the communication from Lake Ontario to Geor- gian Bay requires to be settled, as an abstract matter of principle. The superiority which any project may claim is, for the time being, purely a local question, and must be tested at the expense of the municipality or of parties interested. In no way can the cost be recognised as a legiti- mate expenditure of public money. PROPOSED CANAL BY THE RIVER TRENT. Before the Union, when Sir John Colborne was Lieut.- Governor, a large sum of money was expended on the Kiver Trent. Locks 135 feet long, 33 feet wide, and 5 feet deep, with the accompanying dams, to obtain reaches of navigation, were built between Rice Lake and the Bay of Quinte ; also at Peterboro', Bubcaygeon, and Lindsay. Until the introduction of railways, small steamers plied bi - tween Gore's Landing, on Rice Lake, and Peterboro'. The steamer " Ogemah" still continues tri-weekly trips between Chemung Lake and Fenelou Falls, connecting with the Port Hope and Lindsay Railway at Lindsay, and by stage a distance of six miles, with Peterboro'. Further expenditure on this route was stopped in 1841, on the ground that the line of communication from the Bay of Quinte to Nottawasaga Bay required 820 feet of lockage, CANADUN CANALS. 103 and that the depth of five feet of water through a seriea ot lakes and currents, in a route extremely circuitous, was unsuited as a line, by which the produce of the Western States could be sent down to tide-water. The River Trent, below Peterboro', is now used as the means of conveying rafts of timber from the lakes in the rear of Peterboro' to the Bay of Quinte ; and the Board of Works, excepting the lock at Bobcaygeon, maintain only some timber slides and dams on the river for that purpose. In 1863, the member for Peterboro' succeeded in obtaining a Select Committee to inquire into the advantages of this route as a means of communication between Lakes Huron and On- tario. The Committee did not report during that session ; but although in 1864, the enquiry was renewed, the result has not been made public. There cannot be any doubt, however, that the decision of 1841 will be affirmed. The same objec Liens «xist now which were ably urged by Mr. Killaly at that time, and we owe it to him that no more money has been wasted on this ill advised scheme. There is a schedule in the Public Works Reports which, in any other publication, might be ranked among the foGeticB of the hour. But grave documents are not appropriate for the exhibition of humor. It is however difficult to consider in a serious light a schedule setting forth " Public Works " incomplete and as yet unproductive, but on which tolls " are to be levied as soon as they are available." Under this head the Scugog inland navigation, is included at a cost of $484,123 61. It may even be regarded as a matter of good fortune that this sum is not twenty times what it is. It was estimated, that in order to complete the works to the extent originally proposed, two millions and a half dollars would be necessary ; but it was considered that the amount was understated, and that at least a million dollars more would be required. It is impossible to explain how such works were originally authorised. For after proceeding 104 CANADIAN CANALS. i. I upwards of 80 miles through this tortuous and in9nfficieTit navigation, the vessel would have been in Eice Lake just 10 miles from Lake Ontario. But the principle on which improvements should be conducted is so little known, and the rapacity of constituencies and politicians so great, that the absurdity of a project is not the least bur to its being entertained. THE CAUGHNAWAGA CANAL. This scheme from being identified to some extent with the Chambly Canal, has already been fully described under that head.* Further examination of it is not neces- sary here. Tliese various projects have been placed side by side, so that we can judge of their several characteristics. Dispas- sionate criticism cannot assign to any of them a place in a well considered Provincial policy. There is not one which can command more than local support, for there is not one which if consummated, will have any extended influence on the trade of the Province, and with one exception, they may be dismissed as having failed to impress public opinion. f * Ante p. 22. t It would seem that there is another line to be added to the rival claimants for the Oswego trade. I adduce the authority of the Hamilton Spectator. The remarks which affirm this view, form one of the leading articles, (23rd February, 1865.) They are opportune to show to what extent zoal can put out of view almost insuperable difficulties. The direction of the route alluded to, would cross some of the highest land in Western Canada. " This periodical discussion of the Georgian Bay Canal, however, indicates the " longing which many cherish for a proper outlet from the Great West. The move is "ri^ht in so far as it shows restlessness for want of this outlet, and the only mistake <' is in fixing upon the particular route. The Georgian Bay is frozen up for too great *' a portion of the year, to warrant the expenditure requisite to construct a canal from ** it to Lake Ontario. This is a fatal objection, and one which no amount of money "can do away with. Besides this, there will be, at least, twenty-five millions of cubic " yards to be excavated, much of it solid rock. It is true, the force of money could « overcome this difficulty, and were it not for the first named objection, it might be *' worth the while going into the scheme. This feeling in favor of a canal connection " with the West has pointed to three other routes — we Ottawa and Georgian Bay, the « Trent Valley, and tho Hamilton and Godericb. What we have stated ng a fatal u I OAMADUN CA^ALS. 105 That exception is the Ottawa Eoute, supported by the wealth of Montreal, and from the influence and high per - sonal character of i^s. advocates, almost certain to obtain universal favor in Eastern Canada. Without doubt, it will be brought before Parliament, with a demand for assistance. It must be opposed by "Western Canada without compromise,"*^ as secondary to the necessity of extending the navigation of the Saint Lawrence. Latterly it has been advocated under what are termed its military aspects. The argu- ments advanced to sustain this view, are as fallacious as the complaint uttered at the Chicago Convention of the defence- less condition of the Lake Erie cities.f Should war ever << .( a it <( i( t( « objection to tho Toronto and Georgian Bay route applies equally to the Ottawa and the Trent Valley routes, and we need not, therefore, further allude to them. " As to the construction of a canal between Hamilton and Goderich, or more properly speaking, between Hamilton and Bayfield, lor that is the true line, we believe it is only a question of time. Nature points it out as the most feasible and the most likely to be serviceable. There is not so much or so difficult excava* tion to be done, and there would be about three months longer open navigation than by Georgian Bay. Tho deepest channel of Lake Huron runs along the Canadian side. This would secure water of a higher temperature for the canal ; besides which, it would be fed all winter long by running streams in tho counties of Huron, Perth and Oxford. Why do not our canal friends turn their attention to this route ( They should do so, unless they are intent upon a purely selfish scheme, one, namely, which is to benefit Toronto. The true Canadian outlet for the products and the trado of the Western States, the Lake Superior region, and tho North- West or Hudson's Bay Territory, is by the course we have pointed out, and we hope that such a truly national project will receive that attention which it deserves from the Confederate Government of tho British American Provinces ." * I pen this sentence knowing well that the Montreal supporters of the Ottawa Route, are men estimable in all the relations of life, with many of whom I have held friendly relations for years, and whom I continue sincerely to respect. The high standing of these gentlemen, and their admitted capacity, furnish tho greater reason for Western Canada to oppose this project ; for if legislation in its favor can by any means be effected, that success will be attained by the present advocates of the Ottawa route, who deservedly possess great infiucnoe. " t Looking at the map of the Province, the most casual observer must be struck "•' by the straight line of water connecting Montreal with Lake Huron by the Ottawa *' and French Rivers and Lake Nipissing, and conclude at once that this is tho natural " line of communication between the sea and the lakes. Were it unobstructed, there '' would bo no question of it, and the greater part of the produce of tho magnificent " grain-bearing States would be conveyed by it ; whilst as a line of communication in " war time its distance from the enemy's frontier ; its directness, the beautiful position " of Lake Nipissing at the Western end, forming a site for a dockyard, and of Ottawa " City as the future capital of Canada as a central arsenal, commend this route " strongly to the notice of the military observer. * * * Were this canal in exis- " tence, gun vessels could sail from England direct into Lake Huron, and thence they 'f might operate on Lake Michigan, gaining access through the Straits at Mackinaw. " Small ironclads could run the gauntlet down the St. Clair and Detroit Rivers into "Lake Erie, or, diverging from Ottawa Ci«y, might penetrate Lake Ontario at " Kingston and the Rideau Canal. Mackinaw would thus become comparatively J 06 CANADIAN CANALS. occur betwoeii England and the United States, and Canada be made the battle-ground, we may expect that on both sides the canals would soon be rendered useless. In the American) we would find both a shrewd and an enterprising foe. If the Ottawa Canal were completed, one of the first efforts made, would be lo master the guard left to protect the entrance at Georgian Bay, the attack being regulated according to the contemplated resistance ; and the dams and locks would be destroyed in a few hours. The incidental use of the military argument is to give importance to this route, the true value of which is commercial. There is only one line of policy to be adopted with regard to the canals ; a policy not simply beneficial to Western Canada, but one which will advance the well being of the whole country. At this moment we have no one generally accepted view with regard to the future. We see district struggling against district ; the east endeavoring to obtain a monopoly of advantages ; the west sensible of an inferiority, and taking no steps to remove it. There is no Provincial « useless to the Americans, and Lake Michigan would be sealed by a British blook* *' ading squadron. AU that would be required would be a good harbor at the mouth " of the French River, Ottawa City to be properly fortified, Toronto, Hamilton and *' Kingston on Lake Ontario ; Port Stanley, on Lake Erie ; Ooderioh andCollingwood « on Lake Huron as coaling depots, and to be fortified in the same way m commercial *' harbours in Great Britain. Indeed with this canal we should be no longer appre- " hensive about the defence of the Western Peninsula, protected as it would be on its " flanks by the fleets. The only dangerous portion would be the Niagara frontier. ** There, as in times past, we should be obliged to fight our land battles, and to '* maintain a strong land force. Until this canal is made, British supremacy on the " sea is, therefore, virtually useless ba far as Canada is concerned. Destroy a look on *' the Beauhamois Canal, another on the Welland, and Canada would be exposed to *' an irruption of Americans, only surpassed by that of the Huns and Qoths on the ** Lower Empire, and Canada would be powerless to cope with them on the lakes. << While, therefore, we engage in a profitable commercial project we strengthen our " position for a time of war and render available for other purposes armies which would " be required to protect the present exposed canals. * * * The most feasible " way of getting the British navy into the lakes would be to bring them from England " to ifontreal, there lighten them to 6 feet water, to enable them to pass throngo the *' canal to Lake Nipissmg. There they might be equipped and sent down the French " River ready for service."— Jlfow/rca/ Gazette, 14tA March, 1885. Mutatis Tnutandis, this is precisely the language held at the Convention, when the enlargement of the Erie Canal, at the expense of the general government, to pass gunboats for the defence of the cities of the western laketf, was advocated by the N ew York delegates. The motive of the declamation in both oases may be considered identical ; the desire to sustain a purely commercial project, even if such ad cap' tandum arguments revivify national prejudice and jealousy. CANADIAN CANALS. 107 policy, which without advocacy of local interests, would have in view the development of the material prosperity of the whole, and at the same time an increase of the revenue of the public works. Our course of action is suggested by the magnitu !e of the trade of the Western States, which if turned into its natural outlet, the Saint Lawrence would lead to the important results all yearn to effect. We can gain this trade, if we improve the Saint Lawrence and deepen the canals to 15 ft., and construct a chain of locks 250 ft. by 45 ft. wide. Here is the true policy for us to pursue. If we fail to follow it, we neglect every advantage, geographical and commercial which we possess ; we shall continue unchanged, and remain discontented and impover- ished. If we develop it with ordinary skill and energy, we may hope for better days, for competence, prosperity and contentment. CHAPTER \V. THE EKIE CANAL. So much mention has been mado of the Erie Canal, that a description of it to some extent is indispensable. The importance of that work, the great part it has acted in the settlement of the Lake States, and the position which it occupies in relation to the Canadian Canals, in the competi- tion for the carrying trade of the Korth-West, suggest the enquiry, if it has reached its maximum development, and if the accommodation it extends can be increased. It is not to be expected that a diversion of the trade from the Hudson would be effected without great eftort on the part of New York to retain it ; and such effort would take the form of increasing the Erie Canal, if possible so to do. No expense would be spared to create a channel for commerce, which should extend every requirement sought for ; and which by the advantages it possessed, would have the effect of prevent- ing that commerce from seeking other favorable routes. Means such as these, alone can control the relations of trade. Repressive laws to some extent may act as a restraint ; but under their operation, enterprise withers, and the desired end is still remote and unpossessed. Only by freedom of action, and by wise and considerate a laptation of means to an end, can we attain great results. The one course open to Kew York to draw within the State the trade of the West, and to enjoy the manifold benefits which are blend:d with it, is to create a route to the sea, as a whole without a rival, and which it would be matter of necessity, for it would be a matter of interest to ])nrsne. There is no such thing as nationality in trade. Produce from the West will seek the East by the most profitable route ; and there is no I! CANADIAN CANALB. 109 legislation which can interfere with the Saint Lawrence, bo long as it is free to the flags of all nations, and at the same time offers the greatest inducements for freight to follow it. The Canal System of New York is wonderful in extent ; a description of it, is a history in itself. The relations of the West however, are confined to the Eric Canal, and the Oswego Branch ; and it is on their efficiency as channels for produce, that the cost of transport depends. It is noto- rious thai their present dimensions are unequal to the trade ; and propositions have been put forward to increase the size ot the locks, in order to admit vessels of greater tonnage, and by these means reduce the cost of freight, and lessen the period of navigation. It is to be anticipated that many projects perfectly imprac- ticable* will be advocated ; and a general principle may be * It is the importance of a work, which gives rise to any extravagance that may be expressed in relation to it. Few examples of wilder speculation exist, than with regard to the well known project of the Panama Canal, to connect the Atlantic and Pacific oceans. Having passed some months of my life in the mountains of New (Iranada when the project was under discussion, in common with everybody then there, I paid some attention to it. We all used to wonder how the Cordilleras would be cut through. One theory which was very freely advocated was, that as the tide rose at Manzanilla and at Chagres on the Atlantic three feet, and as the rise at the Pacific was eighteen, a cut adapted to the Pacific level, would furnish all the water necessary. Without an immense reservoir, even had the scheme been practicable, the supply would not have lasted an hour. Another serious proposition was to tunnel through the mountains. The only suggestion worthy of consideration Avas made by Colonel Totten ; and it was to take the Chagres River at a high level as a summit, turning in its tributaries as accessory feeders, and to lock down to both oceans. This river at Cruces runs in the centre of the Isthmus, but the dividing ridge at the sources of its tributary the Obispo is much nearer the Pacific. From my recollection of the country the work would be very heavy. There is no doubt that a frtain naviga- tion in this way could be obtained, but at very considerable cost. It is a question, however, if a sufficient supply of water, for vessels of even moderate tonnage could be counted upon in the dry season. The Obispo was quite dry, at this period of the year, which I cannot call summer, for summer was perpetual. The Panama trail crossed it, when free from water ; and on more than one occasion California emigrants were swept awajr, and drowned by freshets. These rushes of water come with such rapidity that it is impossible to avoid them ; and the dry beds of rivers in an incredibly short space of time become the depositaries of wide and deep streams. I, myself, was witness to a freshet in the Rio Grande on the Pacific side, where in a few minutes a depth of water from five to six feet, was pouring over previously dry ground like the tail-race of a mill dam. Being on the wrong side for my purpose, the native whoj was with me and myself, had considerable difficulty in getting to the opposite bank, and we were nearly carried away. The general opinion on the Isthmus, witli men of any reflection, certainly with the engineers of the Panama Railwaj' in my time, was, that a ship canal is an impossi- bility from the want of a sufficient water supply. Yet the project finds its advocates among capitalists, and men of observation, because it would confer benefit ; and is periodically brought forward as a practicable^ because a desirable scheme. 