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Jfater. ».f ^ SCALES FOR CHART. ^ IS IZ 9 /$ A S s * ^ — « J ^ ■» / ,,-.•...... *; " ,-•:. ^ — ^ - - • — «i lit- "If' ^ ^'-^S^i' i-^ V--T ^ r , I ^ // A /i BOO/i COMM /SS/OAf £RS / S£CT/0/¥ Of BOAftD JTorixoni-aZ ^fettle J^SO^f, LOWER POOL i LOfTER t> i-^-.;.- ^0.< rcer J= S. L s * / / J _^< 'T/O/V OF BOARD ^Z" tVO/f^S Cf/AAfA/£L , T/f£A^CJIf ci/rr/NG "sYsr£/ii . 1 1 f s — T r— — 1 — >i ^ •? •i 4 "i — 1 — ^ t \ \ j J •i ] "i » > 4 s ~-L_> -._ y - irixarttaZ J'ea.Ze ^SOfi, Vertica-Z, ^Z>/eet to ihelheh. — — I T lOtVCff BA/i. LOWER POOL M < ~7t/.^o •. 925 9 10 £14,249 16 6 Surplus carried to '* Rest " account, 6, 1 53 4 9 Total, £20,403 1 3 Compared with 1853, the foregoing statements give the following results : the receipts from Harbour dues show an increase of £2121 18s. 8d; those from Lake dues a decrease of £55 6s. The tota:l expenditure shows a decrease of £431 4s. 5d. The surplus carried to the credit of " Rest " shows un increase ol' £2114 5s. 9d., in favor of the year 1854. With reference to expenditure, it may be remarked that dredging in the Harbour, strictly speaking, does not form an appropriate charge upon revenue, being in its nature an improvement to be provided for by loan, the same as new wharves, or the deepening of the ship channel. This dredging, however, has for some years past been provided for out of revenue^, simply because that source afforded ample means for the purpose. — ^The expenditure for the Water Police is a charge which the Harbour Commissioners have ^ways remonstrated against as unfairly imposed upon 12 their revenue. This police force originated from dis- turbances at the Lachine Canal, where disorderly persons attempted to prevent the use of horses in loading and discharging boats, and maltreated several captains and crews who refused to submit to their dictation. It was then felt that a public force was necessary both around the Basins of the Lachine Canal, and in the Harbour of Montreal, for the purpose of putting down this species of violence and intimidation, and protecting life and property ; and the Government of the day de- cided on organizing such a force under what is known as the Durham Act, at the same time procuring an Act of Parliament making it lawful for the Harbour Com- missioners to pay the cost of it out of any surplus revenue they might have at their disposal. This arrange- ment should in justice, however, have been only tempo- rary ; for the Canal, where two thirds of the force have always been employed, is a Provincial work, the revenues of which go entirely into the Provincial Treasury, while, on the other hand, the Harbour of Montreal is a local work, the revenues of which are sufficiently burdened with charges of a more appropriate character. But, with the view of illustrating a point to which it is considered expedient to draw Your Excellency's atten- tion, let it be assumed that the cost of this force will for the future be a permanent charge upon revenue, and at the same time that the cost of dredging will be transferred to the account for deepening and en- larging the Harbour, and Your Excellency will observe that, by taking the income and expenditure of 1854 as a fair criterion for the next few years, the surplus of revenue over expenditure, (less the future interest upon new loans,) will be upwards of £7,400, or sufficient to meet the interest upon a new loan of £106,000, at 7 per cent per annum, being £16,000 more than will be required for deepening the ship channel to twenty feet at law water, according to Mr. Reefer's estimate ; «fter the completion of which it may be added the IS Harbour Commissioners will be left with a stock on hand of steamers, dredges and scows, which will doubt- less be worth at least half of what will have been expended upon them. From the foregoing it will be seen by Your Excel- lency, that without taking into consideration any increase of revenue from extension of trade, or the revision of the tariffs of Harbour and Lake dues, the resources of the Har- bour Commissioners are ample to meet all the charges upon them, and also to provide for the interest of what it is contemplated to borrow, to carry out one of the greatest improvements that can interest the citizens of Montreal, or the people of Canada generally. On this point it may perhaps not be out of place here to draw Your Excellency's attention to the policy which past Governments have maintained with reference to this important work. It has been already stated, that Govern- ment commenced the deepening of the channel in Lake St. Peter, but failed in it. This commencement, however, seems to show that it was looked upon as a work of high necessity in the interest of the Province at large. Nor can it reasonably be viewed in any other light, for without the deepening of the channel, the St. Lawrence must ever have remained defective as a high way for the trade of the interior to and from the sea. But notwith- standing that the work must be admitted to bear that Provincial character, yet public aid has hitherto been denied it in the hands of the Harbour Commissioners, even to the extent of affording the Provincial guaran- tee for the interest only on the sums of money that have been borrowed for the purpose of carrying it to completion. Had this guarantee been given (a mere nominal thing under the circumstances of the case, as is shown above by the comparison of revenue and expen- diture,) money could have been borrowed in England to a sufficient extent at 5 per cent, per annum ; whereas by witholding it, the Harbour Commissioners have been limited to the local money market of Montreal, where II 14 nlone the validity of the security was fully understood and appreciated) — a policy the consequence of which is indicated by the high rales of interest at which money for the work has hitherto been borrowed. There now remains but one topic to which it is oon- isidered necessary to draw Your Excellency's attention, viz: the question of lighting and buoying the chan. nels, new and old, between Montreal and Quebec. At present the lighting ot the channel is under the man- agement of the Trinity House of Montreal, and the expense is defrayed out of the consolidated revenue of the Province ; on the other hand, the buoys necessary to designate the channel, from Montreal to the lower end of Lake St. Peter, are provided by the Harbour Commis- sioners of Montreal, and the cost thereof is defrayed out of any funds they may have at their disposal; while from the latter point down to Port Neuf, near Quebec, they are provided and managed in the same manner as the lights. Previously to the commencement of opera- tions by the Harbour Commissioners, for deepening the ship channel in Lake St. Peter, buoys as well as lights were provided by the Government, and superintended by the Trinity House of Montreal. It will not be denied, however, that the channel referred to has not hitherto been so thoroughly marked out by lights and buoys as the sEifety of vessels navi- gating therein required ; proofs of Ihh assertion might be abundantly adduced, if necessavy, by referring to the disasters which have occurred in late years to the passenger and other steamers plying between the above named cities. Nor can it be expected that this stale of things will be improved after the new channel, differing widely in many places from that hitherto followed, is opened up for general use, unless a more complete system of lighting and buoying is adopted than what has hitherto been thought sufficient. Under these circumstances the question has arisen, how is this better system to be brought about ? This question 15 was fuHy discussed some months since between the Harbour Commissioners and a Committee of the Board of Trade appointed to confer with them upon their Harbour Bill now before Parliament, and they unani- mously agreed that the duty of providing lights and buoys for the future between Montreal and Quebec, and superin- tending the same, should be confided to the Harbour Com- missioners of Montreal, and that in consideration thereof they should be empowered to levy a small tonnage duty upon vessels navigating the Lake and River, drawingless than 10 feet of water, and a clause to that effect was accordingly inserted in the Bill above named. Thi» proposed tonnage duty. Your Excellency will observe, i» not intended as a means in aid of deepening the channel^ but on the contrary to provide funds for defrajfing the cost of the necessary outfit of lights and buoys^ and the superin- tendence and maintenance of the same from year to year^ than which nothing could be more reasonable, unless, on the other hand. Government deems it best to continue this service on its past footing, instead of adopting the amend- ment proposed as a remedial measure. In the latter case the Harbour Commissioners will only hope that no pains will be spared by Government to render the navigation as safe and easy as may be prac- ticable, and that immediate steps will be taken to provide the extra lights and buoys which will be required for the new channel in the spring of 1856. All which is nevertheless most respectfully submitted for Your Excellency's consideration. I have the honor to be, Your Excellency's Most obedient hnmble servant, JOHN GLASS, Secfetariir Harbour Commissioners' Office, Montreal, 5th March, 1855, rrrsssBOBssBOBm^K -^ I • I ENGINEER'S REPORT. Montreal, 1st March, 1855. To THE Honorable John Young, Chairman Harbour Commissioners, Montreal. Sir, — I have the honor to acknowledge tlie receipt of Mr. Glass' letter of 6th January, transmitting the reports of Capt. Bell, Superintendent to the Commission, with a request that I should report upon the same — review the past progress of the works — and give my views with reference to future operations. The documents published in February, 1853, give a clear and connected history of the operations of the Harbour Commissioners up to that date. Since then, two work- ing seasons have elapsed — the scale of operations has been materially enlarged by a decision to carry a depth of twenty feet at low water through Lake St. Peter, instead of one of sixteen feet, which was the maximum aimed at in the instructions to the Board of Engineers in October, 1850 ; and the question of the enlargement of the Harbour of Montreal has been presented in a manner which indicates that this work cannot be much longer postponed. Moreover a survey of the River has defined thd nature and extent and demonstrated the practicabil- ity of the removal of all the obstacles to the attainment of a depth of twenty feet at low water, above and below Lake St. Peter. f V. H Under these circumstances the present appears to be a proper occasion for reviewing the proceedings of the past, as the best means of explaining, as well as of vindicat- ing the arrangements for the future. I will endeavor, (at the risk of repetition,) to present the question so that strangers, w^ithout the aid of charts, may be able to appreciate the extent and importance of the work. The rapids of the River St. Lawrence terminate at the City of Montreal, — from which point to the sea the current of the River offers no obstruction