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REPORT 
 
 OP 
 
 WALTER SHANLY, ESQUIRE, 
 
 ON 
 
 THE OTTAWA SdRVEY. 
 
 SUBMITTED TO THE LEGISLATIVE ASSEMBLY, EOH 
 
 THEIU INPORMATION. 
 
 printcli bi) ODriicr of \\}t fcgislatioc Jlsscmbli). 
 
 TORONTO! 
 JOHN LOVELL, PRINTER, CORNER OF YONGE ANt) MELINDA STREETS. 
 
 1858. 
 
REPO ET 
 
 Of Walter Shanly, Esquire, on the Ottawa Survey. Sub- 
 mitted to the Legislative Assembly for their information. 
 
 T. J. J. LORANGER, 
 
 Secretary. 
 
 Secretary's Office, 
 
 Toronto, 30th July, 1858. 
 
 Toronto, 22nd March, 1858. 
 Sir, — I have the honor to report on the proposed line of navigation from Mon- 
 treal, by the Ottawa and French River, to Lake Huron, iho examination and sur- 
 vey of which were committed to my charge by the Commissioners of Public Works, 
 in July, 1856. 
 
 As an Index to the work embraced in the exploration and survey of so long 
 and varied a chain of waters as go to make the route in question, I will divide it 
 into the following sections : 
 
 1st. Montreal to Ottawa City 110 miles. 
 
 2nd. Ottawa to Portage du Fort 55 " 
 
 3rd. Portage du Fort to Fort William GO " 
 
 4th. Fort William to Mouth of the Matawan 80 " 
 
 6th. The Matawan and Lake Nippisinguc 45 " 
 
 6th. Lake Nippisingue and French River 80 " 
 
 Whole distance Montreal to Lake Huron .... 430 miles. 
 
 For particulars of the steps taken for the carrying out of my instructions I 
 would ^efor you to niy ad interim reports — more especially those of the 13th De- 
 cember, 185G, and 19th March, and 25th August last year, while I will here merely 
 recapitulate in general terms what in those documents is given in detail, viz. : that 
 the original appropriation for meeting the expenses of the surv( y having been of 
 very limited amount, I deemed it advisable to confine actual instrumental operations 
 in the fir^t instance, to those portions of the route which obviously presented the 
 principal obstructions to the establislnnent of a continuous navigation. The sections 
 selected on these grounds were ; —1st. That from Portage du Fort, at the head of the 
 Chats Lake, to the foot of the noble stretch of navigable water al)ove Fort William, 
 known as the "deep river,'' — being No. 3 in the above index ; — 2nd. From ihe 
 month of the Matawan to Lake Nippisingue, No. 5, in index. 
 
 The first described division, covering some sixty-five miles of the length to be 
 explored, is l)y far the most obstructed portion of the main Ottawa River, and con- 
 secjuently the most tedious of survey, as it will eventually be the most costly of 
 improvement, when placed in comparison with any equal portion of the routt 
 
4. 
 
 above Bytown. A complete and reliable survey of this section, I deemed indispen- 
 sable to a correct knowledge of the capacity of the Ottawa as a navigable highway 
 to the west. 
 
 That an accurate chart of tlic Matawan, and a reliable topographical map of the 
 dividing ridge between it and Lake Nippisingue, was equally indispensable to a cor- 
 rect solution of the problem witli which I have to deal, must necessarily have struck 
 any experienced engineer, who had at. all given his attention to the subject, that 
 question involving a matter of no lesser nionient than the connection, for purposes 
 of commerce, of the waters of the great Ottawa River with those which chose their 
 path to the Ocean by way of the Great Lakes and the Falls of Niagara. It must 
 have been obvious, also, even in the absence of any previous knowledge of its eon- 
 tour^ that in the region of the Matawan, would have to be decided the all im- 
 portant question of the supply of water to meet the exigencies of lockage. 
 
 From the confluence of the Matawan Avith the Ottawa to the mouth of the 
 little " Riviere des Vase " on IVippisingue, is forty-five miles. 
 
 The sm'veys of these two divisions of the projected chain of navigation were 
 commenced in August, 185G, and carried on uninterruptedly, all through the severe 
 winter that ensued, particularly severe as it must necessarily ever be in the northerly 
 latitude in which they lie. Operations on the Matawan were continued until the 
 following May, when I received official instructions from you that the two parties 
 of engineers there engaged were to be called in, and that portion of the survey 
 abandoned, or suspended sine die. Those instructions I acted upon at once, though 
 with reluctance, for the work had been approached so near to completion that three 
 months continuance of even one of the parties in the field would have secured all 
 the requisite data for the compilation of a finished and accurate chnrt of that singu- 
 lar and interesting river as well as of the adjacent shore of Lake A'ippisingue. 
 
 The lower division of the work, from the Deep River to the head of Chats 
 Lake, continued under survey until the end of January last, shortly previous to 
 which time you notified me that it had been decided by the commissioners, acting 
 juider an order of Mis I'xeellency the Governor General in Council, to discontinue 
 all further operations for the ])rescnt. 
 
 It is much to be regretted, if I may be permitted to say so, that the necessity 
 for the suspension of this survey should have arisen just when it did, at a period of 
 the year when the ice affords such facilities for sounding with accuracy and cxi)edi- 
 tion, and for obtaining the other necessary data for finished and comprehensive maps 
 and charts, and which on the rugged and ])recipitous shores of deej) waters cannot 
 at any other season be had with equal economy and correctness. The present win- 
 ter, had the work not been interrupted, would have resulted in the acquisition of 
 the necessary material for laying down with completeness all the varying features 
 of shore line, islands, and depths relating to the several channels into which that 
 intricate section of the Ottawa is divided I)y the Allomettes and Camulet Islands, 
 and the many little islets betweeri the Grand Oaluinet Falh and Portage du Fort. 
 
 In ficcordance with the instriu-tions last referred to, the Ottawa sur\.'y was 
 totally suspended on the :;ist Jamun-y Inst. I should have mentioned that in 
 addition to the two divisions of the route above described as eonij)assing my first 
 scheme of operations, I have alsf) succeeded in obtaining a very exccdlent, though 
 also still incomplete survey of a third division — F^ae des Clieiies — forming part of 
 section No. 2 in index, and extending from the foot of the Chats Rapids opposite 
 Fitzroy Ilarbour, to the head of the Chaudiere Rapids seven miles above the Cily 
 of Ottawa. 
 
 During tny expl rations of the Ottawa in November 185(], learning that the 
 work" of the (Jhals ('aral were en the eve of being suspended, it struck nu* that the 
 rcsidvUt Engineer of that work, Mr. Gallway, thus relieved of his ordinary duties, 
 
of the 
 
 might possibly be spared to assist in the inij)ortcint survey which I had then recently 
 commenced. On nuikinti; such a snu'^cstion to the Department the Conmiissioners 
 at once responded by placing Mr. Gallway and his party at my disposal ; I accord- 
 ingly rp(picsted him to connect, by regular survey, the already conunenccd canal 
 at the Chats with the contemplated one at the Chaudiere. 
 
 This work carried on during the winter of 185<)-7, though not completed, was 
 prosecuted sufficiently for to furnish a correct outline of Lac des Chenes, and to 
 add twenty-seven miles, (the length of the lake) of correct soundings to our store 
 of information respecting the available depth of the waters under examination. 
 
 From the moment of assuming the responsibility of ascertaining and pronoun- 
 ing on the merits of so bold a project as that of opening an entirely new ship or 
 steamer commnnicalion between the Lower St. Lawrence and t!ie Lake ports of the 
 West, I laid down the principle of having the work executed with the greatest 
 possible carefulness and accuracy, desirous (as stated in a former report) of pro- 
 ducins^ charts of our grand northern river as relialjle in every jiarticular as those 
 admiral>ie ones which will ever ass jciate the name of Bayfield with the Great 
 Lakes and the St. Lawrence. 
 
 I accordingly adopted the tiigonometrical system of survey, and as far as the 
 work has gone, no pains have been spared to insure correctness, as well in deter- 
 mininji; the shore line of the waters, main lands, and islands, as in laying down the 
 soundings. 
 
 The following sununary, taking the sections vhich were under survey in the 
 order in which they occur ascending the Ottawa, will serve to show at a glance 
 what projioriion of the route has been submitted to the test of instrumental exami- 
 nation, the v.-hole distance from Montreal to the mouth of the French River being, 
 as already slated, estimated at 430 mik*s. 
 
 1st. Fi-otu the Chaudiere to the Chats Ra]fids, " Lac des Chenes " . . 27 miles. 
 
 '.2nd. From Portage ihi Fort to the Deep River Go " 
 
 3rd. From niuuth of the Matawan to Lake i\ipi)isingue 45 " 
 
 Total. 137 miles. 
 
 The trian<:;ulation of all these sections has been nearly completed, but a large 
 amount ot' field work, as has been before mentioned, remains to be done in order 
 to complete the tracing in of the shore lines, and the topography of the banks of 
 the rivers and lakes. Soundings have been taken througliout, generally at intervals 
 of two hundred feet apart, save in the actual rapids and some '.solated spots 
 besides, where the waters did not freeze. The results of this department of tlie 
 work may be brieily summed up as follows : 
 
 1st. Lac des Chenes: — For about tluce-fpiarter.'? of a mile below the foot of 
 the Chats Canal we have a series of rocky bars and shoals, which scarcely leave, 
 at low water, a depth of more than seven and a half feet available for navi- 
 gation. There is, however, mucii deep water (over (ifteen feet) in that distance, 
 and the formation of a channel twelve feet in depth or more, though it would in- 
 volve considerable outlny, is perfectly within the scope of practicability. The 
 remainder of Lac des Chenes, twenry-seven miles, h;is a broaJ, direct channel, 
 with a minimum depth of twelve feet at low water, the average soundings b( iag 
 more than twenty feel, and hut one lortieth part of th-i wiiole distance less than 
 fifteen ieet. 
 
 2n(l. The section from Portage du Fort to the D.'cp River, G5 miles, has biH-n 
 sounded throughoiu the northerly chaimel of the river, including l..ac Coulo igo, 
 and presents generally an available depth of over liftcen feet, by fir the 
 larger proportion (»f tlie distance having soundings of more than thirty f( et. 
 In the Calumet Channel, from the iieud of the island of that name to the Grand 
 
iv 
 
 6 
 
 Calumet Falls, seventeen miles, we have some ten miles of shallow water, from 
 six to nine feel, over shoals composed of sand or alluvial deposit. The water in 
 this channel can, by the simple construction of an easily formed dam at the Falls, 
 be kept up permanently to a level that would, without damaging any lands now 
 available for cultivation, give a minimum depth throughout of nine feet, and a 
 channel of twelve, or for that matter, fifteen feet in depth, can th.'n easily hi? obtained 
 through the shoals by dredging out from two to six feet of the soft deposit of vv Inch 
 the bottom is composed. 
 
 3rd. The soundings of the Matawan River are highly satisfactory, extending, 
 save in the few cases of "open water" (nearly all soundings having b.^en taken 
 from the ice), from its confluence with the Ottawa to its head waters in the upper 
 extremity of Front Lake, distance 42 miles. In mid channel the depths average 
 as follows : 
 
 15 feet and over 32 miles. 
 
 12 " and less than 15 5 " 
 
 10 " and under 5 " 
 
 Of the deep portions, that is to say fifteen feet and over, three-fourths, or twenty- 
 four miles, have more than 30 feft soundings. In " Lac Plcin Chants," a stretch 
 of smooth water five miles in length not far above the mouth of the river, the 
 average depth is more than eighty feet ; in many instances bottom not being 
 discoverable with three times that length of line. 
 
 Lac " Talon," which we reach at eighteen miles from the mouth, and which 
 gives us eight miles of still water, is also very deep, never less tljan twenty (20) 
 feet in mid channel and commonly more than one hundred fert. We then come 
 to La Torlue and Trout Lakes, twelve miles more of smooth water. In llie for- 
 mer the minimum soundings are fifteen feet, in the latter thirty, while fre- 
 quently more than two hundred feet are found. 
 
 Apart from the regular surveying operations, Mr. Stewart, my principal 
 assistant in the work, took advantage of tiie good ice in the winter of 185G-7, to 
 ascertain the depth to be depended on in the Chats Lake ((he upper pait of sec- 
 tion No. 2 in Index) from Portage du Fort to within three miles of the head 
 of the Chats Canal. 
 
 Consecutive and close soundings were taken throughout that length, some 
 seventeen miles, except for about two-lhiids of a mile of open water at tlie Chen- 
 eaux Rapids and resulted in showing a minimum depth of about fourteen feet, 
 the soundings generally ranging between thirty and sixty feet, while the lead at the 
 end of thirty fathoms of line, frequently announced " no bottom." 
 
 I have thus had soundings taken over about one hundred and fifty miles of 
 the proposed chain of navigation, upwards of one-third of the whole estimated 
 length, and in that distance find only some thirty miles (including the Chats 
 Canal) requiring artificial improvement to render each section continuously 
 navigable in itself for vessels drawing twelve or even fifteen feet of water. As I 
 proceed with this report I trust to be able to show that, following the route of the 
 waters proposed to be improved from Bytown to the Georgian Bay, the points 
 between which my whole field of operations lay, there are at least one hundred 
 and twenty miles more of deep and level water, in detached sections it maybe, 
 but requiring little or no aid from the hand of man to render them amenable to the 
 purposes of ship navigation. 
 
 The falls and rapids of the surveyed and other portions of the route will be 
 touched on by and by when I come to enter on the general engineering features of 
 the wdiole scheme, and will in that connection he exhibited in tabular form as an 
 appendix to this report. 
 
 Besides the hydrographical examinations embraced in the foregoing summary 
 
some 
 
 of soundings, a survey has been also made of the ridge of land dividing Trout 
 Lake, at the head of the Matawan River and the most westwardly of the waters 
 tributary to the Ottawa, from Lake Nippisingue, whose outlet is by the French 
 River to Lake Huron ; and the topographical features of the barrier between 
 where the waters of two of the mightiest of American rivers approach almost 
 within rifle shot of one another, have been ascertained with sufficient accuracy to 
 enable me to pronounce with confidence on the practicability and probable cost 
 of uniting them. 
 
 Having sketched, as above, my course of proceedings towards the discharge 
 of the trust committed to me, I will next, before entering on consecutive details 
 as to harborage and lockage, distance and depth, exhilnlory of the engineering 
 characteristics of the route, endeavor to give, for the information of those who, 
 though interested in the project, may not be familiar with the geography of the 
 proposed line of communication, a descriptive outline of the chain of waters 
 which are to form the Ottawa and French River navigation. 
 
 The great Ottawa River, which at the foot of the island of Montreal becomes 
 finally merged in the greater .St. Lawrence, has a north-westward ly course of 
 probably some five hundred miles, and may be said to drain all that portion of 
 the area of Canada comprised between latitude 45 ° and 49 ® and longitude 74 ° 
 and 79| ® . 
 
 Following the course of this great artery for about three hundred miles from 
 Montreal, and noting in that distance many large streams pouring into it from 
 both sides, we come to a broad, deep river, having an ascending course to the 
 west. This is the Matawan, the widest and deepest of the western tributaries of 
 the Ottawa. Turning out of the main river, we follow up this branch directly 
 towards the setting sun, for a little over forty miles, when, far larger at its sources 
 than at its mouth, the Matav/an closes abruptly at the head of a deep lake, and, 
 for the first lime since starting upon our journey, the waters seem to come to an 
 end. 
 
 Landing, however, and crossing a sandy ridge, but little elevated above the 
 level of the lake just spoken of, a walk of scarc:e three quarters of a mile brings 
 us upon a little river, when the current, which has hitherto impeded the progress 
 of our bark canoe, now assumes a contrary direction from that of the waters we 
 have left behind, and is gliding silently but surely to the west. 
 
 Descending this stream, known to the "Voyageurs" as " La Riviere de 
 Vase," five miles of canoeing over its gradually widening surface brings us upon 
 a noble expanse of water, Lake Nippisingue, across which, still keeping on our 
 due west course, we find thirty miles of deep water ere again compelled to take 
 the land, which we do near where the dark waters of the lake are seen to hurry 
 tumultuously to some destined goal below through a narrow channel cut perpen- 
 dicularly in the hard granitic rock. Here a " portage " of scarce a quarter of a 
 mile in length brings us once more to navigable water, and our canoe floats 
 securely on the placid surface of the French River, following whose deep and 
 beautifully terraced waters, and making three short " portages " in its length of 
 fifty miles, we emerge upon the Georgian Bay, having travelled, as near as may 
 be, four hundred and thirty miles from our starting point at Montreal, and to 
 reach which place of union with Ottawa waters, those of the French River, which 
 have just borne us out upon Lake Huron, have a journey before them of not less 
 than one thousand miles, forming an atom in the huge volume of water that takes 
 the great leap of the cataract of Niagara. 
 
 With so unbroken a chain of water communication, river and lake, between 
 the lower St. Lawrence — ^the natural portal of Canada — and the " land of promise " 
 
 in the 
 
 11 li? IlUl 
 
 
 at that the route we have iust come over 
 should have been the earliest highway of Canadian commerce. 
 