110 CANADIAN CANALS. ( advanced, that the accommodation to be attained is purely a matter of cost. The problem can not so be stated. There is much in canals, as in other matters of practical economy, beyond the power of money to achieve. If it were purse weighed against purse, between New York and Canada, it must be admitted that Canada would come out the loser. If every improvement which Canada could offer could be anticipated before completion, by an increase of advantages extended by New York, it would be useless to enter into the contest. But if New York, from the physical features of the country, and from a contracted supply of water, can not carry out an extended improvement; if, without an expense totally disproportionate to the end, water cannot be brought from Lake Erie, it is plain that the limit of enlargement to the Erie Canal is soon reached. On the other hand the Saint Lawrence Canals can attain a develop- ment, which the river navigation would point out, be the maximum what it may. The Erie Canal has its entrance at Buffalo, and passes along the Niagara River some twelve miles to the entrance of Tonawanda Creek, which has a width of 200 ft., with a depth of 9 ft. It follows the creek, on the Lake Erie level to Pendleton, where the canal proper commences ; but no change is made in the level for a further distance of 7 miles to Lockport, where the first descent is made, 56 ft., by five combined locks. This reach is continued a distance of 31 miles ; to Rochester 93 miles from Buffalo, and 1 from Lake Ontario, above the height of which the canal here is 265 ft. Independently of the Lockport lockage, the upper waters of Tonawanda Creek, are forced into Oak Orchard Creek, and by the latter passed into the Canal at Medina. At Rochester, a further supply is received from the Genesee Valley Canal, with its Dansville branch, 124J miles in length. Two sources of supply thrown into the branch canal, the Oil Creek Reservoir, and the Ishua Creek are IB CANADIAN CANALS. Ill 1489 ft. above tide water. Another r^sorvoir exists at Rock- viile; and one of the forks of the Genesee is made available for it at Caneadea. A feeder is turned in at Wiscoy ; u feeder at the Canese-raca Creek ; another at Allen's Creek. The Genesee River is also made subservient to the main canal at Rochester. Whether this lateral supply could bo increased or not, is not important, as all the requisite water thus far, can be obtained from Lake Erie. The canal con- tinies a further distance of 49 miles, entirely dependent on the lockage supply, descending 118.5 ft. to 390.36 ft. above tide water, which is the lowest level between Buffalo and the Rome reach, and accordingly at the eastern ascent from this level, the Lake Erie supply ceases. The end of the reach Port Byron is situated 26 miles to the west of Syracuse, where the junction with the Oswego Branch takes place on a reach 10 ft. higher. The distance from Buffalo is 158 miles. The canal having left the Lake Erie summit, has to depend for a water supply on what can be gathered. There is a fur- ther claim upon it beyond the necessities of the canal itself, for Ihe Cayuga and Seneca Canal ; in which there is a lockage of 13 ft. downwards to the Seneca River, and l2 ft. to the Cayuga Lake. Both Crooked and Seneca Lakes might with snine expense be applied as feeders. For the former is 718 feet. Mild the lattei*44l ft. above tide water. Whereas the lowi'st level of the Erie Canal is 390 ft. above ; on the other hand Cayuga Lake is 378 ft. above. The succeeding 26 miles from Port Byron to Geddes contains a minor summit, as at Geddes there is a descent to Syracuse of 6 ft., to a iieiu'ht of 400 ft. above tide water; and on the other hand from Geddes going westward to Jordan, the level is 406.86 ft. whence it descends to the low level at Port Byron. This d'stance is fed by the Skaneateles and Camilla Lakes, and by the Weedsport feeder. It is from these resources that the Oswego branch has likewise partially to be supplied. 112 CANADIAN CANALS. I ' Tho Oswego branch is 38 miles in length, and descends 155 ft. to Lake Ontario* with 18 locks 110 ft. long, by 18 ft. wide. It is by this connnunication that the Western pro- duce, which has passed through the Welland, rinds its way to New York, Tho original locks were 14 in number, 00 ft. long, and 15 ft. wide. Tho canal was completed Decem- ber 10th, 1828, having cost $565,437. The enlargement was consummated in 18C2, at a cost of $2,511,992, so the total cost of tho Oswego branch by the report of the State Engineer of New York, is $3,077,429. From Syracuse to York Mills is a distance of 53 miles ; this reach forms the second main summit. It is severely taxed. For it is the head level of IGG miles of the Erie Canal, and the Oneida Lake Canal. The Black River Canal discharges itself at Rome, and contributes to feed tho main Canal. Tho Chenango Canal, equally a source of limited supply, has its connection in the succeeding reach at (Jticii, on a level 3 ft. lower. This reach is 13 miles long. Both cities derive their prosperity and importance from this geographical advantage. Tho reservoirs of the former are obtained from tho stream which bears its name, and from Chub Lake, 700 ft. above tho level of the Rome reach. The summit of the Chenango Canal is 76 miles from Utica, and 703 ft. above the canal. All the wator that can be gathered has been carefujly collected. The Orville feeder at Butternut Creek ; tho DeRuyter reser- * American Engineers make Lake Ontario at Oswego 323..35 foot lower than Lako Erie at Buffalo. These figures do not agree with our calculations ; but as I am describing an American work, I follow tho official report concerning it. I learn from Mr. Frank Shanly, who from his connection with tho Welland Railway has Eaid particular attention to tho level of Lako Ontario, that tho water in 1858, was igher than shown by any known previous record. In that year there was a depth of 16 feet 2 inches on the mitre sill of the entrance lock at Port Dalhousio, whereas it is known to have been aa low as 10 feet 6 inches at that point. In Canada, wo generally consider that the main height of Lake Ontario is 330 feot below tho level of Lake Erie. Lake Huron is 7 feet above Lake Erie. Bayfield places it considerably higher. But the former level has been proved to be correct by the independent labors of the engineers on the Northern Railway to CoUingwood, Georgi in Bay; by tho operations on the Buffalo and Lake Huron Railway at Goderich ; and on tho Grand Trunk Railway to Sarniaat the foot of Lake Huron. Ih CANADIAN CANALS. 113 doscenda by 18 ft. tern pro- j its way )or, 00 ft. Deccm- u'gonieut ►2, BO thv, the State )3 mileB; severely tlie Erie er Canal ho main limited It Utic.'i, Both om this former ue, and e Rome '6 miles le water d. The r reser- than Lako ut as I am t. I Iciirn lihvay lias 18o8, was IS a depth Oj whorens anada, wo r the level ly higher, ors of the jperationa nd Trunk voir turned into Limo Stone Creek, thonco to the canal ; the Chittonango feeder from Erievillo reservoir, Cazenovia Lake, Cowasolon Crock feeder, Oneida Creek feeder, Butt's Creek feeder, Mohawk feeder, are tho various sources of supply. The canal descends from the Rome reach a distance of 113 miles, 426 ft. to the Hudson at Albany. In its c< iirse thither it is supplied by the Ilion Creek feeder, the Mohawk Little Falls feeder, the Rocky-rift feeder from the Mohawk and the Rexford feeder. At West Troy, 7 miles from the Albany basin, it receives the Champlain Canal, which has likewise an independent entrance to the Hudson. The construction of the Erie Canal was authorised 1 5th April, and commenced 4th July, 1817. It was completed 26th October, 1825. The estimated cost was a trifle below five million dollars ; the actual cost of the original canal was $7,143,78.9. It was 363 miles in length, and consisted of 83 locks, 4 ft. deep, 90 ft. long, and 15 ft. wide. The lockage was 675.5 ft. The enlargement of it was authorised 11th May, 1835, but was not commenced until August, 1836. It was completed September, 1862. The estimated cost of enlargement was $23,400,000; the actual cost, $31,834,041. The length of the new canal is 350.5 miles, with 71 locks, 7 ft. deep, 110 ft. long, by 18 ft. wide. Tlie lockage is 654.8 ft. The total cost of the canal is $38,977,830. The present locks admit boats 17 ft. 6 wide, and 98 ft. long, with 6 ft. draught, carrying from 210 to 220 tons cargo. It is seen by this description, that the supply fiom Lake Erie is only available to Port Byron, 158 miles from Buffalo ; that two summits succeed in the remaining 192 miles, which are taxed to feed beyond the Erie Canal, the Seneca and Cayuga Canal, and to a great extent the Oswego and the Oneida Canals. At the low ground of the Cayuga marshes. 114 CANADIAN OANALB. I I, west of Montezuma, the canal is carried onward by a stone aqueduct 894 ft. long, on which the bottom of the canal is 36 ft. lower than the reach at Eome, 53 miles long. With these physical conditions, it certainly is evident that the improvement of the canal is limited to one phase, the enlargement of the locks. Any well considered exam- ination of the facts here presented, must shew the utter impossibility of converting it into a ship canal. Beyond a given distance. Lake Erie can furnish no supply; and without the waters of the lake, it appears that there is no means of gathering a store, sufficient for a canal of double the dimensions, for it would exact eight times the present amount of water. Various modes of getting over the difficulty have been suggested. One plan is, to widen the 158 miles to Port Byron, so that the high level would possess the capacity of furnishing beyond the uses of the Canal, a supply for an independent feeder ; the latter car- ried by an aqueduct over the low ground at Cayuga to the Rome reach, 44 miles. A second, to place large steam pumps at Port Byron, at Jordan, and at Syracuse, and to transfer the water trom level to level. The third, to remedy the difference of level by artificial structures, so that Lake Erie became directly the feeder throughout. It may be doubted whether these schemes are practicable : or if so, at what cost could they be carried out? Certainly not without the lavish expense of untold millions. At Syracuse the canal ascends to 426.96 above tide water ; going west- ward, the distances and levels which succeed are : Syracuse to Geddes, 2 miles, 400 feet above tide water. Geddes to Jordan, 17 " 406.86 " Jordan to Port Byron, 9 " 401.36" Port Byron to Clyde, 16 " 390.36 " (( (( (( u (( (( Total 44 miles. Thus, in this distance the level is from 20 ft. to 36 ft. below ; ! CANADIAN CADALS. 115 by a stone he canal is ng. is evident one phase, jred exam- the utter Beyond a )ply; and lere is no of double he present over the widen the v^el would ises of the latter car- uga to the rge steam ise, and to third, to ictures, so roughout. icticable : tainly not Syracuse 'ing west- de water. (( ft. below the Syracuse and Rome reach, which is 63 miles long, and indifferently supplied with water * It is estimated that for a traffic of 300 lockages per day, 18,800 cubic feet of water per minute are required. The various feeders theoretically give 24,550 cubic feet. The supply from tlie Erie Canal in the upper reach is calculated as 35,000 cubic feet per minute. Accordingly there is little water in excess of what is needed for the present navigation. It is husbanded with great care : fresh reservoirs are constantly sought, and an extended supply is the source of careful and earnest enquiry. The official reports betray the anxiety felt in this respect. The calculations of what will be hereafter required are not without a certain tinge ot special pleading. They are based on the principle, that although the tonnage will increase, the lockage will be really less than at present ; for each cargo being double what it now is, the concentra- tion of freight will diminish the nnmber of vessels carrying it. Tlie amount of supply required by the Canal with the enlarged locks is set down at 23,111 cubic feet per minute, and it is claimed that it can be obtained by the develop- ment of the present resources, and by additional reservoirs. The opinion however has been expressed, that the increased volume is by no means a matter of certainty on the Rome level ; and the perusal of the several reports does not instil a full unenquiring conviction that the doubt is without foundation. The difficulty of turther development is admitted by the State of New York. The only improvement considered attainable, is the construction of locks 220 ft. long, and 2G ft. wide, with the same depth of channel as at present, by which means a superior class of vessel could navigate the * ''The undersigned starts with what seems to be admitted on all hands, an in- « sufficient supply of water on that level (the Rome or lone level of the Erie Canal) *y the larger description of canal vessel. The Province accordingly can calculate the competition to be experi- enced. On the score of energy, the rivalry can be scarcely augmented ; but the wealth of New York cannot achieve impossibilities. The Erie Canal is a remarkable effort under any aspect, and its projectors have overcome diffi- culties almost insuperable. But the forty years it has been in operation, have plainly shewn the capacity to which it can be extended, and at the same time have taught where effort must cease. There is every reason to think that in point of depth its finality is attained, and that no sea-going vessel will ever descend from Lake Erie to tlie Hudson. CHAPTER V. TOLLS, REVENUE AND TONNAGE. After a period of twenty years, we ought to be able to infer something definite of a series of public works, but with regard to the St. Lawrence Canals, there is still some misapprehension and a general incapacity properly to esti- mate them. The consideration of their revenue may throw some light on the subject, and aid in demonstrating their commercial value. For the moment it is desirable to limit the examination, to what return these Canals have made as investments of capital ; and if it be established that they fail to yield a remunerative rate of interest, then to show the reasons of failure. By these means we may evolve one of two conclusions ; whether the cause of non-success is per- manent and impossible to be reached ; or whether it is temporary and only the result of explicable phenomena. The view, that without an improvement of the water navi- gation, Canada would have not attained the progress she has reached, for the moment is entirely set aside. For it is only by applying a severe test to the remunerative character of an enterprise that it can be fairly judged. A recollection of indirect positive benefits, has a tendency to warp the judgment, in the examination of direct results ; and with respect to the Saint Lawrence Canals, we must remember that as projects they were regarded in themselves as good paying investments, quite distinct from all social and political development which would arise from them. The main argument advanced for embarking in the enter- prise, was the anticipated income, they would annually yield. 120 CANADIAN 0ANAL8. We can best satisfy ourselves in this respect by a careful consideration of past results, putting them in such a form that we may generalize what deductions they present, keep- ing in view, the end it is proposed to attain. For any purposes^ of utility, no statistics exist until 1849. The intro- duction of them are wholly and entirely due to Mr. Hincks.* Until his advent to power, in 1848, the Customs Returns were included in the Public Accounts, and no statement was given concerning the Canals beyond their Revenue, and the charges against it ; and in some instances the inva- riable annual cost to the Province. If any information does at all exist, it lies in the archives of the Public Offices, in a very crude shape, it may be inferred, quite value- less for reference. The accounts and public documents before this date, as they appear in the appendices to the Legislative proceedings, give but general and limited infor- mation. It is hazardous to advance a negative propo- sition, but it may be said that no information is to be de- rived from them. For my part I could find nothing to guide me, although I looked through them with fair indus- try. The first Trade and Navigation Returns are those of 1849, and they are far from the full and satisfactory Returns of the following years. In 1850 the present system was inaugurated, each year being continued with more or less improvement. It is not therefore possible to go back earlier than this date. On the other hand, the Public Accounts furnish the Revenue obtained from the Canals; and as the money is admitted to have been received in the Treasury, and the " * In this investigation (the Welland Canal Inquiry) there was employed an " accountant a young man of whose abilities Mr. Mackenzie oonceired a very high " opinion ; so much so, that he remarked to him, that he * should be glad to see mm *' ' inspector Qeneral of Public Accounts for Upper Canada.' But he added with <' sleepless suspicion, * The only question with me is, whether you would be proof " ' against the temptations of the position.' That accountaat was Francis Hinoks. " He was afterwards Inspector General for linited Canada, and leader of the Qovem- « ment ; then Governor of the Windward Islands, and is now Governor of Britif b " Guiana."— Liwrfwy'a Life of Mackenzie^ Vol. L, 349. careful a form t, keep- er any le intro- "incks.* Returns itement evenue, e inva- mation Offices, 7alue- iments to the infor- propo- be do- ing to indus- lose of eturns n was )r less jarlier !i the Qej is d the oyedM ry high Bee him ed with e proof linoks. fovern- Britiib CANADIAN CANALS. 121 payments for repairs and management in the gross paid out, so far as they go, the Schedules must be hold to be reliable. What is deficient is the necessary detail to shew what con- struction and repairs have been made. The argument in the preceding chapter with regard to a proper estimate of cost, has sufficiently explained the basis of valuation, to make allusion to it unnecessary in this place. All that is required, is, to recapitulate the coEit of the Canals* and to cal- culate the interest at six per cent, which would represent the amount each should pay clear of all expenses, for the investment to be considered reasonably productive : — Chambly Canal $480,816 00 Saint Oui-s Lock 144,553 79 $625,369 79 SAINT LAWRENCE CANALS. Lachine Canal $2,229,774 13 Beauharnois Canal 1,331,787 95 Cornwall 1,827,249 62 Williamsburg 1,222,904 03 $6,611,715 73 Welland Canal $6,600,000 $6,500,000 $13,737,086 62 We may accordingly consider that for the Canals to be held in estimation, as paying interest on the capital ex- pended in their construction, the net revenue should be in round figures: Chambly Canal $ 37,000 Saint Lawrence 397,000 Welland 390,000 "*■ In the St. Lawrence and Chambly Canals I have retained the minor figures, according to the calculations, but have rejected them in the Welland, a course which to some extent is inconsistent. But as in each case the operation is given, by which tbe amounts are attained, the affected exactness in the former instance will not fn;3)r,eid- I fear that it is not possible to attain a nearer approximation, ^evertheieas, I consider the attempt should be made by competent and conscientious accountants, to compile aa accurate a statement as possible. Further, I^think that the publication of it when complete would be useful for future guidance. 