to the ascent of ocean craft. The influence of the tides is felt within fifty miles of Montreal, but their regular rise and fall is not perceptible until we descend about one hundred miles below this City. At the first point below this Cily, where the influence of the tide has been observed, the river expands into a lake about twenty miles in length by nine in width, called Lake St. Peter. This lake is crossed by three " banks " or " bars " which enclose between them two " pools " in which the depth exceeds twenty feet ; the first of these pools is one and a quarter miles in length, and 800 feet in average width, and the lower one, four and a-half miles in len th and nearly half a mile in width. The ship channel is in the general direction of these pools, and near ihe centre of the Lake ; between it and either shore there is a broad margin of shoal water, averaging two miles in width on the north and three and three-fourth miles on the south of this channel. The main " bank, " which divides these two pools, is known as the " fiats of Lake St. Peter," and measures, from a depth of twenty feet at low water in one pool to the same depth in the other, ei^ht and seven-eighth miles. The top of this bank is very level, having a uniform depth of eleven feet at low water, for a distance of four ai. J a-half miles measured on the line of the ship channel. Across the head of the upper and the foot of the lower pools are two bars which separate the main channel, II ■ 8 entering and leaving the Lake, from the two pools above described. The least depth on the Upper Bar, (or Batture du Lac^) was twelve feet at low water, and the distance across this bar, between the depths of twenty feet at low water, is nearly one and a-half miles. The depth on the Lower Bar (opposite Nicolet River) is sixteen and a-half feet, and its extent, between twenty feet soundings on the line of the channel, is one and a-fourth miles. The aggregate length of dredging at the Upper Bar, the Flats, and the Lower Bar, for a depth of twenty feet at low water, will be about eleven and a-half miles, measured on the line of the old ship channel. The average depth in the channel of the River St. T an r ;ce, between Montreal and Lake St. Peter, with the exceptions hereafter to be described, may be taken at thirty feet. Below Lake St. Peter the depth in the channel is generally thirty to forty feet, increasing, as we approach Quebec, to sixty and one hundred feet and over, with the exception of that portion of the River opposite Ste. Anne de la Perade, where there is a general depth of twenty-four feet at low tide, and where the bed of the River is strewn with huge rocks or boulders. Here there is a narrow bar of blue clay with only sixteen feet water upon it at lovs* tide. At this latter point there is a tide of six and 'half feet at springs, and four feet at neaps, so that, at ich Avater, there is no obstruction to a twenty feet draugn It is not to ^ '. purpose here to discuss the origin of the Flats of Lake St. Peter, further than this question bears upon the important one of the permanency of the artificial channel now in progress through the lake. If the fine clay of which the flats are formed has been swept out of the numerous channels formed by the islands above Jake St. Peter, this has taken place at so remote a perir '; ihat the supply from which the flats were then formed uk* been exhausted, — and the River, having cut out its required dimensions of channel, has protected these from further encroachments by a lining of stones, p^nsRainnmimH LI ..III* I'; aand, or gravel. The action of the ice upon the bed and slopes of the River Vines the shores with a facing of bouWers — ^just as the ocean and the lakes heave up shingle and sand as barriers to their own further inroads on the land. The direct action of the ice, in thi« climate, has more influence on the permanence of any artificial channel, than this indirect action in staying the descent of detrituSr Wherever lai^ge masses of ice are grounded upon a yield- ing substratum they act as temporary islands, diverting the course of the current, r ""easing its intensity, and concentrating its energy on v. jen spaees between the grounded bergs of ice. To this* cause is to be attributed the "shifting of the channel" through sand bars on which the ice rests : but, notwithstanding the descent of those immense quantities of ice which "pack" and " ground " so as to alter the current during win4er below Montreal, it is satisfactory to know that no difficulty is to be apprehended from such action of the ice in Lake St. Peter. The winter level of the Lake is raised six feet and upwards, before it freezes over, by the accumula* tion of ice and the consequent obstruction made to the discharge of the River below the Lake. The ice forms of even thickness, and as the depth near the channel is seldom less than eighteen or twenty feet the winter current is consequently weaker than the summer one. The dredged channel through the Lake occupies nearly a central position,both with respect to length and breadth ; it is therefore too far removed from the mouths of the lateral rivers flowing into the Lake to receive their detritus ; and as regards any deposits from so clear a stream as the St. Lawrence, these could only reach the excavated channel by the aid of such a current us would carry them on through the Lake. The oldest known charts shew that little change has taken place in Lake St. Peter, and from more than half a century's experience we may come to the conclusion that the maintenance of the artificial channel now in 1 progress is not seriously threatened by the action of any natural causes. An examination of the old dredging done by the Board of Works in 1844, '45, '46, and '47, after a lapse of seven to ten years, shews that the ridges left between the " trench cuttings" are still well defined, — and no perceptible change either for better or worse is to be discovered in this part of the Lake. • STRAIGHT AND NATURAl. CHANNELS. With respect to the question of the route for an artificial channel through Lake St, Peter, that may now be considered as settled ; and, as there is now a navigable channel, two hundred and fifty and three hundred feet wide with sixteen and a-half feet depth at low water, over the flats, where there was formerly only eleven feet, the propriety of the route adopted by the Harbour Com- missioners need not be vindicated. The recent deter- mination, however, in favor of a twenty feet navigation, instead of one of sixteen feet, (which was the maximum where the question of the " straight " and " natural " routes was discussed,) may fairly be claimed as one of the most important results of the decision in favor of the " old channel." To explain this it is necessary to refer to the history of the operations in the Lake. It will be remembered that in 1844 the Government commenced to dredge a straight channel about ten miles in length, from a point below Stone Island, (at the head of the Lake,) to the head of the lower pool heretofore described. This would have avoided both the Upper Bar and the Flats, and have shortened the route through the Lalce nearly one mile. After working until September, 1847, when £73,955 had been expended for outfit and operations, in removing what now appears to have been less than 350,000 cubic yards, measured in excavation, the scheme was abandoned. In 1860, the two dredges were transferred to the Harbour Commissioners of Mon- treal, who commenced operations in the following year, m the "old," or "natural" channel, and up to Ist January, 1865, have dredged 1,818,110 cubic yards, mea- I 6 I h i " ' sured in the scows, (or 1,298,650 cubic yards, measnrcd in the cut,) and removed by harrow 85,436 cubic ya.ds, at a total cost of £74,000 for operations and outfit, — in which is included a sum of £10,000, as the value of the two dredges obtained from the Board of Works. In the one case, four years of time and nearly £74,000 in money were expended without any practical result, — the straight channel remaining now as when abandoned ; in the other, each successive season since the commence- ment has increased the draught and tonnage of sea-going vessels arriving at Montreal. This difference in result is owing chiefly to better management, and to a superior sys- tem of dredging established by Captain Bell, Superin- tendent to the Harbour Commissioners ; and in some measure to the adoption of the old channel, where by taking advantage of the existing pools of deep water a less length of dredging is required, and therefore an addi- tional depth to the channel is sooner given. Although the " straight channel " would have shorten- ed the route through the Lake, yet as it was wholly an artificial one there was a greater amount of work to be done in it. Captain Bayfield, in 1846, estimated the dredging in the straight channel, for a depth of only four- teen feet at low water, 260,000 cubic yards more than that required to produce the same result in the old chan" nel. In extending the work, however, to a depth of twenty tieet, the economy of the old channel is much more ap- parent. The number of cubic yards to be removed, in order to give three hundred feet in width with twenty feet water in the " straight '* channel, is no less than 1,180,000 more than is required to produce the same re- sult in the "old" channel ; — which, at 7^d. per cubic yard, (or one-half of Captain Bayfield's estimate,) makes a dif- ference of £36,875 in favor of the route chosen by the Harbour Commissioners. ANNUAL rROGHESS IN LAKE ST. PETBR. The Harbour Commissioners commenced operations on the 12th June^ 1851^ with one dredge and the harrow^and I • on the 3rd of November, in same year, a channel seventy- five feet wide, two feet deep,and four miles in length, was Cut through the highest part of the flats. On the 8th of Nov- ember the ship " City of Manchester" was loaded down io fourteen feet — the depth on the Flats then being ticelve feet — and taken through the lake without slacking speed. Thus, in less than five months, two feet were added to the draught of sea-going vessels trading with Montreal. In the spring of 1852 the harrow was employed during high water, in May and June, upon the Upper Bar, the depth upon which was thereby increased about three feet, leaving a channel one hundred and fifty feet wide and fifteen feet deep at low water — or four feet deeper than the flats. Two dredges worked on the flats from the latter part of May until the 16th of November, by which time they had widened the channel (from seventy-five) to one hundred and fifty feet, and deepened it (from two) to four feet. The length of the channel of 1851 was also increased (from four miles) to five and a half miles, — this additional length of dredging being required in consequence of the increased depth. Thus at the close of the second season, or in less than eleven months of actual work, a channel of one hun- dred and fifty feet in width and four feet of additional depth was cut through the " Flats " and the Upper Bar, at a cost of £47,250 for operations and outfit, (in which £10,000 is allowed for the dredges ;) or, in other words, a channel of the same width and