8 
 
 In the year 1G15 a brave Frencliman ascended the Ottawa from where the 
 City of Montreal now stands, and under the guidance of hi^i allies from among 
 the Indians who there swarmed on its banks, as well as on the now desolate 
 shores of Lake Kippisingue and the French liiver, he followu.l ;he identical course 
 that has been traced above, extending his explorations far down Lake Huron. 
 Lake Huron was thus the first of our wonderful fresh water seas ever gazed upon 
 by European eyes, ere yet the thunders of Niagara had greeted European ears. 
 The name of the gallant, voyageur was Samuc^l Champlain. 
 
 Impelled by the love of adventure, or the temptations of traffic, La Salle and 
 others quickly followed in the footsteps of Champlain, and for a long series of 
 years, up to a comparatively recent period, large ileets of canoes richly laden 
 with the peltries of the north periodically, year by year, ascended the French 
 River, and, crossing over Nippisingue and the " height of land," dropped down the 
 Ottawa to ^Montreal, the head-quarters of the fur trade. 
 
 Owing to the falling oil in that important branch of commerce, in part 
 because of the gradual decrease in the number of fur-bearing animals in the 
 region of Nippisingue and the Ottawa, in part because of the opening of other 
 channels of communication, but, above all, to the appearance of steamers on the 
 great Lakes and of Uailways on their borders, the French River nnd Ottawa route 
 fell into gradual disuse, save as regards the latter river, for the purpose of the 
 timber trade ; and on the French River, Lake Nippisingue and the Matawan, 
 whose echoes formerly resounded at not unfrequent intervals to the song of the 
 voyagours ; their cheery voices are now but seldom heard, the only inhabitants 
 of their solitary shores consisting of some few dozen Indian families of that self- 
 same Algonquin tribe of whom hundreds gathered wondering, round the "white 
 men," when, nearly two centuries and a half ago, Champlain and his companions 
 first appeared among them. 
 
 In reviewing the commercinl bearings of the project under consideration, it 
 must be apparent to the most indifiereni looker-on, if he will only give the subject 
 his serious attention for a little, that the claims of such a route as has been 
 described — water, it may be said, the whole way, and nearly four hundred miles 
 shorter between tide water and Lake Michigan than that by the great Lakes, are 
 at all events deserving of an impartial hearing. Setting aside, therefore, the 
 engineering obstacles to be overcome, and which, for argument sake, we will 
 suppose to be smoothed over in the meantime, I will proceed to state the case as 
 simply and briefly as I can for the consideration of the merchant. 
 
 It is not my intention to array great columns of statistics to show what the 
 possible trade Irom the west to the seaboard may be some ten years hence, within 
 which period such a navigation as is above foreshadowed may become a reality. 
 The increase of population and commerce in the western fc?tates and western 
 cities has invariably outstripped the anticipations of the theorist, and are perfectly 
 certain to continue to do so for a long series of years to cotne. 
 
 It would be almost in vain, then, to ?peeulate on what the next ten years of 
 progress should bring forth ; but it may fairly be asserted tliat producing powers 
 in the west, and demand lor its products in the east, are increasing in such rapid 
 ratio that any project which shall have for its end to diminish space and increase 
 the facilities of transport by water carriage, will find such favor in the eyes of the 
 mercantile communiiy that the restless spirit of coinnierce will neither slumber 
 norsleep while a possibility remains of ell'ecting some radical improvement in the 
 water communication between the lake ports of the interior and the sea ports of 
 the Atlantic coast. Millions will be freely contributed and freely expended for 
 the furtherance of such a purpose ere (en years more have passed away. 
 
 The natural outlet of all that fertile region east of the Mississippi which 
 
9 
 
 drains into the great Lakes, is, of course, their outlet, the St. Lawrence ; and the 
 preponderance of the trade of that immense area, cs it assumes dimensions pro- 
 portioned to the \astness of the river, will settle into that channel as a matter of 
 destiny. No wholly artificial revenue can keep pace in increasing cajiacity with 
 the gigantic commerce which is growing up It) the went of Lake Michigan, and 
 which will force us Canadians into bolder undertakings than any we have yet 
 embarked in. Canada lies directly across the leading route from the I'ar west to 
 the Atlantic seaboard, and over some portion of our territory the great tide of 
 western commerce must lor ever roll. 
 
 To meet the coming exigencies of that commerce, public attention has 
 already been directed to three great jirojecls, viz : 
 
 1st. Tlie enlargement of the Welland Canal. 
 
 2nd. The conj*truction of the Toronto and Georgian Bay Canal. 
 
 3rd. The establishment of the French River and Ottawa navigation. 
 
 I use the term navigation rather than canal in relation to the last named 
 scheme, because, as before t)bserved, it consists of an almost uninterrujited chain 
 of waters — river and lake — demanding, just as we all remember the St. Lawrence 
 did, certain delached sections of canal to render the navigation continuous. 
 
 The maps accompanying this Report will place clearly before the reader the 
 relative "geographical positions of each of the routes named. That by the Welland 
 Canal is so familiar to all in any way concerned in the trade of the lakes that ihe 
 name is sufficient to recall its importance and success. The enlargement to ship 
 proportions of that indispensable connection between Lake Ontario and the upper 
 Lakes will be the first accomplished of any of the three projects under considera- 
 tion. 
 
 With respect to the Toronto and Georgian Bay Cana!, the lately published 
 and elaborate report of Mr. Kivas TuUy, Civil Engineer, puts us in possession of 
 full and reliable data as to the constructive features of that project, while my own 
 exj)lorations and partial surveys in connexion with project No. 3 enable me to 
 condense its salient features into tabular comparison with those of its compeers : 
 
 , are 
 
 , the 
 
 will 
 
 No. 
 
 Name of Route. 
 
 Distances Cliieago to Montreal. | 
 
 1 
 
 Lockage. 
 
 
 Lake. 
 
 River. 
 
 Canal. 
 
 Total, 
 Miles. 
 
 Up. 
 
 Down. 
 
 Total. 
 
 
 Wellaiul Canal 1 
 
 Toronto .ami Geori'ian Bav 
 
 : Miles. 
 
 Miles. 
 
 Miles. 
 
 Feet. 
 
 Feet. 
 
 Feet. 
 
 1 
 
 o 
 
 111.-) 
 775 
 
 575 
 
 1 
 
 132 
 1.^5 
 347 
 
 71 
 120 
 
 .->8 
 
 i:i-18 ! 
 1050 
 980 
 
 13(. 
 8.3 
 
 535 
 075 
 015 
 
 535 
 805 
 
 R 
 
 French River and Ottawa 
 
 698 
 
 
 1 
 
 
 
 
 From these figures it appears that in point of distance, No. 3, which may be 
 termed, ]>ar excdiencc, the " Canadian route," hold a very wide advantage over 
 No. 1 ; and, though j)osscssing in a lesser degree a similar advantage over No. 2, 
 is so far its superior in regard of lockage, as cccler is paribus^ to entitle it to at least 
 aq erpial shan- of attention. 
 
 In the foregoing talde, Chicago is taken as our point of departure from the 
 west, IMontri. ' as the port of destination ; with thc^se points as terniina, I will 
 endeavor to show what the relative cost of transport;jtion by cacii of the three routes 
 should be, and to that end will avail myself of the calculations of the net mileage 
 cost of trans))on by the several descriptions of water carriage, lalce, river, and canal, 
 given us in the able report of Mr. W. J, MacAlpinc, on the canals of the State of 
 
10 
 
 'I I 
 
 New York. I also ask permission of Mr. J. B. Jervis to make use of some of the 
 figures relating to similar matters set forth in his excellent treatise on the Caughna- 
 waga Canal project. 
 
 The following is Mr. McAlpine's table 
 
 TABLE OF THE COST OF TRANSPORT PER TON PER MILE. 
 
 Ocean. Long voyage 1 mill. 
 
 Short " 2to4mill3. 
 
 Lake. Long " 2 " 
 
 " Short " 3 to 4 " 
 
 Rivers. Hudson and of similar character 2^ " 
 
 " St. Lawrence and Mississippi 3 *' 
 
 " Tributaries of Mississippi 5 to 10 " 
 
 Canals. Eric enlargement 4 " 
 
 " Other large Canals but shorter 5 to 6 " 
 
 " Erie Canal, ordinary size 6 " 
 
 " AVith Great Lockage 6 to 8 " 
 
 Railroads. Transporting Coal 6 to 10 " 
 
 " Not for Coal, favorable grades and lines 12^ " 
 
 " Steep Grades 15lo25" 
 
 To the Canal rates above given must be added the tolls, which, on the Erie 
 Canal in its present unenlargcd condition, swell the cost of transport through it to 
 about 14 mills per ton per mile, Mr. Jervis making just allowance for the lessening 
 of tolls certain to be a consequence of the increase of tonnage due to the larger 
 capacity of our Canadian canals, when tested to their full capability, and for the 
 actual decrease in the cost of transportation due to the larger class of vessels that 
 their capability will admit of being employed in the trade, assumes the cost of 
 transport, toils included, in ship canals of ordinary cost, at 8 mills per ton per mile, 
 which is simply ;tdding 4 mills for toll to Mr. McAlpine's 4 mills for transport. 
 
 Mr. T. C. Clarke in his excellent paper on the '' Avenue of Western Trade," 
 first published in " Hunt's Merchants' Magazine," and subsecjuently in the Report 
 of the Commissioner of Public Works for last year, assumes, and justly, that the 
 cost per mile of both the "Toronto and Georgian Bay," and •' French River and 
 Ottawa " Canals, will be far in excess of the average cost of the mngnificent 
 canals we can now boast of; and that, as a conseciuence of such increase of out- 
 lay, there would naturally be a corresponding imrease of tolls, — estimated by him 
 at double the ordinary rate, — which, however, he puts at 5 mills per ton per mile, 
 against Mr. Jervis' 4 mills. Accepting Mr. Clarke's principle as suand, I adopt 
 Mr. Jervis' figures, though for the purposes to which I am about to apply them, 
 that of comparison, the one rate would answer fully as well as the other. Taking, 
 therefore, Mr. McAlpine's rate of 4 mills as the nett cost of transport in largo 
 canals and doublinsj; Mr. Jervis' tollage of 4 mills, we have 13 mills as the cost of 
 transportinf^ a ton of goods through each mile of the two costly canals with which 
 I have to deal in comparing them as channels of trade wnth the Welland and other 
 artificial links in the St. Lawrence line of navigation. 
 
 The several routes will then compare as follows : 
 
 1st. Welhin'l inil St. Lawrence Canals. 
 
 J ake navigation 1145 miles at 2 mills $2.30 
 
 Rivtr " 132 " 3 " 0.40 
 
 Canal " 71 *' b " 0.57 
 
 $3.26 
 
11 
 
 ^iid. Toronto and Georgian Bay Route. 
 
 Lake Navigation, 775 miles at 2 mills $1.55 
 
 River " 155 " 3 0.46 
 
 Canal (T. & G. B.) 77 . " 12 0.92 
 
 Canal (St. L.) 43 " 8 0.34 
 
 $3.27 
 3rd. French River and Ottawa Route. 
 
 Lake Navigation, 575 miles at 2 mills $1.15 
 
 River " 347 " 3 " 1.04 
 
 Canal " 58 " 12 " 0.70 
 
 $2.89 
 
 In the foregoing calculations I have assumed Mr. MacAlpine's minimum rate 
 for lake carriage and his maximum for large rivers, so that the comparison can- 
 not be charged with being unduly favorable to the Ottawa route, which is repre- 
 sented as possessing a very much less proportion of lake and far more of river navi- 
 gation than cither of the other two, although much of what in it 1 have classed as 
 river might justly be put down as lake, fully one-fourth tlie distance assigned to 
 the former category having width and depth suthciont to admit of half a dozen 
 vessels as big as the " Leviathan " running side by side. 
 
 I will now submit a comparative statement of the time to be occupied in an 
 ordinary voyage over each of these routes, choosing the propeller as the description 
 of vessel with which to experiment in tasking their respective merits in that par- 
 ticular, and will suppose three such vessels, of equal cnpacity in every respect, to 
 clear from Chicago at the same time, all three having their manifests made out for 
 Montreal. They sail together past the straits of Mackinac till abreast of the lower 
 end of the Great IManiioulin Island, \vhen, one oi them keeping on a nearly due 
 south course down Lake Huron, lor the Welland Canal, the other two steer east- 
 ward, and in company, till, clearing Ciipe llurd, they enter the Georgian Bay, one 
 of their head? northward for the French River, to take the Ottawa Route, the other 
 south-wardly to Notlawasaga, the entrance of the Toronto and Georgian Bay Canal. 
 
 I will assume lor the rate of progress of all three vessels eight miles per hour 
 through lake and river, three miles per hour iu canal, and will allow one and a 
 half minutes for each foot of lockage. 
 
 With these conditions the lime occupied in the several trips should prove as 
 follows : 
 
 1st. Welland Canal Route (enlarged.) 
 
 1277 miles Lake and River Navigation 159 hours. 
 
 71 " Canal " 24 " 
 
 535 feet Lockage 13 " 
 
 Chicago to Montreal 190 hours. 
 
 2nd. Toronto and Gcurgian Bay Route. 
 
 930 nules Lake and River Navigation 1 IG hours. 
 
 120 " Camd «' 40 " 
 
 805 feet Lockage 20 " 
 
 Chicago to M<infrcal 17G hours, 
 
 3rd. Frrnck River and Olfawa Route. 
 
 915 miles Lake and River Navigation 115 hours. 
 
 68 " Canal " 19 " 
 
 <)i)8 feet Lockage 18 " 
 
 152 hours. 
 
12 
 
 Difference in favor of No. 3 over No. 1 44 hours. 
 
 Do. do. No. 3 over No. 3 22 " 
 
 To leidertlie comparisons more comprehensive we will now retrace our steps 
 from JMontreal to the loot of Lake St. Louis, and supposing the Caughnawaga 
 Canal to be un fait accompli^ will take our propellers and their cargoes by that 
 route, Lake Champlain and the Hudson, to New York. The cost of transporting a 
 ton of goods from Chicago to New York will then compare as follows, the Cham- 
 plain Canal being assumed as enlarged to ship proportions, and the Hudson im- 
 proved lor large vessels up to Watcrford ten miles above Albany. 
 
 1st. Wetland Canal Route. 
 
 f 
 
 Chicago to Caughnawaga as above, deducting Lachine Canal 
 
 charge 83.19 
 
 Caughnawaga Canal 33 miles at 8 mills $0.2G 
 
 St.Juhnsto Whitehall, river & lake, 130 " 3 " 0.36 
 
 Champlain Canal 05 " 8 " 0.52 
 
 Hudson River, Waterlbrd to New 
 
 York 155 " 2.i " 0.39 
 
 1.53 
 
 Chicago to Now York, 1V21 miles $4.72 
 
 2n(l. Toronto and Georgian Bay Route. 
 
 Chicago to Caughnawag.i, as above $3.20 
 
 Cau 
 
 niawagiv to New York, do i.ly.i 
 
 ■* t 
 
 Chicago to New York, 1423 miles 84.73 
 
 3rd. Ottawa and Frcnc/i River Route. 
 
 Chicago to Cauglinawaga, as a!)Ove !^2.S2 
 
 Caughnawaga to New York 1 .53 
 
 Chicago to New York, 1353 miles 
 
 • • • • % ' 
 
 84.35 
 
 The foregoing calculations sh(Hild be i«uiricienl, I think, to show that the 
 French River ami Ottawa line of navigalinn possesses in reality such commercial 
 advantages as make it worth while to put its engineering merits on their trial, I 
 will thend'ore jirooeed to set forth the difTicultii's to be encountered, and the 
 facilities for dealing with them, in grappling with what must undoubtodly {.rove 
 a stupendous undertaking, and in doing so I shall confine myself strictly to the 
 iacts elicited in the course of my explorations and surveys, "nothing extenuating 
 wherein th(>y arc worthy," and vouching for tin; correctness of my premises, shall 
 cheerfully abitle the criticisms of my professional brethren upon the conclusions I 
 arrive at. 
 
 ENGLNEERLNG FEA'iURES OF THE ROUTE. 
 
 I commmenecd my examination at Pemnunguishene, and made a careful 
 recoimoissance of the eastern roast of the Geor^'ian H ly, Iroui tlienee to its most 
 nortlHM'ly indentation, th.' French River. Asctiuding which stream I noted all its 
 capabilities for the purposes of a ship navigation ; and contiiming my route across 
 Lake Xippisingue explored its coasts anil inlets, crossed over llif ridu'i' of land 
 separating its water-slind from that of the Ottawa, deseen Icil the Mitawan River, 
 and HO on down the Ottawa to the foot of the (irand Cahunot Falls; making a 
 canoe voyage of n^-arly four hmidred miles, and satisfying myself by piMsonal 
 observation that tlu; plan of operations pr«!vionsly ado|)ted, and herein already 
 described, was that best calculated for the |)roper carrying; out of my instructions. 
 