122 CANADIAN CANALS. The amount, they do pa}', will be seen by reference to che^ following Hchedules compiled from the Public Accounts. They show the Annual l{eceij)t8 and ExpenBcs, and Net Revenue until the close of 1863. The incomplete state of the accounts for 1864 does not admit of the details of that year being included. ANNUAL RECEIPTS, EXPENSES AND NET REVENUE OP THE SEVERAL CANALS. CHAMBLY CANAL. Year. 1841 1842 1843 1844 1845 1846 1847 1848 1849 1850 1851- 1852 1863 1854 1855 1856 1857 1858 1859 1860 1861 1862 1863 Gross Revenue. $ cts. 03 40 68 60 73 28 1,409 1,368 711 953 1,907 1,744 6,574 55 11,572 25 7,379 7,480 8,277 6,539 10,121 11,352 12,191 11,375 16,132 64 18,942 16 10,211 43 12,863 08 25,263 51 85 13 43 81 25 80 07 05 Management and Repairs . $ Cts. 1,096 2,136 2,090 1,713 2,324 1,505 1,745 2,158 7,684 9,110 6,930 8,432 69 7,746 88 10,859 26 17,987 10 14,382 93 16,575 11 17,631 15 14,110 62 17,922 99 16,080 15 05 30 44 63 53 44 76 70 08 53 76 Net Revenue- $ cts. 218 55 286 06 312 98 238 84 4,828 79 9,413 55 1,346 67 2,375*37 493 64 557 43 1,311 01 9, i 83 36 Annual Cost. $ Cts. 767 90 1,378 76 760 03 416 80 304 23 1,630 40 V,892'88 6,796 03 3,007 88 3,899 09 5,069 91 to che^ ccoiints. M Ket state of i of that EOF CANADIAN CANALS. ST. OUBS' LOCK. 123 Year. (irii.ss Kevenuc. ManaKomenl and Kt'palrB. Net Revenue. Animal Cost. 1849 1850 1851 1852 1853 1854 1855 1856 1857 1858 1859 1860 1861 1862 1863 $ Cts. 855 73 295 55 260 51 2S4 53 367 09 267 79 302 76 276 03 294 37 299 33 388 05 366 11 32H 92 217 98 336 49 $ CtH. 25 00 554 59 1,244 60 1,201 10 1,500 00 3,436 83 3,790 65 5,680 60 9,685 31 2,094 91 1,955 95 4,644 i;5 3,376 90 2,752 79 3,623 63 $ I'tS. 830 73 259 01 $ cts. "984 '69 919 57 1,132 91 3,16!) 04 3,487 89 5,104 57 9,390 94 1,795 58 1,567 90 4,277 99 3,047 98 2,534 81 3,287 14 al Cost. cts. 17 90 '8 76 6 80 4 23 40 2*88 ) 03 r 88 ' 09 ' 91 SX. ANNE'S LOCK. Year. 1842 1843 1844 1845 1846 1847 1848 1849 1850 1851 1852 1853 1854 1855 1856 1857 1858 1859 1860 1861 1862 1863 Gross Revenue. $ Cts. 2", 475 '20 6.243 10 6', 105 60 5,975 95 3,826 .55 3,778 69 3,669 10 .3,229 31 2,807 45 3,093 69 3,703 10 4,264 94 4,389 18 5,058 68 4,549 67 4,958 41 5,659 17 504 43 12 00 5,013 64 Management and Jiepairs. $ Cts. "621 12 768 60 1,609 11 1,010 81 757 10 799 25 738 63 772 05 772 45 875 01 1,105 73 1,489 00 3,257 46 4,824 78 1,623 22 1,588 24 1,566 53 2,382 01 2,325 58 2,863 88 1,196 80 Net Revenue. $ Cts. V, 854' 08 .5,474 50 4,496 49 4,965 14 3;069 45 2,979 44 2,930 47 2,457 26 2,035 2,218 68 2,597 37 2,775 94 1,131 72 233 90 2,926 45 3,370 17 4,092 64 .3,816 84 Annual cost in excess of revenue $ Cts. 1,877 58 2,313 .58 2,863 88 124 CANADIAN CANALS. BIDEAU CANAL. Year. Gross Revenue. Management, and Uepah'B. Net Revenue, Annual Cost. 1855 1856 1857 1858 1859 1860 1861 1862 1863 $ cts. 13,938 55 10,604 37 11,172 20 9,375 85 10,743 90 250 14 543 51 25 90 7,685 16 1 ^ eta. None given. (( 30,717 64 32,322 73 23,807 85 21,318 16 25,128 46 23,505 53 $ Cts. 13,938 55 10,604 37 11,172 20 $ cts. 21* 341 '79 21,578 83 23,557 71 20,774 65 25,102 56 15,820 37 GBENVILLE AND CARILLON CANALS. Year. Gross Revenue, Management and Repairs. Net Revenue. Annual Cost. 1855 1856 1857 1858 1859 1860 1861 1862 1863 $ cts. Not given. a ti (( It 600 32 8, .340 76 $ Cts. Not given. it It tt ti 10,092 16 7,295 68 7,425 68 9,040 78 $ Cts. ■ ■ • • • ■ • $ eta. 9,491 "84 7,295 68 7,425 68 700 08 CANADIAN CANALS. 125 SAINT LAWRENCE CANALS. Year. [ 84 » 68 ; 68 I 08 1841 1842 1843 1844 1845' 1846 1847 1848 1849 1850 1851 1852 1853 1854 1855 1856 1857 1858 1859 1860 1861 1862 1863 Gross Revenue. $ cts. 56,525 99 65,288 75 29,288 42 35,748 99 23,332 89 33,674 01 61,502 90 58.158 85 68,793 53 Hl,.^'^2 16 115,250 41 88,077 26 102,410 76 110,109 53 74,791 60 85,818 63 71,468 37 79,072 64 72,866 06 21,546 52 29.159 13 22,406 14 119,416 22 Management anil Kepalrs, $ 19,725 29,706 9,010 8,532 18,633 21,809 32,266 45,882 33,876 40,700 46,074 51,056 57,137 70,473 89,262 82,821 87,103 82,680 70,829 76,433 75,021 75,071 69,361 cts. 99 27 73 95 89 45 09 19 61 41 81 76 69 80 94 49 63 69 46 16 96 41 94 Tolls Rcfundcil. $ Cts. Net Revenue. 295 91 132 05 824*18 $ cts. 36,800 00 35,582 48 20,277 59 27,216 04 4,699 00 11,864 56 29,236 81 12,276 66 ,34,916 92 40,871 75 69,175 60 37,020 50 45,273 07 39,635 73 "2* 997 "37 2,036 60 49,230 10 Annual Cost above Revenue. $ cts. 14,471 34 15,635 26 .3,608 05 55", 182 '55 45,994 88 52,665 27 * The Cornwall and Beauharnois first appear as items in the Public Accounts of 1845, M follows :— C«mwall Revenue £.ol 12 5; Management £200 8 2. Beauharnois do 64 8 3^ ; do 311 7>^. I3r, i-: 1* CANADIAN OANALR. WELLAHO CANAL. Year. (Irmg Ileveniio. Managcincnl and llupalrii. Toll* rifuntlpil. Net. Kovonuo. $ cls. $ cts. $ cts. $ cts. IK 11 M(),H4:{ 1)5 G,7H0 05 71,063 30 IHI'i Not f;ivon. |H.|:{ (l.l,(i:{7 20 1,188 53 63,44H 07 1844 104,538 5!) 77,070 70 20,861 89 IHlf) 7!),54(; 0'.) 23,845 09 55,700 '10 IHKi SDjiMO 30 10,903 33 78,676 97 1M47 122,11)!) 63 48,623 01 73,576 52 1818 110,257 45 60,531 25 55,720 20 184'.) 138,9()7 74 24,998 79 113,908 95 1 8r)0 151,703 53 28,047 54 123,055 99 1 851 201,841 33 47,094 30 154,147 03 1852 233,093 51 59,713 54 173,349 97 185:5 209,915 90 91,922 24 177,993 00 1854 208,304 30 105,915 55 102,388 75 1 855 225,839 93 131,582 10 94,257 83 1S5(; 272,081 93 110,807 60 161,274 33 1857 239,312 05 116,110 25 123,202 40 1858 223,024 79 112,330 87 110,093 92 1859 139,442 55 87,053 34 52,389 21 18G0 160,720 00 72,776 55 119 46 87,823 99 1801 241,775 94 63,350 35 53,280 50 125,145 09 18fi2 280,278 02 07,705 43 75,594 40 130,918 79 18G3 240,899 95 62,841 04 5,338 23 172,720 OS The above tables enable us to trace ])resent results. Taking the revenue of the Chambly Canal in connection with the Saint Ours' Lock, for they form one system of navigation, we find the return something less than one per cent, on the cost, as is shewn by deducting the charge of the latter from the revenue of the former. Chambly Canal, net revenue, 1863. . . $9,183 36 St. Ours' Lock, excess of expenses. . . . 3,287 14 $5,896 22 The Saint Anne's Lock cost Before the Union $19,860 02 Since the Union 71,191 01 Total $91,051 03 CANADIAN CJANAr.H. 127 fel. Ilovi'iiuo. $ t'ts. 1,{H>2 t 30 .'vIIh ■(;7 (;,H(il H\) '),700 40 H,(;7(5 1)7 %r>H] 52 5,72(5 20 VHiH 05 ^GSf) 01) t,147 OH 1,341) 07 ,!)l>3 (id ,388 75 ,257 8;j ,274 33 ,202 40 ,(;!)3 02 ,389 21 823 09 145 09 918 79 Thorclbro taken silono it may f»o lodkiMl upon an ]>ayin^ Koinctliln^ loss than 4} i)er conl. on the c<»hI oi' its coiintrnc- tion. Hilt it caun(>t ho considorcil ai)art IVuin IJJu Ottawa navipition, tor it torms tho eastern cnlnwco to it. It is possible, that cvontnally the Ottawa eiuuils may [>ay nenefit ^ed in and altliough the fallacy may be now every where repudiii- ted, it was an opinion not long back generally advanced, and certainly unhesitatingly proclaimed. Analyzed and submitted to the test of experiment, it cannot even find place in the doctrines of expediency. It is now understoofl that the forwarder can pay a moderate toll, a proposition so simple and just, as to seem to be above doubt. Likewise it was a known and admitted fact that the Saint Lawrence to Montreal, was a cheaper and a better route than the Eric Canal to Albany. Accordingly, the disadvantage incident to the former could not be in the cost of transport, and had to be sought for in some other influence. The main case has long been understood to be the more favorable route of the Erie Canal and the Hudson for produce to the Eastei-n States and to European Markets. The reduction of tolls in no way advanced the claim of the Saint Lawrence, nor has their remission benefitted either the producer or consumer, for freights were higher when the canals were free than they were previously. The consequence has been an aljandon- ment of revenue for three years amounting in the aggregate to about six hundred and fifty thousand dollars ; the whole advantage of which has been enjoyed by the forwarder. The tolls were re-imposed in April, 1863, by an order in (youncit issued by proclamation. 'No resolutions approving the experiiency of the measure were submitted to Parliament. Some change was made from the schedule of 1859. On the Saint Ljiwrence canals the rates up and down were e<]uaL ized' on the ground that high tolls on the up trips had driven iVeights to the railway. On the seventh class a great reduction was made in the article of lumber. The Wellaud Tolls were increased from the rates of 1859 ; classes 3, 4, and 5, being each raised five cents, by which wheat and flour, paid that additional rate per ton. Wheat, however, from being placed in a different class, was contiiuied at the toll of 1860. 134 CANADIAN CANALS. In reviewing; tliu operationK of tlie measure, the question is not so imu'^i the iinantity sent by tlie Saint Lawrence as the proportional quantity transmitted. The tolls having been remitted lor the purpose of obtaining an increase of traffic, if the desired end had been gained by the concession, the result would show that freights had been drawn from other and opposing routes ; consequently any excess in the Canadian Canals over preceding years, would mark a cor- responding decrease on tlie Erie. Beyond this the ocean shipments wouM distinctly establish the preponderance in favor of the Saint Lawrence. Wu learn by the Buffalo Board of Trade Report, that of 136,329,524 bushels Western Breadstuffs distributed by the various routes for exportation, little more than 16,000,000 arrived at Montreal in 1862. The Montreal Board of Trade, in the brochure issued by it in support of the " Ottawa and French River naviga- tion projects," furnishes the following statement up to 1862. 1863 is extracted from the Buffalo Board of Trade Report for that year. 1864, I give on the authority of Mr. E. H. "Walker* of the Buffalo press, who has been good enough to furnish me with the approximate quantifies previous to publication : — 1 Year. Total iiuantity of flour .and grain sent eastward from the Lake regions, to various distributing points. (Juantity sent via Montreal. Per cent- age of the whole. Bushels. Bushels. 1856 57,707,769 5,811,877 10 1857 44,111,299 5,315,552 12 1858 58,872,566 5,332,481 9 1859 44,354,225 3,902,897 8| 1860 78,639,436 6,782,135 8i 1861 1862 120,741,851 137,772-441 16,575,765 18,041,839 13^ 1863 116,367,548 13,742,671 12 1864 81,252,000 1 9,601,000 11 * Commercial Reporter for tho Buffalo Commercial Advcrtistr. CANADIAN CANAT.6. 135 stion be as sion irom the cor- The Buflfalo Board of Trade Report, 1863, with some slight variation in the figures, shews proximately the same results. Statement, showing the variations in the movement of the surplus crop of cereals Eastward, from 1856 to 1863 inclusive : Years. Fluur, bbls, Wheat, bush. Corn, bushels. Other grain, bus. 1856 3,865,442 19,505,358 14,282,632 4,592.569 1857 3,397,954 16,763,285 8,779,832 2,256,914 1858 4,499,613 21,843,850 10,495,554 5,035,097 1859 3,760,274 16,865,708 4,423,096 5,264,051 1860 4,106,057 32,334,391 18,075,778 7,712,032 1861 6,533,869 46,384,144 29,524,628 10,656,116 1862 8,433,037 51,220,529 32,998,049 11,286,109 1863 7,782,920 36,51.3,952 24,955,885 15,98.3,111 Reducing the flour to bushels of wheat, calling each barrel of flour equal to five bushels of wheat, the following table sets forth the total Eastward movement from the Lake Regions, in bushels, and the receipts at Bufl'alo, for the years indicated : 8J Si Years. Total Eastward movement. Kcceipts at Buffalo. Buffalo per cent of total movement. 1856 57,707,769 26,239,791 45.5 1857 44,789,851 20,052,689 44.8 1858 59,872,566 28,219,855 47.1 1859 44,354,226 22,215,425 50.0 1860 78,652,486 37,13.3,461 47.2 1861 119,264,2.33 61,; 60, 601 51.5 1862 137,669,872 72,794,188 52.8 1863 116,367,548 64,60.3,690 55.6 136 CANADIAN CANALS. Statkmk.vt, showing tlie proportion of receipts at the princi- pal receiving points, from 1858 to 1863 inclusive: Locality. 1858. 1859. I860. 1861. 1862. 1863. Hnff'alo 47.1 19.2 9.2 6 . 5 4 . 3 6.0 3.4 2.0 1.8 0.5 50.0 17.1 8.7 5.7 4.2 5.8 5.6 0.7 1.3 0.9 17.2 21. 7 9.2 2.4 3.9 3.5 4.2 6.5 0.8 0.6 51.5 15.5 12,6 3.0 4.1 3 1 3.8 5.4 0.6 0.1 52.8 13.3 13.09 2.9 4.4 3.42 4.1 5.1 0.7 0.19 55 6 Oswego 12.4 Montreal 11.8 W. Ter. n. & 0. RR. W. Ter. I'a. C. 11. 11. Opjdensbiir^' Dunkirk Suspension Uridgc . . Cape Vincent Rochester 3.6 5.2 3.48 3.0 4.5 0.35 0.17 Totals .... Per cent, of receipts at Buffiilo & Oswego 100.0 66.3 100.0 67.1 100.0 68.9 100.0 67.0 100.00 66.1 100.00 68.0 Leaving lor all other Points 33.7 32.9 31.1 33.0 33.9 32.0 Of the amount of grain delivered at Buffalo, including flour, a very considerable portion has been carried to East- ern markets by the two great through lines of railway, the New York Central and Nev/ York and Erie. Certainly, we have the whole case in this comparison, and it esritablishes that the triiiHc on the Canadian Canals partakes only the general increase, following a law of pro- ijjression, and varying with other waves of commerce. As at the same time a parallel event has been witnessed on the Erie Canal, the conclusion cannot be evaded that the trade of the Canadian Canals really received no stimulus from the remission of the tolls. The grain trade of the North-West'^* has attained such gigantic proportions that much of it is of necessity literally forced by the lakes and * This rcbult has been attained in little more than a qnarter of a century. The first shipment of grain from Chicago was made in 1838. The earliest bill of lading known bears date 8th October, 1839. Kinci- 1863. 55 .6 12 .4 11 .8 3 .«; 5 2 ;{ 48 ;{ 4. 5 35 0. 17 CANADIAN CANALS. 137 the Saint Lawrence, even with tlie present insnfficient inducements. To take it toll free is to abandon the enjoy- ment of the revenue it should bring, without in any way diminishing the cost of carrying it. There must be a great modification of the resources of this continent, and of the commercial relations they create, before the necessity is admitted, that the channels to the seaboard, either through Canada, oi* by the State of New York, shall be free of all toll. Indeed the New York Legislature has been lately considering the propriety of raising the tolls, in order to obtain the necessary means for enlarging the locks on the Erie Canal ; a proof of its confidence, that no opposition, as at present constituted, can take the trade from the Hudson. The measure, however, has miscarried, and the bill has been thrown out. Consequently, it would not be a matter of surprise, if an increased agitation were fomented, to prevent a renewal of the Keciprocity Treaty ; and to enforce the necessity of placing gunboats on the lakes, so that the general government at Washington may be driven to effect an internal improvement for which the New York Legislature is unwilling to pay. CHAPTER VI. THE REMEDY, AND ITS CONSEQUENCES. We proceed to consider the canals as forming a system of inland navigation, and to enquire, if incompleteness, and deficiency of development can be adduced as causes of their unsatisfactory monetary condition. In one sense, the canals as they exist, have fulfilled the purpose of their construction. They have established a con- nection witli the sea-board, and extend to Western Canada, a cheap route by which produce may be exchanged foi* manufactures and the necessities of civilized life. In the season of navigation, they admit steamboats, rendered by modern art so luxurious, that the river is ascended and descended as a recreation. Such manifold results might almost be assumed as satisfactory and complete. So far as the tourists' ease is in question, nothing is to be desired ; for the vessels which pass from Montreal to Toronto can be little improved. Nevertheless although the canals open to us a communication, by which we can send away what we have to sell, they do not pay the interest of their cost. Canada produces for exportation wheat, oats, Indian corn, barley, peas, flour, copper ore, petroleum and lumber ; and vessels built in the Province. These are the main articles. The whole of them mostly come fr'om Western Canada; excepting the latter, which we cannot build, for Lake Erie is a mare clausum to sea-going ships of large tonnage. That lucrative branch of industry is confined to Quebec. Every I . CANADIAN CANALS. 139 year the vahio Btoadily increases, and foi* the last ei«5lit years tlio annual total has been as follows: — 1856 $32,047,017 1857 27,000,024 1858 23,472,001> 1859 24,700,981 1800 34,031,800 1801 30,014,195 1862 33,590,125 1863...; 41,831,532 There has been this value of produce sent from the Province, over the quantity necessary to sustain life, grown and imported under tlie Reciprocity Treaty. In Western Canada, one of three consequences ensues ; tlie produce changes hands before it leaves the frontier, or it is taken by the Erie Canal to New York, or it follows the Saint Lawrence by the canals, and is shipped for Europe in seagoing vessels at Montreal. There is no comparison between the two water routes from the lakes to the sea-board, Tlie advantage is entirely on the side of the Saint Lawrence, in every respect. The cost of transport generally speaking is about one-half. There is a difference of ten days time in its favor; and it is esti- mated that the slowest means of transport and the least cost, is as rapid as the best on the Erie Canal. The Saint Lawrence vessels are of much greater capacity, and in every point of view the superiority is maintained. One would consider, that with all these advantages, the Saint Lawrence would command not only the trade of Western Canada, but also the commerce of the upper American lakes. On looking at the geography of this portion of the continent, the natural outlet for the whole territory certainly appears to be by the river, and it would be inferred that no other would be fol- lowed ; that by it supplies would be received, and exports transmitted ; and that all effort to turn the commerce of the West from the river would be impossible. But the Saint 140 CANADIAN CANALS. Ti!UVM*cnco is not t'olloM'ed ; and the veBsels which hear tlio t!!U'LC<'iJ'< of ccivuIh (lc])()8it thoni at tlio American lake ])ort8 fur ti'imsfor to KinuUer craft, wliicli dcHcend tlie Eric Ciinal. Tlu! IIikIhoii is tlioivforc tlic highway, and New York tiic |H»i'l {)[' th(> West. TluMc aro many cansea to ex])lain this phenomenon ; and it JiaH i»ccn the lon<^ study of a few ohservinj^ men t(» pone- Inite it. In (Jiviiiing the caune, they discern the remedy. Ir is conceded, that a ton of freight in any form soever, arrives at Montreal from a g'lven point in the West, at half the cost of transport paid for its transfer to New York. On the other hand, freights from New York to Liverpool are always less than i'reights from Montreal to Liverpool ; as a whole, it results that it is more prolitable to ship from New York. AYhile the navigation is kept at the present limit, tli(> relative cost will be maintained, and the system will be uiicii!inged. The reason is evident. New York, from the ini))ertectioiis of the Saint Lawrence, is the importing market for the West, and consequently there are nume- rous vessels to bear away the produce delivered for export, in Montreal the number of vessels is limited. In the former case vessels seek for freights, and competition induces cheiipness. In the latter the freight seeks vessels, and high prices are maintained. It has been* further urged that independently of all othei- causes soever, the higher rates of insurance incident 1(> the navigation of the River and the Gulf ot St. Lawrence and the expenses of pilotage and towing, combine to make the freiglit of a barrel of flour to Liverpool from Monfrenl troin 25 to 35 cents more than from New York : and that so long as the bulk of Canadian exports exceeds that of the imports, the home freights by the Saint Lawrence must con- tinue high ; that this difference must always exist, for should the freight of the Western States shew any tendency * By Mr. Trautwine. CANADIAN CANALR. 