one foot greater depth, than that which the Government had failed to secure in the new route with afar greater expenditure of time and money. The Harbour Commissioners were notified, in November, 1852, by the Superintendent, that he was then prepared to take a vessel through the Lake, drawing four feet more water than any which had hitherto left Montreal at that season of the year. Throughout the season of 1852 the sea-going vessels made use of the new channel, and many of them were loaded down two feet deeper than the water on the flats. t i S ,• *i w 'it*! r _',/ I III [ ' L' I A vessel of sufficient capacity could not be obtained (at that late season of the year,) to test the capacity of the channel in November, 1852, but this was done on thc5 24th of August, 1853, by the Barque " California," which was loaded down to sixteen feet two inches, when there was only twelve feet on the flats, and taken from Mon- treal through the Lake without delay or difficulty. At the close of the season of 1853 the channel of 1852 was deepened, throughout, one foot six inches, giving sixteen and a-half feet at low water ; and a part of it was widened (from one hundred and fifty feet) to two hun- dred and fifty, and three hundred feet. The operations of 1854 in the Lake have been confined to widening the channel, and there is now, with the ex- ception of about ten days work, a channel through the Flats two hundred and fifty to three hundred feet wide, and having in it sixteen and a-half feet at low water. This has been effected at a total cost of £74,000, includ- ing £10,000 as the value of the two dredges obtained from Board of Works. Thus, w^ilhin the same period of time, and for the same sum of money as has been ex- pended on an ineflectual attempt to obtain a channel one hundred and fifty feet wide, with fourteen feet water on the straight line, one of two hundred and fifty and three hundred feet in width, with sixteen and a-Iialfieet at low water, has been given through the Flats, and one of one hundred and fifty feet in width, with fifteen feet water through the Upper Bar. OBSTRUCTIONS ABOVE AND BELOW LAKE ST. PETER. No subsequent testing of the channel, to that by the " California" in 1853, has since been made, for the fol- lowing reasons : About thirty miles below Montreal, between Lavaltrie Island and Isle Platte, a broad shoal stretches across the River, consisting of l^lue clay covered with gravel and boulders. Tb original depth over this shoal, on the line of the channel, was the same as on the flats of Lake St. Peter, viz : eleven feet at low water. D yi, While the dredges obtained from the Board of Works were employed in the Lake, the Harbour dredge was brought down from Montreal, in 1851, and on the 18th August, 1852, she had cut a channel through this shoal two hundred and fifty feet wide, and four feet deep. This dredge was then removed to a small bar opposite Isle du Lorier, or St. Laurent, (a little below Varennes,) which she reduced to the same depth, in that year. When the " California" was taken down, drawing four feet more water than usual, it was found that she " touched " at Pointe aux Trembles, Varennes, Isle a la Bague, Stc. Sulpice, and Lavaltrie Island, although the Pilots main- tained that she followed thedeepestchannelinthe River. Before any additional advantage, therefore, could be gained for the trade by increasing the depth in Lake St. Peter and at Isle Platte, it became necessary to ascertain the nature and extent of all the obstructions between these points and Montreal ; and, particularly, whether the channel known to the Pilots, and defined by the River lights and beacons, was, really the best that could be obtained. It will be apparent, that so long as the flats of Lake St. Peter were the guage of the draught of vessels ascending the St. Lawrence between Quebec and Mon- treal, no vessel drawing more than eleven feet at low water had ever navigated the River above the Lake. The channel known to the Pilots, therefore, had never been tested for any increased draught, and as soon as this was done, (in consequence of the deepening in the Lake,) the Pilots' channel became obsolete, — because their actual experience of the River did not extend to a draught greater than eleven feet at low water. On the sixth of September, 1853, I was requested to report the best means of dealing with the obstructions revealed by the " California" on her passage outward, in the preceding month ; and, in reply, recommended an examination of the River, for the purpose of comparing the existing channel with others indicated on Bayfield's .'• ii 10 I f rK^ I'^'il '4 sioncrs, under Capt. Bell's system and superintendence, than in any other dredging operations heretofore under- taken — makes it a subject of the highest interest to the pro- fession, as well as to corporations or other public bodies or departments requiring a large amount of dredging to be done. Under the old system the dredge was moored to its work by two chains laid out forward in the direction of the channel to be excavated. In going ahead a ditch was cut the width of the buckets, (and of a depth pro- portional to the hardness of the material,) as far as the length of the chains would permit ; tlie buckets were then lifted, and the dredge dropped back to the place of beginning, when the process was repeated by cutting a similar and parallel trench until the proposed width of channel was attained. Between these parallel trenches a ridge from one to two feet in width was left, — it being impossible to cut these trenches without leaving a ridge to sustain the " tumbler," which otherwise would have carried the buckets out of cutting into water, bringing them up empty. After the channel had thus been " grooved" or " fluted" by the " trench cutting" system, the removal of the intermediate ridges was commenced. To steady the buckets upon the narrow space guys were employed, and in working ahead to feed the buckets the direction of these guys was necessarily altered whereby the dredge immediately lost her hold of the bottom. The bucket frame was then lifted, the vessel again steadied upon another ridge, and, ^'ter all, the bottom instead of being uniform in depth was left like the teeth of a saw. When it is remembered that these operations were carried on in a wide lake exposed to wind and sea, with a cur- rent of about one mile per hour, the great loss of time in raising and lowering the buckets, in " dropping back," "guying out," and " steadying" over the ridges, the cost of fuel, wages and provisions during this loss of time, — the cost of these items for each dredge with her tender being about £30 per diem, — and the utter impossibility 13 € of doing anything like true worlc under such circnm- stances— will be appreciated ; nor can we resist the conclu- sion that, under such a system, with any appropriation which Parliament would sanction, failure was inevitable where a channel ten miles in length and three hundred feet in width, with sixteen feet at low water, was attempted. When making the Survey of the Lake upon the ice, in March, 1854, I caused to be meajured and sounded the channel excavated by the Board of Works, taking cross sections at every five hundred feet. I annex a cross sec- tion of the bottom in this channel, taken in January of this year, and also one (taken at the same lime) of the channel dredged by Captain Bell, by which the difference in execution of the two systems is strikingly illustrated. The condition of the Board of Works channel, after the e of seven years, is satisfactory so far as it indicates . _. little change has taken place, judging from the clear- ness with which the ridges are still defined, although from the great discrepancy in the measurement of the excavation done, as made in 1854 upon the ice, compared with the returns made after the suspension of the works in 1847 and 1848, would go to shew either a large error in one of the measurements, or an extensive "sil- ting up " in this channel. I cannot learn that any measurement was made, on the suspension of this work, in the manner since dwie by me, but have understood that the quantities supposed to have been removed were arrived at by calculations as to the contents of the buckets, scows, and the " average work " of the dredges. I find the quantity removed in the Board of Works channel to be 332,044 cubic yards, instead of 734,945 cubic yards, which is the sum of the two returns in the Reports of the Commissioners of Public Works in 1847 and 1848. The difference may in some measure be accounted for by the assumed length of dredging, as determined by the buoys and a nautical survey, proving considerably more than the actual length as measured on the ice. I found that the distance across the Flat», Ii; m tti p.'l 14 between known points in the old channel, measured half a mile less (in a distance of six and a-half miles) on the ice than on the charts. A similar miscalculation may have been made in estimating the Board of Works chan- nel ; but this would only account for a portion of the dis- crepancy. If we deduct the whole of the outfit (making no charge for depreciation,) it would still appear that about £33,500 were expended "in operations" in the" new channel. Taking the present measurement of 332,044 cubic yards, and setting off any work done in piling groins, &c., against the depreciation of outfit, the actual cost of that dredging, measured in the cut, cannot be set down at less than two shillings currency per cubic yard. To have secured a channel on the " straight line," of the same dimensions and with the same water as that which has now been made by the Harbour Commissioners on the eld route, would have required the removal of 1,750,000 cubic yards, in addition to the 332,044 removed, which at the same rate of cost (two shillings per cubic yard) would have amounted to £175,000, making the total coat of the new or straight channel £249,000 against £74,000, the actual cost including outfit, of an equally efficient channel upon the old route. But, inasmuch as the amount of excavation in the new channel would exceed that required in the old, (for the three hundred feet in width, and sixteen and a-half feet in depth of water,) by about 760,000 cubic yards — if the cost of this amount be deducted, the figures would stand £174,000 against £74,000, as the cost of an equal amount of work in the two channels. If, as appears from present measurements, 2s. per c. yard was the actual cost in the straight channel, the difference of £100,000 is the measure of the amount of economy in favor of the improved system of dredging adopted in the old chan- nel, which system I now proceed, to describe. The system employed by Captain Bell, on assuming the charge of operations in I he Lake, is that known as " radiuu cutting," as distinguished from the ordinary or " trench 15 cutting" method. The dredge is moored on chains leading from the bow and stern in the direction of the channel, and also by four chains at right angles to the channel, one out from each quarter of the vessel. In this position, she may be compared to a turtle^ chained by the head, tail, and the four legs, and floating over the channel to be cut. Instead