 IVevious to setting out upon my explorations 1 luul endeavoured to gather 
 
13 
 
 such reliable information as was within my reach relating to the characteristics of 
 the route generally, but mr re especially as regarded that important point, the 
 
 TERMINAL HARBOR ON LAKE HURON, 
 
 And ascertained that the prevailing opinion with respect to the entrance of the 
 French River was not favorable to the project of opening a navigable communica- 
 tion by that route with the Ottawa. It was represented that the approach to the 
 river was so barred by reefs and rendered so intricate by the maze of islands 
 multiplying its outlet into innumerable deltas, that only the most skilful Indian 
 pilots could thread its labyrinth of channels so as to steer their hark canoes into 
 the main trunk of the river. 
 
 I have a'ready in this report had occasion to refer to Admiral Bayfield's charts 
 of our Lakes, the accuracy of which is proverhial among those who " occupy their 
 business" in those " great waters." Singuhirly, however, an error or oversight in 
 nomenclature on that portion of his chart of Lake Huron which shows the outlet 
 of the French River, goes to strengthen, if indeed it did not originate the opinion 
 referred to as common among the casual visitors to that coast, viz., that the river 
 is not accessible lor any cratt higger than a birch hark canoe. 
 
 I Would direct your attention to sheet No. o of Bayfield's chart of Huron, and 
 and with it before you, to a group of islands in its north-easterly angle known as 
 the " Bustard Islands." 
 
 Looking northward from this point of observation you will see the " Mouths 
 of the French River,'' noted in conspicuous capitals, debouching amid a number 
 of little islands. Turning duo east you will observe an inlet named the " Key," 
 also figuring in capitals ; while between it and the first named point is another 
 indentation of the coast ; setting up from which, hut noticed only in unpretending 
 italics, is a " large river." 
 
 The Indians of L'ake Nippisingue in going to and fro between their homes 
 and Shibewhenaning or the tSault de Ste. Marie, commonly enler or descend iho 
 French River by the " Mouth," so designated by Bayfield, that route all'ording the 
 best shelter for their canoes ; in going to or returning Irom IVnclanguishene they 
 as commonly choose the passage by the " Key," the walers of which, although 
 they do not belong to the French River, approach so near to it atsomj distance up 
 as to render it accessible for canoes by an easy *' portage." 
 
 In pursuing my examination of tlie coast I |)laced myself entirely in the hands 
 of my pilot, a sagacious AIgon(juin of Lake Nippisingue, perfectly familiar with 
 every rocky island and inlet of the myriads thai stuil and indent the inhospitable 
 coasts of the Georgian Bay, merely giving him to uiKL'rstand that my desire was 
 to enter the riv(!r by its widest and deepest outlet. 
 
 Passing the " Key," which ho indieati'd as tlu; shortest route to Nippisingue, 
 my guide bent his course for the liustanl Islands, and (rom thence steered directly 
 for the " large river " already referred to, the way into which fiom tin; islands being 
 perfectly clear and nnemljarrassed. It thus for the first lin)e became known to 
 me that the French River Ind at least one outlet in(lej)en(lent of those assigned to 
 it by the chart, and that the large river which m 'St probably \vms considered by 
 Bayfield as a distant stream, is in reality that arm of the former by which, if ever 
 it is to be adajited to the i>urpose of modern commerce, vessels will have to enter 
 it. As for the other mouths 1 have as(!ertained that they were rightly pronounced 
 to be inaccessible save, as before observed, by the Indian in his canoe. 
 
 On reaching the mouth of the river I landed, and looking back upon the bay 
 over which I had just passed, it certainly did seem to luKil all the external condi- 
 tions of a noble harbor. 
 
 The Bustard Group completely protects it on the south and south-west, wlalo 
 
14 
 
 a heavy sea grinding angrily against a projecting headland of granite on the north- 
 west seemed to announce some shelter against the violent gales which so frequently 
 assail the Lake from that quarter. The bay A'ithin was perfectly smooth and 
 unruffled, while without the water was still heaving and swelling from the effects 
 of a night of storm. 
 
 The entrance to the harbor is studded across from the Bustards towards the 
 main shore on the north by a few rocky islets, great broad channels between which 
 give every indication of very deep soundings. Close under the Bustard Islands th^ 
 chart marks sixty feet of depth, in the mouth of the river I paid out twenty feet of 
 line without touching bottom. The intermediate bay, doubtless, has some of those 
 treacherous sunken rocks which beset the whole of that coast, but the general depth 
 of water is great, and deep channels of ample width exist throughout the whole 
 bay into the entrance of the river. The reefs and sunken rocks referred to are 
 almost sure to be of the pinnacle form which characterises the rocks and islands 
 above water, and as they stand up like pyramids with deep soundings all around 
 them are therefore susceptible of being removed without extraordinary difficulty or 
 cost, involving a description of work in fact, which, as it would be permanent in 
 its results, would prove of less ultimate cost than the endless dredging of some of 
 the ever silting harbors of Lakes Erie and Ontario. 
 
 A vessel of whatever class, steamer or sailing craft, once within the Georgian 
 Bay, could in any weather at least as easily make the Bustard Islands as any of 
 the more southerly ports, Owen Sound, Collingwood or Nottawasaga, while in the 
 sweeping gales fiom the north-west, the scourge of Lake Huron, the run from Cape 
 Hurd to the Bustard;;, having the shelter of the great Manitoulin Island, would 
 assuredly be far safer than that to any of the three lower harbours named. Under 
 the lee of the Bustard group vessels could anchor or moor in the most complete 
 security, blow the wind from what quarter it might, and to drop thence into the 
 river, the depth and directness of the channel being assumed as sufficient, would 
 be practicable under almost any condition of weather short of actual storm. 
 
 I consider the harbor formed by the Bay of the French River, described above, 
 as capable of being rendered in every respect suitable for the entrance of a great 
 ship canal. The ordinary adjuncts of lighthouses and piers would, of course, be 
 called for, and a careful survey required to determine the proper site for such 
 erections. It was my intention to have made such a survey in the summer of 
 1857, had I been permitted to proceed with the work embraced in my first instruc- 
 tions. 
 
 THE FRENCH RIVER. 
 
 For more than a mile from its mouth upwards the river is broad, deep, and 
 still ; in width from three hinulred to four hundred feet ; in depth probably twenty 
 feet. The banks are of bold granite, that on the nortli side ])rescnting the appear- 
 ance of a monster artificial breakwater or pier, rising perpendicularly many feet 
 above the water, and jutting out far into the lake, affording to the entrance com- 
 plete protection from the blustering winds of the north. 
 
 At the end of a mile and a-half or more from the entry, and on rounding a 
 sudden bend, we come upon the first or niorc pr()[)crly speaking the last falls of the 
 river, hiiving a descent of about six feet, and in form resembling an artificial weir ; 
 the width of the lall being scarce one hundred foot, and the drop from the higher 
 to the lower level almost perpendicular. On the north side the granite rises up 
 boldly from out the water, while on the south there lies a fiat tal)le of the same 
 character of rock, its surface but little elevated above that of the water in the upper 
 reach, and the " portauc '' over which from deep water below to deep water above 
 the cascade is not four hundred feet in length. This table rock is admirably 
 
15 
 
 wcir ; 
 
 adapted for the reception of a lock. Such a structure, of the largest required pro- 
 
 E onions, would almost occupy its whole area, for in width it can scarce boast of one 
 undred feet when it is overshadowed by a beetling cliff of the same imperishable 
 formation as that upon the opposite side. 
 
 A dam across the head of this fall, carried up to a height sufficient to maintain 
 the water permanently at a level of about one foot above ordinary high water 
 mark, or about three feet above "he stage at which I found it on the 16th October, 
 1856, would have the effect of k ating a dead level from here to the next falls, 
 some sixteen miles further on, and would completely drown one or two trifling 
 intermediate rapids, without drowning any land. This elevation of the water 
 would give us a lock of nine feet lift to construct, which, with the dam about 100 
 feet long by 15 feet high, embrace all the work required to render the first eighteen 
 miles of the French River navigable for vessels drawing from ten to twelve feet 
 of water. 
 
 I have been thus particular in describing the first fall encountered in the 
 ascent of the river, and which is known by the name of " Les Petites Dalles," 
 because the general features of all the other falls to be surmounted are precisely 
 similar. They are all more or less weir-like in their formation ; and this mode of 
 dealing with them, when "improvements" come to be considered, will in every 
 instance be identical ; locks and dams being almost the only description of work 
 required to render the river navigable throughout its entire length for any draught 
 of vessels that the harbors of Lake Michigan can send out. 
 
 From the " Dalles" to the next falls above, "Le Grand Recollets," the dis- 
 tance, as has been said, is about sixteen miles ; the height of the RecoUet Fall is 
 seven feet ; and then a stretch of eighteen miles more of deep wide water, inter- 
 rupted by but one short rapid, till we reach the foot of " Rapide de Parisien," 
 the first of a series of four falls extending over a distance of as many miles and 
 separated from one another by deep still ponds. Three locks and dams will com- 
 pletely surmount these obstructions, which have an aggregate height of about 
 eighteen and a-half feet. 
 
 At the head of " Rapide des Pins," the uppermost of the four falls just 
 referred to, we find ourselves once again in one of those lake-like expanses of deep 
 water which constitute a principal characteristic of this river, and over the smooth 
 surface of which, in this instance, we skim for eight or nine miles without inter- 
 ruption, till our progress is arrested by the '• Chaudiere Falls," one of the outlets 
 from Lake Nippisingue. Here the ascent is nearly twenty-six feet to gain the 
 level of that lake. 
 
 The " Chaudiere " has a course of about a mile in length through a narrow 
 channel enclosed between lofty and perpendicular walls of granite, resembling a 
 combination of mighty locks, from which the pent-up water had swept out the 
 gates. To the southward of this channel a deep still bay sets up towards Nippi- 
 singue, approaching to within a quarter of a mile of it. At the head of this bay 
 the " portage " is made, and at that point the facilities for connecling the waters 
 are all that could be desired. Two locks and a lew hundred feet of canal would 
 effect a navigable link between twelve feet water above and twelve i'eet water 
 below the Chaudiere portage. 
 
 From the entrance of the French River, on the Georgian Bay, to its outlet 
 
 from Lake Nippisingue, the distance is as near as may be 50 miles. 
 
 The ascent about CO feet. 
 
 Making the level of Nippisingue above the sea , 632 " 
 
 I estimate that the construction of seven locks and eight dams, with not to 
 exceed three quarters of a mile in length of rock cutting, exclusive of that required 
 for the locks, embraces all the work necessary to admit of the transit from Lake 
 Huron to Lake Nippisingue of vessels of one thousand tons burthen. 
 
16 
 
 It has already been said that the mouths of the river are numerous and intri- 
 cate. The river itself, though sometimes merging into one vast lake, is throughout 
 the greater part of its length divided into two main channels. At the head the 
 waters of Nippisingue pass out through three distinct outlets, all similar in character 
 to the Chaudiere. The channel I have endeavored to describe is the southerly 
 one ; the Chaudiere ra|)id the furthest south of the triple outlet from the lake. 
 
 The French River might more properly be described as a succession of lakes 
 than as a continuous river. The ascent is made in a series of level terraces ; the 
 rapids or falls between which are short ; assuminsr, in nearly every instance, the 
 cascade form. The depth of water between rapids is generally very great. I look 
 soundings throughout with my own hand and rarely lighted upon any spot where 
 less than twelve feet of water was to be had, three times that depth beinsr probably 
 more common. The lake portions are studded with islands, clothed to the water's 
 edge with the cedar and the fir, and of every conceivable outline of boauty : while 
 here and there vast bays indent the shores to such a depth that fleets of large 
 vessels might be moored within them unseen among the islands. The river portion 
 are for the most part narrow defiles from two hundred to four hundred feet in 
 width, walled in by towering cliffs of the unchanging granite or its kindred rocks, 
 the syenite and the gneiss, close, up to which I itivarial)ly found great depth of 
 water. Emerging from these defiles, the lake scenery will again break upon the 
 view, the islands appearing to be more numerous, the bays more varied, as we 
 ascend towards the sources of the river. 
 
 The scenery of the Thousand Isles of the St. Lawrence is tame and uninte- 
 resting as compared with the endless variety of island and bay, granite cliir and 
 deep sombre defile, which mark the character of the beautiful, solitary French River. 
 
 LAKE NIPPISINGUE 
 
 Lies just above the 40th parallel of latitude and across the 80th of longitude. In 
 form it is very irregular, but has an extreme length, east and west, of about thirty 
 miles, and a maximum breadth, north and south, of about twenty miles. Its area 
 may be set down in round numbers at three hundred square miles. Its elevation 
 above the sea is 032 feet. 
 
 The northerly shores of the lake are somewhat low, generally of flat granite 
 rock ; the water shoal upon a sandy bottom. On the southerly side, across which 
 our line of navigation lies, the primitive rocks stand boldly out of the water, 
 which is deep, as much as thirty fathoms sometimes, and commonly three fathoms 
 close up to the shores. For about ten miles from the head of the Chaudiere Falls, 
 the character of the lake is in close allinity to that of the French River, the way 
 lying through myriads of islands. We then emerge upon the broad, open lake, 
 across which is a clear, direct, unembarrassed course, of what sometimes proves 
 bi^rmy navigation, to the moutli of the little 
 
 " RIVIERE DE VASE, ' 
 
 in itself an insignificant stream, but of easy adaptation to the purpose of an artifi- 
 cial navigation. Its course lies through wide marshes of deep nmd, maintaining a 
 tangled growth of dwarf alder and willow, or between sloping hills of arid sand 
 wooded with red pine. Canoes ascend the vase ''portaging" three times for five 
 miles from its mouth till wo reach 
 
 THE SUMMIT RIDGE, 
 
 when wc attain a height above Lake Nippisingue of 35 feet; above the sea 007 
 feet. Here the water-shed of the St. Lawrence and the Ottawa divifle, and a por- 
 tage of three (luaricrs of u mile across the " height of land " brings us to the head 
 waters of 
 
17 
 
 id intri- 
 aughout 
 sad the 
 liaracter 
 jutherly 
 ke. 
 
 )f lakes 
 
 ;es ; the 
 
 ice, the 
 
 I took 
 
 it where 
 
 irobably 
 
 water's 
 
 -. while 
 
 of large 
 
 r portion 
 
 feet in 
 
 'd rocks, 
 
 lepth of 
 
 ipon the 
 
 , as we 
 
 1 uninte- 
 2\\iY and 
 ih River. 
 
 iide. In 
 
 lit thirty 
 
 Its area 
 
 slevation 
 
 t granite 
 ss which 
 e water, 
 1 fallioms 
 !re Falls, 
 the way 
 pen lake, 
 is proves 
 
 an artifi- 
 taining a 
 arid sand 
 !S for five 
 
 ! sea 007 
 
 id a por- 
 
 the head 
 
 THE MATAWAN, 
 
 which are enclosed in a beautiful basin of immense depth — " Trout Lake'' — in the 
 bays of which, at one hundred feet from shore, we are in eleven feet of water ; at 
 two hundred feet, in twenty feet ; and then rapidly drop off into sixty, one hun- 
 dred, and two hundred feet soundings. The length of this lake is eight and a half 
 miles, and immediately below and separated from it by a rocky bar of four hundred 
 feet in length, is a similar basin — " Turtle Lake " — having a length of four and a 
 quarter miles. This gives us some twelve and three quarter miles of smooth, deep 
 water (Turtle being but one foot lower than Trout Lake) to start with on our 
 summit navigation ; for, with the exception of the bar above referred to and some 
 few othf-rs, detached shoals extending in all over a distance of about fifteen hun- 
 dred fret and chiefly composed of needle rocks, the points of which (having seldom 
 less than eight feet of water over them) can easily be blasted ( ff, the depth through- 
 out is ample, rarely less than three and generally over six fathoms. The average 
 width of these two basins may be taken at one mile, and their joint area at twelve 
 square miles. 
 
 The height of Trout Lake above Nippisingue is 23 feet. 
 
 " " above Huron 83 " 
 
 *' " above the sea 655 " 
 
 This is the summit water of our route. 
 
 I shall take up the question of supply further on, but while we are on the 
 summit, the practicability of connecting the waters — between which, though so 
 near to one another, nature has interposed a barrier — may properly be discussed. 
 
 For u canal between Lake Nippisingue and Trout Lake two routes present 
 themselves : The one is by the Vase as already described ; and assuming the sup- 
 ply of watf r on the summit to be sufficient, I would propose to flood the first two 
 miles from the mouth of the river, by raising Nippisingue permanently to a height 
 of about five feet above its highest natural level — a work very easy to be accom- 
 plished, and at little cost. This would reduce the extent of actual canalling neces- 
 sary between the lakes to about three miles, of which about three-fourths of a 
 mile would have a maximum depth of cuttmg of not more than twenty-four feet, 
 with an average of less than twenty feet ; the remaining distance, two and a quar- 
 ter miles, would average perhaps ten feet in depth of excavation. The material 
 to be worked upon would be chiefly sand and boulders, though, probably, the hard 
 primitive rovk would be struck in reaching bottom in the summit cutting. Two 
 locks would bo required to overcome the ascent of sixteen feet from the raised sur- 
 face of Nippisingue (I propose raising it seven feet above low water) to the level 
 of Trout Lake. Seven feet would then be added to the lockage at the Chaudiere 
 from I he French to Lake Nippisingue. 
 