141 ar tlio ports k tho to Beek tho Saint Lawrence, tluj State of New York, wliose interewts are i^lentilied with the Krie Ounal, wouiil reduce its tolls, to make competition iinpossihle, as if the ])repoii- tleranco of a route could he decided hy the relative eosl of tollrt. When the shipper jit Chicago linds it to his hene- tit to sail down the Saint Lawrenci5 and lirino- back :i cai'i-u to be discharged at Ids own wharves in tho bottom in which it was loaded at the shipping port of the mamd'actnre, liie co!icossio!i of jiassing through the Erie Canid toll iree, will be but of secondary imi)ortance. The Suint Lawrence extending the maximum of its navigation must become the highway for the West, which no opposition can weaken, and no ])etulont legislation injure ; for imlependently of its length and accommodation, it woidd add the special recom- mendation that with a superior class of vessels accidents would bo very rare. It is something like perversion, not to take account t»f this commerce, which, although without Canadian jurisdic- tion, has an equal interest in the Saint Lawrence, as tlic channel by which it ought to seek the ocean. Nevertliele-:s, we occasionally hear the extreme view, which denies that the interests of Canada would be advanced through an enlarge- ment of the navigation ; and that as the Western States would alone be benelited, it is inexpedient to increase the Pro- vincial debt, for their gain. They could well aUbrd to pay for any convenience they would enjoy through our ell'ort ; and our share of the i)rofit would present itself in an aug- mented revenue, which would pay more than the interest of the cost of the public works. So that by judiciously applying the annual surplus, we could in no distant time entirely cancel the original debt. The present inequality of freights so far as Canada is con- cerned, is established by the tables of Trade. They shew where one ton goes up, from four to live come down. Such is generally the case in agricultural countries. The exports 142 CANADIAN CANALS. exceed imports of equal value, in bulk in the proportion of about four to one. As u consequence there are not vessels to take the freights, or they must come out in ballast to do so, and in either case freights must rule high. The impor- tations into Canada for the last six years, wlien railway construction had proximately ceased, were : 1858 '. 129,078,527 1859 33,555,161 1860 34,441,621 18G1 43,046,823 1862 48,600,633 1863 45,964,493 Of which the following amount came by the Saint Lawrence : — 1858 $10,795,077 1859 11,472,754 1860 13,527,160 1861 16,726,541 1862 17,601,019 1863 16,439,930 While the ex])ortations by the Saint Lawrence are in value : — 1858 $ 8,983,773 1859 8,400,096 1860 13,28^,135 1861 17,607,744 1862 14,411,849 1863 16,391,172 But independently of the diiference which would arise between the bulk of the imports and exports, seeing that those whicli pass in and out of the river, are nearly the same value, Montreal merchants have, of late years, dealt largely in Western grain, which they have moved from the Lakes in British bottoms. Against this accession of freight, large quantities of produce have found their way to the CANADIAN CANAL9. 143 rtion of vessels tst to do impor- railway Saint are in arise ? that ly the dealt •m the ■eight, to the United States under the operation of the Reciprocity Treaty, increasing from $4,071,544 in 1851 to $15,063,730 in 1862. In vain do we look for imports by the River for the West. The importations do not come by the Saint Lawrence. Chicago and kindred cities turn to New York alone, and it is there that all the importations are delivered to be sen! forward by the Erie Canal. To change this system would be to change the entire relations of the two cities ; for if any circumstance soever could lead to the delivery of this freight by the Saint Lawrence, the vessels would be ready at the port where they discharged, to take cargoes to Liverpool, and the price of home freights would at once be reduced. There can only be one mode by which this end could be attained, and it is the avoidance of transhipment ; not sim- ply from its cost, but from the bearin g of the Revenue laws of the United States. Vessels can profitably take the Saint Lawrence only on condition that they can go through to the lake port ; and then necessarily they would bring back what now goes by the Erie Canal and the Hudson River to New York. The demands for freight on British vessels would be limited to Canada produce, much of which might possibly be carried by the sea-going propellers of Illinois and Michigan. From the limit at present impo3ed on the sea-going vessel by the Saint Lawrence above Montreal, no voyage above that port can be profitably made by the shipper- This fact must be borne in mind, as a result empirically deter- mined. Accordingly the Western States seek the harbor of New York, not by choice, but by necessity. The importer of the Lake States of the Union, did he desire to import by the Saint Lawrence, would be undersold by his neighbor, who had brought in goods by New York. Tlie Treasury regula- tions of the United States operate entirely to the advantage of the Hudson ; for the customs duties are calculated accord- ino- to the goods' value at the country of manufacture. But at Montreal, owing to the necessity of transhipment, the ?( 144 CANADIAN CANALS. duty would be levied on the value ot goods there. Ko dis- tinction of this character could be made, if a Western pro- peller could pass and return by the Saint Lawrence. The impatience with which the Western operator chafes under the restraint is well known. The experiment of the Dean Richmond was made to get rid of the incubus ; and it tailed from the small tonnage of tiie vessel. The value of the l^resent route is of little account, owing to the narrowness of its character. It is inferior to the opposing channel through the State of Now York, from this deficiency, and no induce- ment is held out to the shipper or the merchant to turn to it. The captain of the " Dean Richmond," Mr. C. D. Pearce, a])))eared before a Committee of the House of Assembly in 1858, and gave some interesting details of his voyage. They are valuable from practically proving what can be effected. Mr. Pierce left Chicago on 17th July, passed by the Saint Lawrence through the Straits of Bellelisle, and arrived at Liverpool 17th September. He thus describes his voyage. " We were," he says, DAYS. HOURS. Mri.ES. 2 in Milwaukie shipping cargo. 10 2 to Port Colborne, Welland Canal 1,000 3 15 passing Welland Canal 28 6 to Prescott 250 3 through St. Lawrence Canals to Montreal 110 1 5 to Quebec (towing) 180 29 1 in a distance of 1 ,568 G 4 at Quebec for repairs. 27 to Liverpool 2,500 62 5 4,068 The six days detention between Prescott and Montreal arose from the necessity of lightening the vessel to less than 9 ft. draught, an operation which was repeated in each canal ; the Beauharnois not being so deep as the Cornwall, CANADIAN CANALS. 145 and the Lachine not so deep as the Bcauharnois, according]; to Mr. Pierce. The cost was estunatod at $250. No difficulty was experienced in the navicjation of the Gulf? " as the charts of Captain Bayfield are so jierfect, that any " competent mariner may take a vessel out or in without " the aid of a pilot." The " Dean Richmond" is a square rigged vessel, and labored under the disadvantage of drawing too much water for the trip. Any reader of Mr. I'ieree's account will concede that the period of transit was [)ro- longed by these causes at least twelve days, and we may accordingly infer that a sailing vess(;l could witli case naviijate the Saint Lawrence between Cliicaii:o and Liver- pool in 50 or (10 days. Tlie commerce of the North-West is not any fanciful speculation, nor is its magnitude in any way (piestionable. It is a reality, as enquiry will establisli. It has outgrown the Eric Canal, and the complaint of the West is that the (piantity carried is so immense that carriers can command their own terms. The conditio-, of the producers of the West has been described withoTf x ggeration, as that of tneii, '' shntout from the markets world, oppressed by '• the excessive productions of their own toil, which remain ••' wasting and worthless upon their hands, depriving labor "of half its reward, discouraging industry, and paralysing " enterprise." Yet the prosperity of the West dates from the {•niisirncrion of the Erie Canal. Luleed the existence of these Stales may he traced to ir, for no oxe of tlicin can refer to iiioe than ri>i'i\- years of settlement It is the commerce of th's region witliin that period, which more than any otluu* iiiiluence has raised New York to its present wealth. The tbrm in which the contribution has been made, is what can generally be observed between the scaqiort and its depen- dencies. The im])orts tor the A7est are delivered at Kew y.rk. It is there that bulk i^ 1 rokeii and the magazine (»f q)ply established. All cereals are delivered there for s> 146 CANADIAN CANALS. transfer to the East, or for shipment by the ocean ; a tax is lo/icd on every bushel of grain. Accordingly, every inter- est has received a stimulus, and a large city has grown up to be at the same time the London and the Paris of this conti- nent. The Iceling however is strong, that this profit has been derived at the expense of the West, and there is an unwillingness longer to submit to the exaction. There is only one mode by which these aspirations can be satisfied ; by the creation of enlarged channels of com- munication. In many remote localities the produce is even without value, for it is without a market. It is estimated that 500 million bushels of Indian corn or maize are raised in the North- W^cst, but not five 2)er cent, of this amount finds its way to the sea-board owing to the expense of getting it there ; and that out of the sixty cents paid in New Eng. land for a bushel of corn, only nine cents go to the producer, the remainder being expended in freights and commissions. So plentiful is produce in Iowa, that it has been said, that it is cheaper to burn corn for fuel than to pay seventy-five cents for the labor of cutting a cord of wood. To bring this produce to market, is to give it a value it does not now possess. It is this sense of an inferiority of position which has hitherto led to great discontent in the west ; for while Canada evinces its present indifferencCj New York will still control the carrying trade, and the Erie Canal will defy competition. There is no necessity to nurse a commerce, which has sur- prised the world by the constancy and rapidity of its increase, unless there be the pos-sibility that it will seek other channels ; and although the Hudson oilers the best route to the west, it is not the less unsatisfactory and exacting. We can therefore readily understand, why in the North-west, public attention has been turned to the Mississippi. There is a desire to improve the Illinois and Des Plaines Rivers, and to enlarge the Illinois and Michigan Canal, to a I CANADIAN CANALS. 147 navigation of locks 350 feet long, 75 feot widi;, unci 7 feet deep, 80 that a more ample outlet may l)e ohtiiined ; and by turning to the Mississippi to prevent the trade passing by the St. Lawrence, and accordingly retain it in tlic hands of the United States. Nevertheless the increase of accom- modation is peremptorily insisted upon. It has been argued that it is a national duty of the central government to extend it ; that in reality the national exchequer would be no more than temporarily taxed. That the import duties collected on the return cargoes purchased by the proceeds of exported food, now denied a market, would not only pay the interest of the cost of the works, but would eventually pay the capital itself. This surplusage of grain accounts for the extended pork trade. Tlie hog* is indeed regarded as corn in *' a concentrated form." Maize is bulky and per- ishable, and it is found that it furnishes cheap food for ani- mals. The latter, when killed and preserved, are in no danger of suttering from decay. They can be shipped at convenience. Accordingly, from four to live million hogs are annually slaughtered varying from 200,000 to 250,000 tons. This unsettled feeling took a practical form in 1863, and a convention was called to consider if any remedy could be found to remove the causes of complai it. If any one will carefully read the proceedings, he will find that one 0})in- ion pervaded the meeting ; that the remedy lies in the Saint l-awrence, and yet no speaker expressly said so. There is * " And now my esteemed friends, let us make a slight descent ; let us talk a littlo " about hogs, and the glorious West as a gigantie hog-pen. 1 must really bog you " not to laugh, for I am profoundly serious, and do earnestly assure you that the liog ••• is a very praise-worthy, interesting and important animal. For how, let me beg "■' to ask. could you possibly, without his benevolent and efficient aid and co-opera- " tion, bring down the whole of these five hundred millions of bushels of grain to tho " sea I How could such a mountain mass of cereals, and especially of Indian corn, " ever be sold or disposed of? But thanks to the ingenuity of man and the necessity " of the case, the process ^-ia been found. Tho crop is condensed and reduced iri " bulk by feeding it into an animal form more portable. The hog cats the corn, and " Europe eats the hog. Com thus becomes incarnate ; for what is a hog but fifteen " or twenty bushels of corn on four legs." — Spi'tck of Mr. S. B. Rusrgles, of JVeio York, at the Canal Convention of Chicago, Jiaie, 1863. Report 49. 148 CANADIAN CANALS. ji Biippressed recognition of the fact in the Memorial sent j») Congress. The one desire is to obtain an access to the Athintic ; pointing ont clearly what it is our duty to attempt. It is to deepen our Canals so as to offer a navigation of 15 feet, and to construct locks 250 feet long by 45 feet wide, to make our Canals 100 feet at bottom, to keep them open* (lay and night, to have them lighted in the dark, to enforce good management. If the three millions of tons which Beck Now York by the Erie Canal found their way partially to Boston and to Liverpool by the Saint Lawrence, the ves- sels bringing back a million tons of imports, and New Eng land manufactures, the Canals would i)ay more than the ititerest of their cost and enlargement. This National Ship Canal Convention was held at Chicago in June, 1863. It was attended by delegates from all parts of the United States to the number of live thousand. The object of the meeting was to advocate the enlargement of the Canals between the valley of the Mississippi and the Atlantic as of great national, commercial and military im- portance. But the meeting was hardly organized before Mr. Spaulding, of Ohio, moved that the subject of a Ship Canal around the Falls of Niagara was one which pre-eini- nently demanded consideration. In doing so, he advocated a Canal from seven to fourteen miles in length, to })ass ves- =1^ At present by enactment, the Welland and Lashino Canals aro closed on the Sunday, but the vessels which have been admitted previously can pass through the intermediate canals. Accordingly, although the two extreme lock-gates cannot bo opened on that day, the connecting links of the navigation, — the Beauharnois, Cornwall and Williamsburgh Canals, — offer no impediment to the progress of any vessel. Should ever the inland navigation bo developed, so that ocean going vessels constantly pass and repass, the continuance of this law must become a matter for ci)nsideration. The progress of a vessel from Chicago to Liverpool, should in no way be retarded by geographical distinctions. When at sea, it continues its course without inHrmission until it arrives at its destination ; and the necessities of the situation v ill exact that no impediment be created before it reach the salt water. No reasonable objection could bo urged againstclosing the canals, between half-past 10 and half-past 1 on the Sunday ; by which moans the men on duty on that day, and the crews of vessels could fulfil their religious obligations according to their consciences, and very little delay would arise. A regulation not bearing hard on the employes in other respects, for as the immense commerce, in a period near or remote, will exact that the canals bo opened day and night, there must bo two sets of lock- tenders, each of whom would enjoy alternately the weekly day of rest. CANADIAN CANALS. 