of cutting a continuous trench, by hauling ahead on the bow chain, the buckets take a Ited of two or three feet, after which this chain remains taught, and the dredge is breasted over, by means of the side chains, broadside on, from one side of the channel to the other, the buckets crossing the whole width of a channel of 150 feet, and leaving the bottom true and even. When the opposite side of the channel is reached she is heaved forward for another feed, and recrosses the channel in the same manner, cutting from left to right and from right to left alternately. Her bucket frame, sweeping across the channel, acts as a huge plane with revolving cutters ; thus, from the very nature of the system, there is a guar- antee that when she has once gone over the ground no obstruction above the level to which the buckets were lowered can have been left behind. The four side winches are worked by the engine. The adaptation of the old Board of Works dredges to this mode of working is due to Captain Bell, and to this arrangement chiefly I attribute the great advance made in dredging. I am not aware of any similarly efficient gearing in use elsewhere. In the " trench cutting " method, it is necessary to heave ahead on the bow chain in order to feed the buckets while the latter are cutting. This strain is avoided in the " radius cutting " plan, where the bow chain is only wound up when the dredge has crossed the channel, and remains of the same length while the buckets are cutting. Again, the irregularity of the working of the buckets, when removing the ridges in the trench cutting system, was productive of greater wear and tear on the machinery than occur in the improved method where they are con- stantly in full work. I . f.. 16 COST OF DREDGING. m ^ 4 K In order to estimate the cost of the dredging, accurate surveys were made on the ice early in 1854, and soundings were taken at Pointe aux Trembles, Cap St. Michel, and Lavaltrie, as well as in Lake St. Peter, by which the quantities to be removed for successive draughts of water have been calculated ; the estimate is appended to this Report. I have analysed the cost of dredging in Lake St. Peter, from which it will be seen that the cost per cubic yard, measured in the scotvs^ for raising and depositing at the distance of half a mile, is under five pence. This price excludes the cost of outfit, which for work already done has amounted to £18,000. The cost of new outfit for the 20 feet draught will amount to about £19,000. As this machinery is available for many years work it is only the depreciation which is needed to shew the whole cost of dredging. If, however, we assumed that the present outfit, (the charge for repairs being embraced in the above annual cost of dredging,) wUl be annihilated on the completion of the work, that is when about 6,000,000 cubic yards, measured in the scows, has been dredged, the charge per cubic yard, on account of this outfit, would be under three half pence per cubic yard. As, however, one of the dredges embraced in the above calculation is perfectly new and has not yet commenced work, and both the others are being lengthened and strengthened, there is every reason to believe that the dredging fleet, on the completion of the channel three years hence, will be in a thoroughly efficient state. I consider, therefore, that an dllowance of one penny per ctibic yard will be at least a sufficient charge for the depreciation of the outfit, which, added to the average of 4Jd., makes the total cost of dredging 6|d, per cubic yard, measured in the scow. If an allowance of forty per cent, be made for the difierence between the measurement in the scows and that in the cutting, which n allowance I find to be ample, the highest cost of raising and depositing (at a distance of half a mile) a cubic yard of solid excavation will be about 7|d., — a price lower than the Si^rae work could be done, under the most favorable circumstances, upon dry land, and far below the cost of dredging, and depositing under such circumstances on any work known to me. No account has been taken of the interest on loans for carrying on the work, which interest is paid out of revenue; — an addition of three half- pence per cubic yard, upon the quantities already dredged, covers this item, — making the whole cost 9\d. per c. yard measured in excavation. It must be admitted that the material is as favorable for dredging as it possibly could be, and the one circum- stance most conducive to economy is that the buckets are always in full work. On the other hand, the working season is short — the price of coal is high, and there has been much detention from wind and high water. In order to show the actual working time and the delays from every source, I have prepared tables taken from the Superintendent's books which shew the extent of daih interruption and explain the cause of it. The investigation and analyses exhibited in the tables are presented for the purpose of sustaining the estimate I have made of the probable cost of completing the chan- nel through the Lake. The principal item which in- fluences the cost, and in which any important fluctuation may be expected, is the price of coals. In this, as well as the items of labor, provisions, &c., I have provided for the extreme high rates of 1854, which are not likely to be exceeded, and from which some diminution may rea- sonably be expected. It will be seen that the actual cost of dredging in 1864 was four pence half-penny per cubic yard measured in the scows, and as the quantity remaining to be removed is measured " in excavation " and not " in spoil," I assume seven pence half-penny ^ !• I 18 1,1 M W^ ii: i per cubic yard as a fair estimate of the probable cost, exclusive of interest, depreciation, or outfit. In January and February, 1854, I measured "in exca- vation " the whole amount of dredging done by Captain Bell, and found it to amount to 815,000 cubic yards, at a total cost of £22,000, or about six pence half-penny per cubic yard, exclusive of outfit, interest, or depreciation. The return by scows up to this time was as follows : In 1851 from 10th July to 14th November, 1 dredge filled 1124J scows, 1852 " 22rd May to 16th " 2 " ^ " 7159 " 1863 " 21st May to 23rd " 2 " ' " 7943 " giving a total of 16,226| scows, at seventy cubic yards per scow, equal to 1,135,855 cubic yards. The return by scows of 1,135,855 cubic yards, as cor- responding with the measurement of 815,000 cubic yards of solid contents, missing from the channel, shews that the excess of the measurement " in spoil " is forty per cent., or that fifty yards " in excavation " will measure seventy yards in the scows. The number of scows filled in 1854 was 9663, equal to 676,410 cubic yards, making the total quantity dredged to close of 1854, 1,812,265 cubic yards measured in scows, or 1,294,475 cubic yards measured in excavation, and if to this be added 85,436, the amount removed by harrow, we have a total of 1,379,911 cubic yards, measur- ed in excavation, removed for an outlay of £74,000 (including the full value of outfit,) or nearly thirteen pence per cubic yard. The cost exclusive of outfit is £42,300, or about seven pence per cubic yard. A similar measurement and calculation, applied to the straight or Board of Works channel, shew the present result of the operations there to have been attained at a cost per cubic yard,/owr times greater than that in the old. In the four full months of 1854, July, August, Septem- ber and October, the two dredges averaged twenty-five working days each month, and filled 7,523 scows, (rais- ing together seventy-five scow loads daily,) whicli at 19 ■seventy cubic yards per scow, gives 526,610 cubic yards in one hundred days, or 6266 cubic yards per diem. In 1846 the daily work of these same dredges in the " straight " channel was reported as " most satisfac- tory," when removing on the average 2321 cubic yards per diem. In the last year of operations in the straight channel the work of the dredges was considerably im- proved, and they were reported as averaging together forty-four scow loads, or about 3000 cubic yards, daily. In order to show the remarkable superiority of the fore- going performance of dredges working on the radius cutting principle, 1 give some data of the ordinary me- thod furnished by a friend in Plymouth, England : "A forty-horse-power dredge at Holyhead, (with a " double set of buckets,) working in thirty-five feet of " water, raised one hundred and ten tons in forty minutes. " A Government dredge of thirty-horse-power, now work- " ing here, is said to raise ninety tons of mud per hour, " — depth of water from four to twenty feet. This ma- *' chine was built at Southampton. "Another, belonging to a contractor, has been " working here for three years ; it is called a thirty- " liorse-povver (cylinder two feet six inches, stroke three ** feet 6 inches,) and has raised sixty tons of mud per " hour, but its average work in that material, during three " hours, has been only 2000 tons per week. "One of the Clyde dredges (sixteen-horse-power, cost " £2800,) raised in twelve hours, 160 tons of hard clay. 180 " of gravel. 230 « of sand. 260 « of mud. 300 " of soft clay. " It consumed in twelve hours one ton of coal, or eleven " and three-quarters pounds per horse-power per hour. " Twelve men worked the machine ; fourteen the punts. " A twenty-horse-power dredge, built at Newcastle, " raised 2000 tons of mud per week, at a cost of six ** pence per ton, (unloading included.)" ', !' ;i » io % f The Holyhead rfoM^/cdredge raised at therateof onehnn- dred and sixty-five tons per hour. The Clyde single dredge raised at the rate of twenty-five tons per hour. The other performances are under one hundred tons per hour. These may be considered the best work of the dredges quoted. The new forty-horse-power double machine, started in the Clyde in 1851, has raised for the last year 106,848 cubic yards in 1822 hours working time — less than sixty yards, or about one hundred tons per hour. The ordinary work of the dredges in Lake St. Peter is to raise two hundred and eighty-nine tons per hour, esti- mating the material dredged to weigh one hundred and twenty pounds per cubic foot, while the best work of these single dredges has been to raise four hundred tons per hour for the whole day : that is, they have filled fifty- six scows in ten hours, each scow containing seventy yards in spoil, or fifty of the solid deposit. I have also prepared a statement shewing the number of vessels, their dimensions and crews, from which the magnitude of the operations may be estimated; and for the purpose of comparison, I give some statistics of dredging in the Clyde, where the largest operations of this kind have been carried on. From these it will be seen that a greater amount of work has been done in one year at a much less cost in Lake St. Peter than has been done in any one year in the Clyde, or elsewhere. A table showing the fluctuations in the depth of water on the Flats of Lake St. Peter, for the last four years, is appended, for the purpose of showing the dates and du- ration of the period of low water. SUIIVKY AND ESTIMATE. vW I have already explained the more important