 The other route referred to is by following another small stream, the "Ojib- 
 waysippi,'' which comes in a mile or so north of the Vase, and along the course of 
 which theie exists a chain of lagoons extending to within a short distance of Trout 
 Lake, — no summit intervening bi'twcen them and it ; and so nearly does the level 
 of these lagoons correspond with that of the summit waters that it is not improbable 
 that though now solely trilmtary to the Ottawa, they at one time found their way 
 to the Nip|)isingue by this channel. 
 
 A canal by the Ojibwaysippi route would be more direct than one by the 
 Vase, and would have an entry on Trout Lake in a far finer bay than that where 
 the latter would terminate. The survey of the former was not completed, — I 
 cannot iherelbre speak with confidi^ice as to whether on the whole it should be 
 preferred to the better known one by the Vase, but certain it is that by either route 
 the coiistructi >n of a canal would be an undertaking of m'^rked simplicity, and 
 perfectly feasible within moderate limits of cost. 
 
18 
 
 Before commencing the descent from the summit eastwards, I will recapitu- 
 late the work required to complete the navigation to that point, ascending from 
 the west: 
 
 French River.... 
 Lake Nippisingue 
 Summit Barrier. . 
 
 1 
 
 ] Natural 
 Navigation. 
 
 Canal 
 Navigation. 
 
 Total 
 Distance. 
 
 Height 
 
 to bo 
 
 overcome. 
 
 No. of 
 Locks. 
 
 j Miles. 
 
 Miles. 
 
 Miles. 
 
 Feet. 
 
 
 49 
 
 1 
 
 60 
 
 67 
 
 8 
 
 30 
 
 
 30 
 
 .. 
 
 • • 
 
 
 5 
 
 5 
 
 16 
 
 2 
 
 •79 
 
 6 
 
 85 
 
 83 
 
 10 
 
 No. of 
 Dams, 
 
 11 
 
 The dams in the French River would be structures of inconsiderable magni- 
 tude, averaging not more than 100 feel in length by twelve feet in height. Tnose 
 on Lake Nippisingue would not exceed twice those dimensions when largest. 
 
 The greatest deptli of cutting at any point in the canal portions of the route 
 wou d be under thirty feet. 
 
 I now return to the Matawan, the upper reservoir of which, formed by Trout 
 and Turtle Lakes, has already been described. 
 
 The outlet from Turtle Lake is through a rocky river, generally shallow and 
 rapid, though having occasional ponds of deep and level water. The length of 
 this neck is a little over four miles, when it delivers the water into another vast 
 basin — Lac Talon. The fall between Turtle and Talon basins is about, thirty- 
 two feet. Three locks can be conveniently constructed, and damming resorted 
 to with good effect to obtain the requisite depth of water, without recourse being 
 had to heavy excavations. 
 
 Lac Talon is in length 7 miles. 
 
 Its height above the sea is 622 feet. 
 
 Its general depth is very great, from ten to twenty fathom soundings pre- 
 vailing over a large portion of it. Two bars exist near its lower extremity, 
 having from tive to eight feet of water over them. Their combined length is 
 about thirteen hundred feet, and they stand, in both cases, on the verge of very 
 deep water, 
 
 Lac Talon discharges its water precipitously in a splendid chute of forty- 
 three feet fall, very narrow, and bound in by granite cliffs of great height. From 
 deep water above to deep water below the chute, there is about twelve hundred 
 feet of length, and in a deep rnvine upon the southerly side nature has plainly 
 pointed out the site for future locks. 
 
 Below the Talon chute there is a series of four basins or ponds, and three 
 rapids ; the former occupying a combined length of two miles, the latter three 
 quarters of a mile. The descent is twenty-one feet, requiring two locks and 
 dams to perfect the navigation. The uppermost and longest of the " ponds," a 
 mile and a fifth in length, is very wide, and from twenty to one hundred and 
 twenty feet in depth ; the others are no where loss than one hundred feet in 
 width, and have a least depth in mid-channel of eight feet. 
 
 We next come to the "Portage des Paresseux," where the water tumbles 
 over in a fine cascade, thirty-four feet in height, the whole length of the interrup- 
 tion being about a quarter of a mile. Here a thorough cutting through hard 
 
19 
 
 11 
 
 rock will have to be resorted to in effecting a navigable passage from the head 
 of the rapid to the foot of the cascade ; three locks will also be required. The 
 extreme depth of cutting will not exceed twelve feet. 
 
 Immediately below the Paresseux ckvte we are in very deep water, and 
 between bold and beetling cliffs of ihe all-pervading syenite ; in a great fissure in 
 the rock, in fact which closes in at one point till scarce eighty feet of width is 
 left between sides. The least depth of water in this narrow defile is foriy-three 
 feet. You may suspend a plumb line upon the face of the rock on either side of 
 the river, and keep paying it out for that number of feet ere the lead rests upon 
 the bottom. 
 
 The whole still water distance from the Portage des Paresseux till we arrive 
 at the next rapid below is somewhat more than three miles, and over that length, 
 save at one point, the depth of water is very great, and the width ample for all 
 purposes of ship or steam navigation. The "narrows" already referred to as 
 having some eighty feet of width, are very narrow as compared with the general 
 width of this reach of the river. The one point alluded to as shallow is where 
 the stream is divided into two by " Les Aiguilles" Islands, the channels around 
 which are impracticable for the passage of any craft bigger than a five fathom 
 canoe ; nature has however placed close at hand the means of remedying this 
 obstruction. The shoal is not more thfin two hundred feet in length, when it at 
 once drops off" above and below in^o upwards of nine fathom soundings. 
 
 From the foot of "Lac des Aiguilles" we have an alternation of rapids and 
 ponds for a little over two miles, the whole fall in that distance to the foot of 
 " Portage des Eplnes," being about eighteen feet. The locks and dams will 
 surmount all the obstructions encountered on this section of the Matawan. 
 
 At the foot of " Les Epines" Rapids we enter " Lac Plein Chant," a magni- 
 ficent stretch of deep water. In length it is nearly five and a half miles, in width 
 very variable, from two hundred up to two thousand feet. Its general breadth 
 may be taken as between four hundred and five hundred feet. Where deepest 
 foriy-five fathoms of line failed to touch the bottom. The general depth ranged 
 over five fathoms ; the only shoal spots that have been found to exist being ot 
 inconsiderable extent, and having from twelve to twenty feet of water upon 
 them. 
 
 The end of Lac Plein Chant brings us to within about two and a half miles 
 of the confluence of the Matawan with the Ottawa. That distance is broken by 
 three rapids, having an aggregate fall of nearly twenty-one feet. One half of 
 thai length has deep and level water; the remainder may be put down as 
 requiring to be canalled. Three locks will be necessary. 
 
 Having now reached the Ottawa, I will, before proceeding down that river, 
 condense the features of the Matawan into tabular form, so as to show at a 
 glance what is the extent of artificial work required to render its length of forty 
 miles or more contlnu':>usly navigable on a scale proportioned to the capacity of 
 the waters westward of the summit. 
 
20 
 
 TABLE OF MATAWAN RAPIDS. 
 
 :f I 
 
 SECTION OF RIVER. 
 
 Natural 
 Navigation. 
 
 Canal 
 Navigation. 
 
 Total 
 Distance. 
 
 i 
 
 1 
 
 Falls to be 
 Locked, i 
 
 
 
 Tront and Turtle liakes 
 
 Miles. 
 12.70 
 
 7.00 
 
 i!20 
 
 • • ■ • 
 
 • • ■ ■ 
 
 3.15 
 
 5!40 
 1.21 
 
 Miles. 
 0.C5 
 4.20 
 
 0.22 
 
 i!48 
 0.23 
 
 2!i4 
 
 i!44 
 
 Miles. 
 
 12.75 
 4.20 
 7.00 
 0.22 
 1.20 
 1.48 
 0.23 
 3.15 
 2.14 
 5.40 
 2.(55 
 
 1 Feet. 
 
 1 
 
 32.76 
 
 42!75 
 
 2l!l5 
 34.12 
 
 isis-i 
 
 2o!c9 
 
 • a 
 
 8 
 
 • • 
 
 4 
 
 • • 
 
 2 
 3 
 
 • • 
 
 3 
 
 ■ • 
 
 3 
 
 
 Turtle Raoids 
 
 3 
 
 Lac Talon 
 
 
 Talon Chute 
 
 1 
 
 Eel Lake 
 
 
 Series of Rapids and Ponds < 
 
 2 
 
 Chute dpB Paresseux 
 
 1 
 
 Lac des Aiiruilies 
 
 
 Rapids des Aiguilles, La Rose, Les Epines 
 
 Lac Plcin Chants 
 
 3 
 
 Plein Chants and other Raoids to Mouth 
 
 3 
 
 
 
 
 30.66 
 
 9.76 
 
 40.42 
 
 170.00 
 
 18 
 
 la 
 
 As in the French River, the clams will be simple structure, not to exceed, 
 when largest, two hundred feet in length by twelve in height. Of the canal portion, 
 one third will be formed by raising the level of the water; the other two thirds, 
 embracing the sites of the locks, will be excavated wholly in rock, but at no point 
 is it likely that the depth of cutting will exceed twenty feet. 
 
 Combining the above table with that on page 18, it will be seen that from the 
 entrance of the French River to the mouth of the Matawan 
 
 The total distance is ^^^nfo "^il^s. 
 
 "■ ascent and descent 253 feet. 
 
 ** extent to be canalled 9| miles. 
 
 " number of locks required 28 
 
 '< number of dams , 24 
 
 1 have now to deal with the Ottawa itself, which at the mouth of the Mata- 
 • wan, more than three hundred miles ab;)ve its union with the St. Lawrence, is 
 still a noble river, about fifteen hundred feet in width and very deep. 
 
 Trout Lake, our summit water, has an elevation above the sea 
 
 {vide page ) of 655 feet. 
 
 The total fall of the Matawan is 170 " 
 
 Leaving for the elevation of the Ottawa at this point 485 " 
 
 Immediately below where the .Matawan comes in there is a rapid of some 
 five feet fall, where a lock and side cut of about a mile in length will be required. 
 I sounded below the rapid and found twenty-four feet. 
 
 For seventeen miles from the " Maiawan Ripids " the Ottawa continues very 
 wide, direct and deep, and, though with a decided current, is a splendid piece of 
 natural navigation the whole way. The banks are for the most part bold, precipi- 
 tous and rocky ; the scenery very grand. 
 
 At nineteen miles below the Matawan we are at the head of a series of three 
 great rapids, occupying a distance of three miles ; La Vallee, Le Tron, and Les 
 Deux Rivieres. The pitch is thirty-two feet ; the opportunities for locking and 
 canalling highly favorable. 
 
 From the fool of Les Deux Rivieres we have ten miles of broad deep water, 
 .which brings us to the head of the " Rocher-Capitaine," the grandest of the mag- 
 
> 
 
 i 
 
 'a 
 
 
 3 
 
 "i 
 
 • • 
 
 2 
 
 1 
 
 3 
 
 ■ • 
 
 3 
 
 
 13 
 
 21 
 
 nificent rapids of the Ottawa. The fall here is forty-five feet. On tlie north side 
 of the river is a flat table-land, but little elevated above the level of the water at 
 the head of the rapid, and well adapted in form to the construction of a canal, the 
 length of which would have to be about two miles, with, at the foot, a flight of 
 four locks in combination. The excavations required here would, as far as exter- 
 nal indications justify one in determining, be chiefly through masses of large 
 boulders. 
 
 Leaving the " Rocher-Capitaine," we are once again on the broad bosom of 
 the Ottawa, and have sixteen miles of open navigation, uninterrupted save by some 
 strong currents, to " Les Rapides des Deux Joachims," where in two miles there is 
 a fall of twenty-eight feet. A careful survey would be required here to determine 
 the proper site for tlie canal, which must be on the north or Lower Canada side 
 of the river. Two routes present themselves as practicable ; the longer one, 
 passing through a ravine of some three miles in length and entering above near 
 " Ferres' Clearing," I have not thoroughly examined. The other would enter near 
 Cotton's farm, not far above the head of the rapid, and would involve some heavy 
 rock cuttings, inconsiderable in length however, through ridges crossing at right 
 angles to the line of canal. The facilities for fitting in locks near the lower end, 
 and for forming most convenient entrances at both termini, are very good indeed. 
 
 The descent at " Les deux Joachims" brings us into the " Deep River," a 
 stretch of twenty-eight miles of apparently motionless water, very wide, and of 
 great depth. I have no soundings of this section of the navigation, nor indeed, ex- 
 cept to gratify curiosity, would there have been any occasion for testing the depth. 
 On tlie south of this superb piece of water, the general conformation of the country 
 is that of an elevated and comparatively level platoau ; the prevailing character of 
 the soil being dry and sandy, the forest nearly altogether of red pine and white 
 birch. On the north side, very bold mountainous scenery prevails : all that can be 
 seen of the country in that direction, as one passes down the river, being harsh and 
 barren with the syenitic rocks frequently towering up to immense heights over the 
 deep water. 
 
 The " Deep River " may be said to terminate a little below the Hudson Bay 
 Company's post, Fort William, when a group of islands multiplies the channels, 
 and lor less than a quarter of a mile renders the navigation intricate. The sound- 
 ings of this part have not been completed, but I entertain little doubt of the exist- 
 ence of a deep channel, though there is much shoal water, over boulder battureSj 
 between the islands ; clearing which we have five miles more of deep water, to the 
 head of the " Culbute " Fall, on the north side of the AUumettes Island. 
 
 As stated in the outset of this report, the Ottawa, lying between the mouth 
 of the Matawan and the Fort of the Deep River, was not submitted to actual 
 survey. The description above given is therefore the result of such general examin- 
 ations as an exploratory " voyage '' would admit of. For the fall of the river at 
 the various rapids above " Les Deux Joachims " I am partly indebted to the maps 
 of Sir William Logan ; the descent due to the current between rapids I estimate 
 from the time occupied in the canoe journey between each, the whole being checked 
 by the ascertained elevations at the mouth of the Matawan, and at the foot of the 
 Deep River, which are as follows : 
 
 Mouth of Matawan above the sea 485 feet. 
 
 Foot of Deep Kiver 351 " 
 
 The entire series of rapids over the whole route, their respective descents, and their 
 relative distances apart, are exhibited in Appendix A. 
 
 It has been mentioned on page 2 of this report, that by flir the most obstructed 
 portion of the Ottawa is that extending from Fort William, at the foot of the De°p 
 River, to Portage du Fort, at the head of the Chats Lake, a distance of sixty miles. 
 
22 
 
 To this section of the route surveyinpj operations were mainly confined, and the 
 results fully confirm the conclusion I had from pcrs<mal observations previously 
 arrived at, namely, that on the north side of the river throughout the whole of this 
 distance are presented the best facilities for improving the navigation. 
 
 The n)ost striking feature of this part of the Ottawa is its severance for the 
 jjreater portion of the way into, as it were, two distinct rivers. Thn " Allumettcs" 
 Island, commencing six miles below Fort William, has a length of six miles, with 
 an average width of perhaps four miles. To the south of this large islai)d passes 
 the main river by the Pembroke Channel and the Allumcttes Lake, prrsenting long 
 stretches of rapids and much shallow water ; the fall of the river in the length of 
 the island being about nineteen feet. 
 
 The northerly channel, much narrower than the other, thouj^ih seldom less 
 than one-fifth of a mile in width, concentrated nearly the whole fall into two cas- 
 cades at the head of the island, the " Culbute " and " L'Islet" Rapids, the length 
 of broken water at which is less than two miles, the descent not quite eighteen 
 feet. I'he remainder of the distance, save for a short rapid with fifteen inches fall 
 at the " Chapeau," is smooth water, deep throughout, except for some two and a 
 quarter miles made up of detached shoals of gravel or silt, on which the soundings 
 vary from seven to eight feet. By deep water, I mean twelve feet and over ; the 
 general depth in mid channel is from fifteen lo twenty-five feet, soundings of forty, 
 fifty, and seventy feet even being not unfrequent. 
 
 At the foot of the Allumettes Island, the two arms of the river by which it is 
 encircled, come together, forming " Lac Coulonge," across which we have eleven 
 miles of wide water. The northerly side of the lake, in continuation of the Culbute 
 Channel, has been carefully sounded, and nine miles of the distance ascertained to 
 have ample depth. The other two miles, consisting of five shoals isolated from one 
 another, and varying in width between one-half and one-filth of a mile, have from 
 eight to nine feet soundings over bars of silt except at one point where a sharp and 
 narrow ledge of rock is found to protrude to within nine feet of the surface. The 
 fall of the lake on the line of soundings is one foot nine inches. 
 
 Lac Cculonge terminates at the head of the " Calumet " Island, when, as at 
 the Allumettes, the main river seeks the southerly side, passing down in a long and 
 wild rapid through the " Rocher-Fendue '' Channel. The ascent of the river from 
 Lake Coulonge to smooth water below Portage du Fort, twenty-seven miles, is 
 about one hundred and two feet. 
 