149 sent to the lenipt. )n of [wide, )pen* hforce 'hicli I'tially ves- Eng Bels of from 1,200 to 1,500 tons burden, the cost of which wonld bo from two and a half to five millions of dollars. The ground on which ho claimed that the work should he prosecuted at the national expense, was, that it would per- mit the passage ot gunboats between Lakes Ontario and Erie, equal to any that can be put on the former by the Brit- ish government. He then as a supplemental fact pointed out that vessels of a large class could l)y its means carry "the j>roducts of the groat west cheaper thaii l)y " any other chaimel for the Atlantic coast " It is only neces- sary to turn to the map to see at once that such a Canal can never be meant for military purposes, for in the event of war it would necessitate thf^t a corjys cVarmee should hold the Canadian side of the river. Captain Williams, of the United States Engineers, expressly admits that the route from Fort Schlosser to Lewiston '" is clearly within the range " of howitzer and mortar batteries " He accordingly traced a second roufe which would have its discharge at Four Mile Creek on Lake Ontario. The locks to be 350 feet long, 70 feet wide and 12 feet deep. But even with this change there would still remain the exposed entrance from Buffalo to Grand Island on the Niagara River. The real purpose to be gained is the peaceful transmission of breadstuffs ; never- theless, hostile sentiments are appealed to, in order that pro- duce mav reach the ocean to feed the Eastern States. Throughout the whole of the proceedings the same tone ot argument prevailed. Mr. Foster, on the part of Chicago, brought forward resolutions to improve under authority of the General Government, by slack water navigation, the Blinois and Des Plaines Rivers, by constructing a series of dams, with locks 75 feet wide and 350 feet in length, and to enlarge the Illinois and Michigan Canal to the like capacity, to admit the passage of gunboats to the Lakes and vice versa. Further, to enlarge the locks of the Erie and Oswego Canals to pass gunboats 25 feet 150 CANADIAN CANALS. wide, 20ij tliut lon<5, and drawing not less than six feet six inches of water. From the aticoiint of the proceedings it is evident that war was the last thought in the minds of the speakers. The sole i(leaw«is to obtain an outlet tor the produce of the westbecauee tlie existing routes are insufficient : nevertheless the tone of the debate took a deprecatory ton;;, and nearly every speaker seemed to fancy that tiie commerce of the Western Lakes was in the most imminent danger of being at once destroyed. The then Vice-President of the United States, Mr. Hamlin, told his audience " that there are channels of communica- " tion northward by which naval and military armaments "may be sent into the northern lakes by Great Britain " while we liavo no countervailing facilities." But Mr. Hamlin took good care to add that " the measure opens new " channels to your commerce, and facilitates the transporta- " tion of vour vast commerce to market." General Wal bridge of ISew York stated the case very plainly, and appears to have thought that all ambiguity was to be avoid- ed. It seems by the Report that he was loudly called for, and after speaking at length, added — " Mr. President and Gentlemen, I find myself beguiled " beyond what I intended. If this meeting was for the '• practical object of constructing a line of communication " by long internal caiuils between the Mississippi River and " the Atlantic Coast for commercial purposes, the general " government has no right to do it, but if it be for militar; " purposes it is their imperative and bounden duty, and as " such, I shall advocate the measure." Mr. Washburn, of Illinois, considered that the Lakes were entirely defenceless, and so speaker followed speaker. It is pleasant, however, to know that amid this peculiar oratory, which every one present must have felt to be insincere, one mind was found to represent the cause of sense and reason. Mr. Ilubbel of Wisconsin, '*For what purpose," he asked, CANADIAN CANALS. 151 feet **are these Canals a military necessity? How long will it " take to build them ? Three, four or five years "i What *' military necessity will there be at the end ot tliat time i " This rebellion ? God forbid that it sliouid la«t tluit loni;? " A war with England ^ When did wo have a v/ar witli " England ? Fifty years ago. When shall wo have "another? Not for fifty years to come except l»y our "own volition. If John Bull had chosen to tight with " Brother Jonathan he would have done it last year, when " the South had us by the throat, now when we iiave i^ot " the South b}"- the throat and John Bull knows it, is he "going to venture his commerce against our armaments':? "No! If John Bull fights with us, it will be during the " rebellion." An incident occurred during the debate which fullv con- firms the view that /the North-west desire to create new channels, so that their trade may be untrammelled ; and that New York is equally anxious not to increase them. On Mr. Spaulding, of Ohio, avowing himself in favor of a Ship Canal from the Gulf of Mexico to the Gulf of Saint Lawrence, Mr. Ruggles of New York, demanded : " Who " ever heard before of the Gulf of Saint Lawrence in this " connection ? Has not our whole struggle been to prevent "this Canadian diversion? A principal aim of the raemo- " rial to Congress and the documents issued by the Boards " of Trade, was to prevent our internal commerce from being ** diverted from our own water courses, and sea-ports into " those of foreign nations. I do not say that this result " would certainly flow trom the construction of this Ship "Canal around Niagara Falls, but to say the least it is " possible. But I do not mean to take ground against the " Ship Canal here, and perhaps not elsewhere ; we cannot "hewever close uur eyes to the magnitude of the conse- "quences involved. The qiiestion whether the hundred " millions bushels of grain — soon to be multiplied to a thou- 152 CANADIAN CANALS. " sand millions 's to be ])oiii'(m1 into foreign ports rather than "into our own is ii national qnestion of the gravest import "and one wliich deserves the consideration not only of this " Conv^ention but of Congress. * * * I admit such a "work might j)rodnce some saving in transportation, and "might add to the military security of the country; but at " the same time we should keep our eyes iixcd on the " preservation of our commerce." Admissions of this cliaracter are so important that they cantiot be too closely considered : especially when taken with the resolutions voted, which were to the effect, "that the "enlargement of Canals between th(> Mississippi and Atlantic '*v\dth Canals duly connecting the Lakes is of great national, "military, and commercial importance." That the work ought early to be undertaken, and that it should be accom- plished by the national credit ; and that when the cost was reimbursed to the National Treasury, the Canal should be toll free. All that is here stated goes sim]dy to point out the supe- riority of the Saint Lawrence route, and how indispensable it is to the West. No one can s;M-iously think of sending freights for Europe by the xMississippi. Or even were this done certainly they would not follow that direction for the New England States, unless other avenues to the East were closed ; for undoubtedly the latitude of the mouths of the Mississippi is suggestive of sti'ong objections against the route. The climate is hot, the products of the West would suffer from its influence, and the voyage to Liver- pool be prolonged some 3,000 miles. Before the war, the exports from New York against New Orleans wore, generally speaking, in the proportion of a thousand to one. There can be no Ship Canal from the West except by the Saint Lawrence. The advant.igus which it offers, cannot otherwise be obtained. To make a Ship Canal to New York oven by Oswego, is an impossibility, and anything CANADIAN CANALS. 153 than iport, r this fich a and ^ut at the but a Ship Canal is of secondary iinportanco to tho Weat. Why should Ch'ca^o continuo to pay toll to New York^ Why should tho Lake cities with their wealth and resources not import for themselvca and traubaet their own business ? Tho ocean is the prerogative of no State of the Union. And the West will seek the channel which conducts its commerce with the least cost and delay. With the Canadian Canals enlarged to a sufficient extent, a return trip could be made to Boston and back in ibrty days. It takes but twelve days for a propeller to reach Quebec from Chicago, even with the delays in the Welland Canal. From Quebec to Halifax is 1,000 miles ; but should a propeller be able to pass through tho Gut of Canso 150 miles would be saved. From Halifax to Boston tho distance is 450 miles. The calculation of a trip at forty days is a moderate estimate. The enlargement of the locks would lead to a new description of vessels.* A * Within the last few years a formula has been introduced into the State of New York, by which the cost of freight on certain given conditions is closely calculated. It cannot however be admitted as in all respects satisfactory. For a class of reason- ings it has ita use. Doubtless, it grew out of the necessity of establishing some reoognised data by which commercial problems could be treated ; but the form is so general and va^o, that it can bo made to prove any thing. Admitting that a known result is a guide for what will happen under precisely .limilar circumstances, it must be remembered, that the exact and precise conditions of an event are rarely repeated ; and that with respect to two events, in some respects identical, each may bo marked by peculiar distinctive differences. Accordingly, it Is not often that we can justly apply a precedent, which is good in its place, without concession or adaptation, until we prove that neither operation is necessary. Tho formula was first brought promi- nently forward by the elder Mr. McAlpine ; and it has been aflcepted without enquiry by many. He estimates that tho cost of transport per ton, per mile, is as follows : — Ocean, long voyage 1 mill. <' short <' 2 to 4 mills. Lakes, long " 2 <> " short " . . . » 3 « 4 " River Hudson, and of similar character iiic) .... 1\ Saint Lawrence and Mississippi 3 " Tributaries of Mississippi 5 ^' 10 '' Canal, Erie Enlargement 4 " " Other large but shorter .'3 « 6 " " Ordinary size i> " « With great lockage 6 " 8 " Railroads, transporting coal 6 " 10 " « Not for coal, favorable lines and grades 12^ <' « Steep grades 15 " 25 " The object of this table, is to draw rapid and reliable compari.'ons of different routes, on' accepted data. To attain this end, tho theorem is worked out by incre- ments which advance byjtho thousandth part of a dollar. Tho modulus is one ton carried one mile. Accordingly, in two opposing routes of one thousand miles each, 154. CANADIAN CANALS. propeller 230 feet loriji^, with 33 feet wiilth of beam ; witli 15 ll'c't of hokl, woiikl curry easily one thousand tone, or 10,000 hjirrols of fldiir. The coat of such a vessel would bo about )i>!>0,000, and for the forty days the daily working? expenses may be estimated at $125 per day. There is no doubt tliat it could always count on a full cargo going to the Kast, and It would bo a lair calculation that it would bring back 400 tons merchandize, either of imported goods takfMi from Boston in bond, or New En<hown that the favored lino is preferable to the other, tu the amount of (2.00 11 ton. It is not insinuated that Mr. McAlpine ever miaapplied bis calculations, or in any way perverted them. Tbia criticism is advanced to shew to what extent the principle may bo strained. As an approximation it 'may aid in suggesting the probable cost of 11 ton of freight on u proposed route, the distance and charactoristics of nhicb are linown. But the utility stops here ; and the moment we attempt any cloao i(iiiipari.son by those figures, we leave the domain of fact. Nevertheless they have been applied positively enough. Thus, Mr. Clarke, in making the comparison of the freight of a ton of merohandiso or produce from Chicago to Quebec, adduces these tiji^ures to prove that it will cost exactly 30 cents more by the Welland and the Saint liawrenee than by the Ottawa route ; that is to say 3 cents on a barrel of flour, and Mr. Jarvis of New York, on similar data, proves a difference in favor of the Erie Canal of 12 3-10 cents per ton or 1 1-4 cents per barrel of flour from the foot of Lake Ontario to the Hudson River. There is in truth no law to dictate the price of freights, to say nothiug of that word of meaning, " special rates." Every line of com- uuiQieatiun is marked by peculiarities either material or commercial, which determine the outlay of tho forwarder, and to no alight extent the cost of transport. Even the rates which have previously boon paid do not guide us for they vary during the Hoason ; and in an account of a series of freights, we have the maximum, the mini- iiuun and the average. Wo cannot always with this information calculate the pecu- liar causes of depression and increase. As a.% instance of the uncertainty of all Ftieli couiputalion, freights on the 8t. Lawrence Canals were higher during the years tho tolls were removed, than they were previously. On a proposed line of Canal, the feasibility of which is under consideration, the caloulations by Mr. McAlpine's formula may be of some help, with the proviso that they are not made to prove too much. They must however, be taken as a mere esti- mate, with an inquiry, if the party adducing them has any theory to advocate. Likewise before their acceptance, we must examine thoroughly into the basis on which they are advanced, but oven then can we be sure of its application } The true mode of comparison, and one in every way satisfactory, for it carries the means of refutation on its face, is to assume a class of vessel which is adapted for the navigation. Its cost for the number of days of a trip (going and coming) it3 capacity, the rates likely to bo paid, the possible cargoes — data of this character will furnish tolerably certain guides by which a route may be estimated. Still, only to a certain extent, for the rate of freight is determined by expediency alone, what- ever may bo its calculated normal value. CANADIAN CANALS. mr, with '118, or bid he •rkiug is no |ing to 'ould Igoods Against 40 days expeiiHos at )B125 }f^r),0(»(> ToIIb 1400 torm jit 80 cts. I lUO ^(;,120 8C,2S0 To pay interest, wear nnil tear, insurance ami prollt. A special advantage will likowi.so bi^ obtained utterly unutluin able by present lake craft. Tlie:-!0 vessels having- iua*ii' their last trip to Boston will not ri^turu to the I.akfri to lie idle and unreinunerativo in the harbours for Uvo monllirf, but will proceed to the West Indies or South Atriea, for profitable employment. The difference of i^ravity between salt and fresh water,* doubtless, woidd have an inlluence on the load water line, and would need consideration from tluj naval architect. The vessels might be built witii the capacity of drawing deeper water during these winter months — not necessarily loading down to it in the Saint Lawrence — by which means they would become steadiei' and less crank. It must be recollected that the opening vi' this navigation would require a peculiar build of ship whleli, possibly could not be perfected at once. Calculating five trips in the period of navigation, such a vessel would clear $31,400 in the season ; for it is reasona- ble to suppose that during the five months she was engaged in the West India trade, or at South Africa, she would at least earn the cost of insurance for the whole year which may bo taken between $5,000 and $7,000. A vessel costing $90,000, would possibly affect an insurance of * We may estimate that a Propeller drawing U-ft- (5 water in the Kt. Lawrence would be buoyed up in salt water from four to six inches. The specillc gravity of aalt water is 1.026 against the unity of fresh water. Shipwrights roughly estimate that 21 ft of draught in the river will draw 20 at sea. This difforeneo is not an un- favorable feature in the Western route through the St. Lawrence to tiio Ocean, lor vessels could take additional cargo, both from Quebec and Montreal, to Europe or the New England States, independentlv of the Western freight of grain. This consid- eration might also lead to the establlJuuent of coaling stations below Quebec for outgoing vessels. On the other hand incoming vessels could regulato the supply of fuel, so that the requirements of the inland navigation in respect to tho draught of the ressel could be observed. 156 CANADIAN OAKALS. ^70,000, paying from 7 to 10 per cent premium. Accord- ingly the propeller would pay itself in throe years. Among shipmasters, it is generally considered that the operation which effects this result in five years is perfectly satisfactory^ for at the expiration of that time, the possession of the ves- sel, deteriorated some twenty per cent, is clear gain, with a continuance of the annual profif. Those figures have been submitted in their present form to responsible and expenenced forwarders, and they have been pronounced unimpugnable. So many interests are connected with the carrying trade, that special arguments are appealed to, in proof of the pecu- liar advantages each can afford. Much stress has been laid upon a process, to which wheat is submitted in passing from the larger to the smaller vessel ; or in being transferred from the propeller to the railway. It may be profitably examined in this place. It is held that by being raised in the elevator it is aired and dried, and accordingly improved. It is con sequently pretended that when the bulk of a cargo of wheat is broken, it is positively benefitted, although a certain loss of measurement results. There may be some abstract truth in this view; but to reduce it to a practical bearing, so far as the question can be made to apj»ly to the St. Lawrence route, it is difficalt to find a responsible and disinterested person Avith the requisite experience, who will affirm that wheat shipped in Chicago in g )od condition atd remaining in ])ulk while it passes through the St. Lawrence by sea to Boston, which it would reach in seventeen d^ys, would be interior to wheat shipped from the same place and passed through the elevators at Buffalo, and New York or Albany. The opinion however is advanced, that this intermediate handling of wheat is in every way advisable ; but when the statement is carefully sifted, it will be found to have little l)earing upon the real efficacy of transport by water. Cer- tainly when loaded in ocean-going vessels it arrives at its CANADIAN CANALS. 157 destination safely enough, when the voyage has lasted for some weeks. It is hard to conceive why it should be other- wise in the inlandwaters of Canada. Comparing the possible witli the existing boat, we can observe the extended accommodation which may bo attained. The Welland Canal propeller is 145 feet long with a width on the guards of 2G feet; although the declared measurement is 350 tons, it carries on a depth of 10 feet 4,400 bbls. of flour. Its expenses may be taken generally at $50 per day independently ot tolls. The cost is from $27,000 to $30,000. It is this class of vessels which is now employed between Chicago and Oswego, for it can only take to Montreal 3,300 bbls. of flour, and i^ entirely incapable of proceeding to Boston. The Saint Lawrence Canal propeller is really a noble vessel, but the mischief is, it cannot get further than Saint Catherines in the Welland Canal. " Her Majesty," the lir.st of the above class lately built by Captain Perry of Toronto, cost $52,000. She is 180 feet long, a:id has 30 feet breadth of beam. Her measurement is 550 tons. Her cost, per day, crew and fuel, $85. Drawing 10 ft. G in. she will carry -"'TOOO bbls. flour, or 26,000 bushels grain. Drawing 9 ft. St. Lawrence Canals, 4.400 bids, flour, or 16,000 bushels grain. Drawing 10 feet Welland Canal, G,500 bbls.. flour, or[- 24,000 bushels grain. An examination of the capacity of vessels in use, shows that the smaller cheaper propeller of the Welland is equal * 10 Barrels flour arc reckoned as a ton of freight. jFor the purpose of determining the quantity of produce harvested and hrouftht to market, American statisticians allow five bushels of grain to a barrel of tUmv, considering that it takes that quantity to manufacture a barrel of 196 lbs. of (lour. In Canada, we have been accustomed to consider four and a half bushels an ciiuiva- lent A different proportion is observed, when Hour is estimated as freight. A b.irrol Of flour, with the staves headed and hooped, weighs on tho average 220 lbs. A bushel of wheat weighs 00 lbs ; therefore 100 barrels of flour as freight are equal to 3,666 bushels of wheat shipped. 