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;$^ 
 
 EEPORT 
 
 OF THE 
 
 ^,t. 
 
 CHIEF ENGINEER OF PUBLIC WORKS 
 
 ON THE PROGRESS OF 
 
 CANAL ENLARGEMENT 
 
 BETWKHTi 
 
 LAKK IlilE AND MOMTRBAL. 
 
 A 
 
 orrAWA. is7?. 
 
 Wllljlflii" 
 
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 7 
 
REPORT 
 
 e/6 
 
 r» 
 
 OF THE 
 
 CHIEF ENGINEER OF PUBLIC WORKS 
 
 ON THE PROOI^E^^S OF 
 
 I CANAL ENLARGEMENT 
 
 UKTWKF.N- 
 
 If 
 
 LAKE ERIE AND MONTREAL. 
 
 \ 
 
 O'lTAWA. 1S77. 
 
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 thos( 
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 'Jon: 
 
No. 37.7G3. 
 
 \1 
 
 DEPARTMENT OF PUBLIC WOKKS, 
 CANADA. 
 
 # 
 
 Ottawa, Nov., 20tli, 1876. 
 
 Sm,-I „„, fecW by the Ministei- of Public Works lo inform you that ho i, 
 ac»,ro„, of layins betor, ParUament at its ne.t session, full information relative to the 
 works oonneeted with the enlargement of the canals between Lake Eric ami Ibe city of 
 Montreal, as «U as of those between the cities of Ottawa and Montreal. 
 
 You will therefore be pleased to take the necessary steps to prepare a report on 
 these matters as early as other duties will permit, describing the progress made under 
 the d.flercnt contracts, together with a statement of what remains to be done in 
 connection with them, and reporting the „at>.e and extent of the works still to be 
 let, also such information as wiU enable the various matters lo be clearly and readily 
 uuderstootl. •' 
 
 I have the honor to bo, Sir, 
 
 Your obedient servant, 
 
 (Signed) F. BRAUN, 
 
 JOHN PAGE Es<?., Secretary. 
 
 Cliiof Engineer, P. \V., 
 
 Ottawa. 
 
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c 
 
 
 Tin; 
 
 ]trc'ii.' 
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 coinn 
 
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 have 
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 the C 
 1871. 
 letters 
 
K E P O K T 
 
 OK TlIK 
 
 CHIEF ENGINEER OF PUBLiO WORKS 
 
 fKs- THE I'ltUUIiESS Ol' 
 
 CANAL ENLARGEMENT 
 
 iii;T\VEi;x 
 
 LAKE ERIE AND MONTREAL. 
 
 Titi; Si;ri;i:TAnv of I'l ulic Woiiks 
 
 On'A^^•A, Jiimuuy .jUtli, If^JT. 
 
 p. /.-I) I ." t .0 l,o„„,. to »„l,„„t tl.c folI,„i„g „,,„,,, „„ „,„uo„ „„„„et,„l u-it , t ,; 
 c„la,.»™,.„t „, tl,„ „.„. ,„ „«,„,. .-„,k,, ;„ ^ „„ „„. „. .^ ^, 
 
 ZZH!""' '■'""■" "" ''' '" '"' ' ""• ' '"■ ■""■'" ""■'«»"- " 
 
 Ic Oovomn,,.,,l.„,„, e„,,,,,,,,,,i,,,,,,,l to „„. „l,ici,,llv ,,v v„,„. ,..„,, „f Ii„ ,„„j j„,; 
 
6 
 
 Til.' first of those was in rolation to th.. Wollaml Ouual. and .lirccted that all 
 Vomnimut stnicturos on tho Summit and Tliovold levels, as well as those at Port 
 Dalhousie, should "l,e adapted to a depth of water corresponding to 14 feet on the 
 "mitrc sills of the Locks," and < ho second directed th«t " the permanent structures on 
 "the Lachino (.'anal should also ),(• placed at a like depth." 
 
 All tho works that wore ],ut under contract prior to lS7o, were, of course 
 Hrrange<l for a draught of 12 feet of water on the lock sills ; they are, liowevor, chiefly 
 on that part of the new line of 'the Wellan,! Canal, between Port Dalhousie and Thorold 
 wiiore the walls of the locks, hanks of the Canal, and water levels can be raised to -ivc 
 the contemplated do])th when requii'od, " 
 
 ^ The position, nature and extent of the existing works, a. well as those proposed 
 lor t,io onlargen)ent, were .lescribed in former reports ; but provision for the increased 
 draught of water has, in some instances, rendered necessary such changes as will doubt- 
 less be more readily understood by drawing attention, not only to tho different places 
 luit to the main features of the line and s].ecial matters bearing on tho respective cases. 
 
 It is therefo.'e considered pro],er to follow this course, although it may result in 
 occasional repetitions of what has been already written on tlie subject. 
 
 The Welland Canal being the first of the seiies, in descending order, as well as in 
 oxtont, and certamly not second in Importance, it will be brought first under notice in 
 order following : — ' 
 
 It may be observed that it forms the only navigable connection between the 
 waters of Lakes Erie and Ontario, and that, too, between the nearest available suitable 
 outlets. 
 
 _ The i.resent line is about 27! niiles in length, or about 2:^ per cent, more than a 
 straigiit hue between its two terminal jioints. 
 
 The difference between the water-surface of the two lakes in moderately calm 
 woataer,as near as can be determined, is 32GJ feet ; but Lake Erie is subject to more 
 sudden fluctuations, and generally to a greater range of variation than Lake Ontario, 
 matters which have more or Ic-js influence on the harboi's at the.se places. 
 
 Tl,o enlarged .anal will ),e about 2fi^ mihs in h.ngth, from harbor to 
 ha.la>r. I-rom Port Dalhousie to the upper end of ThuroM, an entirely new line is in 
 course of constmction, along which the distance is ^ miles, and fi.om tho latter place to 
 Allanburgh, a distance of .". miles ; it Is desirable that a new line shouhl also be formed, 
 for tho ro.isons sulwequcntly given. 
 
 From Allanburgh uj.wards, the enlargement for tho most part is made or in 
 .•ourso of being made, by widening ami d.-op,.ning tho old ehann..]. 
 
t 
 
 A|>ril of that year. '' ' ' ""'*' ~'"" ""' '"™"'°'l ""t" 
 
 .■o„.o«tlan t'"'"""'' ''''°"' "P"-""""- °'-l" Hl-rtie, m„,.e tot™te<lm other 
 loulofcthan the one recommendea in my lenoit of A mil lS7o ,„ . i- , • "" 
 
 otaencl, haJ teen fcc,«l to l,e came<l out. ' ' "*'-'»'' >^'"'''' " ""•>■>- 
 
 These reinesentations leil to the apiwintment of three i,romi„e„, ,„.„f • , 
 
 ::t:it:r "■"'°"" *° -'- '- --- "- p''- "°:; r r'rrr: 
 
 10 enable tliem to give an opinion on the sulyect. 
 
 At this date, April 1873, .Sections No.s. .^ 9, 10. 11, V,, lf|, 21, "o o-j 30 3, ,„ , 
 •^■2, woi-o placed under contract. • , . -. - ,,-, -J. JO, 31 and 
 
 ^^,^,. ^r"^ ^ "' "" ^''^ ^'"' '"' ^" many of them were iutbnnd, and othor- 
 >v use objectionable, it was considered best to invite new tenders for the whole. 
 
 The worlcs were therefore advertised again on the iUth December 1873, when 
 
 " sZ^iIl W ' '' *'' "" of iinns-except there are attached the actnal 
 
 thHr.-"'^''" "'''"■ ""'''^"'"' '""''^^'^ ^^'-^^'^^-^ «f-h member of 
 
 _^ "For the due lultilment of the contract, satisfactory security will be required on 
 
 jal estate or by depo.sit of money, public or municipal securities, or Bank stock to 
 < he amount of ... per cent on the bulk sum of the contract, .^c. " 
 
 .hn,H ^r'^'' T". '""'''''""' *™^''"'' ''''' '''"'^''^ «" *'^« 21st January 1874, and 
 slur ly afterwards the contract for the works were awarded for sections Kos. •. 3.1; 
 M3 and 14, all of whicli are situated between Port Dalhousie and Thorold. ' ' ' " 
 
 It may here be stated that section x\o. 12 was not let at that time, as it was 
 u..ht best in the tii.t instance to inform the (U-eat Western Railway (. .pan th 
 the new portion of the canal would cross that part of their line situated on the incHil 
 
8 
 
 sotitli east of Meriittou. To tlio proposition of carrying tho track ovci' the canal by 
 means of a swing-ljridgc, strong objections were urged on behalf of the company, which 
 led to considerable delay before anything like a satisfactor}- understanding could be 
 arrived at. This was, however, at least effected, and the arrangements made will be 
 sul)serpiently referred to. in connection with the works on the section. 
 
 On the 24th June 187.">. tenders were received for sections Nos. 1. 4, 12, 2.''>, 21, 
 2."). 2Ci. and '^Ct, and the works were shortly afterwards awarded. 
 
 In the contracts generally, April, 1S7 7, is fixed as the time for completion, but 
 Section No. .'^G, Port Colborne Ilai'bor, is not to be iinished until June 1878. 
 
 The sections arc jiunibcired from Port I)iilhousl<' u])\vardH. and ure for tlie most 
 |iiu'l fVoiii ii nille to one half of a mile in length. 
 
 A])pended will be found a full ami ile,scripti\e report (prepared by Mr. Thomas 
 Moni'o, engineer in ehai-ge of the northern Division of the works executed, and generally 
 what remains to be (lon(>, under 'existing contracts, on the new line between Port Dal- 
 iiousie, and ]Marlatt's pond, situated a .short distance above the vilhige of Thorold. This, 
 together with the following remarks, will, it is Ijelieved, enable a tolerably fair idea to be 
 formed of the natui'o, extent inid ])irsent condition of the diffei-ent ])iirts of this division 
 of the works. 
 
 Sk( TioN No. I, - cmlnaees the enlargement and (leej)ening of Port Dalhonsie 
 Harbor, the extension of the east pier 300 feet farther out into 
 Ii iki' ( >atario, building docking ou both sides of the new part of the basin, enlarging the 
 present waste-weir so as to reguliite the water in bulli the old and new canals, the 
 construction of a lift-lock, with its upper M'ings extended to form abutments fur '' 
 swing liridge. to carry the tralllc fo ;\nd from Poit Dalhousie. 
 
 l"he area of tliein-escnt harltor is about eiglit acres, but when the works now under 
 contract are completed, it will hav( an area of sixteen acres, ami at the lowest stage of the 
 water, there will be a depth of at least lo feet, at the tail of the new lock, ami 1(! f(-et at 
 the inner end of the entrance channt4. 
 
 The lower or outlet lock <i\' the present canal is on the west side of the basin, about 
 '.Hid feet from the landward end of the entrance i>iei-s. it has yenerallv a lift of froiu 1 2 
 <M I ."i feet, and a depth on the lower sill of 12 feel at low water. 
 
 The new lock is m lie place(l on a salient |ioint on the east side of the. harltor, and 
 In Hueli a position that the lower wings will b(( about 1,(J00 feet south of the inner ends of 
 the jiiers, and in such a range that when tho centre lines through both the old and \w\v 
 structures are produced, they will be lOO feet apart, opposite the lower gates of the old 
 lock, luid .'•."•O feet apart. op|iosite the upper gates of the new lock. ■ 
 
 The sjiace between the locks, is chiefly a made bank, from l.'iO to 2."iOfeet in width, 
 pail ofwiiicli is used for a pub '•■ road, and towai'ds the eastern end of it, two fJouring 
 mllln ha\i' been built. .\ small saw mill tlial stood there, had lo be aci|ulred, in ordi-r to 
 
! canal Vjy 
 my, which 
 g could be 
 do will be 
 
 !•> •'.". •'>t 
 
 letioii, Imi 
 
 ir tlio iiiost 
 
 r. ThoniiiK 
 I generally 
 
 Port Dal- 
 )ld. This, 
 
 idea to bo 
 lis division 
 
 Dalhonsie 
 !r out into 
 irging th<' 
 canals, the 
 ents fill' " 
 
 now under 
 
 dage of the 
 
 10 feet at 
 
 asin, about 
 of from 1 L' 
 
 uu'bor, and 
 
 iiei" ends ot 
 
 Id and new 
 
 of the old 
 
 't ill widtli. 
 vo tlourini; 
 in onli'i' to 
 
 9 
 
 obtain space to form a suitable outlet from the Wi^tn W.;.. ,i i- , 
 
 bt. Catherines, a distance of fully tliroe miles. TJie lower nart of thi, , ""' "'*" 
 when the harbor is crowded. ' '^^''''^^""••^1 >"'>"'-'n,i,' sf.ace, 
 
 Occasionally the cribs forming the lower nart of it „,.<. . . i • , 
 
 This condition of matters has prevented the sheeting, put on th,. west side of tl,e 
 
 It is of course desirable tluit the t)ier on Hi,.« u! i i i . • 
 sm , wiulst tlie water fn.p.ently ris.^s so as to form a head „f s.-v, ,•,! f.-ot ,.., H, . . 
 
 of the hi? \T ' •'"■ '''''"""'^' "'"' '^ ••''^"' "" •'"' """^t ^i'l^'»»' tlK> new part 
 
 harbor, aud the bottom of the lock pit. have turned out to be even harder , 
 ft"t.c.pa(,..|. us at these places rock has been found. 
 
it 
 
 li 
 
 10 
 
 This rock Ls a kiml of Lard, red sandstone, wliicli, although irregular both as 
 regards the surface level, and nature of the material, will form a good foundation for 
 the bottom timbers of the Lock ; except for a short distance near the north-west corner 
 of the space, where they will have to Ijo placed on a modonitely thick stratum of concrete 
 well coniined. 
 
 There is reason to believe that similar arrangements for securing the mitre-sill 
 platforms will be required at this place, as in other cases whe"e the foundation is rock ; 
 that is to say, instead of ordinary sheet-piles, it will be necessary to use stop-water 
 ttimbers, let into checks cut in the bottom for the dei)th recpiired, as described in the 
 general specilieation. 
 
 It is to be regretted, that the excavation for the foundation of the lock on this section 
 was not sufficiently advanced to admit of laying the bottom timbers, and building at 
 least one course of masonry, before the time arrived when all such operations, had, of 
 necessity, to be stopped for the season. 
 
 All the timber for the bottom has been, however, pi'ovlded, a large portion of the 
 stone quan-ied and cut, and such other prcptiratious made, as will enable the work to be 
 l)rocoed(;d with expeditiously as ea''ly as the weather will admit next spring. 
 
 Section No. 2, — is about 2,7uO feet in length ; it extends from a jwint a little 
 south of the nuiin road, between St. Catharines ami Port Dalhousie, 
 and continues on a line, i)artly curved, through what is known as May's Kavine, to a 
 distnuce of nearly three Imndred and sixty feet, iutu the basin above the* fu'st lock. 
 
 The works on this section embrace the construction of Locks No.'s 2 and 3, the 
 lower one of which is to bo placed on a point, that projects out on the south-west 
 side of the ravine, at a distance of about 1,700 feet above the head of the entrance 
 lock. In this stretch across the basin there is generally a depth of IG feet of water ; 
 except for about 4O0 feet adjoining the lirst lock, where the depth varies from t) to IJ) 
 feet. 
 
 When this section was placed under contract, tlie locks upon it, as in all othci' 
 c ises, V ore intended tor the passing of vessels of a draught not oxcooding 1 '2 feet. With 
 a vit'W, I i^vvever, of carrying out Kubsequ<'iit iustiuctiouH, it was considered proper to 
 make arrangements, , to lo»ver the bottom ■ ' the second lock ho as to have fourteen loet 
 of water on the lower sills. Tliis was believed to be nec<'ssary, as the water level below 
 it cannot b(> raised without flooding a large extent of low land, in the viciuity, and ser- 
 iously interfering with existing works. 
 
 In order to form a suitable appmach to this lock, it was intended to sink a 
 narrow line of pier work, on both sides of the lower entrance, and to form the up[)er part 
 of masonry; lnit the liottoin was found to giv(! so unemnil a bearing, that narrow crib 
 work, when Huuk, formed u very irregular line; it therefore became necessary to place tlio 
 
u 
 
 cribs transversely, instead of longitudinally. This arrangement, although it has not 
 secured straight lines, gives such a general range as admits of iilacing on both 'sides, a 
 timber superstructure, on moderately fair lines. 
 
 The lock pit has not been excavated to the depth necessary for the foundation; but 
 the greater part of the material required for the structure, lias bsen provided ami a 
 quantity of it delivei-ed. 
 
 On the east side of the canal, near this place, a reguhiting weir has been 
 constructed, the upper west wing of which connects with a dam, built across tlio ravine, 
 on a lino ringing with the east upper wing wall of the lock. 
 
 This dam is built of coursed masonry resting on a ])latform, of timber and plank, 
 which is also laid upon a stratum of concrete, placed so as to bring to a level surface, a 
 b(!d of hard clay and gravel, that was found after removing a considerable depth of soft 
 niat.;rial, from what appears to have been the bod of a former water-way. The structure 
 is al)()ut thirty-eight feet high ; but its thickness is much less, than would have been 
 necessary for au unsupported dam of that height; for the reason that it is backed up with 
 material from the excavation, for at least twenty feet in height on the canal side, and for 
 nearly its full height on the lower side. 
 
 Tlie reach between the second, and third locks is l,;5ua feet long, and, from its 
 occupying the greater part of the ravine, is about 217 feet wide at the surface water line ; 
 giving au area of fully (>{ acres. It was therefore believed that in such a case, th J 
 expense of forming an in lepondont supply-race, might reasonably be avoided. 
 
 As the third lock adjoins tlio main road, l)otwoen St. Catharines and Port 
 Dalhousie, the upi)er wings of it have been extended to form the abutments of a swing- 
 bridge for the road tratUc. And on th(> same lino abutments for a fixed bridge over the 
 race-wny have also been built. 
 
 On excavating tlie pit for tlic fotuidaliun of this lock, it was found, at the 
 depth required, the bottom consisted of (piicksand, so much charged with water, that, at 
 places, the material yioIde<l in every direction when a person attempted to walk on it. 
 This was lookiHl upon as so sin-ious a matter, that it led at first to the impression, 
 the site of the lock would have to be changml. On. however, considering the matter, it 
 was decided, that, by co;itining tiie (piicksand, and forming an artificial crust over it of a 
 suitable thicku(-ss, a foundation would bi^ obtained which, with otiicr precautionary 
 measures, would br ciTiniu in nnswiT all (lir purposes rci|iiiivd. 
 
 In onlcr (o cany nnl tliis phui, a pil was sunk a short distance beyond tlu* lower 
 cud of till- lock, and oiiu.rtcd witU channels, cut on .'ach siile of the bottom, of a depth 
 wliich drained the material that had to be taken out. On the water bring krpt well 
 down at the low.u- en-j. the material for a strotch, the full width of ih,. pit .a the upi.er 
 (!n<l, was removed to form a place for a stratum of concrete two fVct in d.'pth. 
 
12 
 
 - - Tliis mode of opomtion was continued until a crust of concrete, two foot in do,)tl. 
 was formed over the entire foundati.., at the level suited to receive the floor timbei-s. 
 ll.c trencl.es out for shoot pile, at the mitre sill platforms, were also filled witli concrete 
 ami a trench cut fully five f.et i„ depth across the lower end of the foundation, w.s, in 
 like mauuer, filled with concrete. 
 
 The plan adoj.te.I, it may be ol.served, has been quite successful, as the walls have 
 been carvxed up the full height, -except the coping.-and there is no perceptible crack in 
 them, or any mdication of une(|ual settlement. 
 
 lift lJ7''' ^"; ''~" ''"•* ''''' ^^"'-^"^°' ^"^^ ""''^■^^^^'^ *^-' construction of tuo 
 
 ft locks, two regulatuig weu-s, and t.-o towing path bridges, the formation of tlxe canal. 
 
 anil a supply race. ' 
 
 The regulatiiig weirs l.ue heen built, as well as several of the abutments and 
 . ors, for bndges over the transverse channels, which fonu a connection between the s pply 
 -0, and tl. respectne reaches. The u.ason.y of the upper luck (Xo. o), excit h^ 
 
 ., hn. d feet,~the excavation and grading required, to form a new line for the 
 We laml 1 a:hvay, for a distance of -VJl-l fcet,-also the construction of pie n S^b 
 
 ftl2 m 1 T f '^ " "''^" '' "" ^"""'' "^'^ ^"^^'^ the surf^.ce water 
 
 r :.:;;: t^^' ^^7''''^ ^^'''''^'^ '''-■ '^ *''-^- became necessa.y. 
 . .0 tiu, lu e of h radway, and extend its grade, for a distance of about 1,.500 fec't 
 
 drcnn,stances. '"" *'" '""'''^■' '" *'"^^ ^^^ I-^bly be under the 
 
L3 
 
 The sand had not only to bo removed, but other materials had to be oxcatated, 
 and lirougbt on to occupy its place. 
 
 S.CT.OV No. 5,-is 3,200 feet |n length : it includes the construction of Locks Nos. 
 G and 7 (placed 1,500 feet apart), also' two regulating weirs, and two towing path bridges, 
 over the openings into the different reaches, from the race-way formed on the east side of 
 canal. 
 
 On exanuning the bottom of both the locks on this section, the material was found 
 
 to be of a soft yielding nature, wlien kept for a short tinae moist ; but when exposed to 
 
 he action of tlie sun, the surface soon hardened, and seemed to shrink, and leave wide. 
 
 deep ci-aeks in every direction through it, to such an extent, that it was feared there 
 
 would be considerable risk, iii treating it as an ordinary chiy foundation. 
 
 It w=us therefore decided, that a foot in depth of the material, over the entire area 
 ottho bottom, should be removed, and a like depth of properly made concrete be substi- 
 
 timbei^' ' ' *" ^'"" ' "'"^'"" ''''""^ ""•^'"^' ^^^ *^^ "«-■ '-^'"1 f-"^^l'^t^"'^ 
 
 I'J^--^ trendies cut for the reception of sheet piles, at the mitre sill platforms, as well 
 
 as those at the lower ends of the looks, M^ere filled with concrete, al«o the spaces between 
 
 he tnubei. in the chamber, and at other places, where it could be a,lvantag..ously used 
 
 * OOmf '?'''';'' f--^> it "-y '•« observe.], involved an expenditure of upwards of 
 .*20,000 for the foundations of the two locks. 
 
 on,. ihi,?V7r7f f ' "^''"' '''^ "" '^"^ •"''^^'"'' ''^ "«^^- ^'" '-^ -"i'l^'^-'. '"ul f"lly 
 onc-ihir.! of that of Lock No. 6 is laid. 
 
 reach 2VT TT f '''" ''^"^' '"''' '^•"" " ''''' '"''-^ ^'^ '-^^-» "^ th. upper 
 ucl a to be extended, to form the abutments of a swing bridge, for public 
 
 lo. .1 f,xe.l bndgc, on the san.e line ov,>r (ho raceway, are to b,. built. 
 
 ,^ ^_ _ Jho mason.y of tb. .wo regulating weirs, and of one of the towing patii bridg-s 
 
 of sub 'o,;;:3<!;;r r ri' '"■ V'" ^'"""'^^'^"^ "" "- -^-'- ^"•'-'' -^ ™-e instance 
 
 o ''^^ '"'•''''"'■^ "" *'"'^^' ^^'"^•'^ oxpeditiouslv. hut n.anifostin.^ 
 
 tlnoughout, a d.sposihon U. execute it in the best and n.ost Ltisfacto^y manner. °' 
 
 (or that^b^"'' ^r "'~ " ''"" ' •""" *"'' '""» ' '' ^'"''"•-™ t'"' ^'^'""vtion of the canal 
 
 •mildrng of abutnu.nts, and a pi,,, for a towing-path bri,lge. 
 
 The excavation an.l enibankn.ent on ti... s,.ction is w,.]] a,lvnnce,l but .. lit- 
 
 -lUKiLiaiiu, «tist,inw' along tiio line, \vl„rh Iwui to b,^ 
 
14 
 
 removed, ami other materials excavated, and brought a considerable distance to occupy 
 its place, as well as other precautionary moasures adopted, to render the banks impervious 
 to water. 
 
 The masonry connected with the swiu,' lii-idgo is in a fair state of forwardness ; 
 but the masonry of the towing-path bridge, has not boon commenced. 
 
 iSection No. 7, — extends from a point a little south of the road between St, 
 Catharines, and Queonston, foi- a distance of 3;07j feet downward. On it there are two 
 lift-locks, two regulating weirs, two towing-path bridges, and the abutments, and piers to 
 carry the traffic of the road abo^-e mentioned. 
 
 On excavating the foundation for Lock No. 9, or the up[)er one on this section, it 
 was found that the bottom was of a nature, similar to that previously described for Locks 
 Nos. G, and 7, except that when moist it seemed to get even softer, and when dry the 
 cracks tlirough it were !ai-ger and doeiier. 
 
 It WiiH tlKM'oforc d">oidoil that iiftoon iuohos in depth of the mat(!rial, below the 
 roguhir liiic, sliould be removed for the whole area of tlio bottom, and a stratum of well 
 made concrete, laid on in layers, substituted foi- if, so as to form a bearing surface for the 
 foundation timbers. 
 
 TJK! sheet-pile trenches at the mitre-sill platforms, and at the lower end of the 
 lock are filled with concrete, also the spaces between the floor timbers. 
 
 In the lower lock on this section, a bearing surface, formed of one foot in dejjth 
 of concrete, projecting inside the lino of the walls, is laid on both sides of the bottom, on 
 which the foundation timbers rest. 
 
 Tlie piers and abutments for the swing bridge, on the main road fmm St. 
 Catharines, eastward, are com]ileted. In this connection it is considered proper to state, 
 tliat the contractors ]ia\t! exceutcd this portion of the work themselves, and that they 
 have done it well. 
 
 'I'he walls of (ju! upper lotk lue finished ; except, that jiart of the coping has to be 
 put on: the lower lock is carried up two courses in height, one of the regulating weirs 
 is completed, and the abutments and jiiers for the towing-pnth bridges are cither finished, 
 or well adviinced. 
 
 It is to be regictted, tinit in curving on the lock* masonry on tins Section, some 
 of the leading ol)jections to allowing large, important, works to be sulj-let, have lieeii 
 fully manifested; wliich luis led to Wnwh dissatisfaction, iiml caused a vast deal of 
 
 unneccxsai'y troulile, i<i ^d tlic v,<irk cvm moilonitclv well <'\ciiited. 
 
 SkctiuNS Nos. S AM) •),— aie iiielndMl in m.e eontnu't ; whidi embraces the 
 
 Ibrmatidu nf the raii.^l, fer a ilistance of t!,3;}y lineal 
 feet, tlio constiMiction of Ihivr lil'i l.uks, three regtdatuig weirs, four bridges ovei' the 
 openings, between the side basins, and leaches,— the construction of alaitments, and 
 piers for a public ruad Ijiidge, and a culvert to pass the waters of the Ten Mile Creek. 
 
10 
 
 The walls of all the three Locks Xos. 10, 11, and 12, are carried up 'to the full 
 height to receive the coping, a few pieces of which have been laid, and a 'considerable 
 portion has been delivered and cut. The masonry of all the regulating weirs, and two of the 
 towing path bridges is finished, and tlie otiiers are in a state of forsvardness. Ti.o culvert 
 to carry the waters of tlie Ten Mile Creek und.r .ae canal, consisting of two arched 
 openings, each 8 feet wide, has been in use for the past two years. 
 
 The abutments, and piers, for the road bddga luve not yet l.ean coaimonced, but 
 part of the material has been prepared and delivered. 
 
 The greater part of the excavation has been done; an,l the vvorks generally are iu 
 an advanced state. "^ ' 
 
 On these Sections, the lock masonry has been sub-let; nevertheless it has been 
 rtaintd "' ' "™'' *''''' "'"' ''"■'' '**''''^'"' ' '"'^ f'"^- class of work has been 
 
 _ At a short distance, above tlie head of tlie eleventh lock, is the termination of a 
 continuous straight line, along the channel, from a point near ti.e fourth lock -a 
 stretch of about liiniles. 
 
 _ From the point above mentioned, the line curves slightly to the west, then it 
 again follows a straight cou.^o. for about live-sixths of a mile, on this stretch live of the 
 locks are situated. 
 
 Skctiox Xo. 10,-is 2,107 feet long, and embraces the construction of Locks Nos. 
 . , , , ^''' """"-^ 1^,-bnildiiig two regulating weirs,— the piers and 
 
 abutments, lor the towing path bridges.-forming basins, on the west side of the canal 
 
 making up, and grading the approaches to a bridge seat, formed by extending the lower 
 wings of the thirteenth Lock. 
 
 m 
 
 After the foundation of the upper locfon this section, had been excavated to 
 
 he contemplated depth, the material was found to be of a similar nature, to that 
 
 described for Locks Nos. G, 7, an.l -J: it was tliereforo decided to remove it, for a .lepth 
 
 of hfteen mclies over the entire area of the botton.. and substitute a like depth of 
 
 concrete, on which the foundation timbers were subsequently placed. 
 
 Concrete was also used in the sheet pile trenches, at the mitresill platforn.s and 
 a t elowerendofthelock; as well as between the timber, iu the chamber, a.id at 
 at other places where they were laid a few inches apart. 
 
 In Lock No.' 13, the space between the foundation timbern, and the sheet pile 
 trcnche«, were filled with concrete, as the works progressed. 
 
 Tlu, walls of the thirteenth lock, and the extension of the lower wim., for a 
 bndge seat, are carried up to the full h..ight to receive the coping-tho regnlating\veirs 
 '"Hi pnncpal parts of the towing path bricigos are completod-about two-thirds of thJ 
 
16 
 
 masonry of the fourtecntli lock is laid, and a considerable quantity of materials has been 
 prepared, and delivered for the completion of the works. 
 
 Section No, 11, — extends for a distance of 2,250 feet, and includes the construction 
 of two lift-locks, a regulating w.'ir, two or mare towing-path 
 l)ridges, and a- culvert under the canal for a public road. 
 
 The latter, it may be stated, is comi^leted, but has not yet baen brought iiito use. 
 It is fourteen feet wide in the clear, and fourteen feet high to the underside of the arch, 
 which is -Idl feet long. The total length from the outer end of the wings on one side, to 
 a like point on the other side being 331 feet. 
 
 The culvert is situated on that part of the Thorold and St. David's Road, where 
 inclinations to and from it are unusually favorable, and where efliciont drainage has been 
 obtained, at very little expense. 
 
 It is quite true that the culvert, has cost more than the first outlay, required to 
 build a swing-bridge ; but it should be borne in mind, that its future maintenance, will be 
 only a small percentage, of what would have been necessary to keep up a bridge ; besides 
 there can now be no delay, either to the navigation, or the traffic of the road ; whilst the 
 public safety has been in every way fully secured. 
 
 The lower lock on this section, or the fifteenth from Lake Ontario, has been carried 
 up to the height, required for the coping, part of which has lieeu put on, and nearly one- 
 third of the masonry of the sixteenth lock has been laid. 
 
 The regulating weir and two towing path bridges are completed ; and there is a 
 quantity of materials prepared and deli\ erod for the works. 
 
 The upper regulatmg weir, connected with this section, is really within the boun- 
 daries of section twelve, and cannot be built until the line of the Great Western Railway 
 is changed ; it is therefore (piestionable whetlKu- it can strictly bo cousulered as a part of 
 thecontractforSectionNo.il. W 
 
 It may be stated, that the whole of the works on this section have been sub-let, 
 and, that under the circumstances, there is reason to believe, it is better that this should 
 have been the case ; althougli there has been a good deal of ditliculty in getting them 
 properly executed. 
 
 Skction' No. 12,— extends for about 2,1 L't feet, ou the line of the canal, and 
 embraces the formation of the channel, and basins along its 
 North-western side,— the construction of two lift-locks, two regulating weirs, and two 
 towing-path bridges. It also includes all the works connected with the formation of 
 about 7,.10U feet of new liuo, for the diversion of the Great Western Railway, includiug, 
 for that purpose, the construction of a culvert, or tunnel under the canal. 
 
 On this section, the line of the canal orossjs the track of the Groat Western Hall- 
 way, at a place where there is a grad.' of abuut ;!8 feet to the mlh-. for a long distance on 
 both sides of the intersection. 
 
17 
 
 ^ It wa3 therefore urged by the representatives of the company that under the,« 
 
 subject, but fxom the danger that must inevitably result to the travelling public. 
 
 They, at the saSe time, submitted a sketch plan, showing that a tunnel mi^ht be 
 
 be fully satisfied if .t was earned out. After considerable discussion on the subject it wa. 
 arrangedtha the hue of the railway,, should be changed as nearly as possibl I tZ 
 indicated on the plan, that this fact, together with a number of conditions d cuss d an 
 agreed to, should be embodied in a written memorandum, and si^nedZI ZT 
 tativeof the Great Western Railway Company,and by t^e Mi^er of^irWo^Z^^^^ 
 the part of the Government. vv oiks on 
 
 it i. bPl"^^"'^ ""; f'"''"'' '^'^^"^^'■^^^^ ^^«'-y - getting this document executed, which 
 tisbel ved coudnotwell be obviated, in the state of the Company's affairs aTthat 
 
 thatthe" Department of Public Works shall construct a tunnel under the 0^1^' 
 IW above Lock No. 18, and do all the work required for forming ro^^^t^^^^^^^^^^^ 
 lailway through and between it and the main line; this connection to be° ^ 'he 
 
 "aggregate about 7,500 feet in length." ^ 
 
 In no case is the curvature to be "less than 1,443 feet radius, and the ..adien^ 
 nowhere result in more than 42 feet per mile, either in the connect ng link o^; n he" 
 
 "mill? '' ---^-nship throughout to be executed in the best 
 
 ^'..y{l^ly\^''T Railway Company agree to pay for the necessary right of 
 
 way foi the new line, other than where it passes through Government property In 
 
 he lat er case, the Company te . receive a title from the Department of k.bl Works 
 
 to such a .piautity of Dominion land as may be reasonably required for the cutln' 
 
 embankment, drainage, ic, of the new line." ^ ' 
 
 " their 'i?T ^'"''T ?"'^""'' '" '""''^ '^ '^'' Department of Public Works, such of 
 
 lu lands connected with the present track, as lie between the east a^d wet 
 
 boundaries of the property, recently purchased by Government for canal enlargemeir" 
 
 '• instead 'r'T'lT"","'*'" ^^^•^^•"»'-* constructing the line of railway, tunnel, ic 
 mstead of building a draw-bridge, as originally contemplated, the Comju ny a^r e o 
 waive all claims for prospective losses, arising from increased 1 ngth of 1 ne cI; til 
 gnule, or any cause whatever, connected with the operation, or iiiitenancT^fXtT 
 when constructed in the position above indicated." ' 
 
 The tunnel is (iG5 feet long, and including the wings, 713 feet • it is Ifi f..^ • i 
 ^" the clear, and wUl be 18 feet high in the cent.; over tC [J'uni. rll '''-^''^ 
 
18 
 
 Through the tunnel, the track will be nearly level ; to the westward of it the 
 grade will be about 21 feet to the mile, and to the eastward it will at no place exceed the 
 inclination agreed upon , 42 feet to the mile. 
 