 On the northerly side of the island, we have still water from the head to the 
 Grand Calumet Falls, for seventeen miles; the descent in that distance being but 
 four feet. This part of the river, known as the " Calumet Channel," resembles a 
 great natural canal, the width of which may be taken at an average of 600 feet. 
 The depth for one-half the distance varies from eleven to twenty feet ; for the other 
 half, from six to nine feet ; the shoal portions being in banks here and there alter- 
 nating with pools of deep water. A dam at the head of the Grand Calumet Falls, 
 to raise the water four or five feet above low water level, the datum to which the 
 soundings refer, would at once reduce the extent of shallow soundings from up- 
 wards of eight to about four miles in length, and, as the banks appear to consist 
 wholly of deposits of silt, the dredge would soon effect the required depth through 
 the obstructed portions of the channel not remedied by the raising of the water. 
 
 The main fall of the river, from Lac Coulonge to the Chats Lake, which in the 
 jBontherly or Rocher-Fendue Channel is extended over a great length, takes place 
 in the northerly or Calumet Channel, within a distance of ten miles, commencing 
 at the Grand Calumet Falls, seventeen miles below the head of the island, and end- 
 ing at Portage du Fort. The entire descent in this distance is ninety-eight feet, 
 separated into six distinct falls, between which are level reaches, where the water 
 can be conveniently dammed up so as to obtain the requisite depth for navigation. 
 
23 
 
 the 
 
 as at 
 
 The following is an abstract of the features of the northerly side of the Ottawa 
 from the head of the AUumettes to the foot of the Calumet Island : 
 
 Level of water at head of Culbute Rapid, referring to the sea.. 350 feet. 
 " " Chats Lake at Portage du Fort 227 " 
 
 Whole descent from head of Culbute to Portage du Fort. . 123 " 
 The distribution of which is as follows : — 
 
 Culbute and L'Islet Falls, six mile8 below Fort Willianr 
 
 Lengtb to be cancelled at those Rapids 
 
 Fall of River, foot of L'Islet to Grand Calumet Falls 
 
 Distance do do 
 
 Grand Calumet Fall 
 
 Dargis, Mountain, Sable and otber Rapids 
 
 Grand Calumet to Portage du Fort — smooth water 
 
 do do rapid water 
 
 Total fall.... 
 Total distance 
 
 Fall. 
 
 Feet. 
 18 
 
 66 
 42 
 
 128 
 
 Di8- 
 
 tauoc 
 
 Miles. 
 2 
 
 • • 
 
 42 
 
 64 
 
 At the Grand Calumet the fall is flanked at some little distance in on the 
 south side by a deep ravine, which sits in from smooth water a short way abovo 
 the head of the rapid, and terminates when the water, after a descent of fitty-six 
 feet, has regained its depth and tranquillity below. Through this ravine a canal 
 two miles in length can be led with a facility of which first impressions of the 
 rock-bound and precipitous torrent give no promise. 
 
 The rapids below the main chute at the Calumet, five in number, will require 
 as many locks, situated relatively to one another at average distances of more thai 
 a mile apart. In the reaches between them the requisite depth for navigation, 
 where not already existing, can mainly be obtained by throwing dams across above 
 the locks, and the construction of which will be much facilitated by the existence 
 of numberless islands of bold and rocky outline. The amount of excavation to be 
 encountered in improving this section of the river will not be very great. 
 
 The last of the above series of rapids brings us to the village of Portage du 
 Fort, situated on a deep bay at the head of Lac des Chats, a stretch of eighteen 
 miles of navigable water, terminating at the Chats rapids, where a canal connect- 
 ing with the next lake below has already been commenced. 
 
 Careful soundings have been taken from Portage du Fort to within a couple 
 of miles of the head of this canal, and but two obstructions to deep water naviga- 
 tion found to exist. The first is a bar composed of sand and rock half a mile below 
 the portage. In length it is about twelve hundred feet, the depth of water upon it 
 from six to ten feet, deepening immediately on either side to seven and eight 
 fathoms. To cut a channel of sufficient depth through this bar would be a work 
 of no great labor or cost. 
 
 The other obstruction alluded to is " Les Cheneaux " rapid three miles below, 
 when a sudden pitch of eight inches causes the main body of the water to rush 
 
;!t 
 
 with great force through a deep and narrow channel, the main breadth of the rivet 
 being marked by a reef of rocks over which the water is broken an i shallow, at 
 low water the one steamer which plies upon this lake has much difficulty in 
 breasting this short rapid so as to ascend to Portage du Fort. 
 
 The Cheneaux rapid can be completely obliterated by throwing a dam or a 
 series of dams across the head of the Chats Rapids, at the foot of the lake, where a 
 multitude of rocky islands, scattered across the river, render such an undertaking 
 already half accomplished by nature. 
 
 The remainder of the Chats Lake, save the two miles next above the canal, 
 not sounded because of the failure of the ice, has, as above observed, been ascer- 
 tained to be deep, often upwards of eighty and rarely und'^r twenty-five feet, 
 except at one or two points when it should be two and a-half filhoms ; and there 
 is every reason for supposing that the deep water character continues close up to 
 the entrance of the canal. 
 
 The low water level of the Chats Lake referring to the sea, is 127 feet. 
 
 The fall of the Chats rapids at the foot of the lake is 50 " 
 
 The length of the Chats Canal 3 miles. 
 
 We then enter Lac des Chcncs, encountering a good deal of shoal water for 
 the first half or three quarters of a mile after clearing the Chats Canal, and have 
 then twenty-seven miles of wi-de direct navigation, deep throughout except for 
 occasional short bars with twelve feet water upon them, to the head of the 
 "Chaudiere'' rapids, around which four miles of canal and two miles of river 
 navigation, with a descent of sixty-seven feet, brings us into that magnificent 
 basin on which stands the City of Ottawa, formerly called Bytown. 
 
 From the mouth of the Matawan River to Ottawa City is 195 miles. 
 
 The descent of the water in that distance is 370 feet. 
 
 Distributed as follows : 
 
 NAME OF RAriDS, &c. 
 
 Mntnwnn Unpids 
 
 Miitnwan to La Veill6e Hnpid 
 
 La Veiltt'e, Tiou, fti)(l Deux Uiviires 
 
 Deux RiviiTOs lo Itticlior Ca|)itiiiiu' 
 
 Rdclier-Capitnino iind Giaml Marihout lliipid. 
 
 Roclier Cnpitainc to Duux Joacliima 
 
 Deux J(>acliiin» Uapid.s 
 
 Deep River to liead of Culhuti' 
 
 CiiUnite to L'Islet Rapids 
 
 L'l8lct to Orniid Caluim-t Falls 
 
 Qrand Cahiiiict uiid other Rapids 
 
 Lao dcs Chats 
 
 Chats Riipids 
 
 Lac (io^ Ciii'-noH 
 
 Cimudiorn Ra|)id8 
 
 (Utawu liivir at tho City of Ottawa 
 
 Total. 
 
 DISTANCES. 
 
 i Rivor and 
 ! Lak.' 
 Navigation. 
 
 Canal 
 Navigation. 
 
 Miles. 
 
 1 
 17 
 
 
 10 
 
 
 16 
 
 
 84 
 
 
 42 
 
 T) 
 18 
 
 
 28 
 
 
 
 nu 
 
 MiU's. 
 
 1 
 
 
 3 
 
 o 
 
 
 2 
 
 o 
 2 
 
 
 5 
 
 3 
 
 4 
 
 
 22 
 
 Fall of 
 River. 
 
 Feet. 
 5 
 
 82 
 
 r> 
 
 45 
 
 8 
 
 28 
 
 18 
 
 7 
 08 
 
 I 
 80 
 
 
 67 
 
 
 
 :!7r. 
 
 ElevatioQ 
 
 abi)ve the 
 
 8i'a. 
 
 Feet. 
 485 
 
 350 
 227 
 
 17r, 
 
 10!) 
 
 At Ottawa, my examination of the chiiin of wafers under consideration ter- 
 minated, it having been niv intention to have mndt; tht! portion of ihe route thence 
 to Montreal the sul)i«'nt ol entpiiry (luiin'4 the present year, had the survey not 
 beeii siis|)f'nded. 'I'he general fe.'iture}* of that scctionj commonly termeil I ho 
 '• Lower Ottawa " may be stated as follows : 
 
26 
 
 Ottawa to Grenville — still water navigation 54 miles. 
 
 Grenvilie to Carillon, do do 4 miles. 
 
 Do do Canal, do 8 " 
 
 — 12 " 
 
 Lake of the Two Mountains, Carillon to St. Anne 20 " 
 
 y t. Ann Rapids ^ *' 
 
 Lake St. Louis — St. Ann to Lachine 15 " 
 
 Lachine Canal— Lachine to Montreal 8^ " 
 
 Total distance, Ottawa to Montreal 1 10 miles. 
 
 And the Lockage is — 
 
 Grenville to Carillon^ Long Sault, Chute au Blondeau, and Caril- 
 lon Rapids 48 feet. 
 
 St. Anne Rapid ^ 3 « 
 
 Sault St. Louis, Lachine Canal 45 " 
 
 Total Lockage 96 feet. 
 
 The Lower Ottawa has long been in use as a channel of steam navigation ; 
 the rapids between Grenville and Cariilon having been canalled for vessels of five 
 and a half feet draft (at low water), and measuring 108 x 19 feet, as far back as 
 thirty years ago, by the Imperial Government, and until within the last twelve 
 years the interchange of commerce between Montreal and Upper Canada was 
 mainly carried ou through the instrumentality of those works. During the season 
 of navigation propeller steamers of the above dimensions were constantly ascend- 
 ing the Ottawa as far as Bytowii, where they entered the Rideau Canal, and found 
 their way by that route througli the heart of the country, to the foot of Lake On- 
 tario at Kingston. The downward trips of these vessels were made by way of 
 the St. Lawrence, — their light draft of water enabling them to run all the rapids 
 with ease and safety, and thus to accomplish the journey with despatch. 
 
 The completion of the St. Lawrence canals, in 184G, threw the Ottawa and 
 Rideau route into disuse, save for the local trade of the circumjacent districts, to 
 the convenience and development of which those pioneer canals of Canada con- 
 tinue largely to contribute. 
 
 From the information I have been able to gather concerning the depths of the 
 Lower Ottawa, 1 incline to the belief that in it will be found to exist the most 
 serious of the difru-uliics to he eneountored in carrying out the project which is 
 the siihj^ct of this Report, and those di/lioulties f apprehend increase as we descend. 
 In the (ilty-eight mih^s of still-wati>r n.ivigafion between Ottawa and Grenville, 
 the shallows arc likidy to be occasioned by bars of silt and alluvial deposit, the 
 removal of which would not be attended with any great amount of labDr or expense, 
 nor would the (Milargement of the Ordnance Canals between Grenville and Caril- 
 lon be an undertaking of extraordinary dilliculty, but it is to be feared that there 
 does not exist through the Lake of the Two Mountains, a channel sulficiently 
 direct and deep to promise the attainment there of a navigation ot e(iual capacity 
 to that which nature has provided for in the Upper Ottawa, the Matawan, and the 
 French River. The shallows of the Luke of the Two Mountiins are undoubtedly 
 over rock bottom, and in the cours;' which the steamers plying between Carillon 
 and St. Ami commotdy steer, there are many slmllows. 'I'he nonexistence of a 
 deep channel is, however, by no mea;is to be net down as certain on that accoimt. 
 Tiie oliMlructions above and below the lock at St. Ann have hitherto limited the 
 draft of ves»!«ds to six feet, and those persons engaged in the trade of the river 
 have been sjilislied to lin<l water enough lor their purpose in their aeciisiomed 
 path, without going out of their way to ascertain facts that in no degree uliected 
 
r 
 
 26 
 
 • I 
 
 their interests. In estimating the extent of canalling required on the proposed 
 line of navigation, I provide for three miles at St. Ann, where there is now but a 
 single lock, with a few hundred feet of wing-dam at either end of it. 
 
 Above the rapids of St. Ann the river divides around the Island of Montreal 
 into two branches. The main volume passes down the north side through what 
 is called " La Riviere des Prairies," and over the Sault-au-RecoUet Rapid till it 
 finally merges in the St. Lawrence, at the foot of the Island. 
 
 On the south side, at a few miles below St. Ann, we enter Lake St. Louis, 
 where th( ( ttavva meets, though it will not mingle with the St. Lawrence. On a 
 clear summer day, when the surface of the Lake is calm, the line of demarcation 
 between the dark waters of the north and the pale waters of the Great Lakes, 
 nearly equally dividing its area between them, is unmistakeably defined. 
 
 Through Lake St. Louis to Lachine, and the shallows below St. Ann are 
 passed, a channel for vessels of ten feet draft either exists already or is easily 
 attainable. 
 
 The Lachine Canal, taking us past the Sault St. Louis to Montreal, is so well 
 known to all concerned in the trade of the St. Lawrence and the Ottawa that it is 
 hardly necessary to allude to it ; but as the last artificial link connecting the Lower 
 St. Lawrence and the ocean with the great chain of the interior waters of Canada, 
 which will yet form so important a step in the way to the west, it may be as well 
 to state that 
 
 The length of the Canal is 8 J miles. 
 
 The lockage 45 feet. 
 
 And that its eastern terminus is in the Harbor of Montreal. The depth of water 
 for which the canal is adapted is nine feet on the mitre sills of the locks, and the 
 locks themselves are two hundred feet in length between the sills with a clear 
 width between quoins of forty-five feet. 
 
 Having now reached the termination of our route, I will briefly recapitulate 
 the distances, lockage, &c., which form the substance of the Tables on pages 18, 
 20, 24, and 25 of this Report. 
 
 River and Lake Navigation 372 miles. 
 
 Canal " (including the Lachine) 58 " 
 
 Total distance Lake Huron and Montreal.... 430 " 
 
 Rise Lake Huron to summit 83 feet. 
 
 Lockage 83 «' 
 
 Fall summit to Montreal G42 " 
 
 Lockage G15 ^* 
 
 Total Lockage G98 feet. 
 
 I have now cntnpleted my sketch of the various waters which form the 
 several links in the Ottawa and French River navigation ; but there still remain 
 for discussion three important questions — supply, capacity, and cost — ere a final 
 opinion can be pronounced on the practicability of so great a project. Each of 
 these I will now proceed to touch upon in their foregoing order, and first as 
 regards the vital one of 
 
 SUPPLY. 
 
 It may at once bo stated that the summit does not furnish water suflTicient to 
 meet the d'!man'.ls of even a far inf'iior scale of navigation to that which the 
 general chnrnctor of the route would warrant us in looking forward to. 
 
 Standing upon the elifls overhanging the Talon Chtile, on the Matawan, ono 
 sees nt a ghmee, rushing through the niirrovv gorge at his feet, the whole of the 
 water which the deep uud land-locked basins above it receive from the surrounding 
 
27 
 
 country ; and, without resorting to experiment, a practised eye con quickly form 
 a sufFicienily correct estimate of the discharge to justify the conclusion that it is 
 inadequate to the purpose in view. 
 
 A canal of the size of the Welland, with locks 150 and 27 feet average, lift 
 eleven feet, to pass 50 vessels per day, would draw upon the sources of supply to 
 the extent of 3,000 cubic feet per minute. Increasing the dimensions of the locks 
 to those of the St. Lawrence Canal, 200 x 45 x 10 feet, would double that con- 
 sumption, making it equal to 6,000 feet per minute. 
 
 Even allowing for the large storage afforded by the twelve square miles of 
 surface in the two summit reservoirs, Turtle and Trout L'-».kes, and further allowing 
 that storage capacity to be doubled by hoisting Talon Lake up to the summit 
 level — which could be easily done — I am satisfied that the L^ources of the Matawan 
 could not be relied upon for more water than would be sufficient to meet the least 
 of the ab(»ve demands, while the minimum siz3 of lock I would think of adopting 
 would be that representing the greater consumption. 
 
 The season of navigation on the Welland Canal has been found, from several 
 years' experience, to average as near as may be 200 days. 
 
 Tlic number of vessels locked through in 1856 was 3885 
 
 " " 1857 3604 
 
 And the greatest number passed in any one month of the latter year was in 
 
 June, amounting to 636 
 
 Or nearly 25 vessels for a maximum day's business. 
 
 In basing my calculation of the consumption of water to be provided for on 
 the Oitawa route on doubh; the above number of vessels per day, vessels, too, of 
 more than double the capacity of those to which the Welland is adapted, it may 
 seem that 1 am estimating in excess of any probable increase of the trade of the 
 west. If I am in error, the project of opening up the Ottawa route might be 
 abandoned without further discussion ; but the quadrupling of the •, resent com- 
 merce of the lake is surely vviihin the limits of certainty, as its arrival at those 
 proportions within a moderate space ot' time is within the limits of probability ; nor 
 is it speaking too hopefully to predict that when that time has arrived, western 
 commerce will still be on the roadof progress, advancing with giant strides towards 
 the Pacific. 
 
 With such a future in prospect, the supply of water on the summit has been 
 stated to be insuiTicient, and, unless artificial means can be resorted to, to make up 
 the (leliciency, the project of our Ottawa navigation on a large scale is, of course, 
 at an end. Fortunately, however, such means of assistance are at hand and are 
 to be rendered amenable to our purposes in the following manner : 
 
 Lake Nippisingue is 23 feet lower than Trout Lake — the summit — I propose 
 by means of dams thrown across its outlets to raise it to the latter level, and thus 
 at once increase the storage capacity of the summit reservoir from twelve to 
 upwards of throe Imntlred scjuare miles. 
 