objects of the exploration of the different channels, obstructions, &c., above and below Lake St. Peter, made in Septem- ber and October, 1853, and the subsequent winter survey, on the ice, in the Lake and at points above it ; but in vin- dication of the expenditure for such a step^ I will hete allude more fully to it. 21 When I assumed the office of Engineer to the Commis- sion, we were in possession of no other information with regard to our operations in the Lake than was to be obtained from Bayfield's Charts, and the annual Reports of the Superintendent. In consequence probably of the failure of previous operations in the straight channel, there was some doubt thrown on the statements made as to the depth and width of the channel already dredged on the old route, and ahhough I had satisfied myself of the correctness of the Superintendent's Reports, yet, as the work extended over many miles of surface, — was all under water and not easily tested without considerable time and labor, — I considered it indispensable that there should be placed on record a chart shewing the exact position of the work done, as well as its extent. More- over, without such a chart, none of the future changes which might arise out of our operations, could be traced and estimated ; nor without an actual measurement of the excavation, as determined by the dimensions of the channel, could we establish the ratio of the measure- ment as computed from the number of scows filled, or ascertain the actual cost of the work done, so as to refer it to a standard by which the value of the work remain- ing to be done could be estimated. Thus, it is clear that the work remaining to be done must be measured " in excavation," while that already done, had been mea- sured in i'!o ocows ; and as every hundred yards measured in the bottom makes about one hundred and forty yards when measured in the scows, forty per cent, must be added to the price per cubic yard of that already dredged, (when measured in the scows) in order to obtain the value of that remaining to be dredged. In all preced- ing measurements and reports referring to Lake St. Peter, I cannot find that this obvious distinction between the two modes of measurement has been taken into con- sideration, and this single circumstance alone may account for many of the discrepancies in the returns, and failures in the estimates for the straight or Board oi Works channeL I 80 I- It 4' M % "^*i\ It i-, v§- I Lastly, it was highly important, before the full width or depth was given to the proposed channel, to ascertain whether it was uniform in depth and width, and straight in its direction, in order that any necessary trimming or widening could be taken wholly off of one side, or both, as would prove requisite ; and most especially was it desirable that the direction of this new channel should be accurately ascertained tvith reference to tJte deep pools with which it communicated. The boundaries of these pools had hitherto been loosely defined by the few sound- ings to be found in Bayfield's Charts, but for the purposes of a work of this magnitude it was important that their contour should be fully developed, which has now been done in the most accurate manner by surveys and sound- ings on the ice ; and the result shews the correctness of the alignment of the dredged channel with reference to deep water above and below it. The charts of the shoals at Pointe aux Trembles, Cap St. Michel and Lavaltrie, with the measurements and soundings made on the ice, shew the nature and extent of the dredging required. From the strength of the cur- rent at these places this result could not have been arrived at as certainly or as economically by means of boats. The large chart of the St. Lawrence between Mon- treal and Quebec has been prepared for the purpose of enabling the public to see at a glance the general capa- city of the channel, and to shew that the attainment of a draught of twenty feet at low water is as practicable as it is desirable. From the estimate annexed it will be seen that the cost of a channel three hundred feet wide, through all the obstructions met with between Montreal and Quebec,^ is estimated as follows: II or For a depth o£ 18 feet at low wator, £41,743 6 1 Additional for 19 feet " " 21,907 19 " " 20 feet '• " 26,009 6 3 Total, i:8&,660 a 4w li 88 th in ht or th, it Lid Or say £90,000, including the bar at Pointe a Levraut, &c., and adding expenditure already made by the Com- mission, (including £19,000 for new outfit for the twenty feet line,) at £93,000, we have a total of £183,000 as the cost of adding nine feet to the draught of vessels coming to Montreal. Of this expenditure £40,000 is for outfit, which will be in good order on the completion of the work. However large these figures may appear the sum in my judgment bears no proportion to the magnitude of the object to be attained. as CLYDE NAVIGATION. As the best introduction to the commercial bearing of the deepening of the channel of the St. Lawrence be- tween Montreal and Quebec, I give a short statement of what has been done in the Clyde. One hundred years since, vessels drawing three feet three inches to three feet six inches only, could ascend the Clyde to Glasgow. In 177$ certain improvements were commenced, for the purpose of assisting the action of the tide, and, in 1806, vessels drawing eight feet six inches could ascend to Glasgow. In 1824, when the first steam dredge (No. 1*) commenced work, the depth had been increased to eleven feel. The second dredge was started in 1826, a third in 1830, a fourth in 1836, a fifth in 1841 ; and, in 1850, a depth of seventeen and a-half feet at neap tides had been gained. The value of the working machinery for the improvement of the Clyde was estimated at £39,000 sterling, in 1845, since when an additional sum of about £18,000 has been expended in new plant. The total expenditure for the River and Harbour, by the Clyde Trustees, within the last hundred years, has been about £2,000,000 sterling. In deepening the Clyde about 6,000,000 cubic yards have been removed, 2,000,000 of which were previous lo * In 1861 a new double drudgo of forty-borse-power was substituted for No. 1. <1: u i: n t A I 24 in W WM i^Hi m 1! |l r t'l II .'■'■ R' 't the commencement of the dredges in 1824, chiefly by the scour of the tide, aided by dykes and jetties. Of the remaining 4,000,000, about 3,600,000 have been re- moved since 1840, at an average cost of about thirteen pence sterling per cubic yard. The annual expenditure for dredging, since 1840, averages about £15,000 sler- ling — the sum of £2 12,537 sterling having been expended for this purpose since that date. The depth secured is twelve feet at low and eighteen feet at high water, and the width of the excavated chan- nel in the narrowest parts is less than one hundred feet. To preserve this depth an annual dredging of 160,000 to 180,000 cubic yards, and an outlay of about £8000 stg. per annum, for dredging and repairs, are required on a river eighteen miles in length. A single bank near Bow- ling accumulates so rapidly that it has cost £1200 a-year to keep it down. The cuts through the neveral banks are three hundred feet wide — the same width as proposed in Lake St. Peter. The " plant " consists of live dredges, aggregate power one hundred and sixteen horses, one eighty horse-power tug (iron,) two hundred and sixty- two punts, forty boats, a diving bell, and thirty-four buoys with screw moorings. The financial and legislative history of the Clyde navigation is not less interesting. In 1758 the first Act was obtained for improving the River upon Smeaton's plan. A lock was to be built, with a dam across the channel at Marlinford (four miles below Glasgow,) by means of which four and a-half feet depth of water was to be secured upward to the Harbour. Fortunately this plan was not carried out, and in 1768 Mr. Golborne recommended the plan of jetties, &c., to assist the action of the tide. In 1770 an Act was got to deepen the whole stretch of the river, from Dum- barton up to Glasgow, to a depth of seven feet at neap tides. Powers were given in this Act to levy dues upon shipping to be applied towards improving the River, and in the same year a revenue of £147 sterling was drawn, in 1771 the revenue, amounted to £1071 sterling. M In 1809 an Act was got to deepen to nine feet at neap tides, and to borrow £30,000 on the credit of the trust. Previous to this the monies necessary to carry on the v/ork had been advanced by the Town of Glasgow, but at this time had all been repaid out of the trust revenues. In 1824, when the first steam dredging machine was set at work, the River had been deepened to eleven and a half feet, the revenues had reached £8500, the size of the ships was increasing, and Glasgow owned one hun- dred and eleven vessels, amounting to 14,000 tons. In 1825 a fourth Act was got for deepening to thirteen feet at neap tides, and in fifteen years therefrom vessels of three hundred and four hundred tons, drawing twelve and thirteen feet water, were numerous in the Harbour, although they could not pass the River in neap tides. The number of vessels had increased three-fold, their tonnage five-fold, and the revenues had increased five fold, amounting to upwards of £40,000 per annum. In 1840, therefore, an Act was obtained defining bold lines of River and Harbour improvement, and for deepening to seventeen feet at neap tides. In 1846 an Act was obtained for increased Harbour accommodation ; the number of vessels belonging to the Port then amounted to 512, and their tonnage to 134,603 tons. The trust revenues had risen to £51,198 sterling; the total amount drawn since 1770 being £906,554 ster- ling, and the total expenditure £1,253,951 sterling. In 1850 the revenues amounted to £64,000 sterling. The customs of the Port of Glasgow have risen from £3000, in 1811, to £640,000 in 1850. It has been remarked,that under the first Act obtained for the improvement of the Clyde, (thatis,for the construction of the lock and dam upon Smeaton's plan,) no dues were to be levied until after the works were completed, thus requiring a heavy outlay of capital before any return could be made — conditions which placed the work in a posi- tion similar to that held by our railways. The second Act, however, which authorized the levying of dues on ship- "i, •ii \i p. :?3 t, ifi m ■ft ■■■;■/ 1 i> i I 86 ping, created an immediate fund, and the primary cause of the financial success of the Clyde improvements is ascribed to the system of removing ford after ford, and gradually deepening the channelastherevenuesincreased. The revenues of the Clyde Trust for the year ending 1st July, 1854, were : From Tonnage dues, JC50,772 4 3 " Quay " 11,582 1 4 " Shed " 8,798 6 « Crane « 923 11 2 " Weighing « 1,943 10 11 £74,019 8 2 And from miscellaneous sources, 12,560 17 9 Making a total of £86,580 5 1 1 The progressive gross revenues since 1850 have been : In 1850, £64,243 « 1851, 68,875 « 1852, 76,077 « 1853, 77,919 « 1854, 86,580 The gross receipts since 1842 have been £774,703 ; the expenditure in the same period has been £1,422,438 of which the following are items : Interest on loans, £270,823 Land for enlargement of Harbour, 349,685 « « widening of River,.... 