 To obtain these gi-ades, the excavation for part of the d^tance in the centre of 
 the cutting, varies from 30 to 35 feet in depth, gradually diminishing at both ends of 
 the line. 
 
 The present contract eml)race3 all the work to be done on the new line, to bring 
 it to sub-grade, between the points before mentioned. 
 
 To guard against injury to the Cj^ual, as well as to carry out, in every respect,, 
 the agreoinent made with the Kailway Company, the works throughout are to be of the 
 best and most substantial class. 
 
 There is no doubt whatever, that the construction of a swing bridge, would have 
 been the least exiiensive way of, carrying the I'ailway over the canal ; but, keeping in, 
 view the heavy grade there would have been on both sides of it, and the great extent of 
 passenger, and other trattic which passes over the line, it will be evident that a course 
 has been adopted, by which the probability of accident is greatly diminished, and delays 
 to the communication, both water and rail, fully guarded against. 
 
 The masoniy forming the sides of the tunnel has been, for the full length of the 
 structure, carried up to an uniform height, over those parts of the foundation, at 
 both ends, and over the middle live hundred feet in length, the height is about eight and 
 a half feet. 
 
 The railway culvert, for passing the waters of the Ten Mile Creek, has been 
 lenHhened, and a considerable extent of e.Kcavation for the new line of Railway done. 
 
 The foundation and floor of Lock No. 18, have been laid, and the walls built up ta 
 the height of eight and a half feet — a large qiuxntity of stone has been delivered and 
 prepared ; but neither the foundation of Lock No. 17, nor the works connected with the 
 well" have been commenced. 
 
 The contractors for this Section nnist therefore he urged to greater expedition for 
 the future. 
 
 Section No. 13, — is about 2000 feet in le\>gth, it embraces the con.struction of 
 two lift-locks, two regulating weirs, two towing-path bridges, and 
 the formation of basins on the north side of the canal. 
 
 In the up})er lock on this section, fully one half the cpiantity of masonry has been 
 laid — in the lower lock the foundation is comi)lete(l, and a course of masonry laid for both 
 side walls— the foundation of the regulating weir laid and secured, and the works, 
 as a whole, are well advanced. , 
 
mgth of the 
 )uiitlation, at 
 
 19 
 
 The works on this sectiou are sub-let, and the parties in whose hands they now 
 are require no great pressure to push on the operations; although they have to be 
 persistently reminded about the class of work covered by the contract. 
 
 Section No. U.—is 1775 feet long : it includes the construction of Locks Nos. 
 21, and 22, two regulating weirs, and three towing-path bridges 
 besides the formation of the channel, and basins on the north side of the line. 
 
 On excavating the foundation of the upper Lock (No. 22), part of the bottom was 
 fomid to be of rock and part day. The rock being a soft shale ranging obliquely across 
 the pit, the upper part of it, for a depth of six inches, was taken off, and the clay for a 
 depth of 15 inches was also removed. The height to form an uniform bearing surface 
 for the foundation timbers, was afterwards in both cases, made up with concrete. 
 
 The trenches for the sheet piles, the spaces between the floor timbers, as well a« 
 the space between the side walls and rock, were also mstde up with concrete. 
 
 _ The masonry of the twenty fii-st Lock, from Lake Ontario upward, was finished 
 
 in the latter end of May 1876. 
 
 It was the lock first completed on the new line of canal. 
 
 All the other structures on the section have since that time been finished, except 
 •ne of the regulating weii-s, the stone for which haa been prepared. 
 
 Section No. 15,-is about 2050 feet in length. It is situated to the east of the 
 town of Thorold, in a ravine which appeara to have been to a 
 gi-eat extent formed by the head waters of the Ten Mile Creek. 
 
 It includes the formation of the Canal for the distance above stated-cutting a 
 supply race on the east of the channel-forming a new water course for the creek, and 
 all the excavation necessary to admit of moving the track of the Welland Railway, 
 about one hundred and twenty feet to the westward. 
 
 It also embraces the construction of two lift locks, two regulating weirs, piers 
 and abutments for a road bridge, retaining walls, &c. ' ' 
 
 The principal part of the ravine above-mentioned is owned by the Wellind 
 Railway Company, and tlie central portion of it, at the time of commencing the works 
 was occupied by their track. 
 
 This line having boon considered for many re^vsons the best for the Oauaf 
 provision was made in the contract to cut a sufficient width off tho west bank, to admit 
 of moving the railway track to a position, where it would be outside the ran-^e of the 
 canal works, and at the same time be beneficial, rather tlmn otherwise, to the line itself. 
 
 This work was necessarily the first undertaken, and from its extent and nature 
 occupied considerable time; but tho change was ultimately accomplished, even to tlie 
 
it 
 
 20 
 
 satisfaction of the railway authorities, with whom, it may he stated, aiTangements were 
 made to llnd both the ballast and the iron, and do all the work necessary over sub- 
 grade. 
 
 Before changing the railway line, a channel of sufficient capacity had to be formed 
 to cany off the waters of the Ten Mile Creek, which rise to a considerable height, and 
 come down rapidly during snow-floods, and rain storms of long contmuance. 
 
 This channel is between the railway and canal works ; both sides of it are of a 
 r'ood class of dry rubble masonry, and where the bottom does not consist of rock in 
 position, it is made of closely-laid pitched-stone, having throughout an inclination of 83 
 feet to the mile, or about the same grade as that of the railway. 
 
 The space through the ravine, although wide, is not of such dimensions as admits 
 of forming, what may be called a basin between the two upper locks ; still, the canal 
 itself is over the general width, and there is a race-way outside 58 feet in width, which 
 connects with it at several places. 
 
 It may be observed that, although the supply in rear of Locks Nos. 23, and 24, is 
 on the east side of the Canal, and the weir at No. 22 is on the north-west side, there will 
 not be an oblique current in that reach due to the full supply, as part of it will pass on 
 the south-east side of the latter lock, through a conduit made for that purpose. 
 
 In the pit excavated for Lock No. 23, the dip and ii-regularities were such that, 
 the. southern end was 22 inches lower, than at a point 2G0 feet farther north, where the 
 rock was at the right height; consequently, an average of 11 inches in depth of concrete, 
 for the entire width of the pit, and for the distance above-mentioned, was necessary, to 
 form a proper bearing for the foundation timbers. Concrete was also used between the 
 floor timbers, and in the transverse trenches, and at places adjoining the rock in rear of 
 the walls. 
 
 The masonry of this lock is considerably more than half laid. 
 
 When the pit was excavated for the foundation of Lock No. 24, the rock was 
 found to be broken, and so very irregular, that its surface varied from 3, to 36 inches, 
 below the level suited for the floor timbers. This space for the full width of the pit had 
 to be made up with concrete, of an average depth of fully 18 inches. Concrete was also 
 used between the timbers, and for the trenches across the foundation. 
 
 The walls of this lo(;k, together with the extension of the upper wings, to fr i' 
 abutments for a road Ijridge, are carried up to the full height to receive the coping. 
 
 In this connection, it may be stated, that in order to avoid constructing a separate 
 hi"h bridge, for the macadamized road between Thorold ;i' 1 Clifton, it is pro^wsed to 
 change the line of the road slightly, on the east side of tj canal, so as to cross imme- 
 diately above Lock No. 24, by lE'-aiis • i^ a sv.lug-briilge, and on the same line over the 
 raceway, on the east side, and Wi-llan! [laiiway on the west side, by means of high level 
 fixed bridges. 
 
21 
 
 ents were 
 over sub- 
 be formed 
 ;iglit, ami 
 
 are of a 
 )f rock in 
 on of 83 
 
 as admits 
 the canal 
 [th, wLich 
 
 and 24, is 
 tliere will 
 ill pass on 
 
 sucli that, 
 where the 
 
 concrete, 
 cessary, to 
 stween the 
 
 m rear of 
 
 e rock was 
 
 
 3G inches, 
 
 
 he pit had 
 
 
 te was also 
 
 '■# 
 
 gs, to fi" 
 
 nng. 
 
 1 
 
 a sepai'at« 
 
 M 
 
 [iroposed to 
 
 m 
 
 :ross imme- 
 
 m 
 
 10 over the 
 
 M 
 
 f high level 
 
 :| 
 
 This line will enter Thorold nearer to the business pai-t of the village, and from 
 the east end of the range of bridges, a road will be formed along the east side of the 
 ravine for the convenience of parties residing in that vicinity, as well as affording access 
 to the Thoi'old cemetery. 
 
 Tlie regulating weirs on this section are not yet commenced, and there is still a 
 considerable extent of the retaining walls to be built. It may therefore bo said that, 
 although a large extent of work has been done on this section, it is still far from completion. 
 
 Section No. 16,— is 3500 feet long. The work upon it consists chiefly of such, 
 
 clay and rock excavation, as may be necessaiy to form a channel 
 
 way of tlie dimensions required by tlie position of the line— the construction of a 
 
 syphon culvert u> puds the uMters of the "Ten Mile Creek "—building slope and retaining 
 
 walls, &c. 
 
 It parses througli tlio same ridge as the present lino of canal above the village 
 of Thorold ; but the rock cutting upon it is of greater extent longitudinally and 
 of course transversely, besides the surface inclination being toward the east, the cutting 
 is deeper than upon what is called the " Little Deep Cut." 
 
 The culvert under the canal has been completed, which together with the channel 
 way from it, as well as that part formed on Section 15, have all been in use for the past 
 two years. 
 
 About three-fourths of the dry wall has been built. The clay excavation is well 
 advanced, but there still remains fully 40,000 cubic yards of rock to be removed to 
 complete the work on tliis section. 
 
 From the upper end of Section No. IG to the north end of the " Deep Cut," south 
 of AlLvnburg, the wor]c for several important reasons, has not yet been placed under 
 contract. 
 
 On turning to a general report made in 1872, on the subject of the enlargement 
 of this canal, it will bo found stated that " in order to obviate the necessity of lowering 
 " the l)ottom of the reach below Allanburg, it is projjosed to raise the water level two 
 " feet." 
 
 'ibi suggestion was made from a moderately clear recollection of the dilllculties 
 encountered, in deepening this reach in tlie winter of 1843-44, and the succeeding winter ; 
 but especially with a view of avoiding the necessity of removing the three culverts which 
 are on it, and constructing others at a lower level. 
 
 On the new line, the bottom of the reach above Lock No. 24, has been fixed, under 
 the impression that the present water level would be raised as above recommended. 
 
 The conclusion having Ijeen since arrived at, that all peimanent structures on tho 
 summit level, are to bo placeil to admit of the canal being made of a depth suited to^the 
 
22 
 
 passage of vessels dniwing fotu-teen feet of water, it becomes quite evident, that the reach 
 between Thorold and Allanbnrg is not in the same relative position, as the levels below 
 it ; inasmuch as the water-level cannot be rair.^^ any higher, without doing a great 
 damage to property at a considci"able distance inland, wliile to lower the bottom, will be 
 attended \sith all the difficulties, it has hitherto been the jnincipal object to avoid. 
 
 The old line having been closely examined, with a view to enlargement, its 
 objectionable features became oven more evident, than from the general survey previously 
 made. 
 
 Its crookedness, it may Ije observed, is well known to l)e at times, a great draw- 
 back to the class of vessels at present in use ; hence the improvement of its alignement 
 for large vessels, is looked upon as no less essential, than that of inci-easing the 
 capacity of the channel. To do this even to a very limited extent, several high emban'.:- 
 mcnts would have to be removed, a kind of work that could only be done during the 
 season of navigation, by first making an iu(lej)cndeut outer bank, a mode of proceeding 
 that wovild of course greatly increa.sc the cpiantity of work. 
 
 On the other h;ind, to move tlie material of the present banks, so as to make up 
 others during winter, would, in such positions, and for such purposes, be an tindertaking 
 it is to be fesired, attended with very unsatisfactory results ; besides there is reason to 
 believe, that to form projier connections l)otween tlii^ olil and the new parts of the banks, 
 whether for tlie pur])ose of heightening, or sti'engtln'uing tlieni, would be found in winter, 
 to be Ixjth difficult, and ^^'rv uncertuin. 
 
 Tlcmoving the I alvorts, constructing others in the same, or in similar positions 
 would alsi . under the most favorable eireumstiun'es, bo attended with a vast d(!al of 
 difficulty between t) e muntlis of December, and April of any one year. 
 
 These ditl'ercnt matters, especially the tortuousness of the line, and the eeiiaintj 
 of iK'ing unable to mateviiilly improve it, rendei'ed a thorough examination of the 
 adjoining eountiT dc.-irabjc, in order to ascertain wlietlier a new line, less objectionable 
 than the old one could be obtiiined, und, if so, the prolndile (lillrrence in tlie expense of 
 const I'uetion. 
 
 ll was soon found, llial by eontiiuiing tlie summit Irvel down to near Tliorolil 
 instead of descending by a I ick at Allanburg, a very eonsideraliK' out lay for deepening 
 would be avoided, and at tlie same time a very fair lino, although not a straight one, 
 could lie obtained. This new, or imleprndent liiui eonunences at a ]daee a short distance 
 above tlie (Juard Lock at Allanburg, und eonliimes in a straigiit line west of the village, 
 along till' old oi- original eaiial, to what is called the Holland lload, Kor a distance of 
 half a mile, it then eur\cs sli!,ditly to lli(> noil h west, until near the road lie! ween .Mlanbiiri'- 
 and Thoi'old, wlien it conlinn.s oil aline nemiy parallel to that road, tor aliout threi-- 
 fourths of n mil<'. Theiec it curves sh^'htly towards the north for al)oiit four-sevenths 
 ('f a mile, lo neai' a school house situated on the south side of the roiiil, leading to what 
 is cdled Marlatt's iSriilge. 
 
23 
 
 I evident, that the reach 
 cion, as tlie levels belovr 
 without doing a great 
 nver the bottom, will be 
 al object to avoid. 
 
 3W to enlargement, its 
 ■neral survey previously 
 
 at times, a great draw- 
 iment of its alignenient 
 hat of increasing the 
 it, several high cmban':- 
 only be done during the 
 k, a mode of jirocccding 
 
 banks, so as to make up 
 )oses, bo an undertaking 
 sides there is reason to 
 new parts of the banks, 
 ould be found in M'inter, 
 
 , or in similar positions 
 led with u vast dt;al of 
 L' year. 
 
 r line, and tlic certaintj 
 ;li cxaminatiou of the 
 1 line, less objectionable 
 ivnci' in till' expense of 
 
 I down to nciir Thorold 
 lilc ()u(l;iy lor dccpi'ning 
 >iigh not a straight one, 
 a plu('(^ a sliort distance 
 line west uf the village, 
 load. For a distaiuie of 
 niad between ,Mlanl)urg 
 at road, bir ulituit three 
 for about fi)ur-Hevcntli.s 
 le road, leading to what 
 
 It then continues in a north-easterly direction, until it intersects the macadamized 
 road from Thorold to Allanburg, at the south-east end of the bridge across Marlatt's 
 pond. 
 
 Thence it bears more to the east, and at a distance of little more than a quarter of 
 a mile, connects with the upper end of Section No. IG. 
 
 In carrying out this plan it is proposed, to place Lock No. 25, on the south-west side 
 
 of the macadamized road, at a place near the bridge over Marlatt's pond, and at a point 
 
 about seven hundred feet south of the Lock, to construct a set of Guard Gates to sui)ply 
 
 the place, both of those that would bo reipiiicd on the enlarged channel at Allanburg, 
 
 and on the reach above Lock No. 2t, of the now line. 
 
 T(,) the north of the Lock, a cxilvort will bo constructed under the canal, of 
 sufficient capacity to keep liu! pond on both sides of it, at the same umiorm kci'^nt 
 
 The lower wings of the Lock may be extended, to form the abutments for a swing 
 bridge, to carry the trallic of the macadamized road. 
 
 Near tlie lower end of Section No. 17, the line of the Welland Hail way crosses 
 Marlatt's pond, on a bridge coustrdcted for tlial purpose. » 
 
 This i)ond is canal ])roperty, under tlio direct control of the Department of Public 
 Works, luit ill this Oilice, no record can l)e fouml, of permission liaving been granted, for 
 the Welland Itailway to jiass througii, or occupy any purtiun of it. 
 
 The new line of the canal, crosses that of tho Railway at a point in this pond; it 
 theretore ai)pears tiiat if tlie Railway Company are allosved to continue to enjoy the 
 privilege of a crossing at this place, they must provide, at their uwn cost, and expense, 
 such a bridge as will enable them, to cross the new line of canal, in a manner sulyect to 
 the approval of this Department. 
 
 There will of course have to be a swing bnMge over tlie new line, leading to 
 Marlatt's crossing of the old canal: this, it may here be stateil, is tin- only additional 
 structure, that will be necessitated by the new line, which ari;;es from the I'act that the 
 bridge ove'r the old canal will still have to be maintaineil. Oj.jiosite this however, may 
 very fairly be placed a set of (inard Grttes dispensed with on the more direct limi. 
 
 Fii. this connection, It Is l>elievn.l proper to state that a separate swing bridge, for 
 the Holland lioad ailjoining Allanl)urg, woidd, in cither ease, be the same. 
 
 Tht* prewnt regulating weir at Allaid.nrg will huv.. u, be taken down, and 
 another one bnilt above, and to the west of the Guard l/)ck, for the puriwso of passing a 
 supply of water for tho olil canal. 
 
 On th.* east side of the guar.1 gates, and lift Lock, or west sido of the proposed new 
 chuiuiel, a retaining wall will have to be built, to.seiiar.ito ih.^ i ew line, from tho ..hi 
 
 I 
 
r J 
 
 24 
 
 one; aa the space is insufficient to admit of forming a suitable clay bank, and on the east 
 or Allaiiburg side, the bank will be made, for some distance, witji a steep slope, and 
 faced with pitched stone. 
 
 Some of the advantages to be derived, from the formation of the new line, may bo 
 briefly stated as follows : 
 
 1st. It would obviate the necessity of interfering with the existing water level, 
 between Allanburg and Thorold, and thereby avoid all claims for drowned land, and 
 questions of that nature. 
 
 2nd. It would be a little shorter, and tho alignement decidedly better, than that 
 of the old canal could possibly be made, 
 
 3rd. The culverts could be built, and enibankmdnts formed in summoi', when los.s 
 risK woum ue nicurrcd and a better class of work executed. 
 
 4tli. The summit level Mould Ijc extended about two and a half miles, and would 
 form a continuuus line, witliout a break, from Lake Erie to near Thorold. 
 
 nth. It could bo constnicted at less expense, and, as a whole, be mado more 
 secure, and better adapted to the large class of vessels, likely to be used on the lino. 
 
 The construction of the new line, from the North end of the " Deep Cut," to tho 
 South end of Section No. 10, including the right of way, is approximately estimated to 
 cost 9850,000. 
 
 To enlarge, and deepen the present line, build tho necessary structures, purchase 
 tho right of way required, is, on a similar basis as the aljove, approximately estimated to 
 cost $950,000. 
 
 In short, there is reason to believe, that in regard to economy of construction, 
 certainty of securing the best class of workmanship, having the shortest route, and least 
 olijectionable curvature, the new line promises advantages which could not, at any cost 
 be obtained by an enlargement of tho old canal. 
 
 It is true that its construction involves, tlie maintennnce of the present line also • 
 still there is very littlo doubt, that the interest on the ilitlerencc of the cost, will more 
 tlian meet tho outlay required for that j)ur[»OHe, 
 
 It is therefore in nveiy respect desirable, that the new line, from Marlatt's pond 
 to tho north end of tho " Peep Cut," should le n.lopted, .md the works upon it placed 
 widor contract, aa soo i ns tl.c ncceajuy arrangtmnits cm bo mado. 
 
I on the east 
 ) slope, and 
 
 ine, may bo 
 
 water level, 
 1 land, and 
 
 ', than that 
 
 ', when less 
 
 iiud would 
 
 inado more 
 B line. 
 
 Cut," to the 
 3stimated to 
 
 es, purchase 
 3stimated to 
 
 onstruction, 
 ;e, and least 
 at any cost, 
 
 it linn also j 
 t, will more 
 
 rlatt'H pond 
 ou it placed 
 
 25 
 
 Between Port Dalhousie, and Allanburg, there are to be twelve bridges for 
 common road crossings ; four of which are to be over the upper wings of locks — two over 
 the lower wings, and six separate, or detached structures : besides there are two railway 
 bridges. 
 
 At all the detached bridges, the water-way is to be in four divisions, which, in the 
 aggregate, will have a sectional area equal to that of the canal. 
 
 The two centre openings are each to bo forty-six feet wide, and are to form the 
 navigable channels. 
 
 The piers, and abutments, are to bo of masonry, laid in hydraulic cement mortar, 
 on a foundation of timber, and plank placed one foot below canal bottom. The centre, 
 and rest piers, arc invariably to 1)0 parallel to the centre line of the canal ; the former to 
 bo from IG, to 18 feet scpiare, and the latttu- from 15, to 17 feet in width, and 9 feet in 
 thickness, and, in all cases, an arched culvei-t vaiying from 0, to 8 feet in width, and 8 
 feet in height will Ijc made through tlu; centre of them, on a lino ranging with that of the 
 canal. The piers to form the seat of the swing portion of the bridge, and the abutments 
 are also to be of masonry. 
 
 Stone parapet piers are to be carried up, at all the four corners of the bridge, one 
 of which at each end of the structure, is to bo hollowed ont to receive machinery, and 
 the wings of the abutments are to be carrit!(l U[) the same height as the parapet piers. 
 
 Between the centre and rest piers, as well as above and below them, crib-work is 
 to be constructed to form bearings for fenders on eacli side, and for protection of the 
 respective parts of ih<^ work. Througli the middle of the crib.-i, longitudiiiidly, a clear 
 waterway is to be formed, and transverse openings are also to b(,« made adjoining the 
 centre and rest piers, and tdsowhere, of such shape and dimensions as may, together with 
 the centre openings, give an area eipiul to at least that of archways formed in tlu^ masonry. 
 
 The scat piers are to In; [irotected l)y means of piles, or framed bents, sunk into 
 the bottom, on wiiieli strong cap-pieces are to be secureil, and oimnected witii suitable 
 anchor-timbers let uito the bank. 
 
 For tlii^ protection of ihe strui'ture anil guide, ])iers, '.'lusters of ]>iles are to be 
 driven, — within the r.inge of the centre autl lest pier, — at suitable distances alwve and 
 Iwlow them. 
 
 Tin; Siri'KHHTiU'cTfiu; of all (Ik^ nnd bridges are to bo on the " llowo Truss'' 
 principle. The movaWo portion of detached structures, will 
 l»fl made of a length to spin the two navigable ehanm^ls, and those at locks are to be of 
 a length suited to eircu instances. 
 
 In all civws the lower chords, floor boanifi, and strlngiTs, are to be of wrought 
 iron, formed in pieces of uniform nud convenient length, and so Rrrauged that tlii-v can 
 bo readily rophicud in coso of nceidunt. 
 
 I 
 
26 
 
 The top chords, diagonal braces, an 1 such stringers as required to fasten the 
 flooring to, are to be of timber. 
 
 By this arrangement, those parts of the bridges most liable to accident, can be 
 readily repaired, or replaced by the workmen usually employed on tlie canal. Besides 
 provision being made for the floor system, which is the most subject to decay, to be of 
 iron ; the structures will be more durable, and at the same time possess all the advantages 
 that could be derived from a bridge built chiefly of wood. 
 
 The "Galley Frames," to form centre bearings for the suspension cables, are to be 
 of wood and iron combined, and on the cross-beams between tliem, a signal light can be 
 exhibited to serve for both road and canal. 
 
 For the safety of the public, it is intended tliat a self-acting gate shall bar the 
 road-way, when a bridge is opan for the passage of vessels, and which will not be wholly 
 removed, until the bridge is again in position, when a crossing can be safely made. 
 
 This gate will also serve the purpose, of carrying the towing-lines over the 
 parapets, and raised portions of the stationary parts of tlie structure. 
 
 The macliinery for turning the bridge, will ha j)laced on one side of tlie centre, 
 and so arranged tliat it can be readily worked by one person. 
 
 Tn all cases the turn-tables will bo of llio same pattern, and the respective princii)al 
 parts of the superstructure of all the bridges will be alike, so tliat to keep a comparatively 
 small supply on hand, of tlio ditloreut parts of eaeli kind, will i)e likely to meet all the 
 requirements. 
 
 The lixcd part of the roadway over n'uh chauui'ls, is to bo formed l»y moans of 
 joists, on which to carry and fisten the floor plank; there is also to be a rolled girder on 
 each side and a hand I'ail on top with a truss betwoon tlio)n. 
 
 ft is [imposed to jilaco the bridges under oontrart early next spring. 
 
 SlOiTio.vs Nos. L'l, tt 22,— c.vtond over a distum-e of about one and iiinetenths 
 
 miles, cniliratiug tliat jiortion of the canal between 
 Allanburg and Tort Robinson, and known as the "Deep ('ut,." They form the* northern 
 liiirl, (if what is ealhd tin; Southern Division, wliirh rxtrnds to Port Colbonie. and is 
 un.ler the innnodiate charge (if Mr. W. (I. TJKinipson, w Ik. .so report on the works ia 
 hereunto ajipendyd and marked B. 
 
 Those Sections inclu.h- the lowering of the bottom, to three feet below the level 
 of the mil IV sill of I'ort Colborno J.ock, and increasing the width chielly on the w(..st sido 
 to one hundred fectt at that depth. The sido of th.- canal bolow the level of the towing 
 patli, to have slopes of two horizontal to one vertical, and the W(^st bank above that lino, 
 is to h ivo a slope of two and a h .If horiz)utal, to one vortical. To do this, the removal 
 of 1,I(H».0()0 cubic yards of material, was estimated as necessary ; about one half of which 
 Was over the lovel of the towing patli, and ono half under it. 
 
27 
 
 fasten the 
 
 [lent, can be 
 
 il. Besides 
 
 ay, to be of 
 
 advantages 
 
 es, are to be 
 light can be 
 
 ihall bar the 
 )t be wholly 
 iiade. 
 
 es over the 
 
 the centre, 
 
 vo principal 
 inpanitively 
 meet all the 
 
 >y means of 
 I girder on 
 
 nilie-tcnths 
 lul botwoon 
 10 northern 
 onio, and la 
 Jio woiks in 
 
 the level 
 west sido 
 the towing 
 (! that line, 
 ho removal 
 ilf of which 
 
 The flat slope on the upper part of the bank was intended to lighten it, and in 
 some measui'e guax'd against sliding, or settlement, to which the banks of this cut have 
 been liable at times, ever since the canal was first made. 
 
 The upper part ot the work is nearly finished, and about three-quarters of the 
 material below the level of the towing path has been taken out, still a large portion of 
 the quantity remaining exteiids over the entire bottom. 
 
 A considerable part of the material dredged out, has been taken down the 
 Welland River in scows, to Chippewa and dumped in the rapids of the Niagara Eiver, 
 above the Falls. 
 
 It may here bo stated, that the cut through this ridge has been a source of greater 
 *anxietj'', than any other part of the line; resulting from the slides, and settlements, that 
 liave from time to time taken place )• its banks, which are at some i)liit;es nearly sixty 
 feet over the canal bottom. 
 
 These slides have in some cases shown so slight a yielding at first, that they could 
 scarcely be distinguished from sun cracks, which continued gi'adually to increase for 
 years— in other cases they have occuri-ed suddenly, and at placos where no indications 
 were before observed, and in one instance where the bank had Ijcen closely covered with 
 sods, for a period of over thirteen years. 
 
 Tile cast bunk of the cut has Ijoon lightened also, by the rcniovnl of a strip of 
 about forty feet in width from the face of it, and increasing the slope; under a contract 
 for those purposes.. 
 
 In this case, during the prt)gress of the works, it was considered jjroper, to 
 transport a lip-ge portion of the material to the north, or lower end of the cut; instead of 
 )iurcliasing valuable land for spoil ground, or interfering with the macadamized road 
 lietween Allanl>uig and I'ort llobinson. 
 
 Since the banks have bi'en lightened, the water of the canal has boon at times 
 quite as low, as ever it is likely to be during the season of navigation; still no indication 
 of slides have been oliserved. 
 
 Tiieso conditions are doubtless new ; l)ut the fact of the banks remaining stationary 
 for a time, or even for a series of years is not new ; so that althougii the conditions are 
 changt.'d, there is no absolute certainty tliat the existing state of matters will continue. 
 
 It is no doubt true, that increasing the slopes, to some extent, lightens the bank ; 
 Ktill it exposes a grc^atiu' area to tlio nction of rains, and tlie cutting effect of s\irface 
 water dui'ing thaws. 
 
 Tliey may, iiowmer, after liaving lieeu a few years under the direct inlluenee of tlie 
 atuiosphero, lie again witli advantage overhauled, when an attempt miglit then l)e made, to 
 seed them down widi some |>roHi)oct of success ; but it is barely po.ssible that any seed 
 would grow on material of tlie nature found in this cut wiien it is first exposed. 
 
28 
 
 Section No. 23,— is about one mile in length ; it extends from a jwint near the 
 
 . . „ , . , , ^out^i end of the " Deep Cut," to a little south of the floating 
 
 towing-path bridge above Port Robinson, and embraces the construction of abutments" 
 and piers for a swing-bridge, together with the works, and arrangements necessary for a 
 set of guard gates near the north end of the section, besides the deepening, and widening, 
 of the channel, removing the abutments of the present swing-bridge, and the walls, gates' 
 «fcc., connected with the old guard lock. 
 
 The principal object of constructing guard gates in the vicinity of Port Robinson, 
 is to keep the water in the northern part of tlie canal, in case the upper or southern part 
 might, from any cause, be emptied, and to ellect this it will bo evident that they must be 
 situated, to tlio north of the outlet to the Welland River. 
 
 Keeping these facts in view, a site for them has been selected near the soutli end ' 
 of the "Deep Cut," and, in order to be certain of having persons constantly in attendance 
 at that place, it is proposed that tlio swing-bridge should also l)e located there. 
 
 This arrangement will doubtless be found of great importance to the interests of 
 navigation, but it may be a liulo inconvenient to a few persons who reside on the west 
 side of the canal ; still, when it is borne in mind tliat diuect roads will be formed, to and 
 from the l)ridge, there is reason to believe that the change will ))o fouml fully satisfactory 
 to the public. 
 
 The AN ater-way at this place will bo in four divisions— the two middle openings are 
 each to be forty-six feet in width, at tlio assumed Lake Erie level, and the si.le openings 
 are eacii to be eighteen feet wide. Th.. side walls are to be of masonry, carrie.l up to^a 
 height to form bearings for the swing-bridge, and fixed structures at both ends of it. 
 
 Tlie gate for each opening is to br, in one piece, and the whole is to be arranged 
 in sudi a manner that the gates, when not in actual use, are to occupy a horizoirtal 
 position in the recesses formed in tlie bottom for that ].urpose. 
 
 Considerable quantities of tinilx-r, stone, and otiier materials have been provided, 
 delivered, and prepared for the foun.lations, walls, Ac., of the guard gates and .nrranrre' 
 ments made for proceeding with the works. l!ut on a .lecision having been arrived at 
 that th.. wat(>r would not be taken out of the canal this winter, the preparation of 
 materials was discontinued. 
 
 It may, however, be stated that un.ler the impression, it might be an object to 
 proceed with the works this winter, suggestions were nia.le to place a dam on each sido 
 of the site of the structure, an.l to cut a channel around it for the water to pass ; but the 
 probability of failure in carrying out, between the closing, and ope.iing of navigation 
 such an uncalled for luuarduus und..rtaking- apart iVun, the expense inseparably con- 
 nected with it, prevented Ihr proposition being entertauied. 
 
 The excavati-.n fur the enlargement of ll,,. chann-l ha. been proceeded with at a 
 moderately fair rate_a large portion ..f that over the water surface is nearly completed, 
 
29 
 
 jDoint near the 
 
 of the floating 
 of abutments, 
 
 necessary for a 
 and widening, 
 
 lie walls, gates 
 
 Port Robinson, 
 • southern part 
 ; they must be 
 
 the soutli end 
 in attendance 
 3re. 
 
 ho interests of 
 le on the west 
 "ormed, to and 
 ly satisfactory 
 
 e openings are 
 side openings 
 arried up to a 
 !nds of it. 
 
 o bo arranged 
 a horizontal 
 
 ecu provi(h'd, 
 and nrrangc- 
 n arrived at, 
 reparation of 
 
 an object to 
 
 on each sido 
 
 lass ; but the 
 
 f navigation, 
 
 'parably con- 
 
 lod with at a 
 ly completod, 
 
 and about one-third of the quantity of material in the widening, and deepening of 
 the prism, has been removed, and deposited at places to make up low ground in the 
 vicinity. 
 
 Section No. 24, — is about one mile in length. The works upon it consist chiefly 
 in widening, and deepening the prism of the canal, forming 
 towng-jiath, and banks, cutting ditches, ofi'take drains, itc. 
 
 Fully one-half of the excavation over water surface has been done, and at least 
 one-third of the quantity of material necessary for the widening, and deepening has been 
 removed, and such arrangements made as lead to the conclusion, that the operations are 
 progressing fairly. 
 