 In speaking of the Chaudiei'e outlet of Lake Nippisingue into the French 
 River (v. page ), 1 have said that the passage is through a narrow channel 
 between Icifty wails of rock " resembling a combination of mighty locks from wliich 
 the peiit-uj) waters had swept out the K'tes." Tlie other two outlets are of sinjilar 
 formation, presenting great facilities for the construction of dams to any required 
 lieight. In this way the lake can be raised 23 feet above its natural level and aa 
 inexliau-tible supply obtained to feed l)olh ways from the summit; lor even setting 
 aside the enormous storage capacity of ils innneu'-e area, the accession ol water 
 which Lake Nippisingue receives from ils many tributaries is ample to guarantee 
 a sniruMeiiey for whatever drafts may bo made upon it, for any probable purposes 
 of lockage in the mos.t distant future. 
 
28 
 
 On the north and north-west come in the " Sturgeon " and " Widow Rivers," 
 on the south-east and south the Namantagohns and VVassi-Wissing. Many minor 
 streams, besides, contributing at various points along the coast to swell the measure 
 of its waters. 
 
 The olijeclionable feature in this mode of obtaining the supply necessary to 
 feed the canal is the drowning of the circumjacent lands. This effect would not 
 be produced to any considerable extent on the southerly and easterly borders of the 
 lake, but around the northerly and north-westwardly shores vast tracts of land 
 would be submerged ; unfortunately, too, the best lands which are to be found in 
 its immediate vicinity. Admitting, however, the merits of the project as a whole 
 to be such as I have endeavored to show them to be, I apprehend that few will be 
 found to argue that this necessity for the destruction of untenanted land, a mere 
 patch in the unreclaimed wilderness, should be allowed to stand as a veto on its 
 fulfilment. 
 
 The raising of Lake NippisingU3 would reduce the actual canaUlng between 
 it and Trout Lake to less than half what would be required were the latter body 
 of water capable of furnishing the necessary supply ; and, as the cost of one mile 
 of canal would be more than that of all tlie daius together, it follows that the cost 
 of the whole work on the plan proposed will be considerably less than if the 
 supply were drawn i'rom the natural summit. 
 
 As works of art, the dams would be of inconsiderable magnitude when com- 
 pared with some of those stupendous structures of that class which are to be seen 
 on the R deau Canal — (mduring monuments of the indomitable perseverance and 
 high engineering skill of the gallant Colonel By, 
 
 1 now come to the question of the 
 
 CAPACITY 
 
 Of the route as a continuous line of navigation between the lower St. Lawrence 
 and the western lakes; in other words, with a view to the recommendation of 
 what class of vessels should "improvements" be designed. 
 
 It is as a steam navigation, and more especially for that denomination of 
 steamer known as the "propeller," that I believe the Ottawa and French lliver 
 route is destined to hold a first j)lace as a channel of trade. For vessels of that 
 descrlpti(m the character of the waters, and of the region on either side of them, 
 is peculiarly fitted. Land-locked f)r the greater proportion of the way, the 
 route will not in that respect be as advantageous for sailing craft as that by the 
 great lakes, but the inexhaustible siip|)lie8 of wood at all points along it, and the 
 facilities for taking their fuel on board at IVecpient intervals, will for ever render 
 the cost of working steam vessels lower on this than any eipi d length of naviga- 
 tion on the continent. Here, too, the propeller can keep " the even tenor of its 
 way," heedless of the storms whi(di, sweeping across the lakes in the autumn of 
 each year, cause su{d) immense dcslrtjction of life and property. 
 
 Mr. .1. B. J(!rvis, in his report on the jirojected Cauglmawaga Canal, furnishes 
 nuich valuable information respecting the prop(dli'r craft in use upon the lakes, 
 and siibscril)ing as I do, in the main, to the soundness of his conclusions relating 
 to the size of vessfd best adapted to the tradu of those waters, I cannot, in adopt- 
 ing, better convey his opinions than by cpioiing his words. lie says : 
 
 " I have obtaine I a list of forty-eight propelh rs with their principal dimen- 
 sions. Only eleven of these propellers (ran pass the Un-Us on the \V(dland Canal : 
 most of theui are ernploytid in the navigation of the up|)er lakes. There are but 
 two of them untler 300 tons burden, — ihi; largest 850 tons. The greater portion 
 range from a lew tons under 100 to a few above (JOO. TIk; greatest length is 234 
 feel — ihc "Iowa," — and her actual toimageis 720, — draws 11^ ieet, loaded. The 
 
29 
 
 them, 
 the 
 
 ll(! l)Ut 
 
 loiiion 
 is 2'M 
 . 'J'he 
 
 " Oriental " is 234 feet ; actual tonnage 850, (2| feet more beam) ; draws loaded 
 10^ feet of water. The " Plymouth " is 235 feet in length, (loaded draft not as- 
 tained,) and carries 700 tons. These vessels can only carry full cargoes when 
 the lakes are at their greatest height. There are times, occurring every year, 
 when vessels with over 9| feet draft of water cannot pass the St. Clair Fiats ; con- 
 sequently those of greater depth must load lighter than their capacity, or depend 
 on lightening when they reach the Flats, or have occasion to enter harbors of 
 similar depth of water. The two most important lake ports for outward bound 
 
 tonnage are Chicago and Toledo. 
 
 The entrance into the harbor of Chicago is 
 
 kept open by excavation, so that vessels drawing ten feet of water can, for the 
 greater portion of the season of navigation, enter the harbor. Toledo is on the 
 Miamee River, and 9 feet water is as much as can usually be depended on, 
 though at limes they can go in with 10^ feet. Detroit River aflbrds better water, 
 and vessels that can pass the St. Clair Flats easily make Detroit. 
 
 "In the enquiries I have been able to make as to the drcft of water that vessels 
 could carry and make the harbor with safely on the upper lakes, I have found con- 
 siderable diversity of opinion among navigators. The range of opinion has been 
 8^ to 1 li feet. It is admitted by those that advocate li| feet that lighteninnr will 
 of'en be necessary, and this is considered to injuriously affect the profit of and 
 cause delay in the voyage. It is an important fact that the most usual time for 
 high water (not regarding those rises and falls that occur in a series of years) is 
 in midsununer, and lowest in spring and autumn,— the latter are the seasons of 
 greater pressure in freight. It is considered, g(nerally, that the largest vessels 
 can only make full loads when the lakes are most favorable, and then only to the 
 port liaving the greatest depth of water. So far as I have been able to ascertain, 
 it appears the most prevalent opinion that ilie largest class of propeller, both in 
 relation to length and draft of water, has not been so successful in economy of 
 transport as those of less dimensions. The greatest weight of opinion I have been 
 able to obtain is tlmt a draft of 9 or 9J feet is as much as can prufilubly be adopt- 
 ed for general use, and that 10 feet is the extreme draft that should in any case 
 be adopted, and only for ports of best water. In the opinion of several very ex- 
 perienced navigators, the propellor " Portsmouth," in her main features, is the best 
 pattern for general use and economy of transport ; she is 175 feet long, and draws 
 9J feet water; cargo 5,000 barrels of (lour. Some wou'd add 5 feet, others 15 
 feet to her lengih — this last addition would make her 190 feet long, and with a 
 small increase of beam would enable her to carry G,()00 barrels. Objections are 
 made to greater length on account of the increase of weight that is required to 
 give the requisite strength on a vessel of so small depth as must be adopted for 
 lake navigation." 
 
 The beam of the largest of the propellers instanced by Mr. Jervis, (the 
 "Oriental,''; is 34 feet; tliat of th( tneduun size, such as the "Portsmouth," 28 
 feel ; and as the result of his encpiiries and observations he reconnncnds locks of 
 two hundred feet in length by thirty-six feit in width, with depth of water to 
 admit the passage of vessels of 9^ leet ilraft, as the most judicious size to be 
 adopted for the Canudiniwaga Canal. 
 
 Whenthi^ Commissioners did nie the honor to entrust to me the examination 
 of the Ottawa chain of wat<'rs, I entered upon the task with the conviction, grow- 
 ing out of |)revi()ijs knowledge! of the general capacity as to depths of the harbors 
 of the lakes, that ten feet of water was as much as it was desirable to seek for in 
 ascertaining the capabilities of the route. It W!is my bidief also, then as it is 
 now, that if nine feet depih was found to be obtainable throughout, I miglit speak 
 with favor of the project, and predit its success. 'I hat the harbors of the lake 
 ports are not, as a general thing, adapted lor ten feet draft of water, I was well 
 aware, and it must be obvious to any one who has at all studied the subject, that 
 
80 
 
 I L 
 
 the vessel which can at any stage of the lakes obtain or deliver her cargo in the 
 greatest number of the principal ports, must b3 a more profitable one to employ 
 in the trade than the larger craft, which, from her excessive draft, must limit her 
 intercourse to one or two of the deeper harbors, or else, more unprofitable still, make 
 her trips with light loads. I am not of those who believe that sea going vessels 
 will ever be freighted to any considerable extent in lake ports ; and in that belief 
 had an additional reason lor adopting ten feet as the available maximum depth 
 that there was any occasion for attempting to obtain. That depth (with a reser- 
 vation as regards the lower Ottawa) I believe to be practicable throughout, and 
 upon it I shall base my estimate of 
 
 COST. 
 
 The cost of eanalling, or improving river navigation, increases In rapid ratio as 
 we seek for increased depth, and from a general estimate I have made, I would not 
 venture to set down the difference in cost between the forming of a ten feet and a 
 twelve feet navigation through the Ottawa, Matawan, and French River, at a less 
 sum than five millions of dollars, a useless expenditure when the lesser draft is so 
 obviously sufficient. I would recommend, then, that the mitre sills of all locks hence- 
 forward to be cr^i^structed on the Ottawa and other waters in the chain, be calculated 
 for a least te^yiti of ten feet. Nine and a half, or even nine feet, would doubtless 
 answer all purposes for a long time to come, but whenever the greater draft may be- 
 come a necessity, let there be no pulling down of solid masonry or ripping up of 
 costly foundations in order to obtain it. 
 
 On the question, then, of the draft of vessels best adapted to the commerce of 
 the Upper Lakes, to attract which is the common object of the Ottawa Canals and 
 the Caughnawaga, Mr. Jervis and myself are of one opinion ; but as relative to his 
 other dimensions, while freely admitting that he has made out his case as applying 
 specially to the latter, I cannot agree to adopt them as equally suitable to the former 
 project, and for the following reasons : 
 
 The Ottawa route possesses certain distinctive features which entitle it to other 
 considerations than those incident to a mere channel for morchandise. Penetrating 
 the heart of our country, it can boast of magnificent scenery, which, as it becomes 
 accessible and known, cannot fail to attract the tourist, as well European as American. 
 The waters consist to a great extent of a succession of noblo lakes, between which, 
 as the country becomes inhabited, and civilization turns its resources to account, in- 
 ternal intercourse will spring up creating a trade apart entirely from the dull routine 
 of western traffic, propeller following propeller, with their eternal cargoes of grain 
 and flour. To prohibit by a deliberate act, and for all time to come the use on Otta- 
 wa waters of the paddle wheel steanier, with her commodious upper cabin and pro- 
 menade deck, would be a mistake. I propose, therefore, to fix such dimensicns for 
 Ottawa locks as will admit the passage of vcssols of that denomination superior in 
 some points to those which, as passenger boats, now use the St. Lawrence Canals. 
 
 1 have before stated the sizo of the St. Lawrence locks at 200 feet long by 45 
 feet wide. The depth of water on the mitre sills is nine feet. They are not justly 
 proportioned, being too short for their width. The largest of the passenger steamers 
 now in use, the " Arabia," for in.-<tance, so comj)lctely fill the chamber of the lock as 
 to require consi ' m ;il.,io manoDuvering to get them in, and to close the gates behind 
 them when they are in. The process of locking is thus rendered more tedious than 
 it need have been were there a little more " play " for the vessel. It is well known, 
 too, that these vessels are short in proportion to their beam, and that with from 25 
 to 30 feet more length, they could have all the speed necessary to give them equal 
 rank with the larger lake steamers ; while now, though having to compete with those 
 for the lake business, they only rank as river boats, in short, while not sufficiently 
 
31 
 
 large properly to fulfil the purpose for which thoy are designed, they are too large 
 for the canal locks. 
 
 It is not Hkely that much more than 45 feet beam would over be required for 
 vessels intended to combine the attributes of lake-craft and river-craft ; but assuming 
 that as the extreme width of vessel, the lock should certainly be as much wider, say 
 five feet, between the gate quoins, as would allow of li«r entering it with ease and 
 dispatch, and without lifting her guards. For the extreme length of vessel to be 
 accommodated, I ^vould assume as my standard the longest propeller now in use upon 
 the upper lakes, the " Iowa." Her length is 242 feet ; to which I propose to add 
 eight feet, to make up the length of my lock. 
 
 With the above additions, the dimensions I recommend for the Ottawa locks are 
 as follow : 
 
 Clear length between the mitre sills 250 feet. 
 
 Clear width between the gate quoins 50 '' 
 
 Depth of water on the mitre sills 10 " 
 
 And here I think we have a well proportioned lock to which no exception can be 
 taken a century hence. 
 
 ESTIMATE OF COST. 
 
 Under any circumstances the creation, as it were, upon any scale of upwards o^ 
 four hundred miles of internal navigation must be a matter involving immense out- 
 lay, and my estimate of the cost of carrying out the French River and Ottawa 
 navigation project on the scale above laid down, amounts to the very large figure of 
 twenty-four milHons of dollars, or about five millions of pounds sterling. 
 
 The proportion of actual canalling on the route is not largo ; being about 
 twenty per cent, less (Lachinc Canal included) than on the Welland and St. Lawrence 
 line of navigation. The quantities of material, also, to be excavated and removed 
 will average less, mile for mile, on the former than was involved in the carrying out 
 of the latter series of undertakings. So far, then, the average of physical advan- 
 tage would seem to be in favor of the new project, and would be largely so in 
 reality, were it not that the geological structure of the region watered by the upper 
 Ottawa and its tributary the Matawan, by LakeNippisinguo and its outlet the French 
 River, is such as to far more than counter-balance all the apparent facilities for con- 
 struction which the proposed route presents as compared with the existing one. 
 
 The greater dilKcultics to be encountered on the former consists, tirst, in the 
 hard unyielding nature of the material to bo worked upon — the granite rocks — 
 chiefly (according to the classitication of Sir William Logan) syenite, gneissoid — 
 syenite and gneiss, thrusting themselves forward harsh, naked, and rcpellant, over 
 the whole of the more distant portions of the line. On the nearer sections, from 
 the Chats Rapids to St. Ann, the formation to be dealt with, though of less imprac- 
 ticable character than that named above, is still rock, — rock everywhere. 
 
 The second great difficulty that presents itself in considering the improve- 
 ment of these distant waters, where the major |)ortion of the iirst-named and 
 principal difficulty exists, lies in the inaccessibility of the region which they 
 penetrate, the whole of which, in so far as relates fo the sustaining of human life, 
 may be called non-producing, little or none of it being as yet settled. This is a 
 feature that must be kept in view, as one that must add largely to the cost of the 
 undertaking, just as it now does the cost of "making lumber" on the Upper 
 Ottawa and its tributaries. 
 
 WliL'n so comparatively small a p:)rtio!i of this long chain of navigation has 
 been submitted to the test of instrumental survey, it would, of course, not be 
 
if?' 
 
 32 
 
 possible to present an accurate and detailed estimate of the quantity of work to 
 be executed ar each point of interruption. General examination, however, joined 
 to the results of the surveys as far as carried out, have enabled me to make such 
 an estimate of the amount of excavation to be encountered as, allowing for all 
 known diffiulties and probable contingencies, warrant me in stating the cost of 
 establishing the communication through from Montreal to Lake Huron at the 
 amount already named. 
 
 The leading denominations of the work involved in the undertaking are, 
 1st, Rock Excavation ; 2nd, Dams ; 3rd, Locks. 
 
 I have considered all excavation from St. Ann upward as rock, and estimated 
 the cost of removing it at from $2 to $4 per cubic yard. The dams, of timber 
 and slone, afler our Canadian fashion of "crib work," I place at $4 per cubic 
 yard. A large portion of the canal ling will be accomplished by means of these 
 dams, and that too without incurring the disadvantage so often a consequence of 
 that mode of improving river navigation — the drowning of valuable lands. As 
 a general thing, save in the great hoist proposed to be given to Lake Nippisingue, 
 tne raised waters will merely wash their rocky boundaries at a higher level with- 
 out acquiring any material increase of surface area. The locks, of masonry not 
 inferior in qualify to the highest standard on our existing canals, are provided lor 
 at an average of $10 per foot lift. Euiiineers who have had experience in the 
 carrying out the hydraul' works of this continent, and those more especially 
 ■who have gathered such experience on our noble St. Lawrence navigation, will, 
 in comparmg the above prices with the actual cost of similar works elsewhere, 
 credit me with liberality in my views of the probable cost of constructing the 
 works pertaining to the Ottawa and French River navigation scheme. 
 