100,798 Construction of works in Harbour, 222,517 " " " " River,... 33,895 Dredging in River and Harbour,. 126,012 The debt has increased from £219,119, in 1842, to £811,480, in 1854, the interest on which is £29,742. The surplus revenue of 1851 was, £17,574 1852 « 19,065 1853 " 19,899 1854 « ai,623 27 2 9 I have quoted at this length from the history of the Clyde improvement, because there is a manifest analogy in the position and action of Glasgow and Montreal. Mr. Walker, C. E., reporting to the Clyde Trustees in 1862, says : " Mr. Ormiston states that ' many of the Glasgow outward-bound ships load at Glasgow to about 16 feet 6 inches, and either call at Greenock, or anchor at the Tail of the Bank, where they load up to about IS feet ; seldom, if ever, above 19 feet.'" That " the lighter ships have, (with the exception of the very largest,) nearly all left Greenock and Port Glas- gow, and have come up to Glasgow," and " that, although Greenock hasfewer vessels, the tonnage of these is greater. Vessels drawing 22 feet are common enough, and 2 feet more is not extraordinary." " This," he observes, " shows that all vessels come up to Glasgow, which possibly can, and the larger ones might reasonably be expected to fol- low, if encouragement were given them, as Greenock and Port Glasgow are, after all, only the deep sea port of Glasgow." IMPORTANCE OP TIIE WORK. It may be argued that there is little comparison between the population and commerce of Montreal and Glasgow ; and it may be doubted whether the Clyde improvements have made Glasgow, or Glasgow the commerce of the Clyde; yet it is evident that the one cannot now exist without the other, and also that Montreal is in a much better position than Glasgow was when the Clyde im- provements were commenced. In the trade of the St. Lawrence and its great Lakes, we have a future most promising, and a commerce within our own reach, which must be as far before that of the Clyde as the area of the valley of the one River exceeds that of the other. The commerce of the Lakes west of Buffalo is now esti- mated at $200,000,000, of the Mississippi $150,000,000^ and the steam commerce of the Ohio at $80,000,000. The Mississippi and Ohio are connected with the Lakes • Ji 'I r-' 4 lu- 28 i Ml m m m .■ h ii m 1 ■II i "if by canals and numerous railways, made and making, the yearly tendency of which is to draw up commerce from the lower Mississippi to th« St. Lawrence, giving this commerce an outlet to the Atlantic Stales, and the seaboard, vi^ Buffalo, Oswego and Ogdensburgh, in pre- ference to the natural route vi^ New Orleans. Moreover the propeller is rapidly taking the place of the sailing vessel, and (the St. Lawrence being now open to Amer- ican trade) the day cannot be far distant when Montreal will become an entrep6t, during the season of navigation, for that trade w^hich is rapidly overgrowing the capacity of the enlarged Erie Canal, and of all the railways which debouche on the Atlantic — from Portland to the Capes of Virginia. The lake propeller will then meet the ocean screw steamer at the head of ship navigation on the St. Law^rence — wherever that may be. This point must either be Quebec or Montreal, and it may be supposed that it is a matter of indifference to the Province at large which becomes the favoured locality, and that therefore the deepening of the St. Lawrence between these two cities is a local or Montreal question. This considera- tion appears to have influenced the Legislature, in 1847, in abandoning the Provincial attempt to deepen Lake St. Peter. The subsequent granting, however, of powers to levy dues upon the trade of the St. Lawrence for this purpose was an acknowledgement of the Provincial im- portance of the work, and it may not be out of place here to endeavour to show how Canada is interested in extending her deep seaport one hundred and tifty miles further into the interior. This involves the considera- tion of the problem, " where can the sea and inland trade of the St. Lawrence most economically meet ? whether should the lake propeller (the smaller craft) descend to the lowest possible point, to meet the Atlantic ship, or whether the latter (the larger vessel) should ascend to the highest possible point ? If we were considering only the through traffic, it would become simply a question whether three or four * # iS9 lake craft could make the additional voyage from Mon- treal to Quebec cheaper and quicker than one ocean vessel could ascend the additional distance between Quebec and Montreal; and, the relative facilities for transhipment at the two ports. But practically the ocean vessel may wish to discharge part of her cargo at Quebec, and a still greater portion for local consumption or dis- tribution by railways at Montreal, the remainder only being in transitu for more western ports. If it be assumed that the delivery to the railways could be done at Point Levi instead of Montreal, there would be only the Mon- treal goods subjected to an extra transhipment, and the additional cost of railway, — over water borne— transport between Quebec and Montreal on the railway delivery. There are, however, two local considerations which affect the general question, which are of much importance and, in my judgment, conclusive as to the superior ad- vantages under which the Provincial import trade can be carried on through Montreal as compared with Quebec ; and where the imports are landed, the exports can be most advantageously shipped, excepting, of course, the timber trade and its peculiar requirements. The ocean trade is limited to a certain number of voyages which may be made between May and Novem- ber, and the number of these long voyages cannot be influenced by the comparatively trifling addition of the ascent to Montreal. It may be assumed, therefore, that the same number of ships will do the same business whether they come to Montreal, or stop at Quebec, but this cannot be said of the inland voyage. A greater number of inland craft, therefore, will be required to bring down the same amount of produce per annum, if taken to Quebec than if left at Montreal. Practically, when lighterage is avoided, the same rate of freight may be expected to obtain between Montrepl and European ports as for Quebec, and thus Canada West is brought virtually 160 miles nearer ihe Atlantic ; and Lake Erie has a sea port, on her own waters, at least one hundred miles nearer than New York. ; 1' ;i t i ■ I !'1 4 30 J n m I m M m vn % The sev'jond consideration is the relative advantages of Quebec and Montreal, for the particular trade now enjoyed by each. The all-important advantage of a high tide will ever give Quebec the preference as the timber shipping port. This trade can be best accommodated by vessels anchor- ing in the stream, their cargo being floated to them by every tide, while the broad beaches laid dry by every ebb serve as dressing gound on which the timber is pre- pared for shipment. The great demand for space for such a peculiar traffic will make coves more profitable than wharves ; and without expensive docks a large commercial business cannot be carried on to the same advantage as in the undisturbed level of the tideless Har- bour of Montreal. From Captain Bell's Report it will be seen that a depth of sixteen and a-half feet throughout may be obtained for vessels ascending to Montreal, in September, 1855, and one of eighteen feet in the same month of 1866, pro- vided the south channels at Becancour and Vercheres are lighted and buoyed. The completion of the channel to a depth of twenty feet may be effected in 1857, but need not be delayed beyond the summer of 1858. To Captain Bell's Report with respect to lights and buoys, I have nothing to add. On the completion of the deep channel permanent instead of floating lights will probably be established in the Lake. The requirements in the Harbour of Montreal, I pro- pose to make the subject of a separate Report so soon as the plans for the same are matured. I have the honor to be. Sir, Your obedient servant, THOS. C. KEEPER, Eng. Harbour Com. 'Hi c3 *! f2 H H H 8 « N « O l-t iH s g. s ?i 8 ^ ^ i s ^ f »f ce n CO H H P4 O Pm O o a < 91 «0 f-l <•! S S 3 I?), t- w <^ n eo u rH i-l to If !S I- A »• I S I ^■ s 'A S3 CO I I 4: I I «! "a *; a ji i I s c = W c a en « 2 I o •c s |» u at es o es 1 -ij <5 K .so « S (^ I >-ji H cu V. O ^ K H 00 J3 rt' i; « II mi I H i.l ' ■ -f: \ ■-^ m 00 Hi 00 o .Si >^ « CS Pi P-i < B o 4) a 0) 02 ►.•S.5-S o*i 11^ o o •< •30 •§^■8 o Sao c— a. 6gd lis J: o a 03 tC '^ — J !5 E 1 .If -y s* SJ"" 91 O 'A (5^ s (M C4 ^ ssss CO ei s s ssss gffi?g:f s 01 h s; t> (5hQh 3 1(5 W O O <* in en i?5 1/3 tC 5> n m C5 SSSiS SJ 55 wJH:? 3 j5S5 ft O ¥5 E- '^I CC ^ 35 sSiaia iS ?l O 30 00 Refill Irt t» O l~. ?^ sio M 52 ItOiOSi 3J ^ & s f d Shi: tis •.■5M 00« »io 1.5* OC-"* CI 1.5 25! ^ t-l .a i s 5 SJ IS •filB^OX 33 00 CO a o .(I es -3 .o 1^ o o o; p o n Pi < a; -a- <» Id a s t ill "5 2 So S es S 'd > ) ri'SS 00 « o i-i IS $ s ^ ^ <^ I ^ S^ S Si 5 ^ ^ 5 i ^s s §5! g %% 8 m i 1 s 3 3 i^ s^ 2 :s^ S rHr-l 9> S3 1>»S i i i S; s lO ^ 1 I .a s H ^ S .3 -as i| ' « '_ )| ) * ' ^\i • J^ ■* ^..v- 84 m /I o tD • FN is « o > o S l-H o to I • e! b o n Pi w ■< o: H SB o CJ (1 > o s 09 tn e O M P •BMOOS ^ >• * ■* « 1 1 MSpoiQ 1 c « « 09 « •aopurtj, © 00 rN r^ 1-. «>. fH »-* •JJuijjjo.w JO i|;(lop ls.>;«aao Ft. In. 22 18 O © o 1-1 eo 04 Ft. In. 7 7 o o cs III 1 - ^ 8 S '^ Capaci- ty of Buc- kets. CuWc feet in each. 4 6 » . f No. of Buckets on Frame. 1 ^ ^ S 8 '^ Lt>ngth Bucket Frame. Ft. In. 60 49 2 49 2 64 3 Bucket Handle 38 6 Principle of Engines. Side Lever.... Direct action. Direct action. Side Lever.... Hlgb rmtun. Dircctaction. •souiifua JO d H luuiniox 1 s g •anoH J'Td jBoojonoi^ -dmnsuoc) Lbs. 225 510 a 1 2 No. of Strokes perMin. 1 S 5 $ $ s Pres- sure of Steam. i "^ s » « s Length of Stroke. M ^ O s « ^ o <0 en ■* 9» iH Diameter of Cylinder. Ft.In. 2 3 ■) 2 Cylinders 3 1 4each. 2 3i 2 Cylinders') 6 in. each. . •msofi jompwua Ft.In. 25 3 25 00 © ■* ■13351 JO Ft.In. 93 123 125 126 50 7 jaAO mauai Pt.In. 97 3 126 7 125 130 1 55 7 No. of Bost. i 3 4 Spoon Dredge. g; " « t a* c^ji; -S c g .6 43 3 f., ff- a? 02 •£■ 1 ex tuD^ .S o „ i^-" aS « 5 2 .^^ ' -. S 5 S a w O w £«l a «►« P •?; '■0 6c" Ph .a J5 w .4 5..S * «£:•«;£ «^iis .« •" .^ u a S C o 6cT tj - i^5 0) ■5 "^ c H T ** S O ^ « J CO * I. f- H H 2 aj ** c _ a,J3 E .2 = .'. o ^ £ S g ^ 1^ •-.V.-,' ,i}j5^iiwi..iy|i.u.llliji • • » Vf^'f^tmi. XTION, AND ( MBER. I I " ^ ■■'J._ *-J I 1 1 !« vr ' !>' !•,■ t-> « i IT — -a^^a i "•* Ti-. 1 ?■;•' I SJ» !■■ y 4 u T STATEMENT SHEWING THE WORKING OF THE DREDGES IN " LAKE ST. PETER," THE NUMBER OF SCO FROM THE COMMENCEMENT IN 1861 TO THE CLOSE C i MAY. JUNE. -■ r JULY. ~- . AUGUST. 1 IMI. mi. tS.M. DreUiitrs. IriM. 1 1891. 1891. 1833. 1894. 1831. 1892. 189S. IBM. 1861. 1802. 1893. I>ATE. 1 Dri'dK'H. * DreUgi's. Dmlis'ii. 1 Drwlgn. DmlgM. DrodgM. Drodiios, I>rcd«ri. Drotll^CS. Dnxlgrt. DredgM. Dredges. VredgM. Dredges. No. 2. Scows. Xa3. Xo.!. Sc. IWH. No. 3. Si-nwu. N'l). 