 Section No. 25, — embraces the widening and deepening, of the channel for a 
 distance of fully one mile, forming towing-path, and banks, cutting, 
 ditches, removing the abutments, fenders, itc, connected with the present two swing- 
 bridges, and the construction of the piers, and abutments for a new bridge to carry the 
 traffic of the Quaker Road. 
 
 There are at present two bridges within the limits of this section ; the u^iper one 
 called the Burgar Bridge, is really of very little use, except as a convenient means of 
 communication, with a comparatively small area of land, lying between the Welland River 
 and the canal. This bridge has long been looked upon as an outlay, both for construction 
 and maintenance, from which few derive any benefit ; so that the question of its removal, 
 when presented in a distinct, positive form, left little doubt as to the soundness of the 
 conclusions arrived at. 
 
 It was therefore agreed, that if satisfactory arrangements could be made, for the 
 purchase of the land on the east sido of the canal, and that no formidable objections were 
 i-aised by the public, the bridge might be done away with altogether. 
 
 After a time matters were arranged, the land purchased, and that part of the road 
 allowance, between the Burgar and Quaker Bridges, was authorized by the Township and 
 County Councils to be sold ; consequently a bridge at Burgar Road will be no longer 
 required. 
 
 This, although a matter of little direct interest to the locality, is nevertheless of 
 great imjiortance to the navigation, and Mill considerably reduce the present outlay on 
 the works, as well aa diminish their future maintenance. 
 
 A largo quantity of stones have been delivered, and part of them prepared for the 
 abutments, and piers of the bridge at the Quaker Road ; but general arrangements for 
 proceeding with this part of the works were discontiuued, when it became known that 
 the water would not be taken out of the canal this winter. 
 
 All the excavation on the section has been prucceded witii rapidly: the greater 
 part of that over the water surface, is already tlone, and fully one half the (juantity of 
 material, in tiio widening, and deepening of the chauael, has been removed. 
 
30 
 
 Section Ko. 26,— consists principally in -widening, and deepening the channel for 
 
 a distanee of about a mile, for the lower one fourth of which the 
 
 increased width is to be taken off both sides j thence upward, there being for the most 
 
 part only a bank between the canal, and the Welland River, the widening will be taken 
 
 wholly off the west side. 
 
 This part of the work has been proceeded with at a moderately fair rate, since it 
 was placed under contract in August last, and so far the material has been found easier 
 to excavate, than anticipated at the time tenders were received. 
 
 Sections Nos. 27, & 28,— have not yet been placed under contract, — they embrace 
 
 the enlargement and deepening of the channel for a 
 distance of nearly two miles, including the building of several large, and important 
 structures, all of which are in some way effected by the contemplated deepening, for the 
 passage of vessels drawing fourteen feet of water. 
 
 On turning to the general report, on the subject of the enlargement, and 
 deepening of this canal, previously referred to, it will be seen that it was proposed to 
 lower the bottom of the present aqueduct over the Welland River, to admit of the 
 passage of vessels drawing twelve feet water, and to build a separate structure to pass the 
 necessary supply of water, "so arranged that its bottom would be about the level of the 
 river surface." 
 
 There is every reason to believe, that this proposition could have been successfully 
 carried out; but it is probable at an expense larger than warranted, in view of a greater 
 draught of water being required within a comparatively short time. 
 
 It was then proposed to cut down the crown of the arches from ten, to twelve 
 inches, for a space of twenty feet in the centre of the channel, and afterwards secure them 
 with strong bands of wrought iron, let into the stone, &c. 
 
 The arch stones having two and a half feet width of bed, they might be reduced 
 for the depth, and to the extent stated, but it certainly appears, as if these are the 
 extreme limits to whicli the process could be judiciously carried. 
 
 If this be correct, of which no reasonable doubt can bo entertained, it will bo 
 evident, that the only way of effecting the object, will bo the construction of a new 
 aqueduct, adapted to all the recpiirements of the enlarged scale of navigation. 
 
 The present structure is sui.ported by four arches, each forty feet span, and seven 
 feet rise, the under side of the centre parts of which, are fully five foot below the ordinary 
 suifaco of the stream, so that it as a whole really forma a sort of dam, with openings 
 through tho lower part of it, of such capacity a.s barely admits the necessary volume of 
 water to pass. 
 
 The river, although for the most pa.t a dull sluggish stream, in which the water 
 at times is even higher on the ea,st, than on the west side of the aque<luct, still during 
 
! channel for 
 f which the 
 for the most 
 11 be taken 
 
 ■te, since it 
 unci easier 
 
 ley embrace 
 
 anel for a 
 
 important 
 
 g, for the 
 
 meat, and 
 reposed to 
 Imit of the 
 to pass the 
 vel of the 
 
 iccessfully 
 a greater 
 
 to twelve 
 cure them 
 
 e reduced 
 3 are the 
 
 will bo 
 f a new 
 
 nd seven 
 ordinary 
 openings 
 )lumo of 
 
 i 
 be water 
 1 during 
 
 31 
 
 snow-floods and freshets, there is frequently a very considerable rise on the west, or up 
 stream side. There is no other way for the river to pass than through under the canal, 
 moreover its usual volume must pass at the time the new structure is in progress. 
 
 It may further be said, that the course of both the river, and the canal, together 
 with their relative positions to the town of Welland, after a close examination of the 
 locality, lead to the conclusion that the only place which can be judiciously selected is 
 the bed of the river itself, at a place seventy or eighty feet west, or on the up stream 
 side of the existing structure. In this position the northern entrance to it will be about 
 the place at present occupied, by the lock between the canal and the river. 
 
 The archways through it will have to be about three feet lower than those of the 
 present one, and the foundation will also have to be deeper, in order to provide a 
 sufficient area for the water of the river to pass freely. 
 
 The body of the new structure, or that part of it which forms the prism of the 
 canal, will require a mean width of about eighty two feet, and the bottom line of it will be 
 five and a quarter feet, below ordinary surface water level of the Welland River. 
 
 Tlie guard against obstructing the water flow, and, at the same time admit of 
 laying part of the bed of the stream dry, when the works are in progress, it is proposed 
 to widen out the channel on its northern side, by dredging, to such an extent as may be 
 serviceable, and circumstances will admit, and at the same time deepen the entire area to 
 be occupied by the works, to within twelve or eighteen inches of the contemplated 
 foundation line 
 
 The new structure is to have six archways, and be built in two divisicus, or at 
 two different times. The first division to embrace the south abutment, and wings, and 
 three, or may be four of the arches. The northern pier to be what may be called — in the 
 absence of a better term — an abutment pier, of such dimensions as to resist the thrust of 
 the arch, and so arranged as to prevent any tendency to move or slide on its foundation. 
 
 The space to bo occupied by the fii-st division of the structure, to be properly 
 enclosed by coffer dams, care being taken to make the north end of the diun as well as 
 that on tlic oast side, a.s narrow as the requirements and circumstances will admit, so as 
 to leave as great a width as possible for the water flow of the river. 
 
 Tliero is reiuion to believe that by following this coui-se, the foundation can 
 be satisfactorily laid, and the ma,soury of the abutments, piers, and arches built, and 
 part of the side walls carried up to over high water mark, when the haunches can be made 
 up, and after being allowed a short time to set, the centres may be struck — the space 
 under the arches secured, and the dams removed so that the water can pass on that side. 
 
 The second division may be then enclosed by dams and the space im watered — the 
 foundations laid, and the masonry carried up the same height as that first built, and 
 connected with it. 
 
32 
 
 'rii(> ciirrying o>it of tlic work in this way, will doubtless be attended with some 
 di'givo of risk, but the building of sucii a structure nuist under any circumstances be an 
 untlertaking, wliifh cannot bo altogether free from difficulty. 
 
 'rhcro is, howevei-. every reason to believe from the borings which have been made, 
 that a gooil foundation can be t.litained at the required (lei)th ; a fact which of itself is of 
 so mucli iinporlauce as to leave no tloubt, whatever, as to the successful accomplishment 
 of the object. 
 
 'I'lie lock at this placr must be removed, as it now occupies a position considerably 
 witliin the line leading to the proposed new aiiueduct : if therefore this branch of nari- 
 gatiou h.'is to be maintained, as no doubt it will, another lock will have to be built. 
 
 'I'liis. it is believed can be done by placing it on the same side, and on the same 
 eo.nse, but farther uj) stream than the piv.sent one. and by making a slight bend witliiu 
 the entrance leading to it. 
 
 It is i.robable that the appi-oaeh to the southern end of the new aqueduct, may 
 necessitate changing the site of the swing-bridge at Wellaud. to a place farther up. or to 
 the south o( its present position, and of arranging the piers so that it can be made with a 
 double span, as is to be done at other road bridges. 
 
 Tlie culvert wliieli j.asses under the canal a short distance south of the present 
 bridge at Wellaud. must be taken out and either lowered, or a new outlet formed into the 
 ri>er on tlie east side, for the back ditch whieh leads from near the jimction. downwai-d. 
 
 in the eulargenuMit ol' that jvirt of the camU between Wellaud ar.d the iunction of 
 the main Hue with the feeder, the widening, for the greater part of the distance, must be 
 done ou the west side ; which at ,ome places will require the spacf at present occupied hr 
 the old canal, now used as a head race for the water-j^ower leased. 
 
 In fact either a new head race will have to be cut for the izreater part of the 
 distance, otherwise the nulls will have to be bought out : a matter well worthv of 
 consulei-ation. as u is not at all improbable that the latter niigut be found the best coiu-se 
 to adopt. 
 
 IV ^uiOrvler of tlie Privy Comicil. dated Vth May. jsn. the Canada Southern 
 Uailway Company were gi-.iuted permission to construct, and uuiintain a swinsj-bridge 
 .ncross the Wellaud Catud. near to its Junction with the fcnler. and also the ri-ht\.f wIt 
 through thf can.il property, on certain terms and conditions, amon,-.! which aiv th« 
 
 follow iuij : — 
 
 •• 'riu' Company to construct a proi^-r ceutit- pier, and abutments of masonrv. the 
 -I'lan of whieh shall be submittovl for the appiwal of the Miui;iter of Public Works. 
 •■ whenever the CoTernmetu may r^vpiire the works to K^ioue." ' 
 
 •• That It so determmed by the Peixmment of FubUc Works, the Companv shall 
 
 • 
 
!d with some 
 itances be an 
 
 e been made, 
 )f itself is of 
 )mplisliment 
 
 considerably 
 nch of nayi- 
 built. 
 
 jn the same 
 bend within 
 
 educt, may 
 ei- up, or to 
 aade with a 
 
 the present 
 led into the 
 downwai-d. 
 
 junction of 
 :e. must be 
 iccupied by 
 
 pan of the 
 
 worthy of 
 
 best course 
 
 I Southern 
 i"ing-bi-idge 
 ;ht of way 
 .'h aiv the 
 
 sour}-, the 
 ic Works. 
 
 [)any shall 
 
 33 
 
 " bo bound to build a swing-bridgo of such construction, as to leave when open Uoo dear 
 " spaces, each at least 45 feet in width between the centre pier and abutments." 
 
 " That the Company shall execute, at its sole expense, all the work of excavation 
 "necessary to make and maintain these two channels, of a depth suited to canal navi<.a- 
 " tion, as well as provide for the construction of a centre pier, abutments, -niard nie'r. 
 "and other works required." ^ i , 
 
 ^ "That both these channels shall be made through tho g,-ound occupied by the 
 
 ' Kadway, and for such a distance on either side of it, a.H the Department of Public Works 
 " may deem necessary, for tho easy and proper passage of vessels." 
 
 "That tho company construct and maintain all works directly, or indirectly 
 
 connected with the bridge, and form such an extent of tho channel of the width and 
 
 depth recpnred for navigation, as the works of the company may, in the opinion of tho 
 
 ^^ Depart.n.nt of Public Works, render necessary, and shall grade a towing-path on both 
 
 ^ sues of the canal across the space occupied by the bridge, or other works connected 
 
 • witliit, at their own solo cost and expense."— &c.,—ic.,—&c.,—&c. 
 
 On the 11th November 1876, the company Moro informed by letter from the 
 Secretary, "that in order to enable permanent piers, abutments, and other works connected 
 with a bridge to be constructed at that place, the water of the canal will bo lowered hs 
 " much as circumstances will admit) at tlie close of navigation 1877. 
 
 " It is therefore imperative that your Company should make tlm nccessarv 
 preparations, and arrangements to execute the works, between the time above mentioned 
 (December 18<7) and the opening of navigation in the spring of 1878. 
 
 "Tlie_ sectional area of tbe waterwny of the new canal at all permanent bridge 
 structures, xs to be 1,900 s.piare feet, and tho foundation placed so .^s to be at least 15 
 '• leet below the surface water line." 
 
 " The movable or swing portion of the bridge, should be arranged to rest on a pier 
 placed on the centre line of the canal, on both sides of this pier there should be a clear 
 
 ^^ opening of at east 40 feet in width for the passage of vessels ; the gi-eater sectional 
 area re.pured lor the waterway, may bo made by openings on each side, over which the 
 
 " bridge may be hxed." ******=,= 
 
 ^ " It is to be clearly undcnst.od that t he Company are to submit to this Department 
 (within four months from this date) for approval, a plan showing in detail the piers 
 abutments, d:c. together with a description of the chuss of work they propose to adopt.' 
 
 The enlargement of the channel at the Junction, together with the proximity of 
 the radway crossing, to the bridge for ordinary road traflic, renders a change in the 
 site of the atter desirable, fur the safety and convenience of the public, as ^vell as for 
 mterests of navigation. 
 
34 
 
 This ifc IK Lclio.vcd uiiglit 1>e (lone l.y placing tli(j bridge, at a point immediately 
 south of tlie outlet from llie Feoilor ; where the yeueral travel could cross on acuutinuous 
 lino with the bank above, and wltiiout the neci'.ssity of jias.sing over the Bv.'iiig-briilgo 
 across the lock near that place. 
 
 Sections Nos. '20, 00, o\, and 32, — aro situated between the Junction and Rauiey's 
 
 Cend ; they include a distance of full three and 
 thr('C'-(juarttrs miles, the works ii;)>in wluL-h for tlu^ most part, consist in taking a 
 continui.iis strip of id)out fifty fe(!t in width off the w«^st liank, and lowering the ])rcsent 
 bott(!m of tlic canal, from two to three feet throughout— placing the material excavated 
 on tlie wf; t ;-,!(iC of the can;\l, at a ))ropor distance from the centre line, forming a towing- 
 I ath, cutting back ditches, t^-c, i<:e. 
 
 Section Xo. L".\ — has boon completed, and tlie works on Section No, oO are well 
 •> advanced, cxccjit the l)ottouung, the principal ])art of which has 
 
 still to he done. 
 
 On the latter S.iction tlie Air Line (so tailed) of the (Jreat Western Ilailway, 
 crosses tlie caniil ly means of a s',vinL,-bridge, built for that purpose. 
 
 The Comj)any were, by iin Order of the Privy Council, granted 2>ermission to 
 construct, and miuntain a swing-bridge across the Welland Canal; also the right of way 
 ihiMugh canal proi)erty, on siiailr;- terms and conditions as previously mentioned for the 
 Canada '-'oaihcru Ilailway. 
 
 On the 11th Novciub-r iast, tlie tienoral ^[auager of the Ilailway was notified 
 that the (.'oiapany was now expcct^vl to make arrangements, for proceeding with per- 
 manent piers, aluitments and other works stated in t!ie conditions, under M'hich permission 
 to croKS the canal was ''iT.ntcd. 
 
 Section^^No. .01, — is also in a, forward st;ite — the widening over the water surface 
 as well H.S that below it is nearly linished ; but there still remains 
 from two to four feet of the bottom material in the channel, for the greater pai't of tlic 
 distance, wdiich it will take a considerable time to remove. 
 
 t:ECTioN Xo. 32. — in DeconiDer Ja.st was nearly in a like advanced state as Section 
 Xo. ;!1. out on the 5th of the present month (January 1877). a 
 iriide cccurieii near the upper end ol tlio Section, which has materially changed the 
 condition of matters. A large portion of sjioil placed on tlie west side has si'ttled down, 
 and the bank has been shoved forward twenty fee', or n.cie into the canal. At about 
 3C() feet .south, and 7lJ0 feet north of v/la ro the greatest (quantity h;is been dis[ilaced, 
 all indications of settlement eea.-e. 
 
 The ijuaiitltv nf mateiird fcicel in'-o C.v ca i,d, Iuh b.'cn (.stinuited at 20,100 
 culiic vards. 
 
35 
 
 int iimncdiatoly 
 on a coutiuuous 
 le swing-Lriclgo 
 
 on ami Eamey's 
 full tlii'C'o and 
 :t iu taking a 
 ing the i)rcsont 
 ;enal excavated 
 niing a towing- 
 
 ^0. 30 are well 
 rt of wliicli has 
 
 istern Hallway, 
 
 perniis.sion to 
 e right of way 
 itioneil far the 
 
 y was notified 
 ling with per- 
 lilcl) permission 
 
 ' water surface 
 ■re still remains 
 iter jiart of tlie 
 
 state as Section 
 mary 1877). a 
 y clianged tlio 
 settled down, 
 iial. At ;)l)oiit 
 liceii displaced, 
 
 ated at :;;i,ioo 
 
 Various causes are assigned for this movement of tlio bank— one of which is, tlie 
 lieiglit of the spoil, and its proximity to the side of the cut—another is said to be', the 
 unsafe nature of the bottom; but the principal cause is represented to be the lowering of 
 tlie water to the level of Lake Erie, before tlie dredged material placed on the banks °]uul 
 byen consolitlated. 
 
 The culvert for carrying the water of Lyon's Creek througli under the canal on 
 Sjction ^^o. 31, has to be removed; Ijut it foruis no part of the present contract. 
 
 The ol.l one is believed to bo too smill, to dis.diargo the necessary volume of water 
 during freshets, so that a new structure of larger capacity, will have 'to be built and 
 placed at a lower level. It will also have to be of a peculiar construction, capable of 
 resistmg the upward ,n'essure ot the water passing througli it, in case the canal 
 should at any time be em])tied. 
 
 Sections Xo.s. 33, 3-1 ^' 3.-).— are situated between Itamey's Bend, and to tlie north 
 
 of the harbor at Port Colborne— a part of the works 
 ■still to l,c let -they are iu the aggregate about two and two-fifths miles long, fully tliree 
 fifths of this stretch is in rock cutting, where the present bottom is from 15 to IS inches 
 higher, than the mitre sills of the entrance Lock, and at that level the cut is from 5G to 
 58 feet wide. 
 
 The enlrauce lock being situated at a place, where the .streets, running north and 
 «outh, along the sides of the Harbor at Port Colborne, do not afford space for the 
 iorniation of race-ways of sutKcient capacity, to pass the nccessaiy volume of water for the 
 canal supply; it was considered proper to examine the locality fullv, with a view of 
 omibhng a conclusion to l,e arrived at, as to the best course to adopt hi the premises. 
 
 _ The various places that were found to iie anything like favorable will therefore bo 
 referred to, in ascending order as follows : 
 
 1. Lmucdiately below the village of Stone Bridge the canal luis a course nearly 
 south-west; then it takes a more southerly direction ; the angle thus formed .seemed to 
 oiler a site for a lock, that would admit of executing the princi;,al part of the work durin^' 
 summer ; and the a.ljoini.ig ben.l iu tlio channel was looked upon, as nearlv sufficient io 
 allow the water supply to pass freeh-. 
 
 ^ By the adaption of this arrangement, the water How betwovn Port Colborn- an-I 
 
 ^tonebridge would bo unchecked; cxc.pt at the bridges, of which there would be thrc. 
 between Lake Krie and the lock. 
 
 It is, hoNvevei', to hMo.ired that the frequent and sudden variations of the wat-r 
 level, to which the cut wmdd then be subject, might endanger the stabilitv of the sLles. 
 -specially, as at s,.me places th... material is of clayey nature, and at other jdaces there are 
 uitervenu.g layers of harden > 1 rlay between the beds of rock. 
 
36 
 
 2. Tlie next place where the object couhl bo effected, without much interference 
 with private property, was found to be a short distance below the closely occupied part 
 of tlij village of Port Colhorne, where the Government owns a considerable stretcli of 
 land on the wes!; side of the (.anal. 
 
 At this place a channel might he cut on tlie west side and the navi,qation, turned 
 through it, ao aa to admit of dams being constructed, and a lock built in the present 
 canal during summer. 
 
 This temporary clianuol might form part of a supply race, after the new lock had 
 been brc.ig'it into use. 
 
 There would doulitless be a good deal of difficulty, in making the coffer-dams 
 stanch, as well as risk connected with them, and in other respects, un watering the works, 
 but there is every reason to behave that it could be done. 
 
 This location, liowever, would be liable to some of the objections mentioned as duo 
 to the lower site, Itut tliey would bo loss in degree. There would st'll bo two brid;'i\s 
 between tlie harbor and the look — one belongiug to the liiiffilo and Lake Huron Riil- 
 way, which cannot be clviu^'ed without groat trouble and expense, — the other is a road 
 bridge, to t'le position of wliich Tnany of the iiih;iliituuts of Port Colhorne are so strou'dr 
 attached by ties of interest, as well as of coiv.'rii'jnce, tliit it is questionable if thoy 
 would willingly consent, under any eirciitustau'es, to have the site of the crossiu" altered. 
 
 Attcutiou has be.'u drawn to tliesii tw.) places, chiefly to show that ;))"re aro 
 difficulties Lo be met witli, in carrying out this (i;)rlii)n of tlie works, in even the most 
 favorable position, tli;it under the eircuinstances can he scdecteil. 
 
 It lias been alrra ly stated, that the eonipirativcly nirrow s[):ice belwtcu tho 
 streets on the eist and west sides of theeaual, in insulli iciit to admit of forming raceways 
 of tho capacity re juired u. piss tin' voluiuc i>\! water, nee.-ssary to supply tho canal. 
 
 It might b- therrf.in. wril to leave tiu' present lock un.listurbed, and to build a 
 new and enlarged lock, b 'tween it and the east bank, at tln^ same time aeipiiriii;,' as much 
 of thoadjoiiiiag pr. iperty. as would l(c siiliieii iit 'or a street. 
 
 By aloi)ting this course, thero is every probability, that there would be no 
 necessity to for.ii a dam across the basin, and that the lork could bo built during the 
 Bcosou of navigation, when the weither is mo4 fivoral.i,' for that purpose. The Having 
 thiH effected would wariMiit a ouHidorable exjiendilnre, it ivipiire,]. in the pureliaso of 
 property. 
 
 To HOOUfO tho moans of jrasising the ueeeHsary sup|.|y of water, nti iM(hipendnnt 
 channel mig.it. be made, on either the east or west siile of th(« harlior and oiiiial, wlu!rt> tho 
 inoatHuitald and best arrangeinuutu em bo male for nccomplishing thoobjoot. 
 
 Con 
 
 "m: 
 
 * 
 
 * 
 
 sh 
 
37 
 
 Lucli interference 
 Y occupied part 
 erable strotcli of 
 
 vigation, turned 
 i in the present 
 
 lio new lock had 
 
 the coffer-dams 
 Luring tlic works, 
 
 entioiU!(I as duo 
 bo two Ijcidgoa 
 
 :e Huron Iliil- 
 other is a road 
 are so strongly 
 
 ionabic if they 
 
 Tossing altered. 
 
 that ill ore aro 
 1 even the most 
 
 ee between tho 
 inning racjeways 
 tho canal. 
 
 , JiMiI to l)uilil a 
 uiriii- i\i much 
 
 ■e would lie no 
 uiilt duriiiiif the 
 io. Tlu! saving 
 tile purcliasti of 
 
 an itidojundnnt 
 aiuil, whore tho 
 jout. 
 
 A swing-bridge can bo con:itructed to span both tho new lock and the present one, 
 and placed so as to work ou tho centre pior betwecji tlioui. 
 
 The Buffalo and Lake Huron Railway, (now leased to the Grand Trunk Railway), 
 have a bridge over this canal, near the lock at Port Colborne. Previous to its construc- 
 tion, there appears to have been (in 1852-53), a considerable correspondence between the 
 Company, and the Board of Railway Commissioner,-;, on tho subject of the crossing at that 
 place. 
 
 The Railway Commissioners, however, strongly objected to it, and warned the 
 Company that, "as soon as the Luke Erie level should be adopted, tho Railway will bo 
 materially obstructed, by tho constant passing of vessels into the imier basin," * ♦ 
 
 * " that the navigation of the canal cannot be interfereil with ;" ='• * * 
 
 * * * * and conclude Ity stating that " the Commissioners, while 
 "entirely objecting to the proposed site of the bridge, think it proper to say that, should 
 " the comi)auy persist in erecting it near tlio Guard Look, it should be at least 180 feet 
 " distant from the wing of t!ie lock." 
 
 Tluire does not, however, ai)jiear to have been any permission granted l)y the 
 Department of Public Works, for a railway crossing at that jilaco ; although this Depart- 
 ment, under thePublic Works Act, has the sole control of the Welland Canal, and the 
 lands connected with it. 
 
 Tho only i-efei'eni;e made to tlie subject, is in tlie .\nnual Report of tho Commis- 
 sioners of Public Works, dated August, 18,') J, wliiuh stati's tliat :— 
 
 "On their late insjx-ction of tins wnik," (the W. Hand C.inal) " the undersigned 
 "found that it was intended, tliat the line of eanai slu.uild hi; crossed by two railroads, 
 "now in progress in that section of the province: the Brantford and Buffalo Railroad, 
 "and a continuitionof tho Great Western Railro.ul, from llamiltim to tlio Niagara 
 " frontier— the former to cross the canal twice, and tii" latter oneo." 
 
 "Tho mode and plan near Port Colborno lock, at whieli it was proposed the 
 " Pirantford road should cross, Jias been considered olijeclionable, and as tending ta 
 "obstruct the navigation; the other point of crossing l)y this road is not deemed objec- 
 " tiouablo." 
 
 Jt tliereforo ap]>ears, that as tho tiuK; is now all but arrived, when preparations 
 should bo made for introducing the waters of Lako Kriu; and aa a much larger area of 
 opening, t.. Iiirnish tlio supply, i.s necessary, than (hero is at present : that tho Railway 
 
 ( Dinpany, it they an' allo\vi> 1 to eonlinuo to enjoy t'.ie privilege of such u crossing must 
 
 provide at their own cost, and o.xpeus.! such other brid^e-i. and works, as they may i-eipiire 
 for their purposes, subjirt, however, lu the approval, by this Department, of plans 
 of the stnii!tur(M, which tho company miiy intend to carry out. 
 
 A n"w swing-bridge, together with the nece.^sary pier I, au 1 abutuiftuts, will alw 
 have to bo constructed, at tho Villago of Stunobridgo. 
 
88 
 
 In all rod: cultir.gs on these .Sections, wliero tlio sidc-s liiivo only a sYMit 
 inclination, the channel will bo made a mean width of 12G feet. 
 
 It is proposed that the various M-orks leferred to, as well as all others connected 
 with this part of the canal, shall be placed under contract as early as circumstances will 
 admit. 
 
 Sectdx Xo. ^^C). — embrace; the enlargement and deepening of Port Colborno 
 Ilarlior, or Lake l-Jrie entrance to the canal, including the exten- 
 [iion ofthe west pier about four hundred feet fartlier into the Lake — deepening the 
 entrance channel, from the lake, inward— re-building the superstructure, of part of the 
 west jtier, and the whole of that on the east side— constructing a Beacon, on the south- 
 east side of the entrance (near the place where a buoy used to Ijo moored), and building 
 four detached blocks of pier-work, lietweon it and tin; outer end of the present east 
 pier — removing and rt-l)uilding about seven Inuulred feet of the west docking, from the 
 I'erry lece.ss outward — dcep.ening and enlarging the basiu, iVrc, i^;c. 
 
 The eliannel from the lake, northw:ird, to al)out the southern lino of the con- 
 templated enlargement of tlie basin, is to ))e sunk to a dei)lh of seventeen feet below low 
 water line, and from the latter j.laee to the north end of the liasin, the depth will 
 gradually diminish to .■■ixteen feet, at a lime m hen tlie water stands at twelve feet over 
 the mitre sill ofthe present Lock. 
 
 Previous to receiving tendrrs ^uv tlie works, contractors wcw informed tJiat the 
 material to b(. removed from the iM.ttom of the chainiel and basin, embraced two kinds of 
 work. "(Mie of wliieh eim l.e eNccut<'d by imvuri of an ordinary dredging machine ; but 
 '■ the othei' consists of a hard class of rock, with numerous n.idules of Hint intei-sperscd." 
 
 In .'xeavatiou through rock, the nujde adopted ],;,; been to drill, and blast from 
 the deck of a vessel held in place by anelioi' t imb.rs re^t ing on the In.ttom. and sid)seqiient- 
 ly removing the hu Miied material by an ordinary scooj. dredging maeliinc. 
 
 'I'liis system has so f ,r Ihch .piite sticressfu!, o\\ ing no doubt, in „ givat measure, 
 to the use of nitro-glyeerlne as an ("xpiouve. and the skilfid arrangements made by the 
 contractor, in comlueting the oi.erations in all their diiferent stages. Still, with all the 
 i'are and precautions adopted in storing and handling the nitro-glycerine, mi explosion 
 in.'onie .n.uroui.table way ..eenrr..d on the .'ioth of O.^lobor last, by wiiich one man 
 vaskilhd : au.i som,. damage was done by th,. eoneu^si.m to property in the villauo of 
 J'ort Colboine. I I . a 
 
 Fully one-third of the .pmntily of ro, k has b,en remosrd, and a luusi.h.rable 
 pxieiif of ordinary dredging has been dono. 
 
 The west pi.r h;.s iK'en earrin 1 lu tlie full extent, and nearly to ihr la^i^dit 
 Con{empIale,r--tl.e beaeo,. ta mark out the end ..f the .astorn nvfis^iu |M..sit.on, ami 
 earned np (o twelve feet ovr t!„. water snrl'iee ; .md two of the .iHa.hed bio,-!,., on the 
 trnut Hide of tliu eiitmiice, jiro in plaee and complnteil. 
 
39 
 
 Wlinii the boncou was first placed ; jailJic notice was given tlirougli (he 
 newspapers, as well as l.y printed hand Idlls, distributed 1,y tlic collectors at l.oOi ends of 
 tlio canal. 
 
 A like course was followed wlien tlie extension of tlie west pier was commenced, 
 and at the same time a low small liglit was exhibited at its outer end, of wliicli due notice 
 was given. 
 
 The works have been proceeded with in an enei'getic and generally in a satisfactory 
 manner, from their commencement up to the juesent time. 
 
 As previously stated, the time fi.Yed for completion of tli'> works, on t!;e different 
 Hcctionii of this canal, is stated in tlie respective contracts to be April, 1S77. 
 
 Although they arc for the mo.=!t i>art of consideiMbh) extent, tliere i:; reason to 
 believe tliat un-lor ordinary circumstances, the object could have been eileete.l Mitliiu the 
 time agreed ni)on. 
 
 rt was soon ascertained, however, that (piarriea wors more difiicult to obtain tliau 
 was at .irst anticipated, and tliat whe:i found the stones, althougli of the best kind, are of 
 a natuic that uidess for some time exposed, to the a(!tion of the atmosplierc brforo winter 
 sets in. tlicy are jialile to Imrst or br broken up by frost. This ]iniite<l the time lo which 
 qmirrying operations could be safely carried on, to about six monlhs in tiio yiv.r. 
 
 Another .serious cause of delay was the rroeatel strikes amongst tlu( woHcmen, 
 which were sometimes brought about in a way ne.uly, if not altogether, beyond tho 
 contractors' control. 
 
 These and other eansos of a lik.> nature, led the contractors to make au application 
 in iMay, IS"'), for a longer time to complete the works. 
 
 It was (hen ipiite evid^it that au extension uf abnut one year would have to bo 
 granted; still, it was not eonsi-h-red judicious to tak- any direct action in the matter, 
 HO long in advance of the jicriod originally fixed ujion. 
 
 It is now, hdwever, desirable that iirr.nigemeiits slionld be made with tho 
 contractors, an I tli 'ir suretl(M fa- (liat purpose, as soon as clrcuir, tiuiPai will admit ; or, 
 at latpst. before the lirsc day of .\pril ne\t. 
 
 liAi.ops liArrns, nivicu st. [.awijknci;. 
 
 At urdimiry slage.s of the water of the St. T^awreiice, descending vessels of all 
 ilasscH, [.ass viu the river from Tresectt to J)lekeiison's Landing, In pnf.-reneo to passing 
 tt.rough the \ViIliamsl)urg CamilH. This is considered to be au advantage, not only fron' 
 it rflduiring barely mir-tliird ef the time, to make tho trip between the.so places; lait from 
 the faet th it vcsm-Is are Kw* lialile to injury in tho river than in the eaiuils. 
 
a 
 
 40 
 
 It may also bo .iiid, that vessels of sufficient power to ascend the Galops Rapids 
 oc3upyj,bout one-third less time on the upward trip, between the same places by the 
 nver, than they do when obliged to pass through the canals. 
 
 The rai)idity with which the downward trip can be made, when the water is at its 
 usual height, has long been looked upon, as an important feature of the route,— a fact 
 brought out more promineutly, in a comparison with periods of extreme low water, when 
 it cannot be taken advantage of. 
 
 It is true, that even at these times, the present class of vessels can, with very 
 great care, make the downward passage under the management of a skilful pilot; but all 
 vessels, even light passenger steamers, must then ascend by way of the canals. 
 
 Various plans have beon from time to time suggested, with a view to obtain- 
 inga greater de].th of water in the .lifferent rapids; and in a general report on tho 
 Tsavigationof the Kiver St. Lawience, between Lake Ontario and Montreal, dated July 
 1874, the matter is again brought under notice. This was done under the impression 
 that the question, important at all times, pressed itself still more forcibly on the attention 
 atat.m«when matters, connected with the enlarged scale of navigation, were under 
 consideration. 
 
 It has been fully ascertained that from Kingston to Dickenson's Landing those 
 parts of the river at, and in the vicinity of Galops Rapids, are the only places wllh bar 
 tiie diannel to vessels of greater .Iraught, tlian the class at present in u.se. 
 