158 CANADIAN CANALS. in capacity in that Canal, to the larger propeller in the Saint Lawrence, owing to the additional foot of navigation in the Welland ; and that it must lighter* to' the extent of one quarter of its cargo to pass through the Lower Canals. On the other hand, the real advantage of build and tonnage is lost to the larger propeller from having no place where it can float to reach the Upper Lakes. A full development of the navigation would at once change every consideration by which it is now regulated. Opposi- tion from the Mississippi need not be argued, and there would remain only the Erie Canal, which always must be limited and peculiar. This route retains its trade, not from being inherently preferable, but in spite of the disadvantage and the expense of navigating it, and the higher tolls it imposes. The advantages which it extends are to be found at its terminus. If the western producer has no longer need of the benefit, he will cease to submit to the annoy- ance and expense. If, in his own vessel he can transmit his produce to Boston and New York, for they are but few hours distant to a propeller, why should he pay for tran- shipment, agencies at Buffalo, and Albany or New York ? No appeal to nationality will create a meaningless and un- necessary patriotism, by which a man is unjust to himself ; even when he is most willing to incur personal risk, and to make lavish sacrifices for the national honor. There is no reason why the Western flag should not pass through Cana- dian waters. It is respected and self-sustaining. On the route the crew receive a hearty welcome, and there never has been, and there is reason to believe there never will be, anything but good feeling on all sides. The route which is commercially the best must be taken. The eflect in tliis instance is quite plain. The Chicago * I do not think that there is classical authority for this word as a verb ; it is nevertheless in use with men who reduce the draught of a vessel, by removing the cargo to barges, or lighters. It certainly possesses tho value of thoroughly describ- ing an operation which otherwise takes a sontenco to explain. CANADIAN CANALS. 169 e Saint in the of one 8. On onnage where change pposi- there lust be >t from antage tolls it found longer annoy- ansmit nt few r tran- York ? id un- tnself ; and to J is no Cana- 'n the never ill be, ich is (> icagi b; it is ing tho lescrib- forwarder retains in his control the grain he ships until he sells or stores it. He can count upon the period of its de- livery to a few hours. Sending by express the samples for sale, it can be disposed of even before it arrives. Insured at the proper place, he can obtain an advance on it, if he desire to do so. Such arrangements as these are now effected, but no break of bulk arising, they could the more readily be carried out, as fewer contingencies will arise. The im- ports for the west in bond at Boston, will furnish the return freight, and here neither middle-man nor agent is necessary. For the first few months the new system might have its inconveniences ; but they would rapidly disappear, as store- houses and elevators were built. In the present mode of business, the goods from the ocean must be landed; so that charge is always a constant ; and there would remain only the handling from the bonding warehouse, which could bo reduced to a minimum. Accordingly, the imports would be laid on the (j^uays of Chicago at little more cost than they are delivered at New York ; the up freight of course excepted, which must under any circumstances soever be cheaper by the Saint Lawrence. No railway could comi)ete for any long period against the water on this extended length either as to time or cost, ami if at all crowded the former would be inferior in regularity. But what benefits w^ould at once be extended to the cities of tlie Lakes when they have become seaport. Chicago would rise at once to the dig- nity of a nietropolis. Her supplies and wants, monetary and financial, would no longer be dependent on New York or Boston. Her relations would be at once extended di- rectly to the European markets, where tho products of that country are sold, a:ia with which at present she has no com- munication ';ut through an intermediary. It is true thtit the navigation from Chicago is unlike that of other waters ; and special requirements are demanded to meet it. The diflSculties are tiiose of currents and head winds, incident 160 OANADtAN OAKALS. to the various turns of the Saint Lawrence. Accompanying these objections, arises the common one of the wind veering round, even in easy and pleasant navigation. Impediments of this character at once disappear on tlie introduction of an auxiliary screw. A sailing vessel so furnished, on the prin- ciple of a man-of-war, which in ordinary circumstances trusts to her sails, and turns to steam only when obliged, is self-reliant under all circumstances. The necessity and the expense of towing is at once obviated ; and a voyage would be performed as economically as from any other port and under any other circumstances, from an extreme point on the Lakes to China or South Africa. A coaling station below Quebec would supply the fuel used in the River and gulf, and a vessel would put to sea as reasonably forti- fied against contingency as possible. There is the political view likewise to be considered. Whether on sufficient or insufficient grounds the opinion has been frequently expressed, that the United States, consider- ing Canada to be a weak point in the Imperial system, intend to assault it for purposes of conquest. Unhappily there cannot be a doubt tliat many of the leading politicians of the Republic have shown an unfriendly feeling to Eng- land. The imposition of the Passport system, which was perfectly inoperative to prevent any really dangerous per- son from entering the country ; the notice to abrogate the Reciprocity Treaty which has worked admirably; the notice to terminate an arrangement to which we owe that peaceful character of the Lakes, which has led only to good will and kindly offices, are not measures of necessity. But are they evidences of hostility of feeling? May they not really all be traced to the unsatisfactory rela- tions of the east and west in the matter of transport ? The Chicago Canal Convention is ample proof ot the fact. The State of New York has become the emporium of the South and West, and as the Soutli turned from the political ascen- d H it 1^ a o h CANADIAN CANALS. 161 panying veering dimenta on of an he prin- istances iged, is and the would •ort and oint on station River y forti- lidered. lion has jnsider- , intend Y there iticians o Eng- 3h was 118 per- rogate 7; the ^e that ily to essity. May ' rela- The The Soutli iBcen- dency of the North, so the West has shown an earnest deter- mination to be free from a supremacy which would restrict its communication with the sea. The attempt to repeal the lieciprocity Treaty,* in opposition to the true interests of the West, is adduced as ample proof of the selfish zeal by which the preponderance of the forwarders of the Erie Canal, and an unchanged commercial relation=^hip with New York has been urged at their expense. The former threw themselves into the most bloody, obstinate and costly war of modern times. The latter need but to turn to the peaceful waters of the Saint Lawrence, * " There is no man in the west whoso interest does not sufifer, and will continiio '* to suffer, unless a combined effort is made to have the Government retrace its " steps on the reciprocity question. Every member of Congress and every Senator "must understand that no tampering with outlets for Western products will be al- " lowed. If there are any obstacles in the way they must be removed, or wo must " by our action at the polls, remove those who stand in the way of Western inter- " ests. This is no question of party politics — it is one of dollars and cents — it affects " the prosperity of every Western State— it is felt in the pockets of every farmer — *' and the laboring man, thrown out of employment because want of transportation " has clogged the wheels of business, feels it most of all. The necessities of the West " will lay the comer-stone of a new 'irrepressible conflict,' unless her interests re- " ceive the attention they deserve, and which their present and increasing mngni- *' tude demands from those in power. It will be the commencement of a conflict " between the natural rights of trado and the unnatural demands of monopoly, be- " tween the men who depend upon their own intelligence, industry and experience " to bring their enterprise to a successful issue, and those who depend on Acts of " Congress to increase their wealth. The Reciprocity Treaty was abrogated at the " demand of monopolists. Let this class of men beware — their days are numbered " — the West must and .shall have unobstructed communication with the sea-board, ♦' and no party can long hold the reins of government which stand in the way of its " accomplishment. Ono more illustration of our present suffering condition for want " of sufficient transportation facilities, and I am done with ' number two.' Holders •* of [trovisions and produce in Chicago have been compelled to ship to New Orleans ria " Cairo, and thenoe by sea to New York, because, no matter what the rate of freight •' they were willing to pay northward, every line was so blocked up with business, •' they could not ship at all — so they must send their stuff nearly five thousand miles " iiroiind, when their natural and proper line was not over nine hundred and ninety- " six miles, ma Michigan Central, Great Western of Canada, New York Central, " and Hudson River Railroads. To-day, flour can be sent from Detroit rm Michi- '« pan Central, and Illinois Central Railroads, down the Mississippi River to New «' Orleans from Cairo, through the Gulf of Mexico and around the extreme South of " Florida, to New York, by sea, in less than one-half the time it would be in rcach- '' ing that point going east from here, although the distance is only six hundred and " eighty-two miles in the ono direction, and nearly five thousand in the other. Po " dependent are we for a winter outlet through Canada, and so impossible is it to " have the Canaiiian lines to do the business offered them. I call these facts to tho " attention of our delegation in Congress, and ask them to justify, if they can, their " votes to repeal the reciprocity treaty. I call them also to the attention of those " members from other States, who, forgetting tho dignity of their position, appealed •' to the passions and prejudices, instead of tho reason of their fellow-members, and " rested their case on the olap-trap assertion, that tho West was sustaining ' rival " transportation lines through a foreign country.'— iJe^roit Free Pnss, March I860, No, 2, ill a s>:rics of communications by Mr. JDiincan Suimrt, of Detroit. 162 CANADIAN CANALS. when Canada has wisely 'Jetcrmined to offer them an ample navigation. The Southern States saw that in a few years they would be surrounded by states hostile in policy to them ; and that ii numerical majority would place them in the power of a party which had avowed its intention to change the constitution, and to govern the South, as sub- sidiary to the North. The West fears no political tyranny ; but they have no outlet to the ocean except through Canada. They see however that a legislation inimical to their gaining this outlet is pressed forward. The lakes which have been free from armed vessels, are threatened to be occupied by purposeless navies. The worst passions are called into being, and the neighborly and kindly offices which have hitherto been interchanged, are peremptorily to be discon- tinued. The course of trade is to be controlled and fettered. Reciprocity is to be annulled. Their old markets must bo discontinued; and they are told that beyond the frontier, no bushel of wheat, nor a load of hay, nor an ox nor an ass, nor any thing that is his, is to be bought and sold on either side, except on conditions worthy the dark ages.* When we consider the magnitude of this western com- merce, of the toll it would pay, of the incidental benefits it would disseminate, totally independently of all other advan- tages, it is wonderful to account for the lassitude and and indifference which prevail in this Province. Not the least in these extended good results would be the affir- mation of peaceful political relations really for ever. Eng- land can have no desire to go to war with the United States. No candid American, who remembers her dignity and for- bearance in the Trent difficulty, can believe to the contrary. In that delicate emergency, all that was exacted was the vindication of her own character, without one undue or *The retider of Aristophanes, may recollect Dicscopolis in the Achamians setting up the boundaries of his market place, and appointing his Agoranomi; where Pelo- ponnesianS} Megarians and Boeotians might buy and sell, but not Lamachus. CANADIAN CANAI^. 163 exaggerated act of vehemence. Wc CaiiacHaiis are the laft to desire hostilities. We have every thing to lose by war. To many it would be utter ruin. Yet if it come, we would not shrink from it ; for Canada is peopled by a bold, endur- ing, spirited people, and aided and sustained by the mother country we must in the end prevail. But why should there be such discussions as these ? Why should we in Canada who live in kindly relations with our neighbors, who desire loyally to give and to take the hand of fellowship, daily be threatened with destruction, and be made to feel that our tenure of i)eace is slight? Personally wo have very kindly relations with the American, lie is hospitable and good- natured. He comes to Toronto and accepts what we can offer, and certainly in his own country he is ready to return ten- fold what he receives. Why then should the declamation of politicians be constantly directed against England, and unfriendly legislation to her dependencies be inaugurated? It may reasonabl}'' be said, that it receives much of its impulse from fear that the trade which now goes to New York will pass by the way of the Saint Lawrence. New York, however, has still a controlling influence left to retain the trade in the Hudson, which her capitalists would do well to consider. Admitted we deepen our canals. If New York would guarantee the enlargement of the Champlain Canal from Whitehall to similar dimensions, Canada would at once construct the Caughnawaga, and the New York trade would take that route, leaving tlie Erie to its way travel. So far as v/e are concerned, the advantage would not be lessened, for we could still enjoy the full revenue from our canals. This very intertwining of business relations is a great guarantee of ])eace. Men who buy and sell, whose interests are co-mingled, who furnish the means of life, and who control its pleasures and exigencies, have too much to lor-e, to listen for a niomont to thj prompting« of passion or vindictivoness. Nations like men do not quarrel if they are 164 CANADIAN CANALS. under rcstmint; and the Stiitcs of the North-West and the Iji-itisi) Pj-ovinccs, woukl be alike pledges on the part of the two countries of a co-existent prosperity ; to each, war would bo a dread from the embarrassments and losses it would entail. This state of feeling is sufficiently recognised in the Northwest of the United States, and in the State of New York. There is a deep sense of discontent existing in the former States, and admitted by the latter. In the com- mencement of 1864, a paper was read before the Buffalo Historical Society, by the Hon. E. S. Prosser, advocating tlie enlargement of the locks of the Erie Canal, in which the fact is forcibly dwelt upon. He says: "The leading '' public journals in those States have so freely and so often " expressed their dissatisfaction in this regard, that doubtless '^ all present are familiar with their statements, their argu- " ments and their grievances. Hence, I will only allude to '' one of them, which, substantially stated, ' that unless there " be provided, without much further delay, a more ample " and cheap avenue of transit to a foreign market through " this State to the City of New York, their necessities will "compel them, though against their inclination, to urge " such arrangements with the Canadian Government, with " or without the aid of tlieir respective States, as shall " induce that Government to enlarge the Welland and St. " Lawrence Canals and locks to a size sufficient to admit " the ]>assagc of ships with twelve to fifteen hundred tons " cargo, to pass from the Lake ports to Liverpool without " transhipnu-nt." Mr. Prosser does not aifect to misunderstand the objects of the Chicago Convention. The Canal round the Falls of Niagara is, in his view a very plain matter. Although, " ostensibly for the ])assage of gunboats from Lake to Lake, " really in the main, it was urged by the people of the " Northwest, for the purpose of opening the way for dinct CANADIAN CANALS. 