2. S.'OWS. No. 3, ■ StHIWS. ' 1 No. 2. Scowj. No. 3. Scowl. No. 2. Boows. No. 3. Scows. No. 2. Stows. No. 3. Scows. No. 2. Scows. Bcowi. Na8. Scows. No. 3. Scows. No. 1. Xo. S. Scows. Scows. Xo. 2. Scows. No. S. 4lH»WS. No. 2. Scows. Scows. Xo. S. Srows. No. S. Scows. No. 3. Scows. No. 3. Scows, f 1 j 16 34 43 46 32 38 B. 42 33 21 32 27 SI W.J W.8 8. w.is c. 23 33 31 A. 9 8. tl W.IO 24 34 34 28 B. 10 19 IS 27 36 28 8. 10 S7 87 21 23 28 A. 19 W.8 W. 8. W.U 85 30 40 8. 28 A.l ^ 47 49 W.M W.2S 8. 43 39 40 47 99 37 8, 89 44 W.U 47 42 60 B. S8 14 36 47 51 40 38 36 8. aa A. 10 45 23 W.24 W.30 8. 48 42 47 47 32 SI 8. 40 47 W. 11 38 43 31 8. S5 W.13 55 51 64 46 38 8. SS 31 SI 49 91 41 B. D.bjS.3 41 45 44 46 35 8. 41 39 39 37 21 33 ri. 40 43 W.16 47 53 S9 B, W.22 21 B. 41 7 43 41 43 39 8. 39 43 23 43 43 39 8. 33 47 B.D.18 41 26 A. 23 B. 42 49 W.U 49 45 27 8. W.IO B.1 A. 13 B. W.t W.5 A. 16 17 IS 29 8. R. 36 B.e B. B. 29 B. 24 .A. 19 20 30 ' W. 19 W.8 8. W.IO W.U to B.17 13 W. B. 8. B. S9 *7 14 B. 8. 40 20 10 SO 26 4S 40 40 96 81 B. 8. 91 43 91 52 31 34 E. 47 39 31 W.4 33 33 8. 18 21 29 39 44- W.4 8. 43 40 A. 89 47 28 26 58 57 46 8. B.28 > ! SI »7 W. B«p. 3 4 ::: W. 23 8. 26 2t W.l 18 SI 30 8. 30 20 31 38 33 32 8. 41 A. 17 i 23 w.u St w. w. 34 8. 46 32 », 49 37 35 8. S8 33 37 \V.21 20 40 S. 39 49 38 A.tB.20 W.32 17 [ W.il ; 31 W. \v. 23 8. ! 41 41 27 37 44 38 S. 48 34 S6 W.l» 44 SO 8. 29 3« S9 A.tB.3 B.D.S SB 40 24 28 40 SO 8. W.29 43 S3 40 40 31 8. 39. 33 38 SS A. 17 43 8. S4 M 47 : 1 S7 42 28 46 40 8. W.I9 90 45 45 E. ' 1 e : I . 8. 8. 13 4 SO 19 91 89 8. B. B. B. 7 40 41 B. 24 41 SS 50 46 8. 40 90 9 i 10 R.l B.12 A. 8. R.1 R. 0.6 tt.lS B. B. 8. B. A.J A. |B.2 1 U. B. 31 B. 32 16 21 23 31 19 8. 87 A. 2 18 19 33 19 8. SS 21 B.e B. B. 18 10 IS 44 S4 S6 8. 30 46 31 27 32 40 B. 46 47 S9 32 41 S3 8. B. B.5 11 i 94 92 93 8. 41- 39 84 W.7 w.ie 12 26 B. 13 ' Il It i •: I.', 8. \V. \V. Hl«h \V»ter. la '• 'i 37 87 IS S5 IT ' MiKh WaU-T. ,1 i 18 4 \V. \V. 4 S. \V.7 W.9 22 31 S3 W. 19 8. as III i| 1 8. ■JLto' Btr. SO 21 ! S tt B. 22 7 S. 4 » i S3 311 W.A.5 W.17 a so 2 9 24 i 25 1 W.18 W.18 8. S3 28 SS 24 7 93 W.9 B. 46 65 40 17 16 44 28 28 8. 31 i Ti»tai~Niirof Scows' 13 106 S 338 934 M7 784 473 607 643 i « 601 S8S 964 970 933 883 333 684 1 64, 001 770 1 J 1 ToUl No. of working (Iajh each mODttu 3 « 1 11 21 14 22 14 21 2t 7 20 21 (6 86 26 86 n 81 23 36 » 1 >. 1 Average fiiwwH per dft7 for rach month. ■1 6 18.4 5 30.7 1 26J 24 39.0 83.7 33.1 3C.6 6 23.1 18.1 37.0 ^fl^ 36.6 S.1.9 19. 32J1 29.4 S4JI .H 1 1891.-n Working Days, llS4i Scows (lllcd, 14Ji9 Avcnwtc per Working lh.y. 1852.-358 Working Days, 7150 Scows, 27.74 Average per Working Day. 18.5.1.-313 Working Days, 7913 Scows, 32.08 Arorago per Working Day. 18.54.-273 Worklrig Days. 9059 Scows, 38.10 Average per Working ] NoTI.— W. lignincs Wind, A. signifies Anchors, B. signlflas Buoys, B. D. sipilllo) B*,iairlng Drod}}, B. S. slgiiHei B?p>lring Sojws, D. by 3, signiliis Djtainod by Sliipi, T, A. signiaas Tondors Abaook. 'HE NUMBER OF SCOWS FILLED, THE DE'^ENTION, AND CAUSE OF THE SAME, FOR EACH DAY 861 TO THE CLOSE OF THE SEASON OF 1851. AUGUST. SEPTBMBBE. ' - OCTOBER. .^._ '" NOVKMUKB. 18S2. 1833. 18341 1851. 1832. 1893. lB6k 1851. 1852. 1853. 1631 1891. 1892. 1393. 1854. pf. Uredp* DrrdKOi. Drcdp*. DmiKCi. Drodgct. Vrcdpn. Dmlgra. Vnigct. DrodKCt. Dredges. Dnxlgon. Dreilgcs. Unxigi-s. Drolgcs. Dredges. i«'ow». No. 2. Krowfl. No. 3. Scowi, No. 2. Soowd. No. 3. Stows. No. 2. 8oow». No. 3. Hoowi. No. 2. Soowf. 8cow«. No. 2. No. 3. BCOWR. No. 2. Scows. No. 3. Soows. No. 2. a'owi. No. 3. Scows' No. 2. Scows. No, 2. Scows. NO.S. Scows. No. 2. No. 3. Scows. No. 2. Scows. No. 3. Scows. No. 2. Scows. No. 3. Scows. No. 2. Scows. No. 3. ScowJ. No. 2. Scows. No. 3. Scows. No. 2. Scows. No. 3. Scowl. 8. R. 3» •7 24 B. 8. 40 20 10 30 26 43 40 40 S8 81 B. 8. 31 43 31 62 31 34 E. 47 >» 21 W.4 23 32 8. (8 21 20 25 4f W.4 8. 43 40 A. 20 47 28 26 68 37 46 8. B.28 X 34 32 26 40 8. W, 46 47 47 53 42 8. tt.D.17 T.A. 55 34 46 33 46 44 49 50 63 41 8. 38 41 51 47 43 37 40 30 30 8. W. B.t>. 50 4« 51 23 8. Si 48 38 27 Dbj812 ts a. 26 38 61 Bl S3 32 8. 45 48 T.C.7 50 A. 14 W.l 11 R.B.12I 20 A.0 8. 8.R, 8.B.13 8. B.10 B W.18 W.3 8. 20 A. 10 A. 21 B.16 20 .8. W.IO W.17 A. 7 A. 16 20 T.A.8 B. 1» B.10 65 4S W.IO 43 8. W.15 47 31 31 30 36 8. 36 30 31 R.14 28 42 a 40 W.J w. 40 42 41 8. 41 40 34 41 44 24 W.14 37 8. W.IO 44 52 41 45 B.1S 8. B. R.10 38 28 51 40 a W.20 W. W. 20 50 41 a 31 26 43 43 41 44 34 a 23 39 A. 18 46 50 W. a 10 w. 30 W. 42 W.5 a 43 20 S6 17 30 W.ll a 23 81 W. 22 23 51 56 B. a B. 40 44 17 S7 W. a w.20 w. 31 w. 39 W. a 39 40 30 11 w.5 31 a 43 47 28 37 46 23 a 37 41 32 32 41 33 a 47 39 W. 41 47 29 a 33 43 43 49 38 27 W.» A. 21 a 40 48 43 49 46 38 a 4k 37 T.A. 13 T.A. T.A. 3 A. 19 8. 42 45 W. 44 40 23 a 31 46 40 40 35 A. 17 A. 11 R.19 19 20 a R.2 B. B.11 20 A. 13 21 a W.U 10 22 20 A. IS 22 a 11.10 21 AiWIO A. 13 W. W.IO a A. 18 A. 18 17 21 23 28 20 a 38 22 16 39 W.IO 24 a 35 W.17 M 32 32 W.W 8. 19 W.IO 34 S4 20 26 B. 34 30 34 39 S3 W. ■ a 46 45 8. 31 17 40 31 W.14 W.17 a 41 W.15 32 31 38 W.16 a 28 W.13 17 46 SI 30 a 22 24 37 37 30 W. S3 a W.9 27 W. w. W. 81 a M 31 W. W.ll 27 W.18 a W.8 .8- 36 40 W.18 88 37 37 a 31 38 W.21 42 28 26 a 20 37 43 37 3t 33 a 30 32 42 38 38 38 a 34 48 a 37 42 R.D. B.D. B.D. SO a 42 46 23 4t 30 33 a 31 44 49 37 80 St a 34 35 37 SO 43 29 a 41 41 20 W. 17 20 38 31 a 33 35 32 44 W. 26 a 35 w. W.29 W. w.18 27 33 42 a 41 46 28 32 W. 37 S. 38 W. 10 22 A.M 28 W.7 30 S. W.7 W.U W.5 W.;i 37 30 a 33 7 40 W. 36 38 a 14 20 38 44 33 W.5 29 a w.8 w.9 w.o 38 37 a 30 10 40 W. 39 20 a w.14 38 31 24 33 W.14 a T.A. 6 27 38 W.IO 37 A. 18 S. W.20 31 49 43 37 13 28 36 34 W.21 a T..\. M 8. 8. 13 4 20 15 01 20 8. B. B. B. 7 40 41 a 24 41 33 SO 46 8. 40 60 R.a22 &a 10 IS 44 31 36 8. 30 40 21 27 32 40 8. 46 47 39 32 41 S3 8. B. B.S B.a23 34 S2 US 8. 41- 30 !!4 W.7 W.18 B.a24 8. cais 40 34 38 W.W 43 31 41 42 W. a w. 40 33 a 3.1 *1 8. 10 3 a w. S2 W.5 8. 46 63 40 33 37 28 32 a 37 21 26 41 37 a 42 1 i 684 643 901 770 1060 061 32U 862 773 664 460 003 817 429 670 740' 303 342 007 861 33i 301 404 464 430 605 „„ 21 22 26 21 29 23 23 25 23 22 13 25 24 29 23 23 IB 10 26 23 11 12 18 18 10 17 S2J1 20.4 UJB 37. 43.5 ».4 14 31.4 3.1.0 30.1 sua 36.2 34 17.1 26.8 29.6 2IU U3 34.8 37.4 30.1 32J 22.4 29.7 27.S 20.7 I. 0(MS Scows, SQ.IO Avonifio por Wurking Day. :?■■..'■ i ''^ 'I 5!^ i 1 li fij m ■.r-,:~{ 'ft' ■< ■m :u i\-..\X Y t K i I I i '. . .- i I I iii i I 1 I «S'«- ■''j#f— — -3=??B n-r,r ''^:S- g-g- i w ® ^ g^ J CO 00 I Ah H 02 M •< i2 g O -T'yj^ »■ M J , .'Utmntmw 45 o i iC'-o CO n a V » a !£ A eoa> ^ 2 — — — — ns~Z — — — — — "2?** 2J2J2 • i • ■ • i • : i £2 •0 te«s V ■ ■« ♦! *« »l *1 IJI ' ijl tl <0 rtrs CO ■ CC . CC CO » ^ I g (Mn CO -co Isooo I— I s^3j2j2J2!2Jzs2 """a !"to"S "" cow £ i£S22S2 CO « 3» a. 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H e< m r-i I >^ jj S .a •3 S g? ^" S S 8 S ■"" " o n (H 00 «-) "* SJ *~ » 00 — «l W fH IH w IN 1^ ej_ 00 i-i' ej ef e» ef i-T 0) I I 5i S 4 o I I I 09 I s s 01 91 •* 00 or ^ I 35 i. IM ^ ^ S lo lo u$ wS ^ S S 3 i s 8 S* It I li ft The Clyde dues are Is. 6d. sterling per ion on iron, — about Is. lOd. on flour, and Is. 6d. on ashes. The Montreal Harbour and Lake St. Peter dues combined are less than half these rates. m I m Nil 'I The number of persons employed by the Montreal Harbour Commissioners in Dredging operations in 1854, was 111. In 185v5, the number will be about 145. The value of the five Steam Dredgers with the four Steam Tenders, and the Scows, is £50,000. 1 m 'k V SUPERINTENDENT'S REPORTS. REPORT ON OPERATIONS OF 1853. SoREL, 12th December^ 1853. Sir, — As our operations for the season of 1853 are now closed, I hasten to lay before you, for the information of the Harbour Commissioners, a statement of the result of our past year's work. On the 2nd May, Dredge No. 3, with necessary attend- ance, was taken to the Lake, and commenced to widen the channel mac'e last year. She continued to work up to the nth, when the water becoming too liigh to exca- vate to advantage, I was under the necessity of stopping her. On this day No. 2 and scows were also lal n n H I is es o o > O a < 150 feet. --> < 300 feet. a P5 e "So •c o I I 250 feet. -->( .\y. ?o 6i \< Lower Iron Buoy. « I 250 feet. REPORT ON OPERATIONS OF 1854. SoREL, 9th December, 1854. Sir, — I beg leave to lay before you for the information of the Harbour Commissioners a statement of the amount of improvement effected in the navigation during the past season in Lake St. Peter and the Harbour of Montreal. ■ Dredge No. 1 left Sorel for the Harbour on the 27th April. On her anival in Montreal, the Harbour Com- missioners, seeing that the opening of the Lachine Canal was likely to be detained, owing to the accumulation of earth caused by the placing of a culvert across the Canal, and the construction of a Stone Pier for the Rail- way Bridge, acceded to the request of the Commissioners of Public Works, and placed this vessel at their disposal for a few days, to remove those impediments ; conse- quently she was taken into the Canal on the 3rd of May, and on the 16th, having made the necessary improvements there, she commenced her operations in the Harbour, deepening the Market Basin to 12 feet at low water, thus making it available for all river craft. On the 26th June having finished this Basin, and the water being too low to admit of our pursuing the cutting towards the end of the Victoria Pier, I decided to remove this dredge, and placed her on the shoal in the centre of theeiilrance to " Prince's " Basin. They wrought on this place until the 10th July; during that time they had removed several large stones, and got the place in such a position that they could work to advantage ; when, on that day, the Brig " Robinson " was wrecked upon the tipper part of this shoal. While laying there she caused 'A % r4| .if A { % Mi m Vim if it? such an alteration in the set of the current, that it was impossible for the dredge to work while the ship was in ihat position. Consequently, on the 13th of the sam6 month, I instructed Captain Hart to lift his anchors, and move the dredge outside the Island Wharf, to finish the widening and deepening of the ship channel at that place : this he continued to do for the remainder of the season, or up to the 17th November, when an accident occurred to the lower tumbler of the dredge, which compelled them to stop for the winter, not, however, before they had the channel finished to a depth of 18 feet at low water, from deep water at the " Victoria Pier " up to the entrance of the "Sydenham" Basin ; here there is a small piece of about 30 feet by 50 to be removed and deepened 2 feet, when this is accomplished, which can be done in about 15 days, the channel entering the Harbour of Montreal will be completed to a depth of 18 feet at low water, and no portion of it less them 250 feet wide. In effecting those improvements this dredge has removed 29,100 square yards of material, and the stones that the crev^ have removed by hand, as the buckets of the dredge came upon them, amount on the aggregate to 3,108 tons weight, or an average of 20 tons of stones per day (over and above the material lilted by the buckets,) for every working day in the season. When you take into considetotion the great loss of time there is attending the removal of those