 To meet the case for a line of twelve feet navigation, it was proposed to contract 
 the channe below the '.Ciu.te,' by means of wiug-danis, constructed at '•McLau.hlan'a 
 romt, and at a potnt on "Galops Island" opposite Little Iky, and in this wav raise tho 
 water above, as well as spread thoourront over a greater range. It was furthJr proposed 
 to constructs dam through the passage called the ''Uut,- between c;alops, an.l Adam's 
 Islands, which .t w.s tliought would have the elfeet of throwing the current more 
 tow^rds wl.t .s called «rier Island," and thus enable the deep-wate^ channel, .,:S2 
 of Adams' Ts md to be advantageously used, ami thereby avoid the necessity of <:u tin 
 a line through "Flat Rock Shoal." ° 
 
 To carry out the.o p|,.,is. would dnibtles. be aitemled with considerable oxpcnHC 
 an soino degree of ri,k. both in th. nay of e.vecution. and the actual resultsof t ^ 
 
 ;:'""^"'\. " 7^' ' •"-•• •"•''-•••'^ "'^'t a serie. of well directed C.brts ^^d 
 
 Imvo been ultunately succssfu, in forming a channel, adapte 1 to th^ 
 tho draught conti'inplated. 
 
 ho passa^o of vessels of 
 
 _ Ti.is having been etrected, it was presu.no 1 that, by a system of Mibn.. 1 .hain 
 
 to..ng su.h :. that in use elsewhere, ,..,■ np.aul passage of vLl. could bo L iU d 
 without interfering with those doHcen.ling. JHCiHtuttU, 
 
41 
 
 In favor of this course it was stated, that a direct pull from a fixed point, is a 
 more effective means of hauling a vessel up a cun-ent, than any method in which the 
 propelling power applii^d, depends solely upon the resistance of the water, as a fulcrum, to 
 effect the forward movement of the vessel. 
 
 It was further stated, that the successful application of a system of a chain 
 towage, at other places below, in a great measure depended upon the depth of water, 
 that could be obtained in the Galops Kapids. lAIorcover, it was evident then, as well as 
 now, that if the improvements at Galops were effected, and arrangements made, by which 
 ve>5sels could bo towed upwards, through all the rapids, from the head of the Cornwall 
 Canal to Prescott, that the enlargement uf the Williamsburg Canals, other than the 
 lengthening of the locks, would not bo required. 
 
 It is deemed proper again to state that the scheme above alluded to, had a direct 
 reference to a dei)th of water suited to the passage of vessels 12 feet draught. 
 
 The decision afterwards arrived at, in April 1875, that the peruuvnent structures 
 on certain of the canals, should all "be adapted to a depth of water, corresponding to 14 
 "feet on the mitre-sills of the Locks," seemed tlien as now, to indicate clearlir, the 
 desire of eventually making a line of It feet navigation throughout. 
 
 In this view of the matter it became ipate evident that the extent of the works 
 would not only i)e greatly increased, but that a number of changes would be necessary in 
 the design sul)mitted in the general report made the year previous. These remarks 
 apply to all the canals between Prescott and Montreal, and to many places in those parts 
 of the river between them ; but tliey are especially applicable to the works rc.piired to be 
 done, in order to obtain a greater depth of water in the Galops Itapids, and the shoals 
 in that vicinity. 
 
 The latt.ir places, presenting the first obstructions to descending vessels, ami as 
 tlieir removal wuuhl throw open a long stretcli of deep water navigation, it was thought 
 best to direct attention to theui. But at the very outset, it was found that the nature and 
 extent of the bars were unkuown, and that there were no means at command, by which 
 that class of informati..a could be obtaiued. T'.e most powerful steamer could not remain 
 hnig enough at one place in the rai.ids, to enable ev.ui the depth of water to ))e correctly 
 ascertained. It was therefore believed, that a " Chain Vessel" fitted up in such a numncr 
 that it could be licld steady in ].,)si(i(.n at any place, was the best, if not only way of 
 ttccomplishing the object. Moreover, it was thought thuMhe .Mjuipment of the vessel 
 might be Hueh, that the principal operations connected with deepening the channel, might 
 be carii,..l on aboard ..f it. At all events the objects contemphited were looked upon as 
 of so great importan(M« that some degree of risk, if lu'cessary, might reasonably be 
 eneounlereil in eiKh-avoring to carry tliom into effect. 
 
 Anangements were therefore made for the construction, and titling up of a chain 
 vcHHol, of Huch power us would bo fully (viual to the service of enabJiuLf n N,ifi«f,,.t,M-v 
 
42 
 
 examiiiaiiou of tlic rapids to 1)e made ; -svitli a vio\y of asceituiniiig tlie nature, and 
 extent of tlie obstructions that would liavc to hv removed, or otlierwiso overcome. 
 
 The vessel is IIU feet lont;, 27 feet breadth of beam, and 7 A feet d(^pth of iiold, 
 from top of floor timbers to top of beams ; it is built in tlio most su))stantirtl manner, 
 with doable frames of best white oak timbers, twenty-four inches apart froiu centre to 
 centre. 
 
 A heavy Howe-truss connects the keelson and central stringer, under th(> deck 
 beams, for the whole length of the vessel, with diagonal braces, wrouglit iron ti(>-rods, and 
 bolts throughout, fastened in every way likely to increase the security, and strength of 
 the vessel. 
 
 The engines are high-pressure and condensing, have two cylinders of twenty-two 
 inches diameter, and livcfeet stroke : they are biult exceedingly strong, and litted >ip 
 with all the latest iuiprovements and eiiuiiunents, and finished throughout in the best 
 possible manner. 
 
 The ]io\ver is geiiei'atel in two boilers of ample capacity, the shells of wLieli ai'o of 
 the best " Thorn(\vcroft '' plate, double rivetted, lire-boxes of the I'est Low .Moor iron, 
 and the whole well stayed. All necessary mountings are ]>rovided, such as guage-cocks, 
 lock-up and open safety-valves, itc, itc. 
 
 I'rovision has been intido t() keep the vessel steady, when used I'er drilling or 
 exploring service, by means of anchor timliers or " spuds," which pass down tlirough well- 
 holes formed through the deck, and bottom of the hull, f(an' in the forward jiarl, aud two 
 in the alter part of the \ossel. 
 
 The anchor tinijiers are raised and luwerel, Iiy means of hea\y ra k gearings 
 connected with the sides of the wells, and on the four in the forward jiai l ■•{' th>' ve,-sel, 
 steam ([lercnssion) drills have been fitted up, to work on slides, on i\if down sti'.'am sides 
 of them, and balanced with counter weights passing over pulleys, on the tops of tho 
 respective " spuds." 
 
 Steam from tla; Imilers is brought to tlu; di'lHs by suitable pi]ies, carried along 
 under the deck beams, and C(mnected Midi fiexilde I'ubber coupling pieces. 
 
 The vessel was laiilt, and all the machinery connected with it, made aud fitted iiji 
 under a eontmct, for tiiat piu'pose, with E. E. Uilbert, of JMontrcal. 
 
 Tho chain on which the vessel works was made to order; thi' links are of a special 
 length, forged fi'on. 1 [ imh iron, and tested iit IJoyd's I'rosing Woiks, in pieces varying 
 from 2;).T to :)2'.\\ feet in lon','th ; each tost was 'JI tons, 1 cwl,, f (p., and live Hides of 
 tlm'O different jiieees of the eliain wore subnntleil Pi a breaking strain, and paited at 1 1,1, 
 •t4|, and H) liuis respei'lively. 
 
43 
 
 A certificate from the Siiperintendeut of Loyd's Proving House, accompanied cacli 
 length of chain. 
 
 On the 20th August hist, tlie contractor delivered the vessel in the Galops Canal, 
 \ and on the 23rd it was witli the assistance of tlio steamer " Chieftain," engaged for tliat 
 purpose, taken across tlie main channel, and moorod at a temporary wharf built at the 
 foot of Adam's Island. 
 
 From the experience gained in getting the vessel into the eddy, l)etween the north 
 Channel and " Gut," fears were entertained that one steamer would not be sufficient to 
 enable the cable to be laid on the proper line. Tlie tug "Arctic" was therefore engaged 
 to assist, and on the 24th the object was so far successfully accomplished, tluit the chain 
 was placed, and tlie vessel stationed on the line intended for the centre of the contem- 
 plated channel. 
 
 It wan then ascertained, that several important parts of the vessel luid to lie over- 
 hauled, and other erjui])mcnt provided, liefore it was considered safe to attempt passing 
 the oblique currents, that are opposite t^o salient points of Galops Island. On the.se 
 matters liaving been attended to, an attempt was ma<lo gradually and cautiously, to 
 acquire a knowledge of the strength and sot of tlie currents, and their action on the vessel, 
 lieforc! exposing it in a (.legree gi-e!iter than the circumstances or the locality seemed to 
 warrant. 
 
 On information looked upon as reliable, the officers entrusted with the management 
 of the vessel, ajipear to have Ixvui under tlie impression, that in order to keei» on the line, 
 tlio clKiin should not only be laid straight, but liauled as tight as possible, and made fust 
 at both eiid;-. 
 
 In addition to tliis, attriii[)ts weie m ide liy transverse fastenings, to keep it up to 
 the points above-inrniioncd, still tli" obl'q le current forced the vessel so much out line, 
 as to form a sort of bight in t'le chain, causing it to enti'r and leave at such an 
 angle, as had the eilect of binding thi' pulleys at lioth the liow and stern, thus bringing 
 the vessel to a stop when working with the ordinary power. 
 
 After many att-'miits and failures of this kind, it was deelde.l that there should 
 h3 no unneeeHsary length of cliaiu us<'il, and that tin' lower end of it should bo left free. 
 On the adoption of this course, it v as found that the ve;-sel was at all times under full 
 control, and that in swift parts of the current it coidd be held nearly as steady as at 
 other |ilaeeH. 
 
 (>u tli(Hine of (he pro[)osed cliamiel through the rapid, a number of holes were 
 drilled two fet't into the rock which forms the bed of Iho river ; and some of them at 
 Jilaces wlieri! the water at the time was fully lil'teeu feet deep. Ft should, however, bo 
 stuti'd, (hat the s(>ason of navigation was nearly closed before arrangements con 11 be mado 
 to test the drilling oporatioin, and that there were no skilled workmen on hand for that 
 jiUVpnse, 
 
44 
 
 Judging from the experiments made, and latterly by tlie manner in whicli the 
 vessel could Le controlled, there seems to be no reason to aj)jjreheucl difficulties which 
 cannot be successfully met, especially iji view of the imj)rovements which can be readily 
 made in the arrangements for effecting tlie contemplated object. 
 
 As previously stated, the season was well advanced before the chain vessel was 
 got into fair working order ; attention was therefore priuoij)alIy directed to determining 
 the position, nature, and extent of the ditferent bars and shoals, in tlie rapids and their 
 vicinity. This examination was intrusted to Mr. Tom 8. llubidge, whose full and 
 descriptive report on the subject is hereunto appended, marked C. 
 
 The line of channel now recommended for improvement, skirts the shoal on the 
 ncrth-east point of Adam's Island, and the nortli point of the south shoal, at tl.'o outlet 
 of the " Gut" channel. The whole of the contemplated width being north of these jjoints, 
 and at the lower one it inclines slightly toward the south-east, until it passes the bar to 
 the south of the chute. 
 
 It is believed that tliis line can be deepened at less expense than any other that 
 could be selected, and wlicn improved will be the liest suited for the passage of large vessels 
 as well as for the successful working of a system of chain towage. Moreover seven-eighths 
 of the whole of the necessary works, can be carried out without interrupting or being 
 interrupted by passing vessels or rafts. 
 
 From deep water below the lower l)ar, to a point at the up}ier entrance of the 
 Galops Canal, tliere are four different ])lace;i where excavation would have to be 
 done, to ol)tain a cliannel 200 feet wide and IG i'eet deep at low water, or at a time when 
 there is a depth of 9 feet on the sills of tlie Entrance Lock. 
 
 At all places where deepening or widening of tlie eliannel is necessary, it has been 
 found after a careful examination, that the bed of the river is hard limestone rock. 
 
 The lower bar extends from Galops Island to the north shore of the river, on the 
 lowest part of wliicli, or wliere tlie proposed new channel is to be formed, the water varies 
 from 10 Ho 13 :[ feet in tb'ptli, for a distance })araUi'l with the stream, for about five 
 hundred feet. This will rcipiire the removal of nearly If), .500 eul)ie yards of rock. 
 
 From tin; ui) stream side of tlie lower bar, to what is called Island 8hoal, 
 a stretch of 330 feet the depth of water is from 10 to 28 feet. The latter shoal is about 
 350 feet across, in line of clianin'I, and tlie water over it is from 10^- to 13J feet deep. 
 
 To obtain a depth of IG i'eet of watei- on this shoal, will necessitate tho reinovul 
 of 10,400 cubic yarda of rock. 
 
 For tlie next 400 feet upward, the depth is from IG to 27 feet ; but for nearly 
 150 feet at the upper end of this stretcii, the deep part of tho ehaunol is contracted by 
 two shoals, to a width of very little more than loO feet, one of which extends from tho 
 
45 
 
 north shore, at a place abreast of the guard lock ; and t!ie other on tlio soutli side nearlv 
 in line of the " Gut" Channel. ' ^ 
 
 The outer point of tho north shoal must be taken off to obtain the necessary 
 width ; although the quantity of excavation for this purpose, will be comparatively small 
 the set of tho current, together with the passing of vessels and rafts of timber, will 
 render the work of a difficult nature. 
 
 From the latter place to the upper shoal, which is nearly opposite the entrance to 
 the canal, the distance is 1,150 feet, and the depth of water varies from 16f to 30 feet. 
 
 This shoal is 250 feet long in the direction of the stream ; its average width is 
 about 80 feet, and on it the water is from 12J to 13^ feet deep. 
 
 It lies directly in the main channel, so that the operations connected with lowering 
 the bottom in such a position must unavoidably be attended with considerable difficulty • 
 still there is every reason to believe that it is quite practicable. ' 
 
 From the foregoing remarks, together with the information contained in Mr 
 Kubidge's letter (appended), it will be seen that the bed of the ri^er at this place has been 
 carefully examined, and all its principle inequalities, bars and sLoals fully ascertained. The 
 result of which shows that in every case where an obstruction exists, there is immediately 
 below it a stretch of water from 8 to 10 feet deeper than required for the contemplated 
 channel. 
 
 This in connection with other matters, bearing directly on the sulyect, leads to 
 the conclusion, that the best, if not tho only way of obtaining a channel, suited to the 
 enlarged scale of navigation, is that of lowering tho shoals, and bars on the line, and 
 dragging the loosened material uito deep water below them. 
 
 In order to have in some measure steerage-way, and make an allowance for the 
 settlement and surging of vessels when passing through the rapids; the depth for a fourteen 
 feet navigation should not be Icks than IG feet at low water. 
 
 To attempt obtaining this depth of water, in any other way than by lowering tho 
 bottom, would not, there is reasons to believe, be attended with anything like success. 
 It is (piito probable that by a system of wing dams, tho water might have been raised 
 to pass vessels drawing ten feet. Further, that by extending the system of wings 
 dams at tho rapid, and, in addition to this, closing the " Gut" Channel, the centre of 
 which is understood to form tho boundary between tho United States and Canada, a 
 depth might possi!)ly have been obtained by which a vessel, drawing 1 2 feet of water 
 could have passed at ordinary stages of tho rivei-. 
 
 The latter project it is presumed, could only bo carried out with the sanction of 
 the United States Govern inent, and although it might in .some respects bo beneficial, it 
 it questionable to what extent, Whilst it will readily be admitted that the St. Lawrence 
 is on too grand a. scale for uncertain experiments. 
 
i 
 
 ill 
 
 4G 
 
 It luav, however, be saiil that the depth of water in a rapid, will not increase to 
 the .same extent, as that to whieli the bottom is luwei-eJ, as the surfece will be likely, in 
 some degree, to diminish in height. 
 
 This is doubtless trne, but there is reason to believe, that the difference l)etween 
 the depth of the rock removed and the depth of water obtained, will bear something like 
 the proportion, that the additional sectional area given to the channel formeil, does to 
 that of the river, which, in the case nnder consideration, will be practically very little. 
 
 Taking all these matters into consideration, especially the fact that such a know- 
 ledge of the bed of the river has now been obtained, as enables a correct estimate to be 
 made of the quantity of material to be removed ; and that a vessel can be kept sulliciently 
 steady in the ra])ids, to admit of drilling and other operations being carried on. It is 
 believed that it might be well to invite tenders for the work. 
 
 This conrse is recommended nnder the impression, that it can be done cheaper by 
 contract, than in any other way it could bo carried on directly under the Department. 
 
 If this view of the matter is accepted, the contractor might be allowed the use of the 
 chain vessel, which has been provided and fitted up chiefly for that purpose. This might 
 be don(! under such stipulations, as could insure its return, in as good condition as when 
 handed over to the contractor — ordinary wear and tear excepted. 
 
 CORNWALL CANAL. 
 
 In July last tenders were invited l)y public advertisement, for the formation of a 
 new line of entrance at the lower end of this canal, and on the '.'th August, they were 
 rccei\ed, when the works were shortly afterwaivls awarded. 
 
 The i)lans, and other documents connected with thcui, provide for all permanent 
 structures, to be j>laced at a depth corresponding to 14 feet water on the mitre sills of 
 the locks ; as instructed by Letter No. ,'iri,2GG. 
 
 It may here bo stated that there are on the old line three Locks near the outlet of 
 this canal, which have an aggregate lift of aliout twenty-four feet, when the lii\er St. 
 Lawrence is at its ordinarv lu'i'dit. The locks arc 2U0 feet loii'', with reaches of 331 
 feet Ijctween them, and are adapted to the jjassage of vessels drawing 9 feet of watci'. 
 
 To make them of the dimensions now contemplated, their bottoms would have to 
 l>e lowered //(■(,' feet, and the side walls lengthened seventy feet, which in reality means, 
 taking down the present structiu'es, and building othci'P. 
 
 This could not, of conrse, bo done during tho season of navigation, and it is 
 (juestionable if it couhl bo accomplished at all during winter, unless ))y incurring an 
 expenditvn-e, greatly beyond what the circumstances would warrant. It being a well 
 known fact, that at a pohit in the river .some distance below tho outlet of this canal, an 
 
47 
 
 ice jam almost invariably occms every winter, wliicli lias the effect of raisiug the river 
 sometimes as much as twenty feet, so tliat it fre(]uently covei-s the two lower locks. 
 
 Having sucli a jiheuomenon to contend with, it is harely witliin the range of 
 possil)ility, that tJie requisite dams could be constmctcd,— a lock taken down, — another 
 built in its stead, and the dams removed between tlie closing of navigation, in December 
 one year, and its opening the following ilav. 
 
 This, tog(;ther with the deficiency of space between the locks, and the fact that it 
 would be still farther reduced by lengthening them, led to the selection of a new line and 
 the adoption of the plan of rising from tlie liver to the Cornwall level by means of two 
 locks, and making the reach between them of such, a length, as best suited to the 
 circumstances. At the .same time keeping in view the fact, that two ves.sels each of full 
 canal dimensions, coming out of lucks at the same time, but going in opposite directions, 
 could not pass each other freely, in a reach of less length, than two and a half times that 
 of the largest vessels used. 
 
 The new entrance channel is to Ijc on the south side of the existing one, and in 
 .such a i)osition, that the respective centre lines of the two routes, will be three hmidred 
 and iifty feet apart at the head of the present outlet lock, and four hundred and twenty 
 feet apai-t, opposite the head of what is known as Lock Xo. 1 7. 
 
 For a distance of fully two thousand feet at the lower end, the line will be 
 .straight, and then curve round gradually, until the new south bank corrcs[)onds with that 
 of the old canal, at a point nearly opposite the lower end of the landing wharf, at the 
 Town of Cornwall. The whole of this part (jf the work is let in one Section, which 
 extends from deep Mat«r in the river, to Mithin about twenty-live feet of the lower end of 
 the M'harf above-mentioned. 
 
 In case satisfactory arrangements can be made with parties interested in the 
 adjoining property and the Avater power at the lower end of the canal, the water on what 
 is called the Cornwall Reach is to be raised about two feet, and the ditlerence between 
 that level and the lUver 8t. Lawrence will be overcome by moans of two lift locks. 
 
 The lowci", or entiance, lock on the new line will be placel in such a position, 
 that it,4 lower gates .shall be oi)i)osito the upper gates of the present outlet lock, and the 
 lower (pioiiis of the second lock, will be o[)posito the head gates of the third lock of the 
 old c;uial. 
 
 A I'cgulating weir and race ways will be constructed on the .'u.ith side of the 
 now line — tlie woir to be plac(>d opitosilo the lower gates of the second luck, and Iho head 
 race to it will connect with the canal at a point about L'">() foot idiove the lock. 
 
 The tail-race from tlu; woir will lie ko]it at a height to supply the rei ch between 
 the locks, and from it an outlet will l)e formed of sullicient capacity to diicharg% the 
 surplus water into (lio river. 
 
48 
 
 This plan of rogiilating the water levels haa Leen adopted in preference to 
 diBcharging the surplus water through the present locks, and attempting, from that 
 source, to supply the reach between the two locks on th^ new line. 
 
 By carrying out this arrangement, the old locks, and reaches between them, can 
 be advantageously used as graving docks, for the repair and overhauling of vessels, a 
 kind of accommodation which will, doubtless, on many occasions, be found of great 
 service. 
 
 In September last, the works were commenced at the upper end of the section, by 
 preparing a scat for the south bank, through the low ground and outer edge of a bay, near 
 the place, where the new and the old banks connect. 
 
 When doing this it was found that a considerable quantity of muck and loose 
 earth had to be i-emoved, before a stratum was reached of so retentive a nature as would 
 be likely to prevent leakage. 
 
 The operations were proceeded with slowly for a time, but the force was gradually 
 increased to the full extent, which ^tlie circumstances warranted, and the work of 
 excavation carried on, as the weather permitted, up to the latter end of November, when 
 they were closed for the season. 
 
 During this time, a sewer, which passes under the old canal, was extended out to 
 the edge of the river, four feet under the bottom of the new line. 
 
 The contractors Avere also engaged searching for quarries, and, about five miles 
 back of Cornwall, wore successful in finding a place where very good stone for the bulk 
 of the masonry can bo obtained. 
 
 The place from which the face-stone of the locks is to be taken has not, however, 
 been fully detei'mined ; but there are several good limestone quarries in view. 
 
 Before leaving this important link of the canal system, it is deemed proper to 
 draw attention, briefly, to a few of the alterations, which, increasing the draught to 
 14 feet, will render necessary. 
 
 In the general report on this subject, dated July 1874, it was intimated that for a 
 twelve feet lino of navigation, the water might be raised between Locks Nos. 18 and 19, 
 so that the dimensions required for the enlarged locks, coidd be obtained by lengthening 
 and raising the walls. 
 
 The arch of the culvert for the road leading to Barnliart's Island, was represented 
 to be of a height, that would admit of lowering the bottom of the channel, but it would 
 have to bo lengthened to obtain the necessary width of water-way, whether the water be 
 raised or the bottom lowered. 
 
 Further, it was stated that by lowering the bottom and arches, and lengthening 
 the culverts at Mille Roches and Moulinette, they might possibly continue to answer the 
 purpose, although in a less efficient way. 
 
49 
 
 The circiunstanccH arc, however, quite changel by tlic depth contemplatecl, so tliiit 
 the bottoui of the cliannel from Lock No. 18, upwar.ls, to deap water at tlie entrance, 
 must throughout be lowered, the cliannel widened, an<l new locks, in every case, built. 
 
 LACHINE CANAL. 
 
 This canal liaving often been described; ifcs dimensions, and those of the struct(ir<.s 
 upon 'it frequently given; it is deemed unnecessary to repeat them, or say anything more, 
 relative to its present capacity, than that it has been long look(?d u])ou, as inadequate to 
 meet the wants of the trade. This is especially the case, at the Montreal terminus of the 
 line; where the accommodation during busy seasons, has ])een found so uueipial to tlx; 
 requirements, that delays have been often experienced, and, doubtless, loss sustained from 
 this cause, by those engaged in slapping. 
 
 It is true the general depression, in all branches of business connected with the 
 carrying trade, for the past two years, has prevented this deficient accommodation, from 
 being felt to ii like extent, as was done in previous years ; there is, however, reason to 
 hope that the present cri.sis, like all otliers which have come before it, will ere long pass 
 away, and tliat the pressure for more space will ret\u-n, with even greater force than 
 formerly. 
 
 The extremely low rates of grain freiglits on the western lakes, have prevented 
 any other than the largest class of vessels, engaging in that business successively; small 
 vessels being unable from their earnings to pay the necessary expenses, are in many 
 cases tied up idle. 
 
 The experience of tlie past few years, has alrea<ly established the lact, th.it there is 
 little inducement to build vessels, with a view to their cm])loynient in the grain trai'n' 
 unless they are made of the largest class, cai)able of navigating the lakes, and such as 
 may be expected to occupy to the greatest advantage, tlie enlarged cauids now in progress 
 of construction, by the Government of the Dominion. 
 
 Some recognized authorities, however, entertain scnous doubt,<, if any sailiiij,' 
 vessels can successively compete in carrying grain, with tin' .systeu^ introduced within tli.- 
 l)ast few years, of using large barges towed by steam. 
 
 It is believed by many, that the depressed condition of business, ;in.l consequent 
 low rates of water borno freight, has in some measure been brought about, by t!ie great 
 trunk lines of railway to, and from the west, carrying at unremunerative rates, in order- 
 to secure a through business, and compete with each other. This too at a time, wl<m 
 some of them are contending for a bare existence, and some of them are nearly, if not 
 altogether, in a state of bankruptcy. 
 
 The evils of this unhealthy competition, are still further re{)resented by many 
 observant, and prominent public bodies, to result in less attention being given to local 
 traffic, and to a system of discrimination which bears extremely heavy upon it. 
 
50 
 
 At nil cvc.i.ts llu. fact ronuiius that the business is done, and the more northern, 
 and longer roads, as nv.II as water routes of lituited capacity, are, in a measure, at the 
 mercy of the shorter, and more sonthern lines of railway. 
 
 This it is helieved l.v uunv, will cease when the prevailing system has yielded 
 (which it mu.t c:v.ntually do), to the nu.ro h.,itimate course of doing busmess at 
 reuuureratlve raves ouly, whatever n.ay bo its ..xt..nt. It is, however, presuu.ed tinvt the 
 discussion of all such .p^estlons, n.ay fairly bo lelt to those, e.ther directly mterested or 
 ,,1,, h,ve .dven special attention to then., and are therefore in u better position, and m 
 every ics],ect better .-ualilled, to deal cleai'y and fully with the sul ject. 
 
 Whrn tl>r en]arL'( nieiit of this canal was under consideration, the fact was kept in 
 view that it h :d to i;cconmio>late the trade uf the lliver St. Lawrence, both for export and 
 otherwise a!.o vhe lumber trade of the Ottawa iUver, for both the Quebec and American 
 ,uarkets;'it was lherel\-ie recommende.l to !<■ n,ade of a greater sectional area, than any 
 other division of the canal system. 
 
 Vt tlie outset, the iir)st important matU-rs which j.resented tliemsrlves were the 
 entrance at T.achine, and tl.o outlet in the ilarbor of Montreal, with the wharfage accom- 
 mmlation at the latter pla'-. 
 
 'i'!i.^ b ;tto:n i),irt of tliG basin, at the ujiper eutrasiee of the present canal, was 
 ,,„,,. 1 t,'. b,. r3:A-, thiougliwhi'haclrumel about 1()() feet wide had been formed, to a 
 dep '1 at low w.iter suited to tie- l- is^ag>i of vessels drawing 9 feet. 1 1 was howev..r found 
 that the Ihu'luations of the riv.T iiad not been fully ascertained wlim the bottom lino of 
 vl>c rl.anuel v, i, llxrd, as at -xu n.e low water vessels loadr.l .h.wn to ihci. full <iraught 
 ..oul.l not cuter iVeely. In the n ears Ibor. and ls;.(j the outer or river pi-'r was extended 
 fully 450 feet further up stream, which, in a.hlition lo improving the innuediate entraiuM-, 
 Iwidtlie cIVccI of rai>ingtlie water fidly six inches, and to that extent benolittcd the 
 waterway. 
 
 When iirst f'liuing thi« clianuel (he basin was laid dry. after a water-tight 
 ,|ani had b e,i furnied ..u tlw south sidi>. and another acro-s tlie iqiper end of it. 
 
 Itwar^atonee evi.Ient that (.•t\\<'en the ch.sing nf navigation -ne year, and its 
 cliening tlie following sjabig, no sn.'h course could be .idopted with any prosp.rt of 
 Kuccess" especially for the enlarged channel, whicli rcpiiivd to be sunk lully five feet 
 low. r. airl ma !" at leit -JH ) feet in width. 
 
 'i',) uK'et the . ise \, rliiUH lines and places were examine,!, the highest of \shieh was 
 Leishnian's Point, li ar tl.e pliar wh-re th • Laehiue llaiiway wharf i . situated. 
 
 At tliis point a good depth i I' water was I'ound near the .'hore, but there is no 
 nilMial b,.,in nor shelter; neitlur could any be formed (within the lindls of a reasonabh- 
 
51 
 
 outlay) of ail extent that couU ha called a Iwrbor, or suitable entrance to so important a 
 work. 
 
 These, amongst other but less forcible reasons, led to the conclusion that the 
 ])ublic interest would not l)e consulted by the formation of a canal, that would connect with 
 the lliver 8t. Lawrence, at a point north of the village of Lachiuc. 
 
 A thorough examination of the prvjsent basin was also made, with a view of 
 ascertaining the probable cast of forming a new line, a short distance north of the present 
 channel, and constructing a guard lock on that side ; the result of which showed that a 
 \ ory good line could be obtained, but at an expense not warranted by the circumstances ; 
 ((specially as it would greatly diminish the si)ace, now occupied in tlio basin for other 
 useful pui'poses. 
 
 A careful examination iireviously ma<le along tlie south-eastern, or river side of 
 the present channel, shows that the depth of water and bed of the river are bf)th more 
 favorable for tlie formation of an entrance channel and basin, than any other place Unit 
 could bo selected in that vicinity. On full consideration, it was, therefore, reconnuendrd 
 for these, and tlie following reasons ; — 
 
 1st. Th(! works connected witli its formation and construction can be carrioil on 
 without in any way interfering', with tlie navigation of the present canal. 
 
 2nd. About three-soveiitlis of its length, is ;dreaily of tli.' full depth required fur a 
 fliannel, si;ited to the enlarged scale of navigation. 
 
 r.rd. Itgives ujiwards of •_'() acres of basin space, in addition to a channel-way 
 'JOO feet in width, making in all an anni of about 18 acres. To olitain this, no pri\:il.' 
 property is reipiired, exeej.t for tin- purpose of f,)rining a <vntinuatioii b(-twecn it and the 
 • anal. 
 
 From this point downward, various plans have been suggested, witli a view to 
 tli(> formation of a clianiu'l, of the capacity re(piired for the enlarged .scale of navigation. 
 'i'iie most prominent of which, at the tiii\e, was that of making an entire mnv line f r 
 ilie greater part of the distance between Laeliine and Montreal, and o:?o for the deepening 
 iiiid eiilargi'iiieut of the existing cliaiun'l. 
 
 ( )ii tlio north-e;ist side ot the pre-icnl line is a long stretch of low ground, known 
 •n tlii« Liehino Hwaiup, which, on a cur.sory e.vamination, is a|it to lead to the iniprussi ai 
 I hat a new line of CiUial might readily be made through it. Ibit on looking closer into 
 Ihe mattiT. it was found that a pi'oitci- foundation for a liaiils, could not bo obtained 
 without very great dillieulty, as tht^naterial consists of muck, heavily charged with water, 
 :iiid varying from live to nine 1\'<'L in (b-ptli below canal liottom. for a stretch of fully li ilf 
 a mil(>, and, even at th" depth xtat-'d, there si'emed very little probability of finding tiie 
 I'ottom of so retentive a nature, as would b' likidy to prevent leakage. Moreover, tln'iv 
 i> iio suitabh' matcrrd for in dving a w.iter tight bunk, within a long distanee of the pi ic •. 
 
 i i 
 
 { 1 
 
The .cl.e.no f.n- cMlar^in^ the ,>ros.nt canal is looke.l upon as free from all rink 
 likclv to result fro,u leakage, through the banks or bottom, and it was a.certamed that 
 the maptying of the canal during winter, whilst the operations were in progress, would 
 not be so serious a matter as at first apprehended. 
 
 In shore it was urged that one large canal was better as a navigable channel, than 
 two canals of less .limensions, a matter so well known to those acptainted w.th the 
 movements of large vessels, as to re.pure no further proof than sin.ply to st.te the fact. 
 
 It is, however, deemed proper to remark, that the resistance to a vessel parsing 
 through a wide space of deep water, is less than through an ordinary canal. The case, as 
 represented by recognized authorities, seems to be, that resistance rapidly i.iereases as the 
 channel diminishes h.low about six and a half times the sectional area, of that of the vesse 
 passin.' throu.di it. This evidently points to the conclusion, that the nearer an artihcial 
 channel approaches the capacity above n^entioned, or even exceeds it, the better it will 
 serve the purpose contemplated. 
 
 All these, and other known matters bearing directly on the subject, having been 
 duly considered, it was recommended that the plan of enlarging the present camil be 
 adopted, and that the summit level between Lachine and Cote St. Paul, be ma.le a mean 
 ^vidth of 150 feet, or to a sectional area of l,'.)nO square feet, which is n.>arly double its 
 presenr capacity, and about oile-Hfth greater than that authorized for the other canals. 
 
 From Cote St. Paul Lock, downward to Wellington Street Brilge, the water-way 
 was recommen.led to l>e increased to a mean width of I'OO feet, ami such other armugc- 
 mentH made as will be heiein subseciuently described. 
 