1G5 " trade from the Lake ports to Liverpool, in connection with " the Canals around the Rapids of the St. Lawrence, reqnir- *'ing, as these short canals do, only five or six feet doepen- " ing, by raising the towing paths and the lock-walls (the " locks being 200 feet long by 44 wide) whereupon, these " Lakes would be open to the world for ships to come and " go, with cargoes of 1500 tons subject only to such slight " tolls as Congress might impose around the Falls of Niag- " ara, or the Canadian Government through the Wei land " and Saint Lawrence Canals." This statement, it must be remembered, is not advanced by one interested in the development of the Saint Lawrence ; but is brought forward simply to animate his State to further exertions. Mr. Prosser shows the Canal authorities, to whom he appeals, what can be effected, and it is well to transfer his argument here. The distance from Kew York to Liver- pool is 3000 miles. From Buffalo to Liverpool by the Saint Lawrence, 3,200 miles. Accordingly the average rate of freight in a sailing vessel from New York ought to furnish the cost of freight in a sailing vessel from Buffalo, if the navigation be perfected through the Saint Lawrence : taking into consideration the cost of reaching the salt water by the River, in centra-distinction to reaching New York by the Erie Canal. The ocean freight is estimated at fifteen cents per bushel of wheat, or five dollars per ton, being the average of the last ten years. It must be borne in mind, that as these vessels would bring back return cargoes, that the return freight ought likewise to be much the same (all reasonable facilities being extended) by the St. Lawrence as by the other route. A comparison of the cost of the two routes is accordingly made by Mr. Prosser, as follows : — ^' Assuming that the present tolls through the Canadian " canals, now about 60 cents per net ton on wheat and flour, " should be doubled upon the completion of these improve- M 166 CANADIAN OANALB. " ments to $1 20 "That a vessel from Lake Erie, with 1,600 tons, " requires, to make good time, a powerful tug at '•$100 per day for 7^ days, out to the ocean, and "Ti^ days returning; this expense charged to her " outward cargo, per ton, is 1 00 " Tlie average value of ship and cargo (of grain, flour " and provisions), would be about $100,000, and the " insurance by this route, though equally cheap in *'8utumer, is much higher late in the fall and " would for the season, 6^ to 7 months, exceed the "insurance from New York to Liverpool about J " per cent., which, charged to the tons carried east- " ward, is per ton 30 " Extra cost by this route, per ton, from Buffalo to " Liverpool over New York to Liverpool 2 50 " With our Canals as they are, grain cannot be trans- " terred at Buffalo, transported to New York and " put on board ship, without State tolls, for less " than, per ton 3 00 "And when the quantity going forward is as large i. " as in 1862, it will cost, without State tolls, about, " per ton 4 00 " Nor can the rate be less by Railway." As the argument in these pages is based on the supposi- t'lon that the tolls through the enlarged canals would only be eighty cents per ton, the favorable result, theoretically shewn, will be increased forty cents per ton. . It is no extravagance to estimate, that if the Saint Law- rence Canals were improved 2,000,000 tons would at once pass to the seaboard, vessels bringing back 1,000,000 tons of imports. At present 2,700,000 tons of property pass CANADIAN CANALS. $1 20 167 1 00 30 2 50 eastward from the Lakes annually by the Erie Canal ; the freights avenigiiig about six dollars per ton from Buffalo to New York for long period3, two dollars of which is paid for tolls. Taking the cost of the "VVolland and Saint Lawrence Canals at $13,000,000, and estimating the enlargement of the locks and canals, together with improvement of the River, and the Lake Saint Clair Flats at $12,000,000, wo have the sura of $25,000,000. This amount at 6 per cent, interest and 2 per cent, added as an annual charge for a sinking fund, would require a revenue of $2,000,000. Adding to this sum the extreme estimate of $150,000 for mainteuance, repairs, management and collection, we find the gross annual charge to bo $2,150,000. If we could count upon the high tolls which Mr. Prosser has named, we might anticipate a surplus over the charge, which could go to abate duties on English mannfuctures, in the reduction of taxation. But basing the estimate on the low tolls now paid, the promised results are satisfactory. From Lake Erie to Montreal wheat now pays 35 cents, and flour 45 cents. "With the increased amount of freight, the larger vessel would take, with but a very trifling increase (speaking proportionately) of working expenses, the for- warder could afford to pay an increase of toll. Th. rate therefore might be named, without injury to any interest, as corn and wheat at 75 cents and flour at 85 ; averaging 80 cents. With 2,000,000 tons of exports, and 1,000,000 tons return freights, the income of the Canals from "Western traffic alone will be $2,400,000. This estimate is totally independent of Canadian traffic proper, which up and down in 1863, was something under 650,000 tons; that is to say, from Canadian port to Canadian port. The State of Blinois has officially represented the condi- tion of the Western States with great force. In 1863, the Legislature i)assed a joint resolution, appointing Oommis- 168 OANiDIAN 0ANAL8. sioners to proceed to Oanada, and solicit " the earnest con- " sideration and early action upon a subject of great and '* rapidly growing importance" both to Canada and the West, " of enlarged and cheaper outlets to the tide water, by way •' ot the Lakes and Rivers and new or enlarged Canals of » Canada." This important document dwells upon "the growing " and already vital necessity for enlarged and cheaper avenues" to the Atlantic; and advances the '•importance " both to Great Britain and the United States of so opening "and perfecting the navigation of the Saint Lawrence, as " to afford the commerce of both countries a cheap commu- " nication between the shipping ports on ihe North-western " States and Great Britain." What tho State of Illinois asks is a direct trade between the North-western States and Liverpool, on the plea " that *' the increasing volume of business cannot be maintained " without recourse to the natural outlet of the Lakes." If this opportunity be vouchsafed, and the requisite facilities be given, the surplus produce will be increased with a rapidity even beyond that of the past century. It is esti- mated that from the State of Illinois alone, there has been shipped annually for the last ten years a surplus of food sufficient to feed ten millions of people, and at the same time there has been a positive waste from the inability to bring the crops profitably to market. " The interior of North America," in the language of the Commissioners, " is drained by the Saint Lawrence, " which furnishes for the country bordering upon the Lakes " a natural highway to the sea. Through its deep channel " must pass the agricultural productions of the said Lake " region. The commercial spirit of the age forbids that " international jealousy should interfere with great natural " thoroughfares, and the Governments of Grefiit Britain and *' the United States will appreciate this spirit, ftii4 cb^^r- CANADIAN CANALS. 160 lest con- eac and le West, by way auals of ^rowiug cheaper ortance opening ence, au coinmu- western >otweon I "that ntained es." If Acilities with a is esti- as been of food e same ility to age of '^rence, Lakes lannel I Lake s that atural n and " fully yield to its influence. TIjo great avenue to the At- "lantic throupjli the Saint Liiwrenco bcin^ onco opened to " its largest capacity the laws of trade which it Iuh never " been the })oHcy of tlie Federal Government to abstract, " will carry the conrjnorce of the Northwest tliroui-h it." There can bu no more plainly expressed views than what arc enunciated in this memorial, and we answer it by voting money for f )rtitication8. It must bo admitted in justice to the Executive that it in cliiefly owing to a pressure from the Imperial Government that the Legislature has entered into the question of defences ; for the Province is loyal to England, and fervently desires to continue its connection with the mother country. The working of our Government is far from perfect ; but thoughtful men see the weak points, where we fail, and their hope is strong that with patience and ability, and time, the evils may be remedied. The duration of our connection with the mother country depends much on the attitude of Imperial statesmen towards us. It is not purely a question of money, and it is complex in many respects. But latterly the misunderstanding has not been slight, and Canada has been held to be insensible to duty and patriotism. The rejection of the Militia Bill of 1862 may partially account for this embarrassing condition of feeling. The cause of the failure of this measure was two fold. Deep rooted discontent among the supporters of the ministry of that day, and the impracticable character of the bill itself. After three years interval, public opinion has in no way been changed regarding it ; and it may bo asserted that it is condemned equally by military men. The working of the system was estimated at $800,000 per annum. It was shown that it would have cost some million and a quarter; one-tenth of the sum which would improve our inland navi- gation. The bill was long and obscure, and effected no results at all commensurate with the cost. It simply exacted ivi. 170 CANADIAN CANALS. from the militia from fourteen to twenty-eight days drill in the year, sub-dividing the rrovince into districts, with expensive staffs. Tho duty of self defence, difficult as it may be, is one which erery people must meet, and certainly it is not one which this Province desires to evade. Canada would join the Imperial Government in any measure for Imperial pur- poses, and her population would be found wanting in none of those qualities, which are the traditionary characteristics of English manhood. Nor is the French Canadian an excep- tion to this view. He is hardy, with few wants, reliant on the might of Great Britain, enterprising in the field, and possesses in a full measure the courage and dash which he inherits with his Gallic blood. Tiie surprise accordingly was great, and it created positive pain i'or us to be told, that we were deficient both in courage and in sentiment, and that we meanly shrunk from contributing to our own defence. The charge, however, was arrogantly advanced by the English press, and by many public men. Nor has this unjust clamour died away ; we hear periodical mut- terings of the old discontent, and not unfrequently in the Imperial Parliament. There are more ways of averting war than by large armies. The principle however is recognized in Canada, that our youth must be drilled and our militia organized, and that we must fully accent the responsibility of living by the side of a powerful and warlike neighbor. On the other hand there is no personal feeling existing betwean tho American and tho Canadian but what is kinrliy and genial. The American citizens who have established themselves in the Province, are as a rule men of high cha-acter, energetic ' and enterprising; the Canadi.ui who has turned to tho States f?r a home has invariably received sympathy, coun- tenance and aid. But while this truth is not denied, and it cannot be gainsaid, the large armies in the Held are pointed CANADIAN CANALS. drill in with 171 at aB pri)of, that warlike employment must be created for men, who have permanently abandoned the peaceful occu- pations of ordinary life. If the territory of the United States were narrow, the future might furnish cause for anxiety ; but every soldier in the field can calculate on receiving an allot- ment of land when his services are not needed. He can occupy or sell the grant, and there is no reason to anticipate any extended dissatisfaction with this ari*angement, or any countenance of the feeliog should it arise. We may expect that the many thousands of soldiers, when the exigency of the day happily no longer exacts from them exertion and sacrifice, will return quietly, without eflort, and with dignity to their old occupations.* But while asserting, tliat although sincerely desirous of avoiding war, we would not hesitate to accept its responsi- bilities, we may by every law of statesmanship and human- ity seek the meatus by which it may be averted. Setting aside tin-, higher teachings of our civilization, the world has learned how costly and destructive war is ; and accordingly the more Interests created, which war would aficct, the greater the nu:i;ber of preventives brought to bear against it. By opening the Saint Lawrence to the North-western trade wi- simply create the desire for perpetual peace. Canada would not then be the weak point in the British Imperial nystem ; for war with England would rebound on the into ests of a population which to-day may be reckoned at te.i millions, and which in forty years may be four fold. * " The troops were now to be disbanded. Fiftj' thousand men, accustomed to the " profession of arms, were at once thrown on the world ; and oxpeiience seemed to " warrant the belief that this change would produce much misery and crime, that " the discharged veterans would be seen begging in every street, or that they would •' bo driven by hunger to pillage. But no sucli result followed. In a few months " there remained not a trace indicating that the most formidable army in the world " had just been absorbed into the mass of tho community. The Royalists thcm- *' selves confessed that in every department of honest industry, tho discarded war- " riors prospered beyond other men, that none was charged with any theft or rob- *' bery, that none was heard to ask an aim, and that, if a baker, a uinson, or a wag- " goner Attracted notice by his diligence and sobriety, he was in all probability one " of OliTor's old seldien. — Macaiday^s History of England, Chap II. 172 CANADIAN CANALS. II • The mother country therefore, in the interest of peace, is not only justified in aidinc; in the construction of the Canals, but it is her duty so to do, when no direct tax or cost will fall on the home population. If this argument be correct, if the trade of the North- west be of the magnitude and e?rtent asserted, if the neces- sity of seeking the ocean by the Saint Lawrence be proved, if competition with the Canals when enlarged be an impossibi- lity, if these f^eparate elements of the whole be each admitted it must follow that a very large revenu-e will be collected from the Canals, and that if the completed work be pledged to repay the loan, the risk of the borrower will be moderate. For such an expenditure Canada could borrow money at 6 per cent.; with the Imperial guarantee at 3 per cent. Esti- mating the sura necessary to develop the navigation at $12,000,000, $360,000 annually would be saved, and this sum could be annually spent on fortifications, should the Imperial Government still consider the expense a necessity, so that a defenceless frontier would not tempt a powerful and determined enemy. By these means we avoid special taxation ; the resources of the country remain unweakened. It must be borne in mind that this Province can never ot its own accord drift into a war with the United States. Any error or shortcomings on our part would be immediately set right by Imperial authority. It is by our connection w^ith England alone that we shall be drawn into the quarrel : it will bo in lier offence or defence that our future will be merged. May we not ask such aid as this, to anticipate an undesirable contingency ? By guaranteeing two and a half millions sterling, England may remove indefinitely all pro- spect of war, extend to Canada the means of fortifying the frontier without taxing the population, and maintain her ascendency vn the American continent at little or no risk. There is certainly the abstract possibility that the United States coveting Canada for its own sake, may carefully CANADIAN CANALS. 173 mature her plans, and awp.it her opportunity to attack it. England may not always be at peace witli other nations, and a European war may draw her into the vortex, so that she could little aid her transatlantic possessions, and in the unequal contest Canada would succumb. Generally an ob- ject is desired from some cause, either of value or of senti- ment, and the possession of this Province by the United States, at the ontraul{ir sympathy. If Canada were independent, poor and weak, lliere would be little glory in thirty millions of people overrunning it ; and literally nothing to olier to satisty the imagiiuition^ or to awaken the national pride by such a con- (piest. The cause tlien remains of objection to any Euru- 1 can power holding possessions on the continent, which in otlu'r words is holding us accountable for our connection witii England ; for it is unimportant whether the jealousy is abstract as a matter of principle, or the ill feeling be ap- plied and determined by special cause and circumstance. Tlieielbre when we say in Canada, that we can only come into collision with the United States through our con- nection with England, we think we truly state the case : furllier, wo conceive that the fact ought not to be disputed in till! mother country. It has been so stated by men of eminence, fairly and unmistakeably ; but the assertion has bot'U confnidicted, we think both unjustly and too fre- quently in a somewhat inconsiderate spirit. Xevertheless for g'>od, or for evil, our lot is interwoven with tlie well l)eing of the mother countr) , cspeeiiu:-' in its relations with the United States; while our more liinito^^ inlLience is like- wise perceptibly felt in a less degree. The policy which 176 CANADIAN CANALS. assures peace to Canada must, above all others, be wel- comed at home. Independently of the Provincial view of revenue and defence, of the establishment of stable friendly relations with the United States, and of the certainty that the com- merce of the country would be widened, there are special circumstances in connection with Western Canada, which must be brought forward. The facts must be admitted that every interest is depressed, that money is scarce, that there is no prospect of new works being undertaken, and trade is reduced to the mere minimum routine of every day life* Latterly a feeling has gained ground, that by no means a weak or uninfluential party in the mother country is indif- ferent to the possession of Canada, and seeks only an excuse to be free from the embarrassment of the connection. The consequence is that men are to be found who urge, that if this be so, annexation may as well be brought to pass at the present period as at any other time. The activity of the United States is adduced as proof of the greater material prosperity we would attain by the measure ; but the truth really is, that this activity is confined entirely to the main avenues leading to the West, and that beyond the influence of this movement, there is no more display of exuberant energy than in Canada ; indeed in many localities much less. We are not a particularly patient people, and we wait for a result with some fretfulness. In some instances our complaints may be somewhat unwarranted ; but at the same time there cannot be a doubt, that wise legislation could effect much change in our present unsatisfactory condition. Within the last few months many have sought the United States, from the impossibility of obtaining a livelihood in Canada. The passport system* has clearly established the * I learn from the Hon. Mr. Thurston, the American Consul at Toronto, that the emigration from Canada to the United States during the last four months ha« been eonsiderable ; and that in the majority of cases, the parties having their passports visis by him, were permanently leaving the Province. Mr. Thurston has been of CANADIAN CANALS. 177 wel- fact. Most of these men are artizans, not the least fitted to go upon land. But at the same time it must be confes- eed, that many of the population whose antecedents have qualified them for agricultural life crowd into the cities, in the place of pushing northward and developing the soil. This tendency to abandon the country districts will eventu- ally work its own cure in the want and misery it will lead to. For the moment it can only bo deplored, for it is above the reach of legislation. Tlie very contrary is seen in the Western States. Certainly it is in this direction that the wealth of the Province can be most legitimately increased. For many years our manufactures must bo limited. The market is too small, and the whole community cannot be unduly taxed to sustain a small number in a prosperous pursuit. It must therefore be admitted, that there is much in our condition, which can only be alleviated by time and circumstances. Still there is a commerce which is the property of this district of Canada, and which should not be driven from it. If the Canals were deepened, the sea-going vessel would come to the wharves of the Lakes at less cost than is now paid for transhipment and brokerage at Montreal, and River carriage. The tendency would be to concentrate business in Western Canada. One branch of industry would at once be created, the construction of sea-going ves* eels at Georgian Bay, which would pass lightened through the Canals, to draw twenty feet of water when laden. The navigation of the Lakes and Rivers would also be performed in a different class of vessel from that at present in use, and these vessels, equally with the marine of the Western States, instead of lying idle on the stocks non-productive, and their crc«78 without occupation, could on the approach of winter much fussistanoe to ma in furnishing me information, when he could consistently do 80 with the discharge of his duties. There are few public men who have a more thorough knowledge of the Canadian trade in its relation to the United States, than tblfl zealous and able official. 