stones, as also the great detention that was caused by not being able to procure men to work on board of the vessel during the lime of the cholera^ the results of this vessel's season's operations are, in my opinion, highly satisfactory. The spoon dredge being also loaned, on the opening of the navigation, to the Commissioners of Public Works, to effect some improvements in the Lechine Canal, we had not the benefit of this vessel's services in the Harbour, until the begining of June, when she commenced to deepen the " Prince's Basin," increasing its depth to 14 feet at lowest water j this being completed I started her V igof work in " Elgin Basin," where, after removing a small banlc at the entrance, she maJe this basin available for ships drawing 18 feet, at lowest water. From thence she was removed to *' Queen's Basin '' to deepen some small spots near the centre which at low water interfered with its easy navigation. We succeeded in removinjr a por- tion of those impediments, but before completing them entirely the cold weather having set in, I was compell- ed to stop operations for this year. Lake St. Peter. — Owing to the long continuance of high water in the spring of the year, we were prohibit- ed from commencing operations in the Lake until the 5th June, during this time I employed our people at " Isle aux Corbeaux" in building a wharf and portable rail- way, to facilitate the discharging of our fuel at this place, also, in preparing Buoys for marking off the chan- nel in Lake St. Peter and elsewhere. On this day, how- ever, both dredges were moved to the Lake, and com menced widening the channel to a uniform width of 300 feet, and deepening it to a depth of 16 feet 6 inches, at low water. During the season, and up to the 18th November, (on which day I removed Dredge No. 2 to prepare for being hauled out and lengthened, during the winter.) this vessel removed 4,994 scow loads of material equal to 299,640 cubic yards. Dredge No. 3, not being removed from the Lake until the 23rd November, excava- ted 327,670 cubic yards, thus making the total amount of material removed from Lake St. Peter, during the past season, amount to 627*310 cubic yards, and with the ex- ception of about eight days work at the lower end of the upper reach in the channel, it is completed to a width of from 250 to 300 feet, and 16 feet 6 inches deep at low water. (See accompanying sketch.) In summing up the amount of improvement effected by the past season's operations^ I may mention in the first place that the Harbour improvements consist in the deepening of the Market Basin to a depth of 12 feet at low water, removing a portion of the shoal entering 10 VjM til m " Prince's Basin, deepening the ship channel from the lower part of the Island Wharf to the entrance of " Syden- ham Basin" to a depth of 18 feet at low water, clearing out the "Prince's Basin" to a depth of 14 feet, deepening the " Elgin Basin" to a uniform depth of 18 feet, and in partially removing the obstructions in " Queen's Basin," thus making the channel entering, and the upper por- tion of the Harbour of Montreal, safely navigable for vessels drawing 17 feet at lowest water. Lake St. Peter. — The improvements effected by our past season's operations in this place consist in widening the original channel, and deepening it to a depth of 16 feet 6 inches at low water. At the end of the season 1853, the channel through Lake St. Peter was for 2 miles 250 feet wide, and for the remaining 4 miles 150 feet and 16 feet 6 inches deep; at the end of the present season the channel for two miles is 250 feet wide, and for the re- maining 4 miles 300 feet wide, and deepened to a uni- form depth of 16 feet 6 inches, with the exception of half a mile 150 feet wide at the lower end of the upper reach, from which 18 inches has yet to be removed. To place the Channel in the position I now represent it to be, there required to be removed, by calculation, 625,185 cubic yards ; the amount lifted by account of scows, amounts to 627,310 cubic yards, thus proving our measurements in every way to be correct. I may also remark in conclusion that during the sea- son of low water I succeeded in establishing marks for the different points where Buoys and Beacons are re- quired to be placed, to ensure the safe navigation of the South Channel, when it is found necessary to open it for the passage of vessels of large draft of water. I have the honor to remain, Sir, your most obedient servant, JOHN BELL, John Glass, Esq., Superintendent, Secretary, Harbour Commissioners, .. ■ ^ Montreal. 11 STATE OF CHANNEL NOVEMBER, 1854. Buoy Light Ship X I Miles 300 feet I H m a <© •*^ a> > 18 inches to be removed. 250 feet Lower "Buoy IMAGE EVALUATION TEST TARGET (MT-S) ^ k^:^ 1.0 I.I 12.8 IAS ££ Eiit ™ 2.2 WUu 1.25 III 1.4 |||L6 '^'^'*" ^ Photographic Sciences Corporation ^^^ 23 WIST MAIN STMIT WIUTIR.N.Y. 14580 (716)I72-4S03 4^ f > :-^ 'X '\s4^ It REPORT ON FUTURE OPERATIONS. SoREL, llth December, 1854. Sir, — As it is necessary in constructing such extensive works as are now under the control and management of the Montreal Harbour Commissioners, to have a definite course of proceedings decided upon, wherefrom the person conducting those operations can, (if I may use the expression,) take his departure, and shape his course in accordance with the decision arrived at, and, as my ideas upon this subject may be of some use in assisting you to arrive at a correct conclusion, I respectfully beg leave to submit them to you, for the consideralion of the Harbour Commissioners. The channel through Lake St. Peter, as you are aware, is, (with the exception of a small piece at the end of the upper reach,) deepened to a depth of 16^ feet at low water, and from 250 to 300 feet wide. On the opening of the navigation, next spring, I should place both dredges to remove this small portion left this fall, which they will accomplish in about eight days. From thence I should place Dredge No. 3 at the lower entrance to our present channel, and commence the 18 foot cut, 300 feet wide. Dredge No. 2 I should place on the " Batture du Lac^'' that is the small Bar above the upper light vessel, and cut a channel of the same dimensions as the one already made through the Flats, this can be done by the month of July next, thus giving the fall ships next year the benefit of \\ feet more water than what they have hitherto had. No. 2, when fmishod with the Upper Bar, would also commence in the channel through the Flats, and bring along the 18 feet depth the full width. To improve the navigation of the St. Lawrence above Lake St. Peter, simultaneously with that place, it will 15 be necessary, on the opening of the navigation, to place the new dredge at " Isle Platte," and improve the channel there by deepening it 2 feet. This can be effected by probably the month of August next, and for the draft of water that vessels will then be able to pass with, the north channel will be too shallow in parsing St. Sulpice, "Isle a la Bague,'' and "Isle de Lorier," consequently, it will then become necessary to open up the south channel for vessels of a larger draft of water. To prepare for this alternative, I propose in the spring to place Dredge No. 1 at " Cap St. Michel^'''' near the upper entrance to the south channel, to remove a small bank in the center of the channel there, this being the only obstruction to be removed to render this cliannel avail- able for vessels drawing 20 feet, at low water. This improvement can be accomplished, (if we are not detained by high water,) by the month of August also, and when done. Dredge No. 1 will again commence operations in the Harbour, and further improve the chan- nel entering it. The spoon dredge I should propose to again start in Queen's Basin, and deepen on the upper side of Nelson Pier ; from thence I should send her into Sydenham Basin, and make further improvement there : those two places will occupy this vessel for the whole of next season. By following up this plan of operations, the St. Law- rence, as far as the Harbour of Montreal, will be avail- able by the month of September next for vessels drawing 16 feet 6 inches, at low water, and by the same month in 1856, the 18 foot channel will be completed. There is another subject connected with our River improvements, to which the Commissioners will have to give their early attention, that is the Buoying and Light- ing of the different ciiannels we are now improving. When they are prepared to discuss this subject, I will, if you desire it, lay before you my views as to how those different marks should be placed, to practically answer the purpose for which they are intended. 14 m VI It may not be out of place here, in conclusion, to lay before you a statement of what our winter operations will principally consist of, and the number of men we shall require. First on the list is the new dredge. At this vessel we will require lo keep with the Engineer, three carpenters, and four laboring men, with the assistance of our other Engineers, until such time as they have to com- mence on board their own vessels : with this force until the 1st March, (and from that out a few extra laboring men,) this vessel will be ready for the opening of the navigation. The two Lake dredges, as you are aware, are hauled out for the purpose of being lengthened, to enable them to dredge in 30 feet of water. The carpenter work Messrs. McCarty will immediately proceed with, and, in the second week in January, I propose to start the Engineers with their assistants and firemen on to each vessel, to examine the boilers, and repair them where bad ; those with six laboring men on each vessel to do the necessary lifting and hauling, will constitute the force required for this part of our operations. The Engineers of Steamers St. Peter and St. Lawrence will commence at the same time, with their firemen and assistants, to do the necessary repairs to those vessels. The engine in the Oregon will want some repairs which will have to be commenced about the same period ; I propose also to make some improvements in her boiler by enlarging it, to enable her to bum coal. The Engineer of Dredge No. 1 will commence on this vessel about the 1st February, and will require with him his firemen, and a couple of laboring men, to do the work necessary to be done on board. The four scows used in the Lake will each want to be newly planked on one side, and all above water re-caulked ; to effect those scow repairs, we will want after the middle of January about four carpenters and as many caulkers. To prepare the necessary iron work for all those dif- ferent repairs, we will require three blacksmiths and their helpe empl 16 helpers, thus, bringing up the number of men to be employed and paid weekly from the middle of January to the 1st March, (after which time they will have to be considerably increased) to firemen, laborers, and assis- tant Engineers, 40 men, carpenters and caulkers 12, blacksmiths and helpers 6, or a total number per day, 60 men, which will cause our pay list for wages to amount to about £65 per week. I remain. Sir, Your most obedient servant, JOHN BELL, Superintendent. 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