 On the .pu'stion of the enlarged scale of navigation having been decided, attention 
 was at once giv.>n to the lower entran.v of the canal, au.l to increasing the basin, and 
 wharfage accommodation un tl>e Montreal ivaeh, or that l^etween the second an-l third 
 locks above the harbor. 
 
 Tn the annual reports of tlie D-partment since the yar 1S.V2. these subjects have 
 iH'cn from time to time bronght und.r the notice of tlie (Jovernment, and in the year 
 mentioned (IS.") -J), about fifty acres <.f hmd were puivhas.-d from the Seminary of St. 
 Sulpice, for basins and other purposes connected with that par* of the canal. 
 
 In the year following it was found that the great number of hickages, that took 
 ,,lKCOfttth« lower ..ntrance- s..meof them for ves.sels that passed up through the two 
 lower locks, and returnc^d without using the canals-led to mieh d.days and complaints, that 
 the (piestion of a new entrnnce channel, was fre.pienlly urg-'d by those taking an intere.' 
 in the matter, and occaKioually referred to in the r-ports of th- Department. 
 
 It was then as n(.w generally b.-lieved, that the place brst adapted for that purpose, 
 lies south of the present entrance, and on tlir line c.f the old canal ; in fad, there is no 
 other place where a new entrance could !>.■ made to connect prop.M'ly w itli the harbor. 
 
 UrslPHK !• 
 
 I'liasinel wuM OXcuviited to it. 
 
53 
 
 111 udclitiou to tlieso general rcmarkH, it may be stated tliat tLere are to bo 
 tliro\igliout a new tier of locks, each 270 feet lung between the gates and 45 feet wide: 
 they and all other permanent structures on the line, from a sliort distance below 
 Wellington Street Bridge to Lachine, are to be arranged for a depth of 11 feet water on 
 lock sills, ai)d from tlio former place; to the outlet in Montreal Harbor, the locks, and 
 permanent structures are to lie jilaccd at a dejjth, corresponding to L"^ feet on tlio lock 
 sills. 
 
 • All the works conni-cted with the enlargement of the canal, lietween Afontreal, 
 and Lachine, — bridges and gates excepted,— are divided into elcve.'i ditierent Soction.s, 
 each of which will be referred to in its order. 
 
 T(!nders for Sections Nos. 1, and i'; were received on the Sth July 1873: for 
 Section No. 3, on the 5th October 1S75; for Sections No.s. !), and 10, on the L'Oth 
 .huuiary 187(3; and for Sections Nos. I, 5, G, 7. 8, and 11, tenders were received on 
 -'1st March 187G, and the I'espective works were, in each ca.,e, .shortly afterwards 
 awarded. 
 
 Sectiqx N I. 1, -includes the comtrucl-iou of a new entrauet', from 8() to 100 feet 
 in width, carried out to a depth of I'.l feet at low water, on the 
 snutli-east, or ri\er side of the existing channel, — the construction of two lift locks, 
 jilacod so as to liav(> eighteen feet of water on tlie sills; between which, is to be a basin 
 540 feet long, and •_''!() feet wide, — the wings of the upjHsr Lock are to Ije extended, to 
 form abutments fur a swing-bridge, to carry the tratlie of iNIill Street lioad; and a 
 reguhiting weir, with a r.n.-e-way from il, ii, to be built in eonnettion with tiio south- 
 <'ast thick-wall abo\e tlie bridge. 
 
 'Jlie tntiantt" lock is so ]ilaiid, thai its upper gate (j\i()iiis are nearly opposite 
 tiio.se, (if tile |ii('s( nt (iiitlet luck, where the ccntri' lines of the old and new uhainiols nro 
 HO f(vt apart, and al the he id of the second luck the i-espective lines arc 100 feet apart. 
 
 'i'liii jiiers at the outlet are to lie of crib wmk, on which will lie a continuous 
 superstructure nf pine timber, all well Nccuied and tilled witli liallast. 
 
 .\11 the masoiuy nf the locks, dock walls, bridge abutmenis, and weir, eunsi.sts 
 if an appioved dass of limestoiio, prepiired for liie respective itlaceh, and luiil tlirougliout 
 in iiydraulic cement mortal". 
 
 The upper or second lork nccupies part of the site of tin cianbini-d locks, whicli 
 I rmed tho outlet of tlie old or original canal, the north wall nf wliicli, when it cinild be 
 avoidod iiiiH been Id'l nndisturlieil, and wlicie iieces.>ary it has been underpinned, and 
 I iherwiso Heeuii'd. 
 
 On exeiivatiiig the foundation. (" the depth reipiired fur the lloor timbtrs of thin 
 I 'k, the biiitum was found to bo of so 8oft a nature, it wa,s deemed advi.sablo to roniovo 
 tue entire siirlaee mateiial. f.ir a dentil of fi'om si\ to lirieen itichet, and suUtitate for 
 
 i 
 
54 
 
 it a stratum of ccnci 
 the 
 
 ,te, on which to phice tlic foun.latiou tii.ibei 
 «hoct-i>ilc ti'cnchcB, and between the timbers in th 
 
 Concrete was also 
 
 Joncr 
 chamber, 
 
 and at botli 
 
 used iu the shoct-i>i 
 ends of the h)ek. 
 
 All .1.0 work oo.moctol will, U,„ fo,m,ktio„ of tl,« look are co,„rloted ami tlio 
 „,* ol La a, to .1,0 hoigU of twoaty oao foot ovo,- il,. floo,, or full, two-.h.rd, oi «.o 
 
 quantitv of masonry in it has been hud. 
 
 The excavation of the pit for the lower look is not yet completed ; bnt about pue- 
 ,,,, of the foundation at the upper end of it is in place, and the wal s, for fully one-tlurd 
 
 ,: len..h of the structure, have been carried up to the height of hve feet over tt 
 1,'.; Tlds, together with the quantity of stone piled at other places, it is behevec, wdl 
 fully secure the timber that has been laid. 
 
 At the level for the fotuulatlon timbers of this lock, the material was found to bo 
 
 of . soft ..-avellv nature, rendering its reu.oval necessary, to admit, so far as the work 
 
 .: processed, ;f f^-rndng a bearing surHvce of concrete, of from nin. to sixteen mches. 
 
 s however, f.ou. the indications, .p.ite probable that the depth of concrete wdl have 
 
 to 1..' increased, as the lower end of the lock is approached. It will also be necessary to 
 
 u,e concrete in the sheet-pile trenches, and between the floor tuubers. 
 
 A lar'^e quantity of stone has been quarried, and prepared, but the service ground 
 being llndtecC the stone is only delivered when it can be placed in the works. 
 
 ° The dock-walls of the basin, between the two locks, are nearly completed; and tho 
 excavation is so far advanced, that there only renmins to bo removed a small ciuantity, 
 ^vhich is lequired for part of tho tilling in rear of the masotiry. 
 
 It nru' here l>o remarked, that the tune for ("'O^eeding with the works, on the lower 
 ,,:,..t of this Section is linuted, by the high water of the river, to about lour or hvo 
 Lonths in the vear. It nuy. further be stated that considerable d.lhculty has been 
 ..,„.,ieneed in unwa.ering then,, ai.hougl, n.ueh hs,: :h;,n n.ight reasonably have l.een 
 expected. tVon. the infor.nati.n eon^eyed through the n.ediun. of tho specihcatmns 
 distvihuted to the <'ontraetors before len.lering for the works. 
 
 SicTU.N No. -J. - end.races alt the works cuneeted will. ..xcavating or dredging 
 basin No. -', to an uniform depth of four feet below the top of tho 
 lower mitre-sill of the tiard lock, fn.n a poi.>t near Welli.igton Street Uridgo, to tho 
 h,.ad of the second lock -enlarging the basin by th. ren.oval of a tri^-ngular pon.t ol 
 hu.d. that projected north of tl,e road between \V..llington Street Uridge. and the weu- at 
 TateV l)o.-k -tho deepMiiu;;' of the latter si^aee. and for.ning a cha.mel W) feet dcp from 
 th. lead of the second lock, to the south-west side of Wellington I'.asin. The whole ot 
 the n.aterial excavated to be disposed of, without pas.sing through any of the canal locks, 
 or iri any way obstructing or int^rfeiing with tlie passage of vessels. 
 
 It also includes the formati.m of Wellington 15asin, the construetion of dock walls 
 
 of masonry laiil in liydrauiii nu 
 
 ■nt mortar, on threo of Us Hides, a sewe 
 
 for (Irainagr, 
 
 w 
 
 liarves. iind hucIi other workn as may be r< quireii. 
 
55 
 
 This l)asiii is \,2r,0 foc.t 1 
 
 ong, 22~> feet wide, and has a (hpth uf It) fuet. This 
 portion of the work is iu aa iidvanccd state, as only i\, few }»ieci's oi' cojjinj,' and part of 
 
 th 
 
 e inner ends of the respective walls are itqiiired to complete the masonry — the whole 
 area is of the full depth; the sewer is Imilt, and materials for the wharves have been 
 delivered, and part of them laid. TIk^ decpeiung of No. 2 liasiii ii nm in so forward a 
 .state, as there yet remains fully two-flfilis ef thi; excavation still to h- d.nii-. 
 
 Before leasing this part of the line, it may Ik; stated that the time is close at 
 hand, when a decision will have to lie arrived at, as to how tlie wliMif ])ro|i"rty adjoining 
 Wellington Uasin is to l>e divided, and whi'ihi r tlu^ lots are to l;e disnoscij of by sale 
 or lcas(>. 
 
 riiiii'Tiox No. ;?, — la fully three-(piarters of a mile iu icn'.''th, its lower boundary 
 being at a place a short distance below Wcliingtun Street Diidge, 
 and its ui)per end at a point TUD feet abovi' St. Uabrh;! Lock. 
 
 It embraces the enlargement of t!ie chann'd to a Main width of 200 feet between 
 the (lock walls, and to an luiiform depth nf l.") feet — building jiiers, and abutments for a 
 new swing-bridge at NV'ellington Stre( I — tliC constiuction of a new lift lock on the mn-th 
 side of ilie prese.it one at 8t. (labri"!, .virii iIk; \ijiper wings of it extended to form 
 the seat, anil abiiiiu 'nts(jf a swing-bridg" ; building a regulating weir on the nurth side of 
 tlu! new lock ; taking down KJfci't in- m u' ; <if the walls of tli:^ pre-.tnit b ids, and using 
 new fac. '-stone throughout when ;(>buil ling it ; constructing a retaining w,;ll on the south 
 side from the lower end of the section upward, and at such places tin the north side as 
 may be retpiired, ite., See. 
 
 At the lower (Mid of this scctioi, tli-' increased width givii to Ih" clmniiel is tiikeu 
 olf the south sidi-, and is continued upward on such a line,that oppositf St. (labriel liasiu 
 the cutting for the enlargement is wholly on the north sidi^ of th.- iMUab rnence upward to 
 near the enil of the section, the widi'iiini,' i i eoiiliiuted on that side. 
 
 Spoil ground f II' mat^'rial taki'u trini the excavation is, in a 'jriMt measure, con 
 fined to two places, one of which is on the soi:tli siile, near the lowr end of the .si'Ction 
 hiuHh of limited extent ; the other is on ih' south side, near the middle of the section 
 Under these eii'cumstiuiees the best that eould 1m^ done, was to provide iu the specitloations 
 for raising the spoil banks to the height of about twelve feet, uidt-ss the eoiitractor could 
 make favoralde arrangemeiils, for I'aisin ; tiie ground of adjoining proinietors. 
 
 It ni;i_v be staled, that in adlilion lo tdving down the iipji. r l:> leei, ol (lie pivsent 
 lock walls, tin- lowei' noi lli wing of t!i • In,-; must be wholly r.'Ui i\ed .jown to tie- founda- 
 tion, or at least as nnich of it as pi'ojects lieyond the rear line I'f the side w;dl.. 'I'his has 
 to be done to ;idniit tif tbrmiug a water ligld. connection, between the baidc or end of the 
 trntre retaining wall, and a wall of eoner. te to be carried up in rear of the uorili side of the 
 lock for its entire length. The seat of this concrete wall lias to be firmed, immediattdy nt 
 the ba.-k of the old lock wall, and sunk to ihe full ileptli of the new stvueture, or live feet 
 below the boHoni of tiic pre^•ent lock. 
 
 1, 
 
The scat of tlic coutiv letiiiulng w 
 
 56 
 
 vail has also to Vie siiulc to a deplh, con 
 
 ■espotid 
 
 inj: 
 
 to 
 
 U foetou the sills of the lock, an.l the Avail earned up, as .v 
 
 rell as the rear concrete wall, 
 
 uid 
 
 the twenty-fifth day of April 
 
 and side wall, of tlie locK, ueiw.-.-u n.v ,, resent time 
 next, in order to he ready fur the opening of navigati.ni. 
 
 As the new lock is to occupy the channel leading to the present regulating weir, 
 the latter must be closed hofore the pit can ho laid dry. To admit of doing this a 
 temporary weiv. and race-way will he built on the south side of the canal as soon as the 
 walL of tlie present lo.k are sumdently advanced, to allow part of the hunted space on 
 that side to he used for tliat ]nu-pose. 
 
 The laud in the vi.iuitv b..iMg for the most part closely settled, there were only 
 ,l,out -' acres on the north side of the canal, below the lock, and y^avt of the "Island 
 ;.bove II that could be promised as service ground : any greater extent required, the 
 ,'ontractor has to provide at Ids own expense. 
 
 The works on this section have heou proceeded with at a lair rat., a large portion 
 of the excavation has been done at the south en.l of it, on the south si.le a separate cut 
 l,.s been forr.ed up as far as the widtli, to be remove.l, would ad.uit without nidangenng 
 thestabilitv of the bank, al,out Tr.O feet of the dock wall on that side has lu.en budt,and 
 the south aUitmcat of Wrlliugtmi Street Dridge is well a.lvance.l. 
 
 At St (labri.'l, the greater part of the lock masonry intended to be removed, lins 
 I, rn taken down, and'the works at that place in other respects are in rapid progress. 
 TiuMuateriaU required lor the c. ntre retainiug wall, and l\n- the walls of the present 
 leek, are delivered an.l most of th(> stone jnvpared. 
 
 JJulldiu-' operations will ho eommeneed, as soon in the month of March as the 
 weather will pern.il, m. tla.e is . verv prospect that tho^e parts of the works necessary 
 to be comideted. will be ready in good time. 
 
 OutheUSth Januarvand the Kltli Mareh ISTl. orders of the I'rivy Council . 
 were passed, authori/.ing the (Irand Trutdc Railway Company, under certain eond>t,ons. 
 u.laiild a swing.bridge, adapted to hotl. railway, an<l ordinary trallie over the Lachme 
 Canal, in line of Welliugton Stre.t, Moot r.'al. 
 
 The bridge was to be built aeeordiu- to a design, then submitt.d by llie Comi-any, 
 vepreHcntingthat .he eentre pi.T on Nshieh the lixed part of tl,e bridge, as well as tla, too 
 „f the swing were to rest, wa> to l>e of masonry ; but when the work came to be executed,^ 
 ,1,0 j.ier was built of erib-work. This was permitte.l rather than run the risk, ot 
 retarding the upeuin.,' of navigation. The Managing l>ir.-ctor for the Company wuh, 
 however, notilied by a letter, dated lllh .,r.\pril ls71. Iliat lley (the eon.pany) are 
 espeet.'d (o lal:e the neee.sary steps as .'arly as eirenmstauees will pern.il. b. carry out 
 
 ,],„ ,,!,„ and eon.iilioiH on whiei, the prlvile-e of eressing tl au:d. was granted by the 
 
 ( ioN'ernnienl . 
 
 In earrvingou! th' work, e.mnected with the (uilargement ofthee.u.al, the present 
 
 lai.lgr'. piers, and other woi 
 
 (hat plaee must he removed. 
 
57 
 
 A good opi)ortunity will tliorcforo bo iiffordeil, for the coustnictioii of two 
 In'idges, one for the railway crossing, and anotlier for ordinary traffic, in case it is thought 
 proper to follow this course ; which some peoplo who are aware of the extent of travel 
 on Wellington street, were of opinion should liave been done in 1871 : still it could not 
 then have been carried out to so good advantage as now. 
 
 It is, however, i)i'oljablt,' that a decision on this point, will in some measure be 
 influenced by the amount which the Grand I'runk Railway Company contribute towards 
 that object, from the fact of not having in the first instance carried out the design agreed 
 upon, and the present bridge having been already six years in use. 
 
 iSecuring greater basin, and wharfage accommodation, at the lower terminus of this 
 canal, being one of the considerations connected with the enlargement, it is deemed proper 
 to state what has been done, as well as what is pro[)osed to be done, towards tliese objects. 
 
 There is now under contract. an<l nM^ently constructed, basins which aflbrd 
 accommodation as follows : — 
 
 Between the ilrst and second lock, under contract GOO lineal feet. 
 
 Wellington Basin, under contract 2,025 
 
 Basins on Slips Xos. 1, and 2, on north side of canal, above 
 
 Wellington Crossing, recently constructed 2,'JGO " 
 
 North and south side of chanuei, between Wellington Street 
 
 Crossing, and St. (iabriel Luck, under contract .'i.Goli 
 
 ' ]N[aking 9,785 lineal feet. 
 
 Wharfage (ui IKisins pvupciseil to bo constructed, may la' approximately given as 
 follows : — - 
 
 Mill street liasiii, below Wellington street (proposed) 2, Till) lineal feet. 
 
 S[)aeo between Wellington, and Mill street Basins 350 '' 
 
 Basins or Slips Nos. ."!, and I, on the north side of the Canal. 
 
 above Wellington street (proi)osed) 2,100 
 
 5,450 lineal feet. 
 
 The extent of old wharfag.' between the lirst loek and Wellington 
 
 street is about •'•.'^''(^ ''»t>al feot. 
 
 This has been all the aeconiiuodation of lliat kind, the tradt' has had for the past 
 25 years. 
 
 There is, iherelore, idiout twieo as mucli additional wharfage uniler contract, and 
 built within till- past few years as has iiitherto iieen used for all purposes, and there is 
 still about as inneli as (lie original extent jiroposeil to bo btiilt. 
 
 Si'CTUiN No. I. is about o, SIM) feel long, its tipper end being a liltlo above the 
 Crand Trunk ibiilway viwing-bridge. and its lower near the liead of 
 
58 
 
 the " Island- above St. Gabriel lock. It iucluaos the enlargeiueut of the .-ate.-.vuy to a 
 tne isjanu auo\u ^ h,„f1, nf I'l feet or to 4 feet below the top of 
 
 mean width of 200 feet, and to an uniiorni depth ot 1.. Icct, oi to * i 
 
 mean wiutn oi , „wv.<^oSf Pnul—facin" the msule of the banks 
 
 the lower mitre sill of the present loek at Cote ht. iaul t-vun 
 
 .ith pitched stone, laid at right-angles to the f^.ce-te construe u.n ^^ ^ ' ^^ J^ ^ 
 ment! fo. two swing-bri.lges, and alterations to the oulv.rt nnder the canal, fo^ passn^g 
 main pipes of the Montreal Waterworks. 
 
 The land in this ^•icinity V>eing fbr the n.ost part private property, contractor, 
 were informed that on the lower two-thirds of the section, there w^ld be no ^^'^^ 
 
 V • • .1 1 f >,. ibo nrvterial excavated in widennig and deepening the channel, oi 
 
 ndinniin'T the canal tor llie ni.iiLii.u i..v>-.v »'<■>' ^ , , , ■,• i 
 
 S : foundations, and as nmd-scows would not be al.o.ed to pass tl. locks a^ e.l.r eml 
 of ti; reach, tenders fur the excavation on the section would be received in t. o . a, s, ^ iz. . 
 
 1st -On the understanding that one-third of the entire quantity of excavation on 
 the Section, and in the foundations of the structures, can be used m making 
 ,p the banks, from the lower .n,l of the section upwar,l, and deposited within a distance 
 ZX fro, thirtv,to on. ,...M an, .A.V,,;;W from the water- hue of he enlai^ d 
 :;,, Ld on the upper one-third of the Section. The other two-.urds of the .puinU^ 
 to be placed at a distance, varying from fi^omyo.. Iun.Jr.l to .... JnuM A'.Miom 
 th. .Iter line of the canal, at such places as may be directed withm a distance of one 
 mile ;md a half along the canal, from the lower end of the section. 
 
 ■>„a _f )u the understanding, that after the banks of the canal are nuule up to the 
 
 .i.lth, and height re.piired, the contractor shall tlnd, at Ins own c.st and 
 
 expense, deposit ground for all other parts of the material excavated froui the widening 
 
 and dee,.ening, and from the foundations of structures, .tc, as may be required by th.. 
 
 Department of Public Works for (unbankmcnt or for otlu'r purposes. 
 
 The result ef tins arraugenuMit luis been su lar satisf^ietory : all wran,lin, al.-ut over- 
 haul, bad roads ^c, has been avoided-tho contractors get the price fixcl by t emselves 
 for u,aterial deposited on canal property, and in like manner when they Inel the spod 
 
 ground themselves. 
 
 (bntractors were also inf^.rmed that the principal part uf the excavati.m on this 
 Hcction will be clay ; but the lower part of it is of a hard nature, and it is probable tlui 
 rock n,ay be met with before getting to the full depth; especially in the foundations foi 
 the piers, and abutments of the bri.lges. 
 
 The excavation iV>r the enlargement ..f the channel being chielly on the soutl.east 
 
 Hide, an independent cut has been t^-r, I outside of the present townig-path, for a 
 
 Con;inu.a,s strltch of fMUy l.iKK. IVet, and generally to the full dept^i specd.ed. Vo.^ 
 ^wo-thirds of this distance, the trench f^.r ti,o s..at of the side wal has been simk U> h. 
 depth of ir... feet, below the surface water line of the canal-the face of the bank has be 
 trimmed to "the required angle, about 1,:K.0 lineal feet of protectaa: wall earr.ed u, 
 to a mean height of eleven feet, and arrangements have been made, ^^a• t -'''''v-T <• '^ 
 ««fUcient quantity of ntone during the present winter, to raise this part ol th. w:dl to 
 
59 
 
 full height. The aljutments of Brewster's Bridge are carried uyi : stone has been delivered 
 and prepared, and iirrangements made for buikUng the centre piers and seat piers, for the 
 swing-bridge, before the water is again let into the canal. 
 
 About two-lifchs of the entire quantity of excavation lias been done, and the works 
 generally, are progressing in a fair way. 
 
 Section No. .5,— is aljout four-fifchs of a mile long, extending from a point near 
 the Grand Trunk Bailway Swing-Bridge, to opposite the lower 
 factories at Cote St. Paul. 
 
 It embraces the widening of the channel to two hundn^d feet, and lowering the 
 bottom to a depth of thirteen feet below the surface water line— building a protection wall 
 of pitched stone along the inside face of the banks, and constructing an inverted syphon 
 culvert, to carry the water of the Eiver St. Pierre through xurder the canal. 
 
 Tho excavation for the enlargement, on the lower half of the section, is on the 
 south bide of the canal, and for the upper half it is on tlu; north side. 
 
 There being comparatively little land in this vicinity belonging to the Govern- 
 ment, contractors were, at the time of letting the works, informed that on the upper 
 three-fourths of this section, there will be no " spoil ground " adjoining the canal, for the 
 material excavated in widening and deepening tho channel, or foundations of structures, 
 and as mud scows cannot be allowed to pass through the lock at either end of the reach, 
 tenders will be received in two diflerent ways. For the form and conditions of which 
 vide Sectioii No. 4. 
 
 By the adoption of this course, contractors fix tho prices at which they are, in 
 either case, to be paid, and thereby, any misundci-standhig abwit over-luuil, and matters 
 of that kind, is avoided. 
 
 Contractors were also informed that on this section, the principal part of tho 
 excavation in both the wi<lening and deepening, will be clay, some of it of a hard nature ; 
 rock will, however, bo found for a stretch of fully 1,<»00 feet at the upper end of it, at 
 some places a little higher than the bottom line of the present canal ; and, it is quite 
 probable Ihat, at other places rock may bo met with before getting to the full depth, or, 
 at least, a class of material composed of clay, gravel an.l boulder stones, tlrmly cemented 
 together. 
 
 The north side of tin- enlarged channel, for the greater part of the upper half of 
 this seeti.n., being considerably north of the present bank, tho contractors connnenced 
 their operations there, an.l, by en.ploying a large f.>rce, succeeded m f-n-ming a considei- 
 able stretch of the channel to the full depth, and making a g<.od bank alongside ot it, 
 although part of the line was rather unfavorable for that purpose. 
 
 For nearly 1,L>0() feet, the seat of tho side walls has been sunk to the depth of 
 l.'il f..et, below the surface water line of the canal, the face of tho bank nuule to the 
 
I 
 
 !U 
 
 ,||: 
 
 f' 
 
 60 
 
 requii-ed angle, and for the distance stated, the protection wall lias l.een carried np to a 
 lieight of ten feot. The west end of the culvert j.it for the Iliver 8t. Pierre, has been 
 sunk to the full depth, the foundation timbers laid, and the whole well loaded down for 
 the winter. A large portion of the stone required for this part of the work, lias been 
 delivered and prepared. At the lower end of the section, there has been a considerable 
 extent of excavation done, on the south-east side of the line, and in other respects, tiie 
 progress made, and general arrangements are in an advanced state. About one-third of 
 the quantity of excavation on tlie section has been done. 
 
 It may here be stated, that for the facing of the banks on the Avhole^f this reach, 
 a class of wall has been adopted, which admits of forming wharves when required, on 
 both sides of tlie channel. The inclination of the face is so little, that no vessel lying 
 alongside, could be more than five feet from the water line, and many would not be more 
 than half that distance. 
 
 There is a iirobability that for lumljer and bulky articles of tliat kind, 
 wharves in that vicinity may yet be found serviceable; provision has therefore been made, 
 that when required they can be leased, to parties desirous of obtaining sucli accommoda- 
 tion. There would bo little or no ol)jection to this, so far as navigation is concerned, as it 
 is quite probable that ere long, nearly all ves.sels passing through that part of the canal, 
 will use steam tugs; consequently paths for tow-horses will cease to be a part of the 
 systoni. 
 
 SiX'Tioxs Nos, (5, A; 7,— commence at a point about 70(1 feet below tlie present 
 
 Lock at ('('.te St. Taul, and extend upward a distance of 
 
 about 10,000 feet. Tlioy form one contract, which embraces the enlargement of that part 
 
 of the canal, at the lower ciul of the Section to a mean width of :iOO ieet, and all the 
 
 part above Ci:ite St. Paul Lock, to a mean width of ax' hundred and fijhi feet, and to a 
 
 depth of four and oyie-ft/th feel, below tlie mitro sills of the present Ciuard Lock at 
 
 Lachim — fornrng an invirtcd syphon culvert under the canal— building ]iiers, and 
 
 abutments, for a new swing-bridge at Cote St. Paul— constructing a new lift lock, on the 
 
 north-west side of the \ resent one at that place— taking down 13 feet or more of the walls 
 
 of the old lock, and using new face stone througliout when rebuilding it— liuilding 
 
 protection side walls where required, ic, A'C. 
 
 On the lower one-third of the Section, the excavation for the enhugement is on 
 the north-west side of the channel; thence upward, the increased width will !>« taken 
 ehieily off the south-east side. 
 
 Contractors were informed in the sjiecitication distributed l^efore the letting, that 
 the }irincipal part of the excavation on the Section will lie clay, but part of it is of a hard 
 nature: rock will, however, be found below the lock, at a lieight a little over the bottom 
 line of the present caiiid ; ami at many places in Ih'' upper rracli, the surfac(> of the rock 
 is either at, or a little below the level of the present liottom; but it generally tinderlies ii 
 hard class of material couqiosed of clay, gravel, ami Itnuldor stones, firmly eomented 
 tojjretlier. 
 
61 
 
 They were also infonued that the material, for both the widening and deepening 
 of the prism of the canal, as well as that to be removed from the lock pit, foundations of 
 bridge piers, and abutments, culvert pit, &c., can all be deposited at the upper end of the 
 Section, on the low land on the north side of the canal. But should any of the adjoining 
 proprietoi-3 be desirous of having their land raised to an extent, that would render it more 
 advantageous spoil ground, than that al)ove-mentioned, part of the excavated matei'ial 
 may be used for that purpose. 
 
 The land in the vicinity being for the most part private jtroperty, the contractors 
 have to provide at their own cost and expense, all the service ground that may bo 
 required for the purpose of placing, and pi-eparing materials, or for the creation of sheds, 
 store houses, or any other buildings, or for temporary roads, or for any other purpose 
 whatsoever. 
 
 The same remarks as used in i-clation to the overhauling of the present lock at St. 
 Gabriel, and the formation of a concrete wall, and centre retaining wall, are applicable in 
 this case, for Avliich (see page 55). 
 
 The works on the lower part of Section No. G, were proceeded with at a fair rate, 
 during the summer and fall months of last year — the pit for the new lock was excavated 
 down to the rock, or to the full depth where rock was liot found, and the best of the 
 material was useu to form a bank, from the lower end of the section up to Cote St. Paul 
 Road, a distance of about 1,400 feet. 
 
 Before making this bank, a seat for it had to be cut through black muck, and marl 
 at some places, for a depth of from ten to twelve feet below canal bottom. 
 
 An etlbrt was made to do part of tlu; work on Section No. 7, by means of scoop 
 dredges, but the operations wen^ found less successful than anticipated, from the fact, it 
 is alleged, that the machines employed were not sufficiently powerful, for the work which 
 has to be done. 
 
 Since the canal was emptied in December last, the contractors have been proceeding 
 with the Avork by manual lalior, and it is stated that " if there is any difference at all the 
 " material is not as hard as reiiresented by the specification, its solidity is, however, 
 " increased by the frost wliicli extends to the depth of two feet." 
 
 Aljout one-third of the bottom excavation has been done on Section 6, and one 
 fifth of Section 7, has been deepened for the width of the ])reseut bottom. 
 
 All tlio defective portions of the nuisonry, and other parts of the walls of the old 
 lock at Cote St. Paul, necessary to be taken down, have been ivmov(>d, and the works 
 there, are in other respects in rapid progress. • 
 
 The materials required for the walls of the present lock, and for the centrt? 
 retaining wall, are delivered and most of the stone i)rei)arcd. Derricks, and other 
 tHiuipments necessary for moving the stone^^. and laying the masonry, have been provided, 
 
62 
 
 •so ihd as suon as tlie wcatlier adiiiits of coinuiencing building operations, tliis portion of 
 tlio works can bo proceeded with expeditiously. 
 
 Skction No. 8,— is about 7,r)00 feet in length ; it consists of enlarging the channel 
 
 to a mean width of one luindrcd and lifty feet, and lowering the 
 
 bottom to tlie deiith of fully four feet and one-seventh below the top of the mitre sills of the 
 
 present (luard Lock at Lachinr —forming a road along the .south east side— building walls 
 
 .nt certain places, and at others facing the l)anks with pitched stone or a rii>-rap wall. 
 
 When tenders were I'cceived parties were informed that for about 2, .500 feet at the 
 l.iwer end of this section, the increased width would be taken off the south-east side of the 
 channel, above this, for a short distance tlie widening would be done on the north side, 
 tlicnce uji'.s'ard the increased width would be taken olf both sid(>s. 
 
 Contractoi's were further informed, that, at the upper end of the section, there 
 was rock 2\ feet over surface water line, but that 1,009 feet lower down, the surface of 
 the rock is nearly on the same level as the bottom of the present canal, and continues at 
 that height on other parts of the section ; excei)t at places where it underlies a hard class 
 of material, consisting of clay, gravel, and boulder stones, firndy cemented together. 
 
 Spoil-ground was stated to be chielly on the north .side of the line, and opposite the 
 lower two-thirds of the section. 
 
 On the south-east side of the canal, all the excavation over the water has been doae, 
 and die material used chielly in furniing the berm bank and road in the rear o( it. 
 
 Dredging operations were proceeded Midi in the latter end of September, Octo])er, 
 and November last, but the w.int of proper e.piipmcnt, prevented their being carried on 
 a Ivantageously. ' ' 
 
 Since the canal was emptied in December last, the works have i)rogressed fairly, 
 and arrangements have been made, for proceeding still more rapidly during the present 
 winter, as well as with dredging next summer. 
 
 Section No. 1), — extends downward 0,000 feet fi'oni a jioint situated about 1,000 
 feet, below tiie lower wings of the jiresent guard lock. It emliraces 
 nearly all that part ofthe line known , 'IS the '• rock cut." 
 
 The works upon il consist, chiefly, in increasing liie ehannel to a mean width of 
 !.")() feet, and to die dejttli of I feet, below the toj) of tlu; lower mitre sill (jf tho guard 
 lock, forming a new towing paili, and beriiie bank, and building walls whiu'c neee'ssary to 
 sii])f)ort the banks. 
 
 Contractors were inforiueil that the greater portion of the material excavated, could 
 lie deposited at a distance of from 1 10 to 200 feet from the centre line of tho canal. They 
 \.ere, however, requested to bear in mind tliat the spoil ground, in some cases, would not 
 lie directly opposite, the plaee where the widening is to be done, and that tho haul of tho 
 
 
G3 
 
 of 
 
 navigation i,i the spring of 187G. 'i«.iulo,l, ami the opennig of 
 
 tic «n-,.,.i.y of «,„ „. °2^ :" ; »-"°-.-*">-o mentioned ; »n,l, „„l,vit,,,h,n,li„g 
 
 el., n.4, t.,„ ,„,r;r:; ;:;:;:: :;;r::;';::r'' '"i "°" " °"^" -^ 
 
 in June hist. "' ^''' ''''^'^' •''"'^^^*^^' ^^'^^ conii)leted 
 
 '« ..on... o.„„.a .,,0 ,,,„... ,:;";;'::'':: :r';;'"::j;riC''T "-r" 
 
 travolhiivs, raihvav tracks .-„■« nn 1 n • '^' i'"' I'lontli.s. i umps, derncks, 
 
 SK.,Tn,>, No. 10,-i. ,,,00 f«, ■„ I,.„„,„, ,„J i, „it„,.,„, „„ .,,„ ^„,,^^ ^. ,^ ^^j ^1^^ 
 ,»™.„t o„t,-a„cc lock, an,, weir „t I„d,ino. It i„cl„,l,„ ,|r ,,,„ 
 
 lock «,«, ,1, „,,,„„. „,„„, „^,„„,|,,j j„ f^,.,,^ abutment,, for ,> ».•!„., l„.i,,,o f r n 
 tn.nie; l-IMins protection »,„1,. «-|,e„ rc^nired on the s^tion" " """'" 
 
 it .iM ,'"'° "'r,'""' f T' •■■ " '" '""■ " """" '"'•"' of ''^'^ <■-" ^ "'"™ "» ..o>v lock 
 .t >v,.ll,e n,ad„ ,„ a do|,tI, of si, ,:t: ,„.,o„- the to,, of „,e n.i.re .„,, „f j,,, ,„,„;„, 
 
 ::;',:::;: '"" "° '°''- -"* -"' ' '- '° ■'f-™ *...i. of fonr ..et :,r:,: 
 
 Tl,i» Hcetion i» „ ,],„r„„,.l, ,,„, „,a ,,r„,l„ee, a largo amonnl of ,:,aterial,con.iHtin» 
 of In, lock «■ lis, and l,„dgo al.nt.nent,, i« to I.e kanlod l,eyon,I the „|,|„.r end of ,l,e 
 eonteniphitr.l new harhor works. 
 