 The cost of lockage on the main Ottawa River will be not a little affected 
 by the necessity that will exist for providing lofty guard-locks at the entrances of 
 some of the canals, because of the great (luctuatiuns of the water ; the difi'erence 
 of level between extreme high and extreme low water reaching in some places 
 to twelve feet ; on no section of the river is it much less than six feet. 
 
 Before concluding on this question of cost, I will touch briefly on one other 
 point bearing upon it in no small degree, viz: the facilities presented for procur- 
 ing the materials requisite for construction. 
 
 The granitic formation, such as pervades the greater portion of the route, is 
 not likely to furnish much material for those portions of the lock masonry, such 
 as quoins, coping, &c., which will require to be finely cut; though the gneiss 
 proper may be found well suited for the interior and many parts of the face work 
 of the walls. 
 
 The Great Manitoulin Island, in Lake Huron, directly facing the months of 
 the French River, abounds in limestone of superior quality. From there the 
 structures on the river can be conveniently supplied with cut stone of any required 
 dimensions; the "backing" and certain portions of the face sione being, as 
 suggested above, procurable from the necessary excavations for the locks, or in 
 close proximity to them. It is more than likely that much of the material for the 
 Matawan locks would also have to be transported from Lake Huron, and that 
 could only be efibcted within reasonable limits of costs, afler the completion of 
 the French River works. 
 
 At two points only between the Georgian Bay and the confluence of the 
 Malawan with the Ottawa, do 1 know of the limestone cropping out. On " Iron 
 Island," (so named by Mr. Murray, Assistant Geologist) in Lake Nipissingue, 
 and near the "Talon Chute," U|)on the Matawan. Jn neither instance does it 
 present itself in strata of sulFicient amplitude to promise much assistance towards 
 the construction of the locks, unless in furnishing lime for such portions of the 
 masonry as might not require to be laid in hydraulic cement mortar. 
 
33 
 
 work to 
 er, joined 
 lake such 
 ig for all 
 le cost of 
 on at the 
 
 king are, 
 
 estimated 
 of timber 
 3er cubic 
 of these 
 [juence of 
 nds. As 
 pisingue, 
 :vel with- 
 onry not 
 )vided for 
 ce in the 
 specially 
 ion, will, 
 sewhere, 
 cting the 
 
 affected 
 ranees of 
 liflerence 
 le places 
 
 Dne other 
 3r procur- 
 
 route, is 
 nry, such 
 [le gneiss 
 ■ace work 
 
 nouths of 
 there the 
 i' required 
 being, as 
 !ks, or in 
 in I for the 
 and that 
 )lelion of 
 
 ce of the 
 )n " Iron 
 lissingue, 
 e does it 
 ^ towards 
 ns of the 
 
 For the works upon the Ottawa, from the Matawan to Portage du Fort, I am 
 not prepared to say where appropriate building stone may be most conveniently 
 obtained. There are, however, quarries of fine limestone in Lac des Chenes 
 below the Chats Rapids, whence, as the several sections of canal advance towards 
 completion, ascending the stream, material for the more distant improvements at 
 Les Deux Joachims, Le Rocher-Capitaine, Les Deux Rivieres, &c., may be 
 carried at reasonable expense, provided no nearer sources of supply should be 
 c overed. This is the most unfavorable view that can be presented of this 
 phase of the undertaking. The probability is that suitable material is to be found 
 very much more convenient to the several points above-named, and that portion 
 of the Matawan improvements also may be supplied from not far distant quarries 
 on the Ottawa. 
 
 For the Chaudiere Canal at Bytown, and all works on the lower Ottawa, 
 building stone of unexceptionable quality is to be had close by. 
 
 After the locks, the dams are the parts of the work which will absorb the 
 largest amount in wrought material, but fortunately, in no one instance will it 
 be necessary to go to a distance for the timber and stone, which form the main 
 elements of their construction. These are on the spot, in inexhaustible quanti- 
 ties, and labor only has to be provided for this class of work — the cost of which 
 I have estimated at as high a rate as I have ever known similar work to amount 
 to where the raw material formed a large proportion of the expense. 
 
 The St. Lawrence and Welland Canals cost per mile, not far from $150,000 
 
 The fifty-eight miles of Ottawa Canal (enlargement of Lachine 
 
 included) I estimated at upwards of ^370 000 
 
 per mile, and for the removal of shoals, hereinbefore referred to, I allow two and 
 
 a quarter millions more, swelling the whole cost to $24,000,000 
 
 Equal in sterling money to £4,931,506 
 
 That the raising and expenditure of this large amount of capital should be 
 entered upon all at once it is not the object of this report to recommend. The pro- 
 secution of the " Ottawa and French River Navigation " scheme must be a gra- 
 dual and progressive work, advancing towards completion as we grow in wealth 
 and national resources. 
 
 It is not, however, the money cost of the enterprise that will be so difficult 
 to deal with in endeavoring to procure an impartial consideration of its merits as 
 the remoteness and present inaccessibility of the district which it traverses. But 
 an atom of our population belongs to the valley of the Ottawa, and to the mass of 
 the people the whole of the region drained by that great river and by the basin of 
 Lake Nippisingue is a terra incognita, supposed to bo enveloped in frosts and 
 snow for the greater part of the year, and, therefore, unsuited for the habitation 
 of civilized man. Indifi'erence to the facts of the case and consequent absence of 
 correct information engender unbelief. The very name of " Canada " was wont 
 but a few years since to suggest similar ideas to the minds of the people of New 
 York and Massachusetts. 
 
 Viewing the project in detachment will disarm it of many of its terrors.— 
 The canals of the lower Ottawa, for instance, from Bytown to Montreal, have to 
 be enlarged — not made de novo. This section covers more than one-fourth of the 
 whole route and embraces more than one-third of all the canalling. 
 
 Above the City of Ottawa (Bytown) the first canal — four miles in length to 
 
 connect the lower Ottawa with Lac des Ch6nes, has long been in contemplation, 
 and a money appropriation has, in fact, been made for its commencement. — 
 There are none but ordinary difficulties in the way of its construction, and no 
 one having a knowledge of the locality can doubt but it must ere long be under- 
 taken and carried out. 
 
34 
 
 Beyond that again is the « Chals '' canal — three miles long — to connect Lac 
 des Chines with Lac des Chats : This has already been commenced, and the 
 works, though temporarily suspended, far advanced towards completion. The 
 finishing of those two links in the chain will render the river continuously navi- 
 gable for fifty-five miles from the City of Ottawa upwards to Portage du Fort. 
 
 From Portage du Fort to the " Grand Calumet " five miles of canal are 
 wanting, and furthermore, at the "Calbute," two miles. The construction of 
 these seven miles will not be more difficult than that of the equal length embraced 
 in the Chats and Chaudi^re sections, and will add seventy-eight miles to the 
 continuity of the chain, bringing us to the head of the •* Deep River ;'' 143 miles 
 above Bytown or 253 miles above Montreal ; considerably more than half the 
 entire distance covered by the project 
 
 The head of the Deep River, at Les Rapids des deux Joachims, is also the 
 head of steamer navigation on the Ottawa, and almost the last outpost of set- 
 tled habitation. 
 
 There are a few isolated patches of settlement beyond, but though *' lumber- 
 ing " operations are largely carried on to a great distance further up the River, 
 the sole means of transit is the canoe. 
 
 Seven miles of canal at and above " Les Joachims " would enable the forest- 
 bom steamer, now plying on the Deep River to ascend to the Matawan, 305 
 miles from Montreal ; seven miles at and below the " Calbute " would allow 
 her to descend into the Chats Lake ; as regards the Ottawa itself, then those 
 fourteen miles form the only portion of the proposed improvements, which have 
 not yet been recignized by some decided action of the LegislatJire as necessary 
 to the well-being of the commerce of that section of the Province. It is difficult 
 to imagine that when the half finished canal at the Chats Rapids is completed 
 we shall have reached the limit of our expansion in that direction. 
 
 Distant and inaccessible as the region of the Matawan, Lake Nippisingue 
 and the French River may now appear to us, it is in reality no more difficult of 
 access than was the forest country between Bytown and Kingston when first 
 pierc- ..'^, some thirty years ago, by Colonel By, in the construction of the Rideau 
 Canal ; nor, comparing now with then, are the obstacles to be encountered, 
 generally, in the project under consideration of equal magnitude with those 
 which he so bravely grappled with and so successfully overcame. 
 
 The practicability of the Caughnawaga Canal project is no longer a matter 
 of opinion. We have surveys and estimates of cost, which place its entire feasi- 
 bility beyond doubt. As a consequence of its construction, the people of the 
 State of New York would be compelled to enlarge their " Champlain '* Canal to 
 corresponding dimensions ; thus opening a complete water communication between 
 the St. Lawrence above Montreal and the Hudson above Albany ; in other words, 
 a direct ship-navigation between Montreal and New York by way of Lake Cham- 
 plain and the Hudson River. I would not like to assert that there is among us any 
 commercial man taking broad views of the future of Canada in its connection with 
 the trade of the west, who doubts for a moment that that line of communication 
 08 destined to be established ; and yet it will involve the construction of upwards 
 of thirty miles more of Canal than the route herein reported on as between Mon- 
 treal and Lake Huron, besides the deepening of some ten miles of the Hudson 
 River. There is no scepticism as regards the feasibility of the former project, even 
 among those who may question its utility, simply because it relates to a section of 
 the country with which we are all more or less familiar — where the forest has dis- 
 appeared before the march of civilization ; and where we have hitherto allowed 
 no difficulties to arrest our progress in the mission of enterprise. 
 
 I have already stated the dimensions proposed for the locks of the Ottawa and 
 J'rench River navigation. For the canals, 100 feet wide on bottom is calculated in 
 
36 
 
 lof ^ readies — 60 feet in short r .ches, where vessels need never seek to pass one- 
 ar other. The surface widths oi wat .-, the excavations being all in rock, would be 
 feet greater than the bf-rron vidths ; lie depths to be from ten to eleven feet, 
 deepening to fuC de|»'U of much of the shallow portions of the waters 
 verv g Uially ca* led out. hut as hereinbefore observed, the sills of all 
 
 alx)Utt 
 Tl 
 might b 
 
 locks should be I at ten ..t below (he level of the lowest water; each successive 
 step in the adv; cement ^ the undertaking being regarded but as a link in a 
 great uniform tk i well digested scheme of navigation. 
 
 CLIMATE. SOIL, &c. 
 
 At each of the camps a careful meteorological record was kept, noting the 
 temperature three times each day. The rain-fail and snow-fall were also recorded. 
 Appendix " B " herewith gives in full the result of those observations. 
 
 The winter of 1856-7 was one of more than average severity all over Canada, 
 and it will be seen from the tables that on the 23rd January, in the latter year, the 
 mercury had descended to the point at which it freezes, 39° zero of Fahrenheit, and 
 the cold on these occasions was estimated at from six to seven degrees lower. Not 
 anticipating such extreme severity of temperature, the camps were only furnished 
 with the ordinary quick silver thermometers. 
 
 The mean temperature of that, the coldest, month was : 
 
 7 A.M. 2 P.M. 9 P.M. 
 
 On Upper Matawan 5.15 6.27 3.87 
 
 « Lower Matawan 8.06 8.35 1.03 
 
 « Ottawa below Fort William 6.74 13.00 2.49 
 
 The periods over which these records extend are as follows : 
 
 On Upper Matawan from 1st November, 1856, to 15th June, 1857. 
 " Lower " '• *' 31st May, " 
 
 " Ottawa " *» 28th Feb'y, 1858. 
 
 We had thus but one winter's experience on the Matawan, and that a particu- 
 larly severe one. On the Ottawa, in the region of the Allumettes Island the 
 records embraced nearly two winters ; the second that of 1857-58, proving, as was 
 the case throughout the province, very much milder on the whole than the first. 
 For instance, in January, 1858, the mercury fell once as low as 17°. In February, 
 which as it commonly is, was the coldest month that year, the extreme, and on but 
 one day, was 25°. The average of the weather in that particular month (1858) 
 having been more severe than in the corresponding month of the previous year ; 
 which, notwithstanding the general severity of the winter, was, m the western 
 parts of the Province also, singularly mild for February. The table shews : 
 
 Mean temperature, February, 185 7 19° 39' 
 
 « «t « 1858 11°74« 
 
 As regards the bearing which this question of temperature may have on the 
 navigation in limiting its period of duration, I took much pains to ascertain for 
 what portion of the year open water may be reckoned on throughout. The conclu- 
 siong arrived at are : that the ice on the French River is never particularly strong; 
 that the river is generally quite clear before the Ist May, and rarely closed till some 
 time in December. That Lake Nippisingue is always open all through November, 
 and the ice seldom strong enough to bear till towards the close of the following 
 month, but once it *• takes " it continues ice-bound to an advanced period in the 
 spring, and has been crossed on foot as late as the 15th of May. This, however, 
 is a very rare occurrence ; my Indian informants having been able tj recall but one 
 such instance. From the Ist to the 5th May may be assumed as the ordinary 
 period of dissolution of ice in Lake Nippisingue. 
 
 The Matawan was entirely o| en by 6th of May, 1857, which, as already ob- 
 served, succeeds a winter of more than common severity. The Ottawa is generally 
 
emh\ffie^,h^me;mi'irM4x^^^^ ten days before that 
 
 tftttJ^^'^WS'^'Ekfeinb^'^Ml'b'^W Pli^?cbft';Tt^l]'fe''i'emembered, are seldom 
 
 gen- 
 
 iable 
 
 com- 
 
 nfrehM'.^'t^d^'ciysea^'^'adh'yi^i. ' Thfc''eaHf^§<'b'ry6M%,'<^hs-'5\)'l^il!S;>hcn the boats 
 
 commenced their trips on the IStli'-iipM '•'Plfe'''lafek''clti^«t'-^^^^ 1854, on 1st 
 
 December. The average for the eleve n y eais referred to 1847 to 1857 inclusive, is, 
 
 Commencement of Nayjgat^qtpi ,>. ..•lili/.lAHi'H' • • • '^^^^ April. 
 
 J. Closing of ,. z ^o , 27th Npv£mber. 
 
 Am ^s a general thing, the st^ame^fSimight have conliuued'to run aurni^ .part ol 
 
 December, had tn,e Irad^ oi thp ^lyej- vyarni(ptpa,tneir o\vn6T:g in not la^ up. 
 
 r The {season of Write r-bbi*ne traffic between 'Moritfeai- ana the \Vestern' 'i^akes 
 
 onMj ana Close, itie lormer perioa is not.oiten earner tnan ttie 1st oi.31ay : tnej 
 latter as seTaofn gOe's' Hieybnd'tl/e Sbtli .No\''eni1ber. 'ft' win"be ofcserYeciV tVienl 'froth 
 the dates already given, in refev6nce to thb assumed season of. open water oj\ tjne 
 Ottawa and French River rou^e, say M^'M]'6r'SJ(diW'^m'mUM^^ 
 balance ag^Jiast it ia |h6 Mi|Jl)'MWl^er'Wf'da>^U'aVigAti6^ be 
 
 very greatj-vvj^iile pi;acfjcally, aijtl in point of avmlable^^ipe;,^f/cqT}/jpje«nj^(^n advan- 
 tage over ^het lakepifpute, f^pra the lact thatj o\\angftJ0/thJ^^|Je^j2jt c^isto^^ to be 
 travelled, («( vessel -qpuUl m^k^^ at 'least tl]V|^.^i*iJi^pg|Yfl?ipre|i^ between 
 
 Chicago and Slontreal by;^he,io]^Wie,r,*tl^^^^ W^.„j ,.,^, ,, i m 
 
 In Cifftp^a.anc^ thg j I^^^g^^j:)p^Jr^pgJ ,M is 
 
 commonly eonsic|^^a,t<pjbe 20(li.days. From an average ot, eigh^.ye^rp, Lfind the 
 Welland Cr&j?al j<ji,.l^e jopan 209 days in the yeax (Sunday being pk,j^ie^\ non), and 
 
 Ia|i^i^4/^v^pt5r.%r,^04jjspverf,hej;rpr^^^ 
 
 
t' \VllI 
 
 JKiil 
 5ur 
 
 er,,nas 
 
 nakeu 
 
 Mm 01- 
 
 37 
 
 mountains on the north side, or stretching in broad belts, towards the lake country^ 
 on the south. ' 
 
 Still the impartial chronicler, when he has completed his tour of the river, 
 must record his opinion that the destiny of the valley of the Ottawa is not to be a 
 parallel one to or of the saine inviting character as that of the St. Lawrence Valley, 
 with its rich alluvial soil and broad wheat growing districts ; but, having faith in 
 the future of his country, he will at the same time predict that the former section 
 has awaiting it a destiny not second in national importance to that of the more 
 favored region, as to soil and climate, which constitutes the latter section, and that 
 with our great northern river for the spinal column, Canada must gradually gain 
 the strength and vigor which length without breadth can never confer. As yet we 
 represent but an attenuated frontier settlement, fringing a thousand miles of exposed 
 and unprotected coast, but onr position on the map of the continent is a distinctive 
 and impregnable one. The lakes and the noble St. Lawrence defining our limit of 
 expansion to the south, the polar regions bomiding us in rear, we are the " North- 
 men " of America. Our national growth may be slow, but it will be healthy and 
 enduring. Here the surplus population of the British Isles may, for centuries to 
 come, find scope for their genius and their industry, and transplanting with them 
 to congenialsoil the laws and prineiplesof the mother country — here for ever may her 
 
 '■ Freedom spread uul'evered and serene." 
 