178 CANADIAN CANALS. pass from the Lakes to the seaboard, and trade between the West India Islands, or engage in other profitable voyages. Ice could be made an article of traffic. It is estimated that a cargo of ice is worth a cargo of coffee. Lumber could be constantly exchanged for tropical products ; butter, beef, pork, and fiour, could be taken direct to markets where we would obtain sugar for them. At present. Natal, in South Africa, is supplied with lumber from England. If there is any thing we could compete with in other countries, it is in this article, the return cargo being of sugar. There are other minor manufactures which we could export. Petro- leum, Ale and Porter, Corn Starch, Pot and Pearl Ashes ; and a trade which is scarcely in existence in Western Canada, pork packing would grow into vigor from the demand upon it. For the provision of the ocean-going vessels would be an industry to some extent of itself, not simply in this but in other respects. It is reasonable to suppose that the commerce passing through Canadian waters would extend along its course a vivifying influence. The Province would then become, not simply one of the main avenues of communication with the West, but possibly the principal one. All the bustle and animation which the traveller in the United States necessarily finds on the great lines of traffic, and which to him are matter of so much surprise, would be witnessed with us. Surely ends like these without even the consi iera- tion of the greater desideratum, — an increase of revenue, — and the assurance of peace may, justly be regarded as Pro- vincial. They would not be confined to one locality ; and no cities would be more benefitted in the general accession of prosperity than Montreal and Quebec. The Western States look with equal anxiety for the relief to their embarrassment. The whole valley of the Saint Lawrence is buoyed up by a common hope. No man in Western Canada, unfortunately, has the least doubt of the depres CANADIAN CANALS. 179 sion which is bearing it down, or fails to feel the greatest anxiety with regard to its future. This condition of being explains the attention obtained by any scheme promising change and improvement. Many of us are not unlike the invalid, who hopelessly stricken by disease, listens to the remedy of the charlatan in sheer desperation, only to excite his distemper and increase his sutferings. It is not the expenditure of a few thousand dollars, which although granting temporary relief, will permanently benefit our con- dition. Our advance in prosperity can really be effected only by an enlarged policy, not conceived for a locality, but for the whole Province. There are many considerations connected with deepening the canals which must be carefully weighed. The first which arises is the depth which can be judiciously advocated owing to the depths of the various harbors, and the obstrr cllons which at various points exist in the river. In advocating a depth of 15 feet on the lock sills, with locks 45 feet wide, and 250 feet long, it must be remembered that the main object in view, is to obtain revenue by the sea-going pro- pellers of the North-West. It is accordingly not a sufficient argument against the project to adduce the fact, that most of the harbors on the lakes, indeed, almost all of them on Lake Erie, have only twelve feet of water. Siich harbors as these must from time to time be improved ; for as a rule they are capable of improvement. It is likewise to be feared that to attain this depth in the rivers and lakes, lieavy expense must be incurred. From Chicago to the Wellaud Canal the navigation is marked by tlio one difficulty of passing from the entrance to the Detroit River, to Point Pelee on Lake Erie. There is a strong current in the Detroit River, and at its discharge into Lake Saint Clair, fiats have been created by the deposits of a long geological epoch. Undoubtedly, they can be dredged through, and sufficient depth obtained ; but for sailing vessels, the route will con- 180 CANADIAN CANALS. gtantly be one of trial, from the necessity of rapidly turning from one direction to another, actually passing round about two-thirds of a circle in 130 mileb. A sailing vessel armed with an auxiliary screw would be quite iude evident in this navigation. But sailing vessels are generally towed through these perplexities. To reuiove this annoyance, a canal has been proposed from Kond d'eau, a known harbor of great capacity east of Point Pelce, either to the foot of the Detroit River or direct to Lake Huron. It would lessen the navigation eighty miles, and do away with all the trouble experienced on the Saint Clair Flats, and in entering Lake Erie. Roud d'eau is opposite Cleveland, Ohio, and between fifty and sixty miles distance from it. There are no particular difficulties in the route. The land is generally level, and as Lake Huron is 7 feet above Lake Erie, no ex- traordinarily expensive cutting may be anticipated. Such a canal would be from forty to fifty miles long, and it would cost some millions of dollars ; accordingly it would have to remain unconsidered until the accomplishment of the greater work. But undoubtedly a time will come, when its neces- sity may be established. With 3,000,000 tons passage through it at 20 cents, a revenue of $600,000 would result, fjid allowing $50,000 for maintenance and repairs, the $640,000 represents a capital of $9,000,000, which would be about $180,000 a mile. It must be remembered that a guard lock at each end, and one lift lock, are all that is required.* * The diffioalties enumerated between Lakes Erie and Huron are pointed to, as an ttnaoBwerable argument why the Toronto and Georgian Bay Canal should be andertaken. It is conceded that great improvoment over the Saint Clair Flats is denrablej but the project entirely to avoid the dangers and inconveniences of this part of the valley of the St. Lawrence must be postponed until the development of the whole line of navigation be attained, of course including a channel sufficiently deep through this locality. But it does not by any means follow that the Georgian Bay Canal is the only remedy at our disposal. Indeed narrowing the experiment to this riew> it is evident that a Canal from Rend D'Eau to Lake Huron is preferable from the circumstance that it would cost about one third the expenditure, and would leavf nothing to be desired. When the money to construct the work can be ob- tained without undue sacrifice, it will necessarily bo undertaken aa a part of the Mt|»iaA fee tbe developmeat of the St. Lawrence- CANAOrAN OANALi='. 181 The (leeponincj of the Rapids of tlio St, Lawr^^nco lins hoxm the auhject of iVofpUMit inquiry and examination. They were (dahorately surveyed in 1851 l)y Colonel Do RjiasloU' and M. Maillefcrt, and experiments were made as to the poHsihility of removini»; obstruetions in the lliver l)y the means of Bub-marine blastin*^. The estimate for makini^ a channel 200 feet wide and botween 1^ feet and 13 feet deep at low summer water, \va^ named at .1^900,000; the greatest expense })ein2; called for in the rapids overcome l)y the Heauharnois Canal. The cost of the (Talo])s Kapid was stated at $44,928, and the North Channel of the Loni^ue Sault at $68,792. The St. Lawrence is described by jheso gentlemen as naviijable durinii: low summer water from Prescott to the foot ol' Lake Saint Francis for vessels draw- ing 8 feet, and through Lake Saint Louis for vessels draw- ing 10 feet. The Galops, according to the Map, have generally from 17 feet to 20 water, excepting on the Shoal which extends from Big Island to the main shore, and a small shoal some- what to the east of Adams' Island. Tn these localities the depth varies from 8 feet to 12 feet. Tlie larger runs across irregularly, and may be considered to require the excavation of the channel through an extent of 300 feet. The Longue Sault Kapid has a depth ot water of at least 17 feet (by the Map) excepting at the chvte, which is marked 12 feet. The ridge appears to be about 550 feet across, with an irregular side shoal of about 300 feet base, with a maximum ordnate of 120 feet. The lower Rapids — the Coteau, the Cedars, the Cascades, above Lake Saint Louis, and the Sault Saint Louis, towards Montreal, it is to be feared cannot be deepened to any extent. The inquiry, however, by no means appertains to the scheme of developing the navigation of the St. Lawrence for sea-going vessels. The possible moderate cost of the work on the Galops, and the Longue Sault, might justify N •^^. •^. M .0^^*^^^% ^ IMAGE EVALUATION TEST TARGET (MT-S) 1.0 I.I 1^ M 1.8 1-25 1.4 1.6 6" ► V] <^ /i / # ^ >y c*^ oS >> o 7 % Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 Y # 182 CANADIAN OANAIS. the experiment in their case, but there is no positive neces- sity why it should be made. But if the lower rapids were made navigable, sailing vessels could not navigate them, and it is problematical if they would be towed down. But Lake Saint Francis, and Lake Saint Louis are posi- tive impediments to be met and considered. The former has a soft sandy bottom, which could easily be dredged, but would require constantly to be watched, as the channel would 80071 fill again. The latter consists of harder and more expansive material to excavate; but when the work was done, it is probable that the cut would continue open. The expense of obtaining sufficient depth in these two locali- ties, can only be known by examination. Doubtless, it would be great. Indeed the improvement wliich the upper St. Lawrence its whole extent, will ultimately admit, must be deter- in mined, likewise by examination, for I cannot learn that any one can speak authoritatively on the subject. Admit- ting that it may take years before a channel of 15 feet is attained, and that it be conceded tliat that depth may eventually be attained, we could construct the locks to that depth, in the first instance and obtain at once in the lakes and rivers, the nearest practicable corresponding navigation, and year by year perfect the route to the desired capacity, gradually extending it as judgment and expediency sug- gested. One source of expense would be caused by the continu- ance of the navigation during the progress of the work. In some instances the enlarged lock can he built by the side of the present lock; in others the stone must be previously got out, cut, and fitted ; and the masons can work at the walls required to be heightened and lengthened, in the intervening month between the thaw and the opening of navigation. In cases where the bank has to be raised and widened, the material can be deposited in summer : when CANADIAN CANALS. 183 it the reaches have to bo deepened, the work iriust be carried on after the water has hevn let out at the close of tlie navigation. Snch a policy as this is truly natioTial. National not simply as it would affect Canada, but ecpiaily as it would harmonize liie relations of war and peace between the mo- ther country and the United States. At the same time, the cost is no immense and almost fabulous amount to make the experiment impossible. The sum called for really is about ninety per cent of the Provincial Revenue, and of all the projects brought forward, not one of which aims at similar consequences, it will cost the least ; exacting only half what would be swallowed up, either in the Toronto and Georgian Bay Canal, or the Ottawa and French Kiver Navigation. It may be that the public mind is not ready to estimate its magnitude, and that many public men may conceive that there is a pledge on the part of the Province that the Inter- colonial Railway should first be constructed. If this really be the case, the development of our navigation, a thousand fold more important, can certainly be effected at the same time. But England has the one desire with regard to us, to aid in establishing our happiness and prosperity ; and she will accede to any policy whicii she can understand will increase our civilization and develop our material advance- ment. The remedy lies with ourselves. If the argument which has been advanced here is superficial, ill-considered and unsound, it will soon be forgotten ; and the little attention it may create will be as evanescent as the thought given by the passenger to some passing street event. If it be true and just, the impression it may cause cannot be so dissi- pated. The conviction must pass from mind to mind, until it becomes a dogma in our political faith and is equally accepted by Imperial statesmen. Once established as sound and feasible. Western Canada need only to be firm in order 184 CAJSAUIAN CANALb. o iittuiii \\h cuiisurmiiHliwM. IT coiistiliiciicies, l)y coiistitii- tioiiiil iiiuiiiio, iiiiiku llicir dcsirua known, unci return uienibers to till) Loi;isluluro wlio will pcrsovcringly iidvocjito tliovj, no Ministry can long dony the iniprovenient ; for no Ministry can witliBland the o[>poBitiou, \rliicli u refusal on their part would call Jurth. < ! One of two results is indispensably necessary. 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N o a c-~ ->■ rll' lO CO TH 0" rH in tH CI CO CO CO 3 5= 00 •lled, 68 ; tatea do , 143. n. :ted, 57; , 103. ; size k,4I; merce Bnced ence, rvey ince, snue lODB Locks, si?;e of Ch ui "^ ^'^•^Uj:Tsi£"^"'^^' 1 ''V'ti^rf '" i""--" route, J lie, 30 i St. a'S'o"- ."?" ««»- plain sS r', '°, ?"""'« Cham ,1,1 ; Cornwall, 53° Vol anS'"?."' <'•>■ " ' '"' ' ''"'"nle". H3j'p.op„S"1'„e^; ^^'''i^sMS-pa'Sr /^:sf,!'»"'. »». »l. M Maitland, Sir p., cii Mason, Mr., 96. Jelbuish, Captain, lo Mcrntt, Air. W. H. 61 Ogdensburg, 2G. Untario Lnlro . . 113, „."'"'' "nations of lev„i "Siin'^s-Sa'ii.^r-/"..' -nerrm, Mr. W. H. 6 Georgian Bay Ca " i o "^" «"•! Military consideration^ R« . L ^®' «• ' route to N^ir »» J 1'rade, 84; cost, S4'comn/"-? ^'.^aracter, Lawrence, 84 dZ.^ ^'^'^ ««'" matesregard ng sS r"'T "^' ^«»'- taryaspe^ct, \"o5;'l05?""^^"'"'- opposed by Westlrn n ' ?^"^* ^e 105 ». "^ " 'astern Canada, 105, "■»»Wppi,l.,».,H8; route to ocean "«& ^"""Oi.1 view, of, ,i . ,^ .,„ "'P's of produce at, 145 ' ' ' "^ -Montreal Board of Trade «1. • regarding Ottawa route' m ' ™" I •^'o^men. eastward of "piVu'ce, ,34 ? fe'i'^o'.'r/r^H i«v,, «f;t!l?''' ""■. 'l-ory of coslof PSo^oTS°„?>°ff°™»'o.»J. ^•■eight exam ned, 153 „ °' Policy tn Jr.; • . McS;?, Canal Loan 11111,^61 " „ «»■>, 134. ""' «"""•»■ dislribu. JoS'' "'■ ^"''". 3^. »■.• proposed JJS- '« c*S ° ''"'^ '"S'rd- '" »' --"1^ »wan.p, i,^r' . '^'.'ri^p".^Lz!'ss 1 1 rosser, Mr P « Ja«al» 1 78. I routes, 164 ' ^'"'"Parison of Jjavigation Improved. 13 is? «ir::"35rji:t'idi'^,.«J « *,york, eauoea of preeminence, L.3,o„e Co, , lfiaad.U,Mrl66'°°"'"'- 190 INDEX. Rapids, 10; descent of, 11; Amhersl'a voyage down, 11. n\ permission demanded by U. 0. Legislature to survey rapids above Lachine, 65. Uapide Plat, 57. Reciprocity Treaty, results under, 143; unnecessarily abrogated, IGO. Revenue of Canals, 120, seq. Rice, Hon. Spring, 67. Rice Lake, 104. Rideau Canal, history, 32 ; mode of construction, 33; made available for steamboats, 33 ; objections to system of construction, 35 ; failure of worlts, 35 ; distances, 35. Revenue and expenditure, 124. Rideau Lake, height of, 33. RidRcs, the, cut through, 97, n. Robinson, Sir John B. 65. Rondeau and Chatham Canal, 9G, n; 180. Ruggles, Mr. S. B. 147, « ; 151. 8 Saint Anne's Lock, 37 ; cost of, 126; Revenue and Expenses, 123. Saint Clair Flats, 13, 95, 96, 9t> ». ; 179. Saint Catharines, 58. Saint Lawrence River ; former route of travel, 12 ; levels of river, 38 ; comparative advantages of, 139 ; route by to New England from west, 153, 166 ; opening of, guaran- tee of peace, 171. Saint Lawrence Canals, 38 ; com- pared with Ottawa route, 85 ; not benefited by Georgian Bay Canal, 98,98 71; not remunerative, 119; Revenue and expenditure, 125. Saint Maurice Lumber Trade, 20. Saint Ours Lock, 21 ; Revenue and expenses, 123 ; cost, 21. Sault St. Louis, 39, 181. Scugog navigation, 103; amount ex- pended on, 103. Self defence, Canada accepts respon- sibility, 170. Shanly, Mr. Walter, 25, n ; 28, n ; 48, n; 83,92,93, 101. Shanly, Mr. Frank, 112, n. Shipbuilding, 138, 177. Simcoe, Lake, elevation of, 97. Spaulding, Mr. 148. Stoker, Mr. George, 77, n. Stewart, Mr. Duncan, 161 n. Sunday, present regulations with re- gard to canals, necessity of recon- sideration, 148, n. Sydenham, Lord, 70; message first Canadian Parliament, 71 ; estab- lished size of Welland locks, 71. Thurston, Mr. 176, n. Tibbet, Mr., W. H. 61. Tilley, Mr., 9, n. Tolls, Revenue and Tonnage, 119; Tolls removed, Canadian Canals, 131 ; re-imposed, 133; policy examined, 132. Tolls, Canadian and Erie Canals, 131. Tonnage of Canals, 128, ttq. Toronto Convention, 96. Toronto and Georgian Bay Canal, 94 ; route and description, 95 ; excava- tion across ridge, 95, 97, 97 n. ; probable cost 95 ; of revenue 97 ; benefit to Oswego, 98 ; 98 n. ; not a remedy for St. Clair Flats, 180, n. Trade restricted, 162. Trade and Navigation Returns intro- duced by Mr. Hincks, 120. Transhipment, 7. Treasury regulations, United States, bear against St. Lawrence, 143. Trent River Canal to Nottawasaga, 103. TuUy, Mr. Kivas, 95, n., 97 ; argument for Georgian Bay Canal, 100, n. Vessel, size of, passing through the Chambly Canal. 21 ; Carillon and Grenville, 37 ; Rideau, 35 ; St. Law- rence. 157 ; Welland, 157 ; Erie Canal, 113 ; 116 ; new vessels pro- posed enlargement Erie, 117; en- larged St. Lawrence navigation 154. , W Walbridge, General, 150. Walker, Mr. E. H. 134. War between United States and Eng' land dependent on United States, 151; non-possibility considered, 171 ; probable causes of discussed, 172. Waahburn, Mr. 150. INDKX. 191 Wclland Canal Iloport (Jomnilttee Upper Ciinadn House of Atisuiiihly, f^O n; origit.^1 c»timato, *;i ; lirdt route, Gl ; route changed, G2 ; tirst ve.saeld passed through, r.r) ; Logis- hilive i)roi:ecding3, 01-71 ; state- ment of assets, 08 ; loan Imperial government, C5, 07 ; loans and advances by Province, 04, 09 ; transfer to government, 0!) ; en- larged size, 71; deepening and widening, li ; cost, 7:^, 75 ; main- tenance and repairs according to Public Works Keports, 74 ; S. Western Interests dependent on «n- largement of Canals, IfiW. Wheat, toll on, 131. " crt'ect upon when raised by olovators, 150. Williams, ('aptain U. H. Englneera, 14t>. Williamsburgh Canals, when opened. 57. Works incomplete and unproductive, 10.3. Work, mode of conducting for en- largement, 182. Young, lion. John, 28, n ; views con- cerning Oswego trade, 98, n. I •