 The greater part of the excavation on this section has been co.npletc.I, except the 
 -ck ,n the hottoni of the h,ck pit. which has still to be taken out. 
 
 Fro.n the a,,pearanee of the surface of tins rock, there is eserv ].rob:dnlitv that a 
 mu at.noftind>erwi.lhaveto bo fbnned, and that instead of o.H.irv sheJ^pdlti: 
 -'II 1- ..ccessary to use stop-water timbers let into checks, cnt in the liotton. for their 
 reception, 
 
 A c.nsitlerable -p.antity ul' s ].,, beea .p.arried, and piut of them prepared, 
 
 ;-I arrangomentB mad, for proceeding with the lock .uasonry as soon as the foundation 
 IS readv, next sin-inir. 
 
 m 
 
f 
 
 ij 
 
 64 
 
 SErT.ovNo. 1 1 ,-ciubraces all the work to be .lono for the f^mation of anew 
 channel, an.l basin on the south-eastern or river-side of the 
 present entrance to the canal at Lachine. 
 
 They are to be formed bv means of a continuous line of pier work, about G,20() 
 feet in length, alongside of wluch a channel t.o hundred feefin width, is to be sunk 
 uniforndy to the depth of six leet, below the top of the mitre sills of the present guard 
 
 ^""^' The principal reasons for the selection of this line of entrance, for the enkrged 
 canal, having been given in a preceding part of this report, attention will now be drawn 
 brietly to the works ordy. 
 
 Contractors, previous to the "tendering" for this section, were informed by the 
 snccitication, that except for a short distance at its lower end, the whole area oec^tpied by 
 the works upon it is iu the river, and at some places strong curreaits nuist unavoidably be 
 (•ncountered. 
 
 They were also informed that the material to be removed, except near the bank of 
 the river is for the most part rock in position, arrangements were therefore to be made, 
 for unwatering a largo portion of the space, so that if possible the bulk of tU- excavation 
 nu.ht be done in the usual way. To enable this to be accun.plished about 3,(.00 hnoal 
 feel of the pier, from the bank of the river upward, is to be foruied of two ranges of cribs 
 placcMl six feet apart, and th.> space between them cleared out, secured, and hUcd with 
 material of so retentive a nature as likely to prevent leakage. 
 
 l.\omashort distance above the place mentioned the cribs will be made thirty 
 feet, wi.le, and be continued at that width to the lower side of the ^-e-breakcr, that is to 
 form til? head of the pier. 
 
 The superstructure is to be carried to about the san.e hei|;lit, as the coping of the 
 guard lock. For C.UO feet at the ui-per end it will bo of pine timber, and at other places 
 it is to be of stone, hand-laid, and face.l on the channel side, and partly on the nver side, 
 with nmsonry, laid in cement mortar. 
 
 At the upper end of the double crib-work, a dam is to be built across the water- 
 way, which is to connect with a pu.l.Ue wall, supported by a lino of rough crib-work, Mink 
 along the south-easterly side of the old pi.r, from the place n.entioned inward to the bank 
 of the river. , 
 
 Contractors were informed that the clearing .,f th.. sites of tho piers, and space 
 between then, is .onsidercd un cHsrntial part of the work, which must bo prop<'>-ly atteu.led 
 to in nnler to ren(h'r tlie undertaking successfid. 
 
 It was also stated, that it is .p.ite likely a considerable oKtcut of puu.i.ing power, 
 will b,; required befun) the space within tl>c exterior dams, or ovou any groat extent uf U, 
 can be kid Hutlleiently dry. to admit of p.oeceding with the excavation a.WantageousIy. 
 
)f a new 
 de of the 
 
 mt G,200 
 ) be sunk 
 ;nt guard 
 
 enlarged 
 be drawn 
 
 ed by the 
 cupied by 
 )idably be 
 
 e bank of 
 bo made, 
 xcavation 
 1)00 lineal 
 cs of cribs 
 illed with 
 
 ado thirty 
 that is to 
 
 ling of the 
 ;her jilaces 
 river side. 
 
 
 65 
 
 This was looked tiiiou as nrobablc ..v,.,. „;n i 
 
 Attention was specially invited to these matters at tl... time tl,.f . . . 
 nngl. look eare..lly into then, and, with a knowledge of t.,. ;..:;;:; J r i^ 
 
 nune tor themselves, the valno of the work to b. .lone. 
 
 A eontraet for this Section, was entered into in the earlv part of April Inst • hut 
 
 :;;;;::i':rt::"" "" ' ■ '- - » ■ '■— ' - - ■■«- »"- 1 
 
 Tl,.. ,il„f„,. „„. ,l„„ „|„„g,i,|„ ,|,„ p^,„„^ . 1,^,^ ,^^,^,^_ 1^ „«„„i,|e,,l,|,. 
 
 . «t.„ce a„a t„„ c.,,.» „„ tl,„. ,i„„ ,,av„ ,,„.„ k f,,,. „ ..,,, , ,,,„„, „.,;:" 
 
 A l,„-g,. ,|„„„ti,y .,f ti„ ,■ |,„, I....,, ,,,„,,„,,_ „,„, „r ;, 
 
 men^ ,„.,.,., ,„r ,„^.e„„„, „;„, ,„o „..„.s. ., .,, ,„ „„. ..,„ • „,,l ,„,,„it I.™ 
 
 It n.ay l.ere he stated, that full inf-nnation, a. to the works in progress on the 
 Ladune Canal, waH n.rnished by Mr. duhn ,J. Sippell, ,he Supnint-nding Kngineer. 
 
 tho watoi • 
 rvork, sunk 
 [i the bank 
 
 and space 
 ly attoiuled 
 
 ling power, 
 xtent of it, 
 ntngeouHly. 
 
 Ih.t.ire ..losing tin's i^^vl, Jt is .leeinol proper ,„ suhniit a synopsis of the 
 est.mateH ..riginaliy n.M.Io. f.,r the .lillbn.nt divisiors „f the .-anal svsten,. for twelve f«>f 
 'Iraught of water; tog..tlior with the approximate an.onnt re.pMn..l in inerease the .leptl. 
 lo form ft lino Kni!«d to t^Jlvrtf^n /icf navigntiuii. tliiu..bh.iu(. 
 
66 
 
 Welland Canal: 
 
 Original cstiuuite for . dmugUt of V2 feet water $9,240,000 
 
 Adapting canal and tho diirorent cutrances, to a depth of U ^^ ^^^^^ ^^^^^ 
 
 feet on the lock sills 'J_ '_ ^^ ., (q qq^ 
 
 St. Lawhkxck Rivku, axd Canals; 
 
 Williamsburg Canal original estimate -^^ 1 60 000 
 
 Cornwall do d- <Io o'.rn'noo 
 
 1 1 .],> .... 2,450,000 
 
 Boauharnois do do <lo _ 
 
 1 1 -1,. .... 5,1)20,,)4/ 
 
 Livohine do do do ironnno 
 
 Deepening the bedj.! the river at various places Z__-_- 
 
 U,1G0,347 
 less amount, if the submerged-chain tug sy.stom is found 
 successful, and the LocLs on the Wilh.msburg 
 
 Canals are only lengthened ^'^'-'^''•'^^' 12,400,000 
 
 To .icepen the St. Lawrence Canals, and lliver between them, 
 to nass vessels drawing 1 1 feet water, will cost at 
 
 ,,.,. , r r.,.^.oo,ooo 
 
 least an additional pum of __J___1__ 
 
 $30,200,000 
 Works vndeu Contu.\i;t. 
 
 . , , , !?7,500,000 
 
 ■\V, hmd Canal, estimated cost rrn nan 
 
 , , .'IGOiOOO 
 
 Cornwall <h» ''o do.. 
 
 " , , 1 4,800,000 
 
 Laehino do do do • __1_J___ 
 
 Si 2,800,000 
 
 Tn coaelusion, it may bo stated, that, from the general depressiuu of business, and 
 cMuseuueut abundance of lab.,r,thero is rcaaon to believe that, at the present time, the 
 
 works can be let on niore n.lvantageouH terms, than they could h»ve 1 i -lone „t any t.m^ 
 
 >v ithin the past ten years. 
 
 I have tlio honor to be Sir, 
 
 Your t)bedient servnnl. 
 
 .JOHN PACK, 
 Chi'lf lUujlnetr V^thllc Worh. 
 
,? 10,000. 
 
 !,4r)0,000 
 
 I 
 il 
 
 '),r.oo,ooo 
 
 l),-JOO,000 
 7,500,000 
 
 nco.ooo 
 
 4,800,000 
 
 •2,H0O,OOO 
 
 iiicss, iind 
 time, tli(i 
 t iinv tiiiH* 
 
 A(!K. 
 
 hde Worhn. 
 
 .f 
 
II 
 
APl'ENDIX 
 
 TO THE 
 
 CHIEF ENGINEER'S REPORT 
 
 "\ THE PIUXiliESS ()!■ 
 
 CANAL ENLARGEMENT 
 
 .1^ 
 
 lil'.TWEKN 
 
 LAKE ERIE AND MONTREAL. 
 
 -A-. 
 
 'i'lionni.;,, Cit-li Doeomber, 1S7G. 
 
 Sill,— I Imye tl.c lionor to sul.init tliu f.jil,.« in.. ivuoiL on t!i.« statt" of tho wurks 
 in my diar-c, on tlio 3ntli NovprnlnT, 187(;. ' ' " ' 
 
 Those onil.nico tlio deopcning an.l .-nlai-onR'nt of I'orl Dalhou.si..' Harbor; to-other 
 with the oonstruction ot twonty sections of the ne^v Wellau.l Ounul, .stretclmig" from 
 Lake Ontario to Ahinhurgh a .l.stance of ]'2.r>7 niilos; on wlnoh tho twenty-fivo locks 
 necessary to attain the level of J.ako l-h-ie aiv .situated. 
 
 V- .; 11 ^^''n\/''® exception of the outra;iee and .suminit lo.ks, the rise at which will be 
 uiriabUs ail tiie rest are aiTanj,'ea for lifts of either IJ or 14 fuet. 
 
 _ The mean differonco of level between the lakes is computed to be •.V27.r> feet; and 
 all heights are referred to a datum of ordiuary surface of lake Ontario, a,ssumed as bein.^ 
 ivpivs..,, od by a i.lane l;!..".! fael over the mitre .sills of (!„. present entrance lock u'^ 
 I ort |)alli(iiisie. 
 
 Of the twenty Hoctinu,s above rofrrn.l to. sivh-on are under .'ontracl, the chief 
 Items ol work on them Ijoin^ appro.xinialely as follows; 
 
 ^}>^»^riry . ;JlV..000 ,.ubic vnr.ls. 
 
 I'.arth excavation n.Aoo.dOd ,i„ 
 
 '^wk <Io l()ll,(l(i(i du 
 
 'i;o'^«'" l.OdO.OdO cubic f«et. 
 
 •^^'"•"'^ .VjOO.OOU Feet H. M. 
 
 Keclions NoH. H, !», 10, II, l.', and 1(1. w.tc lot in the sun.mor of 1,^7;1; and 
 work was begun on Set'tion No. l.\ on tlie I'ml of August, in tliat year. 
 
 fSee(ions No,s 1,', .'l. T., (1, 7, ];l and M, were yiren (Hit in 1S7I; and contracts 
 wore signed for .Seetions No^= 1-. ! and I'J !:is* vot'.r. 
 
 1 
 
ro 
 
 The (iu.intitifs of tlif; princip.'il items of work done to date, iukI those approxi 
 mately reijuirod to complete, are as follows: — 
 
 Work done. 
 
 Masonry 1 74,508 cubic yards. 
 
 Earth excavation 2,992,081) do 
 
 liock do 90,045 do 
 
 Timber 753,825 cubic feet. 
 
 Plank 2,510,815 ft. B. M. 
 
 To bn done. 
 
 150,432 cubic yards. 
 507,911 do 
 
 69,355 do 
 
 216,175 cubic feet. 
 983,185 feet B. M. 
 
 Value of work done and materials delivered to i'lOtli November, 1870, 
 $3,090,958 ;^i, 
 
 Subjoined is a short description of the condition of aifau's on oacli ot the sections. 
 
 Section No. 1. 
 
 Considerable progress has lic«n made in dredging the Harbor of Port Dalliousic, 
 and the entrance channel l)etween the jders; 222,88:'> cubic yards having been removed 
 to dat(! under the existing contract. 
 
 When the works are completed, the area of deep v<\.n- inside will be doul)led: 
 forming a basin of over sixteen acres in extent, with from 10 to 17 feet at low stages of 
 the lake. 
 
 Tlic greater part of the excavation is In soft material, but in the entrance 
 cemented gravel is found ; and at one place on the east side of the harbor, near tho 
 Wellaiid r'ompany's graiu elevator, the cribs forming the docking will rest on a bottom of 
 rock f.ir a distance of 240 feet ; that material having to bo blasted inider water in order 
 tu obtain the required depth. 
 
 The new docking to form the aiiproach to the entrance lock, will Ikj about 750 
 feet in length, on tlie east side, and 950 feet on tlu^ west side of the addition to the 
 haii.or. for this, 13 cribs 30' x IS', have been framed, sunk, and solidly tilled with stone; 
 and the timber for next years work has been delivered. 
 
 Six of the crilis for the extension of the east entrance pier 300 feet further into tho 
 lake, have been j.reparcd, and the material necessary for the superstructure is on hand. 
 This work will be pushed on early ni'xt season. The entrance lock pit is,^for the most 
 part, taken out to bottom line, 45, 198 ouljic yards havhig been renu)veil. The coller-dani 
 constructed to shut out tho water of the lako lias been strengthened; and it is tho 
 Intention i<^ keep it immped out during the winter. X reddish sandstone rock forms tho 
 principal part of the foundation, overlying which (piicksand has been found in several 
 places. Tjic cutting is very heavy; over foi-ty feet deep on tho east side; and tho rock 
 rcferriMl to, slopes olV rapidly on the north-west corner of the pit, where the borings show 
 soft clay to a depth of about thirty feet below grade. 
 
 About 1,150 cubic yards of backing have been delivored for the lock, and there is 
 a considerable auKmnt of stone ili'cssed in the (pmrries, which will shortly be hauled by 
 rail to the section. 
 
 The upper wings of this sirurture will be extendi'tl acrosH the site of " Andrew's 
 dry doi'k," to form the abutments of a biidgc to carry the main road fiom Port Dalhousio 
 tn St. Catharinei over thn new canal. The travel is at present diverted along tho north 
 side of the dock. In order to give free outlet to th(< waters tf the canal during spring 
 freshets of the twelve mile creek, a saw mill, wiiich stood close iv the west «nd of tho 
 present reg\ilating weir has been removed. Tho extension of this -s-eir to adopt it to tlni 
 service of both the old and new channels of na i'^ation. will not be begun until next year. 
 
71 
 
 sliow 
 
 
 rhc sito for the giu.Ie piors to thn upper oiul of the ontranco loclc, will be in soft 
 rau.l which Keoms to cover the whole area of the bottom of the inner basin to a considerable 
 depth Ihe distance across this basin from the old dry dock to Lock No. 2 is 1G50 feet 
 It contains an area of about 35 acres of water generally from 11 to 17 feet deep. 
 
 SIXTIONS NOS. 2 AND 3. 
 
 There are four locks on these sections, and four regulating weirs ; together with 
 other structures, amounting m all to about 42,11:5 cubic yards of masonrv, of which 31,245 
 cubic yards have been laid. * 
 
 Lock No. 2 is located in a liigli point on the west side of '• May's rtavine." wliich 
 IS a small tributary of the valley of the Twelve Mile (.'reek. Here the old and new 
 canals diverge, the latter following an entirely independent course to IMarlatt's Pond, near 
 luorold. 
 
 The east upper wing of the lock will be connected bv a stone dam (now near] / 
 completed) with the regulating weir build in the right bank of the ravine. The central 
 part of tins da.n is 184 feet long, and 30 feet 1) inch.'.s high, the bottom of the ol.l creek 
 at thia point being so soft as to necessitate the removal of the material f...- considerable 
 . cMth m order to ol)tain a safe foundation. The dam and weir tog.'ther ontain nearly 
 4, UU(! cubic yards of masoiuy. 
 
 Lock No. 2 will not be commenced until next vear ; but a large amount of earth 
 has bren taken out of the pit, the excavation of which will Im; continu-d durin^' th- 
 winter. ■' 
 
 The cribs for the entrance p.ers to this look from the inner basin have been sunk 
 in t\yo diverging lines, each 300 feet in length. Owing to th(. soft nature of tlie bottom 
 previously refm-red to, many of them reach to a depth of from 20 to 22 feet below the 
 present surface of the water'. 
 
 As a similar depth (I'ourtcen feet) will be estalilished at Lock No. 2, to that tixed 
 for the entrance lock ; tlie foundations will, according to your directions, be sunk two feet 
 lower tliaix nt first intended. 
 
 Ijetween Locks Nos 2 and 3, the reach is 1,350 feet long, ami the caiiul isgr-nerally 
 105 feet wide at Ijottom, with a breadth of 217 feet at watci- line. This basin will have 
 a surface area of about Oil acres ; and was readily formed by widening out the sides of the 
 ravine, which for some distances is f.lloweil by the present location. This additional width 
 is desirabl(> in conseipience of there being a considerable change of direction inum-diately 
 to the south of Lock No. 2. 
 
 Lock No. 3 is also situated in the ravine just iiortli of where the canal line ii 
 again crossed iiy the main road from Port Dalhousiis to St. Catharines. On excavating 
 the foundations for this structure, it was discoTcivd that a large ]iart of the area towards 
 the south end, consisted (tf a lied of (juicksand. This has been confined to its place by 
 Hheet pile trenches, and the whole extent of the bottom (over half an acre) was, according 
 to your directions, covered with two feet in deptli of concrete, carefully put on in layers. 
 The lock walls are now ready to rereive the coping, and this foundation appi'ars to be 
 perfectly solid ; not the least indication of Kettleuient or change of any kiml being 
 observable. The upper wings have lieen extended to recc^ivu a swing bridge for the road 
 referred to ; which will also cross the race-way a little to thi> west by a fixed structure. 
 
 This race-way is about .'iOOO feet in length, and is situated on th" wi'st siile of the 
 eanal. It is sixty feet wide at bottom, and leaves the main lim; .aiiove l^ock No. T), 
 rejoimngit iielow l-ock No. 3. Thret! regulating weirs are built across it, and openings are 
 made to permit of frei^ communication with each of the two intervening rcuhe-i. This 
 arrangenuMit will doubtless have the effect of avoiding cross-currents in the canal, the 
 surplus water beyuiid that recpiircd fur lockages being thus passed by an indeimndent side 
 channel. 
 
 The reaeh between Locks Nits. 3 and 1 is H\0 feet in length, anil as the canal 
 curves aomewhat to the M'cst, the bottom width, in the centre, has been made 150 feet. 
 
72 
 
 Lock No. 4 has its walls 2 1 feet four iiiclios liigb, and material Las been ])repared to finish 
 the strnctnre early next season. The ashler of Lock No. 5 Ls entirely completed. 
 
 Both Locks 4 and 5 were laid up with steam ci'anes placed on i"ail tracks i unning 
 on the outside of each wall. This method worked both rapidly and economically under 
 the circumstances. 
 
 All the minor structures are completed, and 350,792 cubic yards of earth have 
 lieen excavated, so that there will be probably no difficulty f\'i)crienced in finishing the 
 the work on these sections neit year. 
 
 Their comldned length is r),220 feet. 
 
 From the crossuig of the Queenston Ivoad, on Section No. 7, in rear of tlie City 
 of St. Catharines, the new canal i^ always more or less in embankment; and as the 
 natural slope is to the northeast, the drainage of the country, for a considerable area, is 
 intercepted. 
 
 A large ditch lias therefore ))ccn excavated on the west side of the canal to 
 convey the stirface water to the first convenient point wliere it may be dispc^ed of. This 
 occurs in the vicinity of Lock No. 3, on Section No. 2, where a branch of " May's 
 Ravine" crosses the main road a short distance to the west. The back ditch terminates 
 in this branch, which is connected with the wide reaeli or basin between Locks Nos. 
 2 and 3, previously described. 
 
 Six-nox No. 4, 
 
 There is no lock ur wrlv masonry on this Section, the only .structures being a 
 laihvay swing bridge and a singltf track road bridge. 
 
 Tlie earth excavation is n(!<'vrly comj)leted; iGl,.5!)G cubic yards having been taken 
 out to date. A portion of this is for the formation of 3,2.")(J feet in length of canal, and 
 tlie leniaindcr is that reipiired for the Welland llailway diversion. 
 
 This line has to be changed to the ea-st, the new track lieing r),!)44 feet between 
 llie points of diviMgcnco ; the work being necessary in order to i-aise the grade, no as to 
 cross over tlie new canal where tlu! latter is in ten feet embankment; the present track 
 lieing nearly on a levtd with the suiface of the ground. 
 
 This cliaiigt; will lie made without interru])tiou to the trallic of the railway, and 
 the redistril)ution of grade on the line as now located will not, it is believed, increase the 
 cost of working, whilst the general arrangements are such as to I'cmder the approaches to 
 the bridge as saft; as jiossiblc, thei'e lieing a cousiderabh; length of level on both sides of 
 the canal cios.iiug. 
 
 The bridgi; at this 2>oint has not yet been begun. The road bridge at the crossing 
 (•f Lake Avenue extemsion, St. Catharine.s, is however, well advanced, 71Geul)ic yards of 
 nia.ionry having been l.iid there this fall. The works embr.iced on this contract can 
 easily be completed next seaxm. 
 
 The (juantities of earth work on (his Section, and also on Sections Nos. 5 and 0, 
 will be considerably incrciiscd beyond those originally contemi)lated, in con.sefpienco of 
 the surface soil being sand in som<> cases for a depth of from three to four feet. This had 
 of course to be llnown to spoil, and huitabi(! material borrowed in its stead for the 
 rormation of tli«> canal banks. 
 
 Ski tio\ No. r». 
 
 On Ihis Scclion there are two locks, two regidating weiis, Ac. 
 
 Tiie iiiuh between Locks Nop. H and (">, is 4,|()() feet in length, and tliat between 
 Nos. n and 7, is IMH) feet. 
 
 The siii'plus water is [.assetl by (lie two Utter ],ocks, through an oiiening in the 
 east bank of the canal, R short distance above No. 7. 'I'his oj.ening communicates 
 directly with a small reservoir, aliout \!, acres jirea, in i\u\ north bank of which ther" is a. 
 regulating weir, discharging into another side reservoir at a lower level, its surface beiuir 
 
Ijciiiy 
 
 73 
 
 over four acres in oxtfut. From this tlio wiK ,. ,• , , * 
 
 feet longjiaviag a bottom width of GO t"^Tn^H ^•"'^^'^W l.y a race-way of 000 
 
 Lock No G. ^' "'*° *''^ "'^"^ '^'ii^al '^''oiit --50 feet north of 
 
 been takin^Ttol".'' '"" '"'""^ " ^"" ^^'"^ ^J^'^'^-'' 1'0.«^'> -''- yards having 
 
 about ^!r S If'jhe tnn^C,^^^ ' T^^^ ^^1^^^ ^'^ ^^ ' ^ "-l^ --Pleted, 
 Catharines will cross the oa7, I l ° ^'^'•'°- "^^'^ extension of Geneva street, St. 
 
 has not, hoCv ;;?be:n o'mnnc d "T 'T^V' ^^^^ ^«- «' *'- "--nry for winch 
 .ace-wa, to the i, (in-evSll^^rJibe^j^iyrSel^l^^lr " ^^' ^^^^^'^ ^^ '''' 
 arrange:^tsi::^tS:mW:i1;:t?: T' T ^^^^'^^'^^^^^^ ''"^««- ^"^^ ^^^-S 
 Ihe lengtli of the Section is :3,200 feet. cu.ncyaias. 
 
 Section No. (1. 
 
 This Section is 7,000 feet lon.r Ti,n ,„ .i • ^ , 
 
 excavation, and is nearly completed '0 807 n^,l ?T'" t""'* ?'*"'''^^ ^'^ ^^^^'' 
 
 There is however n , , , n .' "f '^-^'/"'^.^c J'-^^ls having been taken out to date. 
 
 St. Catlt^HSs^".^i: ':^\f ?S r' '"*'»" rf.^^f ^'--"« °f Niagara street, 
 bridge to be oon«trucSne .t e I^'lTtl See bn '""° .'"!', "" '°"^'^^' ^f ' 
 The work oun be easily finisll^d next season '" ^'"' '''^ ^•°"""'^'^«'^1- 
 
 Skction No. 7. 
 
 follows tliis !•;<),«. ^villl,. • 1 • ""-" nHi oi tni,', Section. Iho mam road, which 
 
 The foundations of Lock No. N are laid, two courses of masonry bein- in v.laco 
 and flooded to pro^.ect the work from the effects of the frost. ^ ° ^ 
 
 Lock No. 9 is partially coped: and one of the regulatin-^ weirs is finished the 
 other having been recently iK.gun. The earth excavation is well ad^rced S "Scu ie 
 
 ards laviug been taken out to date. It will, however, require a vigoSus fib; on 
 pa.t of tl e contractors to comjdete the works of this Section next year 
 
 The masonry hud is 10,900 cubic yards, length of Section ;);07a feet. 
 
 ■u.d 9 is onl V .d,ou't 7<';'." ■ ;"■' t' Z' ^'''' T''J ^'"^ *'^^ '^"S^'' ««" ''^'^' '"'tween No.'s S 
 .a J IS only about K)Oeet. io the no.'th of the Queenston R.«d on the east side of 
 
 Z?8 u! 1- n 1 •''' '•' "" '}: r"'"° ^''-'^ "' '^'''' ?^ the reach between Locks 
 
 I eeii Imil li ' •"T '" '"'''' "^ ' ' '■' '''''''■ ^'^^^s nortli bank a regulating weir has 
 
 Tl i. ' ,V'f '"^'-""y "'to a raceway 7-50 feet in length, with a bottou, width oi GO feet. 
 
 wa r w 1 ; "'f'" '^^"'^•'"V^^' '■' *';•■ ""■''t '''".k .r the canal, through which the surplus 
 water will re-enter u short distance below i.o.k No. N. * 
 
 Suctions Nos. S and !•. 
 
 The work ,mth(.se sect i.u.s is g.merally .so far advanced, that the con.pletion of 
 
 the pesent contract can be ea.sily accomplished n.'xt .season. ;;i0,071 cubic yards of 
 
 uirh have been taken out ; but little now remaining to be done. The ashlar of Locks 
 
 .Nos. JO, 1 , and 1-, IS fmished, except the copings, a j.irt only of which has been laid. 
 
 hue regulafngr weu's an. two towing path brhlges are built ; and a towing path bridge 
 
 o r""n \; '" "'^' '"■''" ^•""""'•"'•^^''' ''''"• •'"^terials for fix- fourth, ov remaining 
 one, are all on the ground. ° 
 
 . I 
 
74 
 
 The cHstimcc between Locks Nos. fl aiul 10 is 2,250 feet. The surplus Avater is 
 passed around the latter structui'O on its west side. Tlio opening for that purpose above 
 tlie lock, comnmnicates with a side reservoir of about 2.1 acres in extent. In its iiortli 
 bank the reguhiting weir is built, from wlience a raceway, 60 feet wide and 900 feet long, 
 leads into the main canal bek)\v. Between this raceway, and the rear of the lock, abouc 
 L^ acres of ground have been loveUed off and will, from its position, probably i)rove 
 useful in connection with the future service of the canal. 
 
 All the locks from No. 4 to No. 11, inclusive, ar(i on the same v'r/ut line, the 
 lent'tli of which is 4.4 miles. Between locks Nos. 11 and 12 the canal C(Mitre deflects 
 20 decrees to the west and is again straight for about 4,500 feet. On this tangent locks 
 Nos. 12, 13, 14, 15, and IG, are situated. 
 
 The distance between locks Nos. 10 and 11 is 3,500 feet. Towards the south end 
 of the reach the canal crosses the ten mile creek, by a double arched culvert of eight feet 
 spans. The stream is liable to heavy freshets ;n the spring, but the structure which has 
 now been in use for two seasons, has been found amply suHicient for the greatest v iuir-'u 
 
 discharge. 
 
 Between this culvert and lock No. 11. the road from Thorold to Homer is met. 
 Preparations are beir^^ made to build a single track bridge at this crossing, some dressed 
 stone having been delivered f^r that purpose. A quantity of material is also hauled for 
 the extension of the lock wing ■. 
 
 From lock No. 11, southwards to No. 21, the average distance between the struc- 
 tures is about ()50 feet, and the canal is flank(>'l by a succession of side reservoirs, some of 
 which have a considerable area of surface. The pond below lock No. 11, and connected 
 with the long reach to the north of it, is about ii acres in extent. That alongside the 
 reach between Nos. 11 and 12 covers over G^ acres of ground. 
 
 The aggregate length of these sections is G,:538 feet. .Masonry laid to datf^ 
 26,058.7 cubic yards. 
 
 Hkction No. 10. 
 
 The first lock on this section will carry the line bctwecMi the IX and X concessions 
 of Grantham Township across its lower wings, which have heen extended for this purpose. 
 The approach of this bridge from iho west is in heavy embiinkiuent, through which there 
 is an opening, to connect the upper and lower portions of the reservoir, along.side the 
 the reach between locks Nos. 1 2 and 13. This jioiid has an aggregate surfa;' i ai'oa of nearly 
 !) acres. There is also a culvert of dry masonry through this baidc to tlu^ west of the 
 reservoir, to pass the water of a small tributary of the Ten IMile Creek, which dischivrges 
 into the ]>ond near lock No. 11, on Section 0. The side reservoir for Nos. 13 and 14 has 
 an area of 7 acres. Lock No. 13 and extension are ready to receive the coping ; atul the 
 walls of No. 14 are eighteen feet liigh. All tiie nunor structures are couiiiletod and 
 135,885 culiic yards of earthwork taken out. 
 
 A large amount ot material is jirepared and delivered for finishing the locks, so 
 that there is every jn-olmbility tliis section will be ready next season. 
 
 JiCiigth of section, 2,107 tVet. Total amount of masonry laid to date, 16,811 cubic 
 yards. 
 
 Skctiox No. 11. 
 
 On this secti(jn the cart'i work is well atlvauced; 107,670 cubic yanls having 
 been excavated. 
 
 liock No. 15 is partly eoiMsd ; and the walls of No. Ui are eight feet high. One 
 ragidating weir and two towing-path briilges are c(imi>leteil, ami a (juantity of material 
 delivered on the ground. 
 
 Towards the south end of the section, tin* roail from Thorold to St. Davids is 
 passed muler the new canal, the levels of the ground being favorable for the purpose. 
 The arched culvert is 14 feel wide, It feet high, and 331 feet long. It contains 3,507 
 
75 
 
 suJr Sf "'"t!;'?''i "'^ "^"V^f '''"^"^' l"'"^" '^ «'^t-^^to.y means of transit in 
 sucJi position. riie drainage of tlie structure is le<l into an arljoininrr creek • tlio 
 approacOies are at an easy grade, and the roa.lwnys are tl.irty feet wide " ' 
 
 Iho side reservoir for tlie reacli, locks 15 and 1(5, i.s 7.(5 acres in extent A 
 
 n through I ,*'",*■ ^" *^^^ .^°"*^' ^^^^^ ^">-"'^^- '^ ^•^^'-•e^vay (50 feet wide enters^^ 
 "c w ; S cro ; ttT if '7"""'^?^ f '"^''^^ ^''^' '''' ^^^'« ^^^-'^ ^" the soutli. Tlie 
 
 S X.^^ I .t r.. • f , V't- '""f '^''""t ^'"^ ^■^'•■'^ ^'^^'^t "f tl'« ^■'^•^■"•t ^"iJ connect 
 witJi .1 legulating weir to l.e l.uilt in the present railway bank 
 
 cubic vanlf The'''''r' -'■f^^''• ''^"^al amount of masonry lai.l to date 1.1,.37G.51 
 cubic yaids. The work can doubtless be finished next season. 
 
 Section No. 12. 
 
 wJfl +J''''' '" "^ i'"r."''*=".^t ^<^ction, embracing some heavv work, both in connection 
 with the proposed diversion of the lino of U.e Groat Western llailway and he 
 construction oi 2115 feet in length of the new canal. ^^unvaj, 
 
 It was at hist intended to pass tlie railway over the canal by a swin- bridge 
 
 across the lower wuifs of Look K^n l " «f.,„ i • i- i • , " ^n^if,^ 
 
 •-•. ^yiu^n ui ijock !> o. 1(. htl'Olig obicctlOllS haviu". Lowever been 
 
 St;Tr\?" T'"' r. ''"'' «'---g«- l-« - the position n;w Lated, w" 
 IS J-^ ' r^'^ Company, and, having met with your approval, the work 
 
 as It IS being carried out, was sanctioned. 
 
 foPt .. f Vlf ' *'"' ^'J"^-"^ ''■'" ''''■*''«'' ^™'^ '^' ^-^'^^'"g l'««^tion at a point about 3700 
 eet tast of the present intersection with the canal line ; and curving to the south, will 
 pass under he lat er at the reach between locks 18 an<l 1-J. The new track then sleeps 
 aiound to the north and will rejoin the existing line where it travei-ses the Ten Mile 
 Ueek :— the total length of the divei-sion beuig 7482 feet. 
 
 «.f , /!"' 'o,w! n!!r'^'^ '" ^'"'"'''^ "'"'""' t'^'^ qo'^itity of excavation being approxiraatelv 
 estimated at 2U ),0(JO cubic yards ; a portion of the east end being in st.utitild rock. " 
 >v here tlie railway passes under the canal, a culvert or tunnel is being built, 
 lliis structure is located on a curve of 1448 feet ra.lius, the grade through it being 
 level Ihe central portion is hi 3r, feet cutting. The total length will be 713 feet, with 
 a width of 10 feet at rail level. The centre of the soflit of the arch will be 18 feet clear 
 01 the rails. Ilie culvert, when comi)leted, will contain about H.-'iOO cubic yards of 
 hrst-class^masonry ; and the side walls for nearly the eutiie length of the arch (GG5 feet) 
 are now tour courses high above the foothigs. 
 
 The east half of the iliversion will run along the face of the n.ountain, and 
 incline towards the culvert at the rate of about 42 feet per mile. Through the culvert 
 tlie grade will as before stated be level ; and westwards to the Ten :Mile Cleek it will be 
 about 21 feet to the mile. 
 
 I'he uiclination of the jn-esent track is 38.5 1 feet per mile where it crosses the 
 canal centre The new road bed will be 24 feet wi.lo at sub-grade in cuttings, the slopes 
 ot which will be _1.V to 1, with a thorough system of di'ainage along the sides, tace and 
 top ; your s|)eeitication also reipiires theui to be sodded if necessary ; ami generally 
 the work called for in connection with the diversion is of the best description of tlm 
 respective classes ; 91,325 cubic yards have been excavated in the railway cuttings, 
 Avhere it is intended to continui' work throughout the winter, the material havin-' to bo 
 dej)0Mte<l ni the valley of tlie Ten Mile Creek. To enable the diversion to be completed 
 at this jiomt the arched culveit which carries the water of this stream under the existing 
 railway bank has been leiigtliened about 40 feet. 
 
 Of the canal exeavatio.i, estiiiiate.l at 130,000 cubic yards, 52,0G1 cubic yards 
 have been taken out, and the earthwork of the section cannot be continued much further 
 until theraUway diversion is fully completed. It thus appears that of this work about 
 41 jier cent is finished to date. 
 
 Lock No. 17 has not yet been commenced, The walls of Lock No. 18, are 8 feet 
 
76 
 
 C inches liigli and ]lu^■e been floodeil to protect tlieni from frost. A large amount of 
 dressed stone is on the ground, but none of the minor structures connected with the canal 
 liave, so far, been begun. The total amount of masonry to be built is 32,300 cubic yards 
 and that laid to date is G,401 cubic yards. ' 
 
 From the above statements it is quite evident that the most vigorous efforts must 
 lie inad(^ if it is ex[)ected to finish the works of tl'is section next v^ar. 
 
 The side reservoir for the reach between IG— 17, has a surface area of 8.5 acres 
 and that for Locks 17—18 is about 7.7 acres in extent. 
 
 Section 13. 
 
 Of the 205,000 cul)ic yards of earthwork estimated for thi.s section, 117,054 have 
 been taken out to date. 
 
 Th(> masonry of Lock No. li) is two feet high and the foundations are flooded to 
 protect them fi-om frost. Lock No. 20 is 14 feet high and the bottoms of both Lhe regu^ 
 latmg weirs are in and secured, by having a couple of courses of masonry laid on each^of 
 them. ()ne of the towing-jiath bridges is completed ; the other is not yet commenced. 
 
 The side reservoir for the reach between Locks 18—19 has an area of about five 
 acres — that foi- the reach above 19 is 5.1 aores in extent. 
 
 The works of this section have been jnishcd on well of late, so that under present 
 aiTangements, the whole will jirobably be completed next year. 
 
 :\Ias()nry laid to date 578G cid)ic yards. Length of section 2000 feet 
 
 Skction No. M. 
 
 This section is nearly comjileted. Locks No.'s 21—22 are coped and one weir and 
 three towmg path bridges Ijiiilt. There is only one regulating weir remaining to be done 
 the stone for which is pre])ai-ed. ' 
 
 181,807 cubic yards of excavation have been taken out, leaving oulv about 10,000 
 cubic yai-ds to complete this part of the work. 
 
 The side reservoirs for the reaches between Locks 20 — 21 and 21 22 have areas 
 
 respectively of G.4 and 5.4 acres. 
 
 The total amount of masonry laid to date is 17.8()',).0t cubic vard 
 section 1,775 feet. 
 
 Length of 
 
 Sei'tion No. ]5. 
 
 This section embraces some heavy work through the ravine b. 'hind Thorold. 
 
 The new canal, bvtween Locks Nos. 22-2:5 deflects considerablv to the cast, and 
 enters the valley cut out by the heud waters of the Ten Mih; ('n«.k, tile banks of which 
 are there over 40 ffct hioli. 
 
 The centre of this ravine was, at ihi; time operations commenced in August, 1873, 
 occuined by the Wclland Railway ; it being clearly the best location by whidi th'at line 
 could attiiin the level of the high land to the south ; altliough, in order to ellect this a 
 grade of over 83 feet to lhe mile had to be adopted for a .llstance of over two miles, 
 lhe railway througli the ravine was shifted 120 feet to the westward of its old position, 
 so as to make room for the construction of the canal, the centre line of which is now the 
 same as that of the former trnck. 
 
 To excavate a road bed for the new position entaih^d a considerable auujunt of 
 heavy cuttuig ni the left W.mk of tlie ravine, the material of which' prov.sl much 
 harder than was anticipated, diiallin, or other preparations of nitro glvceiine havin-' been 
 extensively used in oi'der to effect its riMiioval, ^ ' ° 
 
 It also becomes necessary to provide for the passage of the water of the creek, 
 which IS habhf to li(,.avy s])ring freshets. Tlie bottom of ilie upper [.art of the ravine 
 being clay, it was decid.'d to form a channel entirely of masonry for about half a mih; in 
 
77 
 
 its Hides are" ined ^Ti;rLtrmst?J'°\*'-'^'''''"^ ^^'^« " '^«ttom widtJi of IK) fi . , 
 the foot of lock No. 24 to U.e S^r^f v'"V^' ^^■'^"•^- ^J^J'««« ft'om hmv , .^''v'"'' 
 opposite side of tl.e canal th ''J ittit^r,""' \' ''''' "^ ccnont .orta On T/" 
 secure afn. eomu.u„ioatiou bet^^IJeu^^^Ll; 7 ^ ^« -th openh.gs tlu-o;;;;,. t^,^: 
 
 ihis raceway is n heavy cnftJn,, ''-''ry.' '^"d tJie reaches of the canal 
 above the head of lock xNo. lmTuo " tfc '"' ^ "\'''"''^''' *« P'''^« the surph 't.tp,. f. 
 retaining wall of the canal. '° *^'" nghtbank of the ravine, in r ■." of h '! 
 
 roacl,betwLVlock/'Nr'^3\tMr''^,"''°'f^^^ -m.l -,1(1 , ., 
 
 ot the raceway will in •. mn..c., '' ''^'- ^ icservoir, it is e^•ident tliMt fl.r> ' . "^"^^n i.-> 
 
 A considerable amount of rock HI loo ., i ■ 
 of the work boiiur ^ow well .idv^ '/d "^ ^'''"'''''^ ^^^s been excavated • fl,; 
 
 'Skctiox Nu. I(i. 
 
 o what IS known as the "Little De i !?. ' Ln M"' l-'" l'''- '^'''^ "'"''"^ oorrospom 
 tiio same elevation. ' "-"* "" ^'"^ I'^^'s^'^t ciual-both passing throiu'b 
 
 The amounts estimated Cm- fi, > i.- '' o 
 
 N0,000 cubic yards of rocrXo ,t,S SOS 'e^bf ''•'''!' 7^''^ >''^'''^ "^ ^^'^ and 
 yards of rock have been removell. ' * ^ '"'"' ^'^'^'''^ "^ ' •"•tl'- and 34,tJ80 cubic 
 
 Ihe head waters of the Ten ]\IiIo P... . i 
 ''"'■■•l'' (six leet) arched cl. ,^'^; [ 'jtu^.ir^'TI '""'r' ''^ "=^"''' "" ^'^ ^-^-n by a 
 
 -uth end of the luasoniy channel reftrliluSctioi'T."'^"''''' ^^ ^'^''"^^^-' -*'' 'h^ 
 •^i-oni the south en<l of Section V,, iV , . . 
 
cucouutorod. Tlitsc strata, as usual, dip rajjidly to the soutli, the doojiest cutting 
 (l<S.;5i foet) being at tlio nortlicrn ledge, whence the rock surface rims out to grade near 
 tlie line lictween Sectioi.s IG nnd 17. The rock at its highest point is 320.5 feet over 
 datum, and the gruuml level is .'U3 feet over the same plane ; the deepest cut bein^ 
 about 3.'; feet. 
 
 .V ]iortion of the rock lately exciivated on this section has been removed by a 
 steam shovel, the material having been previously .shaken up by dynamite or ordinary 
 blasting [)Owder. This system docs n(jt, ho\t-ever, a)ipear to work exjjeditiously, and a 
 nuich more rapid rate of progress must be established in order to ensure the rock being 
 wholly taken out before the end of next ye-'vr. 
 
 A temporary bridge has lieen erected over this cutting, in line of the Clifton 
 stone road above referi'ed, for the accommodation of the pulilic travel, until this higliway 
 can be connected with ]Ioo\-er's crossing by a new track to be built on the east side of 
 the canal. 
 
 TJie south end of the .section tennipites in Marlatt's Pond, wliei-(> there is a curve 
 of 1,00(1 feet radius and the canal will have a bottom width of 17."» feet. 
 
 The length of the Section is 3,.^)00 feet. 
 
 Tilt! amount of masonry laid, uj> to the ^iOth November IS'Ti, 1(1,181.00 cubic 
 yards. 
 
 From the end of the entrance piers at J'oi't Dalhousie to tlie line between Sections 
 1(5 and 17, at I\Iarlatt's Pcmd, near Thorold, the distance, measured along the centre 
 bne of the new canal, is very nearly U. 5 miles. <)t this 88'3 per cent is straight ung 
 and 1 r7 Jier cent euived. 
 
 Fi'om the foregniiig desciiption it will In) seen that uh)ng the short reaches 
 lietween JaicIvS Nos. 1 1 and 1' I, where the ascent to the nuamtain is madi,': the canal is 
 Hanked by a chain of extensive side ponds, coiniuunicating with each other ly regulating 
 wtirs constructed in their dividing banks; and M'ith the navigable channel i>y a series <il' 
 bridged openings, fornu'd on its western towing ]>ath. 
 
 These resei'voirs ha%e an aggregate urea of ab(jut ninety acres; (he surface of the 
 canal itself, in the distance ref(U'red to containing about 30 acres, or in all, say one 
 hundreil and twenty aci'e.s. Tlie average area connected with each of these thii'teen 
 reaches is therefore about '.l] acres: cipu\alent to a length of L^tj 1.1 fci>t of canal with a 
 lireadth at water line of l.'il' I'eet. 
 
 This arrangement will obviou.sly facilitate the working of the canal, by nvcidind 
 rapid currents and rendering tin,' su]ipl\' to all paits continuous and easy of control. 
 
 The item of masonry being liy tai' tlie most imjiortaiit one connected with the 
 works, I shall now inietly describ(! the arrangements made, .so far, for llie delivery of 
 stone, and tla? localities from whence it liab been obtained. 
 
 TlnUirst (juarry used was (ju the west side of the old canal ; and from this ]ihiep, 
 about two mill's distant, theashl.nrof Lock \o. '_* I was hauled: 
 
 The lock iti a cominct limestone, dark blue in color, and ''enerallv Ibrmiui: 
 excellent nmtenul for the rei|uired purposi-. 'i'his to:^ether with a small excavation a 
 short distance further to iIm' west, on Hall's farm; and is what is known as Winton's 
 <^)iiarry, in J'elham 'i'own.ship. nn' the only points where regulai'ly stratilied stone in 
 layers of suitable thickness was, (o any e.vtont, procured in this vicinity. I'pori getting 
 back from the face, i,owe\ei', tlie layi'i's sc'iued to merge into each other and became bed 
 bound, whilst the stripping inctcased to u formiilable extent. These drauliaeks. coupled 
 with the very hea\y clay mails over which the stoue had to be transported, and the extra 
 <ust of cutting entailed by its extreme hardness, induced, at an early date, the ab.indon- 
 ment of th« (piarrie.'i on the west side, from which probably not more than 10,000 cubic 
 yai'ds Iia\e bi.'en delivere 1 ; the lemaiiider of the 1 7."i,000 euliie yards alreadv Imilt, 
 having been almost wholly procured IVoiii points in ih" face of the Niagara escarpment, 
 lietweeii Thorold and <^>iieens|oii. 
 
79 
 
 from 
 
 A sliort (listuuce e.ast of .St. Davi.ls, tlie 
 
 wluc 
 
 ■ll tl 
 
 I'e IS a mun 
 
 le stoiio li.s l,cen pHncii.ally'ol.tained'fo 
 
 iiiul jiart of Nos. ]() and ] 1. Tli 
 and altliough soniowLat 
 
 IS IS an 
 
 referred to. 
 
 toii'di, it 
 
 iber of 
 Sections 
 oxcellont greyish limast 
 
 i« imich easier dress<-d t! 
 
 1 marries close together 
 
 ^^"•^- -', 3, 5, 7, 8 and ^ 
 
 :t)ne, strong and durable 
 
 lan the l)hie stone al 
 
 ijove 
 
 md':!!;z;:irx:;;'';;;:i;:,;;^.:;i:, -^^' ^-^^^ ^e^tem Eaii.ay at t.. «t. 
 
 tlH-n passes along the Welh 1 j' ".^^T^"'^ f'""/'- "-- ''ne to Merritton. 
 
 inch tracks constnic-od r,„.n ''^'r^".'' ^' ^iuU<^i^A to the various sections h. 
 
 David 
 
 It ^ _ ^ 
 
 branch tracks constmcred fur thi'it"|uir|.ose 
 satisfactory, as is is botii clican 
 
 .Hncipall; e;- s er'k::;:'!: :!':f;:;;t?-:p^- ^-''- ^- ^^■ i^. and ic ..re 
 
 by a tramway operated ,,ri„cipallv hv .'nvitv nl!''""'' ''•'' T"''"-''"'' ^" *'^*^ ^^'^'•'^•^ 
 np in the vicinity from which Scti.,,,; \o ] • Z "i •? '" '*"'""""r. '^'^ '^"'-■» "''^'^ "l>""ed 
 
 , , ,, , ^^"•^' J-' l^-*. '^-L'., are sui)plied. 
 
 - as ,ar': Z' ^i::;:!:::, 'ZI::;::T:^, ^^■''" f'Vl-"'^-. -r stone m t^s .ocaHtv 
 
 -:.iun of f,...st ii L;:;. out Ub e U m .Se 0?''^;^" ^"".'''^'''ify *" -'"k irom rlu, 
 
 A larg« nu.uber of piecs of .Iresse 1 l'|l 1 \ ' '! ,' ^'', "'■'^' ''^"'^ "*" -^'"^•^•'"•"'••. 
 
 '^nuse ; and it has now become e l. ' t f , s!v\ ' .1 ''""'^ ^'"^ ""'^"'' *'-" ^'"^^ 
 
 -"';^-i"'.«ly .luarriod at those phul^ fVo , h^.! h. t Tin "!• '"?'""' '"^ '^^^''^^ ^'"'^ »'" 
 been obtained. ^ '"'s uum nMulIi the great bulk ot that marerial has hitherto 
 
 of n,i» ;:;^i;;!.' '::l:l:^zz!::;::::z:^'7::-; ■■"•'7 "-'■'" " '■■■ ^™-'>- ^-^ 
 
 '■y ""■" ■" - .■■■ i.. ,ct{:::t":::in'::i' " "'''■' ' 
 
 ich Is traversed 
 
 or 
 
 itwcver, 
 
 b.s tai';: ;;:;;:^:";::;;:''£'':;i!;;r,n'' '""r'^^'"V'"; r^ ^"'- '^— meut 
 
 K' and 1.;, who was killrd 1 V. •^''- ' "'"' ';''"^^"> < Vmtractor for Sections Nos. I 
 
 ofascenaining,h..r'l •'!;':! |ti:r'?;'"'r''"^^^ 
 
 •-'^' '"-vecrthcse poiIk ru;r;^i;;^Vh:';:^;;ti;;;, ;:i::::^;:t""^ - -'-^> ■ "- ^>^' 
 
 -•- P-; ';:i't:;i:!n ouri::'^;;: k''it7^ -^'t'^rr ^^''"r-^; - '•"-- to 
 
 't short time since. Th- wl . „ .'r iV I V" "' ' ' '''"! '"^' '"'"" f'"'^^'"''''"'' '<» vou 
 
80 
 
 AccoMiiianyinc; this iviK.rt iire two Kclicdnlo.s sliowinj,' in <letail Uw. various items 
 Hiid ViiliR's of work done on each section to <late. These h.we hc.cn oareftilly jirepared, 
 Hud will, r tru.st, prove iisct'iil lor futiive I'efereiiee. 
 
 I iia\(' till' honor to hi', sir, your ulredieut servant, 
 
 (Si-ued.) i T1|():\1AS MONIIO, 
 
 Cirll Em/ineer. 
 ■lows V\i:\\ Ksi.i,, 
 
 Cli'fi' J-!,iij!,f r J'l'I'Hr \Vi,,-i.,-', Ollan-ii. 
 
,1'ious items 
 y prepared, 
 
 (jinecr. 
 
♦ ■\VELXjA.3SrXD O-A.!^ 
 
 No. OK i 
 
 SrcTioxs. 
 
 to 
 
 c 
 
 c 
 
 rt 
 
 
 No. 1 
 
 u ■> 
 
 G-00 
 12-17 
 
 7-H7 
 
 8 
 
 y 
 
 1(1 
 II 
 i'> 
 i:] 
 U 
 15 
 IG 
 
 o'-lO 
 12-00 
 
 o-no 
 
 13-71 
 
 lfl-(iO 
 
 rt 
 
 cj . 
 
 X a 
 W.2 
 
 _ *a 
 
 -fj aj 
 
 W 
 
 
 i 
 
 S 
 
 
 V. 
 
 a 
 n 
 
 ■■^-d 
 
 18,493 
 
 93,052 
 
 111,012 
 
 101.353 
 
 27,005 
 
 05,192 
 
 50,000 
 213 
 
 1.128 
 
 124,458 ! 42.382 
 
 250.S97 ! 
 
 138,505 j 15.40 1 
 
 104,901 ' 
 
 I 
 
 95,941 j 
 92,885 i 
 
 i3s,7t'tt; 
 
 118,325 
 117,151 I 
 
 139,850 I 
 
 I 
 
 215.103 I 
 
 207,030 I 
 
 21.128 
 .■".l.lol 
 41",. 000 
 28.90 1 
 2t;,121 
 30,uOO 
 3S,084 
 18,831 
 2,778 
 
 20 
 
 • #1 It* ♦ • •*»< 
 
 To 
 
 222.8S3 
 
 95 I 
 40,008 
 31.0SO 
 
 2.373 
 
 10,582 
 
 ,190 
 
 5,97! 
 
 90 
 11,502 
 
 ll,2.sl 
 
 5,909 
 
 5,920 
 0,103 
 5,790 
 (i.los 
 1.422 
 I.50S 
 0..-J70 
 :;,770 
 
 oao 
 
 2,8 2S 
 l,oSti 
 
 :!.il.-. 
 
 2,995 
 
 (i.-) I -50 
 
 998 
 2,105 
 
 877 
 
 190 
 1,275 
 2,0JSm1o 
 l,7'i| 
 
 • ».***•*»* 
 
 i^f ~r2Su^4j ii5^_.Lj.^'^^'" AJi£^Ll-J--'^^^ ' ""-"^ _23.811-10 -391^ 
 
 a 
 c 
 
 a 
 
 I 
 
 23,(i24 
 
 1,103 
 
 
 30,111 
 
 •> 
 
 1,010 
 
 
 ;!4,15u' 
 
 
 23,907 
 
 1 •' 1 - 7 
 
 1, 
 
 lo,7:".5 
 
 • 1 
 
 31,580 
 
 :•.. 
 
 1 0.!»3S 
 
 1, 
 
 ;is,tiOi 
 
 3, 
 
 ;i2,s-_*2 
 
 24,025 
 3.50S 
 
 :n.-::'.: 
 
 ...'■■ '. 
 
 
InTID C^IsT^L. SEOTIOIsTS 1-lG. Q,TJ.^lsrTITIES 
 
 I'.IO 
 
 a 
 
 c 
 
 
 f/.' 
 
 'l?y,y\-i\ 
 
 ?u:mvi 
 
 r.c.ui 
 
 l,(iHi 
 
 L';5,'>07 
 i:'.J77 
 
 ;')S,ti<il 
 
 1,7:5G 
 
 .•VI7i> 
 
 '^M-1 
 
 \^\•li) 
 
 .-i.iso I 
 
 ;;i,.-.,so ' :'>.iSii 
 Ki.iK'.s ' 1.7:iii 
 
 :l.t;!>l 
 
 J. 
 
 ■J 
 
 la 
 
 Mi 
 
 'r> 
 
 iGi.nofl 
 
 (US j i:»u,si'j 
 I 
 l.;il<) 
 
 l(i'J.7l."» 
 
 L':)7.(t<;i: 
 
 ll,i>r)7 
 
 1.20(1 ■ 
 
 ' ! !I.(M)() 
 
 ' -Jll'.L'lS 
 
 : !;.!»,:;j:i 
 
 ( 
 I 
 
 :;i() ' _'G 1,703 
 
 ,2im; 
 
 I).).) 
 
 i.nio 
 l,:;i(' 
 
 i. :'.!'> 
 I,;'. 10 
 1.:ilO 
 
 ««ttt*it*tt 
 
 .1 /* t'j •'^ ■• t 
 _(•_.■>( I 
 
 21.\.'i()(> 
 
 8(;,i7i 
 lor.,i7(» 
 
 17.^,r.7".> 
 i(;.-'.7i 
 
 ,iii 
 a 
 
 C ,- 
 
 Tc-^ 
 
 l(»,17l 
 
 (i,ii.>s :i7.ni<s 
 
 - 
 
 4) 
 
 . 
 
 
 
 to 
 
 >> 
 
 
 
 
 
 
 
 M 
 
 o 
 
 ^^ 
 
 
 
 
 
 
 
 
 
 
 ;:^ 
 
 ,<, 
 
 
 
 C3 
 
 
 
 
 
 
 
 i> 
 
 
 
 ii 
 
 ri 
 
 o 3 
 
 Q 
 
 k 1 
 
 •/. 
 
 2'^ 
 
 ri 
 
 
 
 1^ 3 
 
 P 
 
 '-) 
 
 u 
 
 <.5 
 
 rt 
 
 (/: 
 
 V2 
 •/I 
 
 -^-^ 
 
 'S 
 
 ^ 
 
 - 
 
 k-^ 
 
 •^ 
 
 O 
 
 s,(j;iL 
 
 , s,7.j(i 
 
 1 
 
 i -t,()()l-.30 
 
 1,101 
 
 i 
 
 10.70 
 
 ).» 
 
 11,011 
 
 (;,.")1m; 
 ll.iMj:) 
 ll.(i:;i 
 
 I I.L'l'd 
 
 4,;) 10 
 
 IO.'.l_'."i 
 10,22!) 
 
 1 1,7.M 
 
 1 1.2:^0 
 
 1. !(')!) 7.*i;) 
 
 {-i. I'.io 
 i:)G 
 
 I.27S 
 
 ;M7:) 
 
 1 1,1 (io 
 
 s,82:. 
 
 7,s;52 
 
 r.i.-) 
 
 !I7J 
 I!. 025 
 
 .riod 
 
 Id. 
 
 ?,:!20 
 
 7.1(i."i 
 1 I.e. 12 
 ll.l';7 ! 
 10.20 1 1 
 
 2,557 
 
 l,7so 
 15.!j(;7 
 
 s(;5 
 
 1.250 
 1,250 
 715' 
 
 7:52 
 
 1»05 I l;{.5!)2 . 
 
 5,HU 10 ' MUl,ni I .U^'^'-^ I ^^^"'O 
 
 :nr),.n.") i 2.5i(;.si5 I iii.h;,-, | 77,57!i I ssjoi I i-i-V-'i'^^o 1 U.vi_s-2<ii 
 
 :m 1 
 
 !llS 
 
 1 in 
 
 '.10'.) •2( 
 
 !i(;5 
 
 727-51 
 
 :io 
 
 4'il 
 
 l,( 05 
 
 775 
 
 SI 
 
 H,272-7 
 
 
 r>>-m, 
 
ES OF . VvTOK^IC; 
 
 
 
 
 
 
 
 
 
 
 *■* 
 
 
 rt h 
 
 Cl> 
 
 
 
 r; 
 
 
 t, 3 
 
 
 
 i) 
 
 , 
 
 i" S 
 
 -*^ 
 
 '•^t 
 
 -^^fi 
 
 
 
 
 ■" 
 
 Q 
 
 ' . "1 
 
 »— * 
 
 r-J 
 
 r3 S 
 
 O 
 ■73 
 
 0) 
 
 OJ 3 
 
 
 
 
 w 
 
 s 
 
 .^H 
 
 
 
 
 'O 
 
 ^-^ 
 
 <-• 
 
 
 
 
 101 
 
 7.1;) 
 
 :'.7I 
 
 !)IS 
 
 7 -'7 •■"•() 
 30 
 
 ,1 (»') 
 
 m 
 
 11:5 
 22:1 
 
 11: 
 
 l,:i24-no 
 
 4;'.o 
 
 I 
 
 l'.)2 ! :ir)(»7-:U) 
 
 I 
 
 I :i,sii 
 
 l(i:>'ii(i 
 .•>,02 I 
 
 8,272-7(i| i:).7r,r)-2() 
 
 snd 
 
 '.),4!».')'S0 
 
 Q.TJ-A.iNrTiTii±is oip . VNroK;^:, &c., 
 
 ■ :h\ 
 
 II.") 
 
 iiii) 
 
 ;;7i 
 
 8,;i2ii 
 
 7.1ti;7 ; 
 1 1,(112 
 M.hi7 ; 
 1(1.211 1 i 
 
 2.:.:) 7 
 
 •1,7.^1) 
 
 I;'...' '.1 2 . 
 
 Mi.) 
 
 i;2:) 
 
 1.25(1 
 1.2")ii 
 7I.V7(i 
 
 72.2 
 
 HIS 
 
 1 12. 
 '.f()!t'20 
 
 '.u\r, 
 7 27 •in 
 ."ill 
 i'M 
 .1 o"; 
 
 77"> 
 
 112 
 
 l.:)2l-5() 
 
 ■i:'.() 
 
 11)2 :',..-( 17 .".it 
 
 ;,s| i 
 
 i( ».">•(;() 
 
 .").(IL'I 
 
 !».,*».*):')■(')()' s.iti 
 
 IS.-) 
 
 .s'.ft; 
 
 l.i'.>7'.".< 
 
 :m| ' i^5.;!sii i l:;.nis-2ii' s.272'r<> ' i:..7:i52(» ! !Mii5-s(i 
 
 M2, |2,.S|7:.( 
 
)iRj1^, &o., to 30th: nsro'v Hins/iiBEiEe., i87e. 
 
 a 
 
 ! .Ml'i 
 
 -j; 
 
 J: 
 
 I'.liLM 
 
 71 •; 
 
 (iS.i 
 
 1.") 
 
 I.i'.i7'"iti 
 
 ><(i I -.Ml;; |:'...si7-.-,() ' -jjid 
 
 .•'.IS 
 
 170 
 
 g 
 
 • 
 
 «s 
 
 
 « 
 
 
 Jj 
 
 4 
 
 i 
 
 i^ 
 
 
 f 
 
 
 1 
 
 INN 
 
 ?1< 
 
 © 
 
 . . 
 
 1 
 i 
 
 ^ : " i 
 
 
 :\-2 ' 
 
 
 . . - ' '< 
 
 'mI 
 
 IN.I 
 
 1 l.:.7i:>(i 
 
 7l(i 
 iL'.Sli! 
 
 (is.-> 
 
 !t,i.'.'»7'-">0 
 ir, soi'iio 
 
 i(;,.^rj 
 _i:..;'>7t;-:. I 
 
 (I, Kil 
 
 AI'riJOXI.NrATK LIST oT MASoXlM'. 
 
 l.ok .Mii'.omv -JilO.UOO Culjic Yards. 
 
 Weir Masonry I 7,.")00 
 
 Avciioil Ciiht'its iiiul Tuiuk'Ik. K.-lOO '* 
 
 IJoad I'.ri.l-rrs... :'..20() 
 
 Itailway nriiV^o !,0U0 
 
 Coursed in (Viiu'tit .-•l>,.-){»0* 
 
 I)ry Masniuy :\:).:\\r> » 
 
 ;i:i.\() ITi Si'tiitHis 1 to l(j. 
 
 I 
 
 17..^it'.i-i«'.' 
 Ktr. lii.:;'.tl 
 
 i I 
 
 (lu:]_|l7+.r)«T;«.)8J_^ ^ 
 
 •'Of tliiH al'out MO.OflO Ciihic 'Njiifls in rnl'l-ic I'xtfiisinii of l(K.'k wnlls. 
 
 St. ('\tiimiim:s. >^ili !» ndici-. iSTiI. 
 

"^77"E1I-jXj..^3^TID 0..^1<T.i^Xj. — Sections 3>To. ± to ±^ 
 
 !?! 13.r>74.70'8(J7.Vi(iLM)r) 8r< 7. 1S().71 »7!>.:]SKL'0 |!?:J2,n;?().0<) ^^7n.i)92.^l j;^(M^7.7() sl():>.!t!)G.:2 S172. -l()0.'):?a?17,27i>.S2 i^i>.'''^l."Ojig 
 St. Catuaiunkk, 8tli Pccfmlifi', 1870. 
 
nSTo- ± to ±S — "^al-cie of "^XT'orls JDojolo and. IvCaterials IDeliTrered. to 
 
 c3 
 
 m 
 
 I 
 
 
 
 
 
 
 to 
 
 
 6 
 
 
 a 
 >> 
 
 "> .2 
 
 t-, 
 
 '3 
 
 3 
 
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 202.00 
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 8."), 198. 10 
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 8 899.92 
 
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 0,271.02 ; 1,120.25 
 
 0,308.13 i 1,030.04 
 
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 89,001.90 81 1 1,340.35.^8 I.S54.14 814,922.20 
 
 079.20 
 
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 89.40 
 
 508.50 
 
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 149,415.00 
 
 143,000.00 
 
 99,X4O,0O 
 85,980.00 
 
 10,1.35.00 
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 27,871.30 .. 
 
 50,190.00i 5,120.00 
 
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 ( 7.252.00! 
 
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 204,373.99 9,.350.00 
 
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 107,602.59 19,370.00 
 
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 292,051.54 1,045.00 
 
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' I . 
 
81 
 
 B. 
 
 Wellaxd, December 7th, 1876. 
 
 Sir, — In accordance witli instructions contained in your letter of November 21st, 
 and previous and subsecpient telegrams, I her to report as follows upon the condition of 
 the works of enlargement on the southern division of the Welland Canal. 
 
 I have endeavored as directed, to avoid repetition of what is already in print, in 
 connection with the works under my charge, and should the rej)ort ap^1ear bare, please 
 accept this in explanation. 
 
 Commencing at the north end of the southern division, ntai- Allanluirgh, the 
 " Deep Cut" (sections 21 & 22) comes first in order. 
 
 Work was commenced on this contract in October, 1873, and has been continued 
 without inteiTuption during the working seasons. 
 
 The removal of the material above the level of the towing-path is nearly completed 
 and below the towing-path the work is three-quarters done. 
 
 A back ditch has been formed on the Avest side of the canal, fi'om end to cud of 
 the " Deep Cut." 
 
 The actual quantities of work pnrft)rui('d and materials delivered on the different 
 HPctions, will bo found in the accompanying ta))ular statement. 
 
 The removal of the large mass of material, ncc(!ssary to give the slopes above the 
 level of the towing jiath, an inclination of 2A to 1, has so far had the (h'siivd effect of 
 preventing the slides which formerly occuri'ed. 
 
 In addition to this, since the weight of material has been removed, the surface of 
 tl;^ ;iter in the canal, has on several occasions and for weeks at a time, lieen down to 
 tlie level of I.,ako Erie, without causing any movement of the l)anks. 
 
 Satisfactory, liow(!ver, as these facta are, lightening the Iwuks cannot bo accepted 
 as having secured tlie piu-nianency of the "Deep Cut" until the full de]>th re(pured has been 
 excavated, and the bulk of the material still to be removed under the present contract, 
 lies in the bottom, where it may possibly l>e acting as an invert, to support the sides. 
 
 Some precaution against wash is desirable on the long llat slopes which form tlic 
 sides of the "Deep Cut," and considering how flat these slopes are (2^ to 1) the experi- 
 nu'nt of sowing grass seed wliicli failed some years ago on tlu^ slojies, might now succeed 
 if done at tlie right season, after harrowing the surface and a])plying a gooi! dressing of 
 jilaster. 
 
 A ]iortion of the slope whiL:h was neatly dressed the season before l.-ist is now 
 worn into numerotis and ilccp furrows, tli(^ material from which has been washed into the 
 (Minal. 
 
 A snuill jiortion of the expenditure re(|uired to remove one year's wash from tlie 
 bed of the canal, would give the experiment of seeding the slopes a fair trial, aiul if 
 successful, might be carried out over the entire "Deep Cut" slopes at a comparatively 
 tritUng cost. 
 
 The death of Mr. John lb-own, the contractor for sections 21 & 22, which occurred 
 on the 21)th of June last, did not cause any stop])age of the wtu-ks, and the system which 
 lie laid down for working tlie.se sections, is being regularly carried out liy those now in 
 charge. 
 
 Section 23. 
 
 ^Fr. John Carroll the contractor for this section, commenced work in .\pril 187(i. 
 
 'i'he material above water level has lieen removed, with the oxct>ption of some 
 trinnniiig in ditlerent places, and two drudges and derricks have lieeu I'ligagrd durinj^ 
 the suunner, renmving the nuiterial below water level. 
 
h\ 
 
 i\ i 
 
 i 
 
 82 
 
 The bulk of matcml dredged between stations 8 and 2G has been placed on the 
 ^^•est bank of the canal by means of the ordinary box derncks and the remamder of the 
 iXcUnaterial has been conveyed iu scows to clam shell den-icks, one on the north 
 Sf tile channel leading to the Port Robinson Lock, and the other on the east bank 
 of the canal, at the south end of the section. , • x-o- i ^ ,^,i^A 
 
 The material taken to the clam shell derrick first -^ r'^' ^ ff J^L^^'^f 
 on deck scows, and put to spoil so as to form a bank round the south side of the pond, 
 
 behind which soft material can be spoiled. , , , ^ i • i „„,,„,a tr. +1ip 
 
 The soft material from the bottom of the canal has been taken in box scows to the 
 
 clam shell derrick at the south end of the section, and there put to spoil where the natural 
 
 surface is low and the ground solid. i q i os , i.n^v ,i;tpb Vis been 
 
 On the west side of the canal, between stations 18 and 2S, a back ditch Has been 
 
 ^"""''\^or 1 rm feet at the south end of the section, on the west side of the canal the 
 towin.^ path which runs through the backwater has been formed of dry material 
 ."l^nw^d " from the adjoining Hel.l, and hauled into embankment when the water was 
 
 low tl^i^,^^;;;;- ^^.^^^ ^,j^.^j^ j^^^ ^^^.,^ ^^.^^^^,^ i^t^ this embankm,nit is not included in the 
 .piantities in the accompanying table, having come from outside the slope stakes ot tlu, 
 
 '""''"' ^S'::;XJ:r will however i.,. the beneht of this outlay, in the f^cj^ies winch 
 it will -dve him for disposing of tlu. dro.lge.l material tioni the south half ot the cout.act, 
 Uie ^xcS.tion from the prism of the canal so far having come nearly altogether from the 
 
 """"^^ ^'tL deliveiA' and preparation of materials for tlie combined guard lock and swuig 
 bridge on this section has been carried on actively during the summer and up to the date 
 <.f notice beiim "iven that the sunnnit hncl would not be unwatered this season 
 
 The limbl^r work tor the platform, recess and gat.s, has been trained and j.u toge^er 
 on the bank to make sure of everything being in readiness, and to admit oi the ditteient 
 Darts beiii" correctlv marked before pile.l under cover until buihUng coniniences. 
 ^ The Jueensfon ..uarries have supplied the greater part of the face stone, a small 
 
 miantitv of face stone and backing having been brought trom the Lay of Quinte 
 
 ' The remainder of the backing which was cpiarned early m the season has been 
 
 supplied from tiueenston, and the rock cutting near Thorold, arrangements having been 
 made with the Gn-at Western ami Welland lluihvays to deliver the stone at the 1 .1 
 
 llol'LIouytationofthe Wellaud Kaihvay, fron. which point it has been teamed to the 
 
 works a (luarter of a niil(! distant. , ,, n i 
 
 JaluTand stone for concrete have been brought in scows from Port C'olborne and 
 
 Thorol.l, the sand can^fully screened and roofed ovr, and satisiactory arrangements made, 
 
 for a steadv suDulv of cement mortar. , 
 
 A quantitv ..f tiinbei- and plank for the dam has been brought on the ground, also 
 
 a ti'iveller and (our derricks, and a steam engine for working the traveller. _ 
 
 'rhefl stone forth; pivot pier, bridge seat piers ami abutments, up to with.n 
 
 two curses of the coping, was rea.ly to go into the work when operations wen, 
 
 '""'''"Tlirlover so i;..neral last sunuu-.r was particularly severe in the neighborhood of 
 l'ortl{obinson,andwas attributed by many to (he turning up ot so much clay on the 
 
 "'"^ ^Tid^'nu.v have l,een the cause, but I am n.ore inclined to ascribe it to the larger 
 area of swan.py land, covered with decaying veg.^tabl.. n.atter, which the low water 
 
 '"^"'""two properties taken for canal enlargement on this section a.v still "''^^ttj-l ^;';; 
 Thoy lie on the w.-st Mde of the canal, between the swing bridge and the entrauco to thi 
 old canal, and are owne<l by A. Hrownson and l\. Donahoe. 
 
83 
 
 Section 2-1. 
 
 Mr. C. F. Dunbar, the coutraotor for tliis section, comnienccKl work in August, 
 1875. Operations were discontinued at the close of navigation, were resumed in the 
 following spring, and have been continued without interrui)tion to date. 
 
 'J'he bulk of the material above water level, has becMi removed ^\ 1th scrapers, and 
 below water level more than a third of the excavation has been removed and put to spoil 
 on the east bank adjoining by means of a dredge and box derrick. 
 
 The emliankment for the towing path has been formed across the pond near the 
 sonth end of the section, and the space behind the towing p:ith will next season be 
 available as dumping ground. 
 
 Where the towing path crosses the pond at the north end of the contract, the seat of 
 the embankment has been dredged over to remove any objcctionaldc material, and put tht; 
 bottom in proper shape to receive the embankment. 
 
 Section- •_*,"). 
 
 Messrs. Fei'guson, Miteliell ik Synnncs, contractors for this section, comiin'iin .1 
 work in Augnst, 1 ST."), and hnve since worked uninterrui)ted]y ; except during tlu' period of 
 dosed navigation. 
 
 The greater part of the material aliove water level has been removed, and beluw 
 water level the excavation is half completed. 
 
 Two dredges and derricks were working on this contract until the l)Oginning of 
 October, when a third dredge and derrick were brought u|)on tlie work. They have been 
 working southwards from the north end of the section, and have now reached tlie 
 Burgar Bridge. 
 
 Preparations for the new swing Inidgo on the line of the Quaker Road were 
 commenced in the autnnm of last year, and stone got out west of Port Colbornc, M-as 
 liauled to the canal bank and scowed from that point to Section 2.5 this summer. 
 
 Another qnarry was ojiened this season not far fronx the reservoir of St. Catherine's 
 water works, and tlurstone from it was hauled to tlie canal bank, near M.-irlatt's bridge, 
 and scowed from there to the work. 
 
 A force of stonecutters ranging from 10 to l!0 were employed on this contract 
 until notice Avas given that the sinumit level woidd not be nnwatercd this winter. Since 
 tlu n the deli\ery Of stone has continued, but no cutting has been done. 
 
 My pi'oi)Osal to do away with the Burgar I'.ridge being approved of, i)rovided 
 satisfactory arrangements co\dd be made about land in the neigh Ixnhood, 1 communicated 
 with the Keeve of Thorold Townshij) after the land recpiired for the enlargement in the 
 neigld)orhood of P.urgar Bridge had been ])urchased, and a by-law was passed by the 
 Township Council, and ratitied by tlie Cotuity Council, authorizing th<' sale to the 
 (iovernmont of the road allowance on the east side of the canal, between the Burgar and 
 Quaker bridges, and of that portion of the roa<l allowance, between Lots 2-2\) and l'3S 
 from the western boundary of the Departmental lands, down to the nver \Velland. 
 
 The closing of these roads does away with the necessity of rebnihhng the Burgar 
 bridge, tliereby improviTig the navigation, and effecting a considerable reduction in I'ost 
 of work. 
 
 SlilTION -<). 
 
 Mr. John Carroll, the contractor for this section, coinmrneed work in Scpteniber 
 last and has had n large force of scraper (pams employed, wh(Miever the weather permitted. 
 ' The material above water level on the west side of the canal has been removed 
 with the exception of a portion of the south end of th(> section, where the contractor has 
 not yet been put in ].ossession of the lan-l. and on the east side of the canal the greater 
 part of the material above water has also l)een shifted. 
 
84 
 
 10,538 feet, the woiks ioi tliu LUMi^Luit ;- j j^ ■ ^^ ^i^^ Wellaml 
 
 .le^cribed as follows A -U^plementary stone ^^^^^^T^^^^ ^j^^, construction of two 
 Kiver, the removal of the present lock and ^^ ° ^:^ "^ - ^^^'n'^' ;'^,,ai ^t Wclland ; the con- 
 new swing bridges. The ren.oval « ^ «-J"^^f ^^^^^ LnS, ZL outlet at the Welland 
 tinuation of the covered drain on t e 5;^^^ ^^^^^/^^j^J^^^^ '.f ,!,« other structures ; and 
 
 :*=S;;5aSa ws -=:." - 
 
 llailway Company. ^^^^^^^ ,,,_ 
 
 Messrs. .John i'erguson 
 
 i Co., contractors. Work was connneuced on tins secthn. 
 
 in 
 
 Messrs. .lohn i^erguson a: v.u., cuutiuv-i-v... . .i,,,.;,,,, the working seasons 
 
 September, 1873, and has been carried on since then, duun., the ^^o „ 
 
 thout 
 section. 
 
 '^'^'^i^^^'Z sometimes three dredges and derricks have been engaged on this 
 
 Iff 1 
 
 'The material, with the exception of the last three feet in depth, has been put to 
 
 "'■ ""-' "Sitontmrt « now .«m,.lcW, ».ul .I- rn,»l ,,.i,„:,t,. ■» i„ .ours,. ..t ,rc,.,„.,Ui.,„. 
 
 Skction 30. 
 
 -'^t;™;=\^°™.?S'ir,ftr;:;'^:^".. > ™ » 
 
 described In th(^ last section. j. ^ ^^, ^ Western 
 
 u.iiwaj;s^^=:::!i^grSe!i;^^ 
 
 ''" "'until this bridge i. rebuilt, or adapted t.. the re,uiren.ents of the enlarged canal, 
 I he contmct for this section cannot be completed. 
 
 Sections 31 and 3U. 
 M,. lohu Brown contractor. Work was commenced on this contr:u-t in August, 
 1H73 an the d^JglTw- continued without interruption through the winter of 1873-1, 
 ;:;d^i:;iua:uary,l875,whenth.^^n^tr^^^^^^^ 
 
 nnintrrniptcd to date. 
 
85 
 
 Theniatcml al.ove watei- has Won vctuovcI. and the dmlgins also ilowu to 
 within a varying depth of two to four feet of tlie hotton., excei-t for a .hort ^''^ '^i;™ '^^ 
 The north end ot'section 31, au<l near the south end of section ;V2, where the full depth 
 
 has ^^^^j °^;;^^JJ°^^^;^ ^^^.^^^^ .^1 .^ j^^,,^ ,,^ •„, ,^^oyei\ in scows to a clam shell derrick on the 
 west bank of tlio canal and put fo spoil in rear of the existing spod bank. 
 
 A back ditch has also heen formed from end to end of tlie contract ..a the N\tst 
 
 side of the canal. . . , ,. oi ;, ,,.,+ 
 
 The removal of Lyons Creek culvert ^vhich is situat.-d on section 31, is not 
 
 included in the present contract. . , . i i u f„.,+r„. it will be 
 
 When this culvert is rebuilt, to suit the increased depth of ^^,ltel, it Mill He 
 desirable to increase the size, which at certain seasons is uisurticient . 
 
 From the south end of section 32 to the north end ot section 3b, the distance is 
 1 '> 085 feet, on which the works for the enlargement are not yet under contrac^. 
 
 ' If the line of the pn.sent canal is followed, there will be an aggregate length o 
 (i !J00 feet of rock cutting to be enlarged, one railway and two canal swing bridges to be 
 iiXa supply weir ai^ a quantity of slope -^ f^-^^^^' 'i^^'^^^^Z^ 
 tion with the double guard lock which th.. location ot that structure will dctcumne. 
 
 Skctiox 3G. 
 
 Mr C F. Dunl)ar, (Contractor. Work was .■ommenced on this contract in August 
 IST.-i, akhas been continued without interruption, except during ti'*; ^^n/^^^^"; , 
 
 In the autumn of IHTf), the new docking at the south end of the basin .vas paitiN 
 
 mit in 1 oiion of the o .1 ea t pier was removed, a dredge and scowswere engaged in 
 
 S^ni^Sehasi:; and entrance! where the material was capable of ^^-^^^^,^ 
 
 dtiU scmv with two steam drills, commenced the removal f^.^^^'-jf^j^^o k when 
 
 working outside when the weather was calm, and near the entrance to the Lock ns lien 
 
 '■"""''■ Nitro-Clvcerine the explosive used, shattered the rock .uillciently to adn.it ot" its 
 ,„.i„„ dredged and carried awliy in ordinary pocket scows to the dumpu.g gvouiul east of 
 
 ''"^' mr:i::;:;:'new dim scow l.. been built at Port Colbonie and during the day 
 both drill scows have been working, and the new one in the nigiit lUso. 
 
 From the north end of the section to the Ferry recess, the deepening of Hie bas 
 
 isalJSll^eted, including the removal ^^ f ^ 1^--;;^.;^;^'''"" 
 Lock ; except some points which are not yet down to the rerpiuod e th 
 
 Those parts of the basin where dredging has been done, au, .is a luU 
 bottom, and in front of the elevator the reiiuired depth has ^^^'^^'r^ little has been 
 
 From the Ferrv recess southwards lor two Imndred fe(, , \eiy V""./''''^ ' . 
 ..emoved W tlnthe piers thence southward to ^^<-;;^;J^::::^^::.^^X: 
 distance has been .Iredgr.l over, bottom being mad.- in some pl«ci ^. ami 
 foot or more in others. . •, f^ i..vt mint ioncd ami fnr three 
 
 Rock croiis out in the bottom, between tlie points '^^ ,' ''' ! /i^.^^'i,,,,, ,„,ao 
 hundred ami fifty feet of this distance a cut, averaging iorty feet in ^^i" ^^ ;^^ 
 Zu^mL roclfon the west side of tl- cj-nnd, and takeii dowii ^b.^on. 
 
 ^ At two hundred feet .outh from the T'omt of the east p ci f l'*^ f "^^^ l^^ J" ^ 
 
 with, and from this point southwards, Jn- a ^^^^-^^^^f^^'^Z^^L^'^^ ^^ 
 „f an average width of fifty feet, and generally down to bottom Has 
 through the rock on the west side of the channel. 
 
 ' The excavation in the rock commeuce.s again about hftj /^^^^ "°; ^5',,,^ f, ^,,^1, 
 light, and extends southwards six hundred f... - tor wliml. d-sta...- the ut augu mw ^^^ 
 from forty to one hundred feet, and ol the iciuucd deptli, has Ikcu ma.e 
 side of the channel. 
 
^i* 
 
 86 
 
 The ^vmter of 1875-7G was so unfavoral.lc for getting out timber that when ^yol•k 
 
 if^Siiliii 
 
 the 1611 "f S^rcmL..- »nJ to Lee been worked upon .-heueve,- the weather pommttod, 
 
 A good supply of timber is now on the ground, and should the ^^eatlltl pexmii, 
 th« work will be continued throughout the winter. . 
 
 On the 30tli of October last, an explosion of Nitro-Glj^^enne occurred, at a 
 isolated crib to the Lst of Port Colborne harbor, which had been budt by the contractor 
 
 "'""BvS^^li:^orr;:^':r'muned Colbert King, (incorrectly called J^u. King u. 
 ,., rep^ ^d^? 30, 187G), whose duty it was to carry ^^^^^^^^t 
 lost his life, being literally blown to atoms. The cause of the explosion can onij 
 
 '''"^"'wtdows were broken in Port Colborne and the plaster of ^^^J"^ 
 Lake shore was badly shaken by the concussion, but beyond this and the shatteung 
 the crib I have not heard of anv damage to property. , ^ .i i v i „f ot 
 
 A cHb to replace the shattered one has been sunk to the east of the harbor, but at 
 H.c.eatc^Sistalc:£mJhe shore than the former one, and the contractor has taken 
 
 ^ti;Z:!^Zl!:t;lS:^::^t^ of .. superstructure 
 
 '''^'^t^^:::^:T^^^X^Ci mplaces, especially in the neighborhood c^ 
 the liglitLuS,Tni if allowed to remain in its present condition much longer wdl be 
 lii>l>lo in ho cavripd awav bv a heavy gale with high water. 
 
 '^''^ 1 tSd ;:;c^U its remo^^l throughout, and ^^-^'l ^^^ « ^^.^^-^'IK' 
 the contractor should have notice given him in t»^- to aiTange f^ar the tim lea^t^^^^^^^^ 
 
 I have not referred to the existing or r(>quired lighthou.es, as I uudei stand tney 
 
 on the t^rmul: under ^miact on the solern division, have ^-^^^^^^J^:^ 
 assistants, without any additional staff, and have involved an amount of vu.k that could 
 
 oidy be accom])Ushed by unusually long hours. i.,.o<rrf.ss Estimates 
 
 ^ The cM.antitios in the accompanying tab e are taken from the 1 ogu.s i^.stimatcs 
 for Xovembor, which were not out of hand until the morning of the ..tli inst. 
 
 I liave the liunof to lie, Sir, 
 
 Vour obedient servant, 
 
 (Signed.) 
 
 W. C. THOMPSON, 
 
 It'rsident Emjlneer Southern Dlvimon. 
 
 Welland Canal Eiilar(jcmmU 
 
 John Pagk. Esq., 
 
87 
 
 o. 
 
 TuESCOTT, 2Cth Dec. 187G. 
 John Page, Esq., 
 
 Chief Engineer, Dept. Puljlic Works, 
 
 Ottawa : 
 
 SiR,_In ol)etUencc to your instructions of the i-'i'nd inst. I have the honor to 
 report progress during the past S(;ason in the surveys and examinations of tlie Galops llapids, 
 made for the purpose of procuring accurate data, to enable you to decide upon the nature 
 and extent of improvements necessary to render the passage through these rapids available 
 for the contemplated enlarged scale ot navigation. 
 
 With reference to the Chain Vessel stationed at tlu; Galops, duruig the three nionths 
 endino- November 22nd. Inasmuch as our experimental operations are full> described in 
 iny report of December 9th ; I need only refer generally to her in connection with the 
 i)ronosed improvements. 
 
 The accompanying chart of the Galops, dated December 16th, will serve to explain 
 the position of existing channels and shoals, the proi)osed new channel, (tmted red) and 
 also the line of chain traversed by the chain vessel. The soundings are expressed m leet 
 and inches, and are reduced to the zero point of the water guage, established at tjie (xalops 
 in 1872, which point is the h^vcl of 9 feet above the upper nntre sill of J.ock Li. 
 
 The outlines of shoals represent a d('i)th of ft)urteen feet at low water, t. e., the 
 relative level of five feet below the sill of Lock 27. , • , ■ . 
 
 I will now submit, bricflv, the result of my examinations, together with an estimate 
 of the (juantities of material to "be removed in order to obtain the channel projected upon 
 
 "These (piantities are for widths of 200 feet, and 300 feet, and for depths at low 
 
 water of 14 feet and IG feet respectively. .., . t> i i i .- i f - 
 
 The (talops Rapids commence at the traverse under " 1 lat Kock shoal, about < 
 miles below Frcscott, and extend 1 i miles down stream or to foot of Galoi)S island. 
 
 They are caused by an extensive ledge of very hard limestone rock, whicli tormmg 
 tho bed of the channels, underlies all the islands an.l extends across the whole river [here 
 7 800 feet in width measuring on line of Lower Bar, and tlu^ south-west point ot Gaio])S 
 island.] Of this distance, tho island which divides the river int(3 two channels, occupies 
 the central space of 5,000 feet. . 
 
 The north or main channel [boundary line] 1,100 feet, and the south or American 
 
 The latter is blocked by numerous shoals below the Rapids, and is not a navigable 
 
 channel for vessels. - ,..,., i • ^.i . ; i u,. fi,„ 
 
 The north is the main navigable channel, but it also is barred in the i-iiml bj tlie 
 
 le.l<'c of rock above mentioned, and further obstructed below the traverse by Adams 
 
 island, which divides it into two channels the " North" and the " Gut. 
 
 The latter although deep, is too narrow and the bends too sharp tor large \esseis 
 
 and is considered altogether untit for the i^nigation contemplated. 
 
 The boundary line between Cana.la and the United Htates, runs througli the 
 
 " Gut" to the main channel, therefore th.^ proposed improvements will lie partly m 
 
 Aiuencan^waters.^ ^,,j. j,, f,.^,,, o' to 12' water, is the most formidable obstruction in the 
 rapids, it extends across the main channel, from the canal bank at McLaugldms Poiiii 
 to Capstan Point on Galops island. Its surface forming the bed of the river is solid n.ck 
 
 MM 
 
88 
 
 .Ihrnlu- quickly clownsh'eam, but gouevally uniform across, oxcoptuig wliero massos of 
 S nmarontly.lislod natural bods [a« in the case of the " Chute and 
 
 tir''cive"| orNvhoreriu the intermodiato spaces, boulders which have been swept by 
 the current over the shallow and smooth Ixnl of rock above, have accumulated. _ 
 
 When these obstacles are encountered by the undulatory, but smooth and rapid 
 current, nmnin^^ over the upper edge of the Bar and known as the Pitch, the water 
 becomes broken and turbulent, producing strong e.ldies and cross currents belo^^ . 
 
 This description applies only in low and oi'dinary summer water ; in high watei 
 the ritch is almost drowned out by the back water under the Bar, and scarcely any 
 
 ''n,reddies' and currents below the Pitch rary in strength and extent with the 
 dlfTercnt sta"es of the river, whilst above they remain almost unchanged. 
 
 The "chute" and the " Cave", so called, are well known and constant Breakers 
 in the I'itch imirking the north and south passages across the Lower Bar. ^ _ 
 
 The usual course of vessels descending the main channel above the Pitea, is to run 
 voarly paralh^ with the canal bank, entering the swells on the Lower Bar, between 
 it and the "Chute", thence b.^ariiig away sharply south through the rough water to 
 Levond mid-chanuel, avoiding the extensive rocky shoal, which covers fully one-third 
 of 'the bed of the river for a distance of { mile below the Bar. 
 
 In runniu" the " Gut " channel, vessels when abreast of the (.uard i^ock, meet 
 the current setting south, which carries them through the deej.est and smoothest water 
 of the Pitch, between the Cave and Capstan Point, and after crossing the Lar,_by bearing 
 awav north with the current, deep water will be found leadmg to the main channel, 
 abivast of the " ,^Llgnet " shoal, at tlie loot of the Clalops isaaud. 
 
 'I'hat Twrt of the Cut channel described above, from the bend abreast ot tin 
 (I uard Lock, across the Lower Bar, forms the eastern half of the proposed new channel. 
 Tlie main channel of the " Chute" although dillicult to approach, owing to cross- 
 cun-ents. and hazardous to run at night, has always been, and is still regarded by pilots 
 as deeper and iuor(> direct, and having few<-r obstructions in it than that by the Cave. J 
 have found that such is not the case, the existing " Cave ' channel leads sraight across 
 the Bar, the prevailing currents are favorable and the depth of water is as least eighteen 
 inelics "reater than in the main channel. _ 
 
 The Lower Bar, as stated in a former report, '• is practically the sill of the riyer^ 
 " above the Cornwall Canal, and limits the draft of water of all downwanl bound vessels. 
 For this reason and because too much imiiortance cannot be attached to the tormation 
 of a channel through it, to enable the class of vessels contemplated^ in the proposed canal 
 enlargement to take advantage of the strong current of the river in making their down- 
 war.Urii.s —I have spared no effort to obtain correct information relating to the Calops 
 vai.ids, and now, if not beyond my province, beg to recommend for improvement the 
 channel i.roiected on the chart, and for the following reasons: 
 
 Jl possesses the advantage of)>eiiig perfectly straiglit tlirougliout, crossing tlie 
 Bars and shoals where they are narrowest. 
 
 It can easily be defined by range marks and lights on shore, and Us navigation 
 thereby rendered jierfectly safe by night as well as by day. _ 
 
 " It is accessible from all channels, above and below the rapids. 
 And except immediately at its upper entrance it lies south of, and out of tlu^ way 
 of rafts, when controlled by steam tugs. , , ,, tm • t c^,..!,.,,, ,>f 
 
 It presents the best line for ascending the rapids, should the Chain lug Sjstein ot 
 
 TowiigG be adopted. . i -i • i „i;,„-,„l 
 
 The direction of the prevailing current is generally favorable, and it is Ix lu \ul, 
 
 that when tlie North ami Island Shoals are removed, it will draw straight through the 
 
 ( 'haniiel. The closing of iIr' '• Cut " channel would also gr.^atly iniprove the navigation 
 
 both at the " Traverse," and below Adam's Island, and would undoubtedly facilitate ot 
 
 blasting operations from the Chain Vessel. , , • ^ v . i i . ,l«n„ 
 
 Above and below the Bars, and between tliem and the intermediate shoals, deep 
 
 ed 
 
89 
 
 ileprossions exist in liic ''<•'! of t};f viwv. into wlikli tiic il'l.ri-t may be rakod, or swopL ] ■ v 
 the force of the CTirrout ; and in view of its beiug straiglit, it h believed, tliat a width of 
 200 feet, is amplo for the largest class of Propellers. 
 
 I will now advert to the Chain Vessel, which furnished with steam drills:, is 
 designed to aid in opening a channel through the rapids. 
 
 She arrived at the head of the (Jalops Channel, on the iSrd August, and was nt 
 once placed on the line of chain previously pre])arcd for her, by defining it, and by building 
 berths, or moorings, at either end. 
 
 The upper berth is situated iti the eddy at the foot of Adam's Island, and the Iow<m-. 
 in Rolling Bay, a distance of about 4,000 feet l>elow. 
 
 The chain Vas laid on the 24th August, as nearly as practicable on the line, but 
 hiis been constantly shifted and improveil upon during the season; the upper anchorage, 
 however, remains as at iii'st di'termined upon, and now at the close of our operations, the 
 present position of the chain, seems perfectly adapted for future work uj)on the " Lower 
 I3ar," the " Island," and South Shoals, on all of which the chain vessel has, at vari tins 
 times, been stationed, and luvs been able to use Jicr drills with effect. 
 
 To enable her to work on the Nortli Shoal, and Upjier Bar, the chain will have lo 
 1)0 re-laid : this, however, is regarded as a work of little difficulty, as comi)ared with t lie 
 existing lino : and should the Chain Tug system be adopted, the permanent anchorage 
 I'cquired for it on the north shore, above Boulton's Bt., would be available for drilling 
 op3rations in the proposed channel. On the LStli November, after a final trial of the 
 diills on the Lower Bar, the Ye- ■•?! ran down on her chain to Rolling Bay, dropping 
 the lower end in the eddy under Tripod Point, and on the L'l'nd November she was 
 towed to her winter (juarters at Brescott. 
 
 AVith certain alterations to the chain vessel, made by liei- crew during the working 
 season, it w.is found quite practicable to anchor her in 15' or ItV of water, in the strongest 
 current at the Bitch, and to use the steam drills etVoctively, also to direct and control her 
 movements in the rapids, when anchored only by the in-iul and .assisted by tlie ste.'iia 
 tender alongside. 
 
 The following is a description of the pvopoM-d no\\ cij.annel, to which is apjieniiid 
 a detailed statement of quantities of rock excavation. 
 
 The extreme length of channel, fromtlx^ tleep water above, to that below theBtu-s, 
 is 3,300 feet, and the aggregate length of shoals to be worked over, between thaie poi!i1«, 
 about 1,800 feet. 
 
 Commencing in the .le<-!> wat.-r below Flat Rock, and proceeding downwards, the 
 lirst obstruction encountered is a ledge of rock called the Upper Bar, which^ exten^is 
 across the main channel, from the iiier-head of the Canal to the foot of Adam's Island. 
 The current over it is about seven miles an hour. 
 
 Its general level is six feet below the sill of Lock 27— i. «., there is, in low watei, 
 a depth of LI foot on it, but in mid-channel and at other points, the ledge is elevated 
 from three to four feet abo^■e its general level, which would have to be removed. 
 
 The operations with the Chain Vessel at this point, .and also at the North^Shoal, 
 next below, would be subject to frequent interruptions by the ])a,ssage of vessels. This is 
 also the only practicable route for raft-^, which, when passing, (unless towed by steamerv) 
 nearly block up the channel. 
 
 The "North" shoal lies about l,:}00feet below the Upper Bar, and abreast rt 
 the Guard Ix)ck ; it is of rock, and evtends across the main channel from the Can:d 
 bank, facing the Ui>per B>ar, and is the cause of the current, which sweeps the nortli 
 shore of Adam's Island, dividing and setting strongly south to Capstan Boint, and nortii 
 
 towards the Chute. . t i 
 
 The point of this shoal seems to be the limit of th.^ eddy below Adam s Island. 
 The least depth of water on it is 10 fret '? iuch.'s. or relatively 1 foot 3 inches below tbe 
 
 ■sill. 
 
 [t is feared that drilling ..pcntti-'iis li. iv will be very d'.fficult, ownig to the sti'ong 
 
 eddy and opposing current. 
 
 8 
 
'A 
 
 Next In unlcr is (i.e huatl. ..■ • aU-a.^ia Sho.l. h in, 1 ^0 feet south .i' tlu^poiut 
 of Nurtk Shoal- -its northern .^\^<: .n'Mvly skirts Mu- southern iu.ut. oi tl. pioposo.l 
 
 '"'""'south Sho.1 li.s iul.ont of the '■ CUit " Channel, au-l together ^vith the North 
 
 sho.1, ^;i.il::s the cause of the -.-'^.-^'ly ^f-' ^'-,^^^'-' "t h^tii;.™! 
 
 lK...oen It and si. Shod. A stron, current, both fro.n the '-Man." .nd Cut Chan- 
 "■"'"' "nw'trou!'; .ho.is, it is of solid roel. A soutuling uf '.> l\.ot i. inches was 
 
 oTierations Avdl not 1)0 dirticult. , f ,.,„.'c e\tendhi<'- 
 
 The " Lower IJar," 7r.U feet helow tlie Island Shoal is a ledye ot >u..^ i -vttnuin^ 
 
 f.oai the Canal kmk to (.Capstan Toiut. ., , 
 
 TTpvp the current in the Pitch exceeds 10 miles j.er hour. ,,1.1 
 
 T^o t « 1 . NV..U, .;l,a,.>i..l i» .li.lii.cllv n.ul,,! l^y » l.,s. .,,.»Ur cjUed tL.- 
 
 ■Mtot.;'! lt°o,U i,n,„«li,„«lyuh„v,. .1,1.1,. .1,. .Iq,!!, uf ,v„l«,- ,s ..„ly ', f«t, a,„l 
 
 to '> feet below which the Ikr is covered here a:> 1 there with boulder.s 
 
 ■ On tlir the water hi turbulent in low staj,'e8 of the river, and aUhough dulling 
 
 Ishndor South Shoals: and as only passon^'cr stoanuns ever ascend the i'M>i^»«. t'^^Y 
 .•jjht doiS^s be compelled to t>se the thdop. Canal during the progress of tlie 
 iraprovenicnts. 
 
 J„nro.rhna„- Mnnnir ,/ IJna-alU,'. of Mu>nud to h^rmoreJ to o,.n, ih,' ^IrahjU chmnfL 
 
 ai* M'ojfcti'd on (lie (.■/uu't. 
 
 Niiino e( Slifiii'i. 
 
 iipper ]5ar 
 
 North k Soutii.or Caledonia Shoul... 
 
 Island Shoul 
 
 liowor har < . • • 
 
 :<00 
 
 l)eTith of Chaniu-l. 
 14 at low water. 
 
 Width of Chaniiul 
 20(y 
 
 (,!ul), y(ln. 
 
 i,r)7a 
 
 4.r.7H 
 O.Ol'J 
 
 l>e|itllof (MiilMlU'l. 
 
 IG' at low wat«)r. 
 
 AVidth of Channol. 
 •200' i 300' 
 
 Cul). yilH. i Cub. ydR, ' Cub. y.U. 
 
 •2,4i>c. '• :bi4r> ; 4,Hr.:i 
 :\Ar.\ 7'J4 I <i;h(; 
 •1,702 i io,;u;i 11.051 
 
 12,478 ii ir>,452 'JS.SDS 
 
 llock. 
 
 1:1,122 2:vo4i» 
 
 .>9,CKG 
 
 47,81 T) 
 
 :dlov 
 iinpc 
 shori 
 
 diflic 
 intei 
 1 )0iir 
 
AllsTltAl T. 
 
 Kxeiivatioii ill cliiumi'l L'iKi i'ci't wide \X tVet ilcc] I;l,l2l' ciil)k' yai'ils rock. 
 
 .•30(1 '• It •• L'.-.,U4ii <1... 
 
 " 200 '• lii ■■ i".»,(;s(i <i(i. 
 
 300 
 
 ■4 7.S1:. 
 
 .l( 
 
 [NiiTi: : -li lias lici'ii coiiHulfivil 1)1uihi' in the above cstiiuatc of «iUiiutitic8, to 
 uUow for tlii^ cxfiivatioii being geuenilly caniml l)olo\v the level specitied. it being 
 iiniiossiblc, under tin' eiiriunstaucc'S, to earry on tliis worlv witli tlie hauio. :\ceumcy as on 
 shoi'P.] 
 
 Tu ()|i8ning out u clniuncl tlirongU tlie liiiiiid.-. allowance must be made for the 
 dlfllciJties with which the work will ho attended, owing to its novid character— the 
 interruptions caused by navigation to all Oj.erations ia the Main Channel— danger m 
 l)Otirdin<: the Chain Vi'ss'd in (hf (inrent- -delay from accidents ike Scr. 
 
 ! lia\i' tie* lioimr to In-. Sir. 
 
 \'()iir olii'dient .ser\ant. 
 
 l>iL;neii) 
 
 'i'OM. S. itriUDClv