 A striking feature in the conformation of the Ottawa is the concentration of 
 the greater proportion of its descent into short, abrupt rapids, or almost perpen- 
 dicular falls, at distances of from fifteen to fifty miles apart, over the entire length 
 embraced in the proposed scheme of improvement : forming at each point water 
 power of singularly easy adaptation to manufacturing purposes and of unlimited 
 extent. In the city of Ottawa alone the available power almost defies computation ; 
 the whole volume of the mighty river liere pours over a natural weir or dam of forty 
 feet in height, while into the basin below the cataract flow two large tributaries. 
 The " Ridcau," entering from the south, falls perpendicularly from a height of 
 fifiy-four feet. On the north the "Gatineau" comes in, presenting mill site after 
 mill site as it stretches far away into the unexplored forest. 
 
 This rising City, the future metropolis of United Canada — of United British 
 North America perhaps— with the Ottawa and French River navigation complet- 
 ed, would be nearer by at least 100 miles to Chicago than Buffalo is by water 
 carriage, and with a branch of the Grand Trunk Railway direct to Montreal, and 
 the Victoria Bridge finished, it would also be nearer by at least 30 miles to an 
 Atlantic Port (Portland) and over a continuous line of Rail, than Buffalo, the 
 *' Queen City" of Lake Erie, is to New York. 
 
 The Ottawa country abounds in iron ore of the richest description. Its 
 forests of pine are inexhaustible. Its water power, as already stated, not only 
 unlimited in capacity but available to its full extent at numberless stages upon 
 the route. By the opening of the projected navigation this great manufacturing 
 agent would be brought into comparative proximity to the granaries of Lake 
 Michigan, and would immediately be turned to account in preparing the cereals 
 of the west for the markets of the east. With such a combination of advantages 
 in possession or in prospect, it is surely not difficult of belief that the valley of the 
 Ottawa is destined to be not only the workshop of Canada, but one of the chief 
 manufacturing districts of America. 
 
 The country bordering the Matawan, Lake Nippisingue, and the French 
 River, corresponds very closely in character to that on the uppermost sections oi 
 the Oitawa ; all that can be seen from the waters is harsh and barren, but in the 
 interior are broad tracts of good land. The whole region is beautifully watered 
 and in the highest degree healthy ; fever and ague, those scourges of the new 
 settlements in the rich alluvial districts along the GreatLakes, and on the prairies 
 of the west, being wholly unknown. In fine, like the granite regions elsewhere 
 
38 
 
 upon this continent, the granite regions of Canada are capable of producing and 
 maintaining a hardy, industrial, enterprising and self-reliant race of men. 
 
 I have before said, that in investigating the important question submitted to 
 me by the Commissioners of Public Works, it was not my intention to enter 
 largely into the compilation of statistics, deeming rather that I would best follow 
 out my instructions by confining myself chiefly to the acquisition of the materials 
 necessary to enable me to pronounce on the practicability of the undertaking, and 
 I trust that I have to some extent succeeded in showing that the interior of our 
 country is not wholly without hope in the future. To those who have made the 
 laws that govern the movements of western traffic their study I leave it to them 
 to estimate the height to which the comn)ercial position of Canada would be 
 elevated by opening through the heart of her dominion an uninterrupted water 
 communication, shorter by hundreds of miles than any that now does or ever can 
 exist besides, between the Atlantic coast and the greatest extent of fertile country 
 in the world. 
 
 With the commerce of a continent pouring down the valleys of our two great 
 rivers (by rail as well as by water), and centering in Montreal, that City and 
 Quebec could not fail to become the principal entrepot of merchandise for the 
 north and west, and our eastern lines connecting them with one another and the 
 sea-board, would then cease to be stigmatized as unproductive appendages to our 
 national railway. 
 
 In concluding this report I would beg leave to observe that the survey, entered 
 upon with a view to comprehensive results, having been brought to a somewhat 
 abrupt termination, the work necessarily remains in an unlinished condition. 
 The greatest pains have, however, been taken to fix permanently on the ground 
 the principal points in the triangulation ; so that at any time for some years to 
 come the several positions of the survey commenced and abandoned may be 
 taken up where left ofl' and continued to completion without the necessity of 
 going over again with the instruments ground that has already been carefully 
 triangulated and waters that have been accurately sounded at great expense. 
 
 My principal assistant in the general management of the surveys was Mr. 
 James Stewart, a gentleman whose skill and experience as a Hydrographical 
 Surveyor have been long known to the Department. Mr. George H. Perry had 
 immediate charge of the section between Fort William and Portage du Fort, and 
 during two severe winters and one hot summer displayed untiring energy and 
 zeal in pushing forward the work. The two parties on the Matawan were in 
 charge of Mr. H. Munro Mackenzie, and Mr. Robert Shanly, respectively : the 
 former gentleman completed the triangulation and soundings of the river from 
 the mouth to the head of Lake Talon, and is familiar with it in all its bearings 
 in that distance of twenty-six miles. 
 
 The latter knows the river intimately in its entire length, having run the 
 levels throughout, and made the surveys of its upper section as well as of the 
 dividing ridge between its waters and those which flow to the west ; with the 
 topography of the summit barrier and of the adjacent shores of Lake ISJippisingue 
 he is also thoroughly acquainted. 
 
 All of the gentlemen above named took the deepest intorcsl in the work, 
 continuing under all the trying conditions of camp life in tho forest, the ther- 
 mometer ranging from forty-five degrees below to ninety-seven degrees above 
 zero, to discharge the duties assigned them with a zeal, ability and patience to 
 which I bear most willing testimony. 
 
 The whole is respectfully submitted, and 
 
 I remain, Sir, your obedient servant, 
 
 T. A. Begly, Esq.. Secretary Public Works, (SM.) W. SIIANLY. 
 
 Toronto. 
 
39 
 
 APPENDIX A. 
 Section of Waters on French River and Ottawa route — Lake Huron to Montreal. 
 
 Names of Lakes, Rivers, and Rapids. 
 
 Lake Huron 
 
 French River (still water) 
 
 Les Petites Dalle's Fall 
 
 French River (current) 
 
 Grand Recollet Full 
 
 French River (current) 
 
 Grand Fausse-Isle Rapid to Des Pins Rapid. 
 
 French River (still water) 
 
 Ohaudi^r« Rapid 
 
 Lake Nipphu}gue 
 
 Riviere tie Vase (still water) 
 
 do (current) 
 
 Rapid . 
 
 Riviere de Vase (still water). 
 
 Rapid 
 
 Riviere de Vase (current). . . . 
 
 Creek (current) 
 
 Rapid 
 
 Lagoon 
 
 p . (Summit 
 
 nonage ^ ^^^^ thence to Trout Lake (distance about 400 
 
 Trout Lake connecting Rapid at Turtle Lake 
 
 River Matawan — Rapids with reaches of still water .... 
 
 Lac Talon 
 
 Talon Chute 
 
 Eel Lake 
 
 River Matawan — Rapids with reaches of still water . . . 
 
 Paresseux Rapids and Chute 
 
 Lac des Aiguilles 
 
 Rapid des Ai^uillos 
 
 River Matawan (current) 
 
 Rapid de la Ros(! 
 
 River Matawan (still water) 
 
 Rapid des Epines 
 
 Lao Plein Chants 
 
 River Matawan Rapids with reaches of still water to mouth 
 
 Rapids on Ottawa at mouth of Matawan 
 
 River Ottawa (current) 
 
 La Veillee Iron and Deux UiviAres Rapids 
 
 River Ottawa (current) 
 
 Rocher Capitaiue Rnpid 
 
 River Ottawa (current) 
 
 Joachim's Rapid 
 
 River Ottawa (" Peep River ") perceptible current at foot 
 
 of JoHchim's llapid only 
 
 do (current) > ■ • 
 
 Oulbuto and L' Islet Rapids 
 
 River Ottawa (by Laku Coulouge and Calumet Channel 
 
 current generally 
 
 Grand (<a1uini't Ilnpids 
 
 Rivor Ottawa— lla|)id» with reaches of still water to 
 
 PortaKc du Fort 
 
 Lac des Chats 
 
 Chats Rapids 
 
 Lac des Clionos 
 
 Chaudirro Unpids 
 
 River Olt.awa(»till water) 
 
 Long Kault Chute au lilondoau and Carillon Rapids . . . . 
 Rivor Ottawa (Lake of tlio Two Momitains, still water), . 
 
 8t. Ann Rapid 
 
 Lake Ht. Louis 
 
 Laobinu Caunl tu Moutroal • 
 
 Details. 
 
 feet) 
 
 .1 
 
 u 
 
 Distance 
 
 in 
 
 miiei. 
 
 u 
 
 16 
 
 is 
 
 4 
 9 
 
 i 
 
 30 
 1 
 
 i 
 
 1 
 
 u 
 * 
 i 
 
 H 
 
 7 
 
 i 
 H 
 H 
 
 i 
 
 3 
 i 
 
 1 
 
 i 
 i 
 
 o 
 
 17 
 
 3 
 10 
 
 2 
 IS 
 
 2 
 
 23 
 
 11 
 
 2 
 
 42 
 2 
 
 8 
 18 
 
 8 
 28 
 
 6 
 61 
 12 
 20 
 
 4 
 15 
 
 Rise 
 in 
 
 feet. 
 
 6i 
 
 H 
 
 1 
 H 
 
 18 
 26 
 
 5* 
 
 • • 
 
 4 
 
 n 
 
 6 
 
 • • 
 
 8i 
 
 FaU 
 in 
 
 feet. 
 
 
 
 
 Totals. 
 
 12 
 
 n 
 
 3H 
 42f 
 
 34 
 
 6 
 6 
 
 201 
 
 6 
 
 9 
 82 
 
 6 
 46 
 
 8 
 28 
 
 2 
 1 
 
 18 
 
 7 
 66 
 
 42 
 1 
 
 60 
 
 • • 
 
 67 
 
 48 
 
 3 
 
 46 
 
 Distance 
 
 from 
 Montreal. 
 
 430 
 
 428i 
 
 428i 
 
 4l2i 
 
 412i 
 
 394i 
 
 390| 
 
 381i 
 
 381 
 
 361 
 
 850 
 
 349j 
 
 849^ 
 
 349 
 
 349 
 
 348 
 
 346i 
 
 24 6i 
 
 846 
 
 346 
 
 345 
 
 83'JS 
 
 328i 
 
 S2H 
 
 S2\i 
 
 320 
 
 318i 
 
 318^ 
 
 315i 
 
 815 
 
 3131 
 
 813* 
 
 31 3| 
 
 313 
 
 307^ 
 
 3fi5 
 
 803 
 
 286 
 
 283 
 
 273 
 
 271 
 
 256 
 
 263 
 
 230 
 219 
 217 
 
 175 
 
 173 
 
 166 
 147 
 144 
 116 
 
 no 
 
 56 
 44 
 24 
 23 J 
 8i 
 
 
 EleTaliOB 
 
 aboTe 
 Tide water. 
 
 672 
 
 672 
 
 678i 
 
 699f 
 
 6861 
 
 488 
 
 606 
 
 606 
 
 632 
 
 632 
 
 632 
 
 637t 
 
 647 
 
 647 
 
 151 
 
 651| 
 
 666^ 
 
 6581 
 
 658( 
 
 657 
 
 666 
 
 653t 
 
 622jt 
 
 622i 
 
 67 9i 
 
 679J 
 
 668| 
 
 624| 
 
 52^ 
 
 518j 
 
 617* 
 
 611f 
 
 61I| 
 
 6061 
 
 C05| 
 
 486 
 
 480 
 
 471 
 
 439 
 
 434 
 
 389 
 
 381 
 
 863 
 
 361 
 360 
 332 
 
 326 
 269 
 
 227 
 226 
 176 
 176 
 109 
 109 
 
 61 
 
 61 
 
 68 
 
 58 
 
 IS 
 
40 
 
 ' I 
 
 APPENDIX 
 
 Abstract from Register of Temperature, 
 
 
 1856. 
 
 
 J3 
 
 November. 
 
 December. 
 
 January. 
 
 February. 
 
 o 
 o 
 
 Teniperat 
 
 Lire. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Depth 
 in inches 
 
 Tcmperat 
 
 ure. 
 
 Depth in 
 inches. 
 
 «s 
 
 i 
 
 a 
 
 a 
 
 ^ 
 
 fc' 
 
 a 
 
 a 
 
 a 
 
 c 
 
 ^ 
 
 a 
 
 a 
 
 a 
 
 c 
 
 & 
 
 E 
 
 a 
 
 a 
 
 a 
 
 It 
 
 
 •i 
 
 c 
 
 o. 
 
 ^ 
 
 o 
 a 
 
 03 
 
 c 
 
 c. 
 
 I 
 
 o 
 e 
 
 « 
 
 p. 
 
 0. 
 
 ^ 
 
 o 
 s 
 
 a 
 
 p. 
 
 e. 
 
 ^ 
 
 i 
 
 
 t» 
 
 »■ 
 
 03 
 
 R 
 
 93 
 
 t^ 
 
 « 
 
 a 
 
 Cfi 
 
 t» 
 
 m 
 
 09 
 
 19 
 
 Oi 
 
 7 
 
 12 
 
 at 
 5 
 
 OS 
 
 1... 
 
 324 
 
 30 
 
 39 
 
 
 
 li} 
 
 27 
 
 204 
 
 
 1-80 
 
 19 
 
 24 
 
 0-50 
 
 2... 
 
 33 
 
 3ii4 
 
 3h4 
 
 44 
 
 
 ... 
 
 
 
 12 
 
 8 
 
 ... 
 
 0-30 
 
 144 
 
 21 
 
 10 
 
 • *• 
 
 0-30 
 
 fi 
 
 
 
 10 
 
 ... 
 
 
 3... 
 
 39 
 
 41 
 
 0-70 
 
 ... 
 
 14 
 
 104 
 
 10 
 
 ... 
 
 200 
 
 18 
 
 21 
 
 17 
 
 ... 
 
 0T)() 
 
 18 
 
 4 
 
 14 
 
 ... 
 
 0-SO 
 
 4... 
 
 35 
 
 30 
 
 24 
 
 (mo 
 
 
 4 
 
 8 
 
 10 
 
 .•« 
 
 ... 
 
 124 
 
 154 
 
 3 
 
 ... 
 
 
 18 
 
 •20 
 
 134 
 
 ... 
 
 TOO 
 
 6... 
 
 18 
 
 2.5 
 
 10 
 
 
 0'70 
 
 10 
 
 10 
 
 12 
 
 *.. 
 
 ... 
 
 1S4 
 
 24 
 
 20 
 
 ... 
 
 ... 
 
 14 
 
 10 
 
 31 
 
 
 0-?5 
 
 6... 
 
 24 
 
 27 
 
 32 
 
 ,,, 
 
 1*. 
 
 84 
 
 204 
 
 6 
 
 ■ *• 
 
 0'50 
 
 314 
 
 104 
 
 24 
 
 ... 
 
 
 2(<4 
 
 .VI 
 
 33 
 
 
 0-20 
 
 7... 
 
 32 
 
 ■U,\ 
 
 4S 
 
 • •• 
 
 
 1 
 
 hi 
 
 5^ 
 
 ... 
 
 
 14 
 
 14 
 
 23 
 
 
 ... 
 
 ■15 
 
 51 
 
 52 
 
 o'-60 
 
 
 8... 
 
 51 
 
 30 J 
 27i 
 
 24 
 
 0-70 
 
 d'io 
 
 
 
 13 
 
 2 
 
 
 • •• 
 
 33 
 
 14 
 
 14 
 
 
 
 32 
 
 17 
 
 84 
 
 030 
 
 0-10 
 
 9... 
 
 174 
 
 25 
 
 
 • t. 
 
 5 
 
 174 
 
 104 
 
 ... 
 
 • >. 
 
 3 
 
 19 
 
 11 
 
 ... 
 
 0'20 
 
 54 
 
 104 
 
 17 
 
 
 0-10 
 
 10... 
 
 24 
 
 3.14 
 
 30 
 
 .•. 
 
 , , 
 
 15 
 
 20 
 
 25 
 
 
 *•« 
 
 13 
 
 19 
 
 4 
 
 ... 
 
 0-1(1 
 
 8 
 
 5 
 
 04 
 
 ... 
 
 nso 
 
 11... 
 
 30 
 
 37 
 
 30 
 
 • •• 
 
 O'OO 
 
 27 
 
 35 
 
 35 
 
 0-20 
 
 t<* 
 
 Hi 
 
 9' 
 
 16 
 
 
 ... 
 
 21 
 
 5i 
 
 l(i4 
 
 ... 
 
 0-10 
 
 la... 
 
 32 
 
 3S 
 
 28 
 
 ..• 
 
 
 31 
 
 32 
 
 20 
 
 ... 
 
 ,, , 
 
 174 
 
 204 
 
 ... 
 
 
 10 
 
 17 
 
 mi 
 
 ... 
 
 0"M 
 
 J»... 
 
 274 
 
 im 
 
 33 
 
 ... 
 
 ,,, 
 
 10 
 
 lOi 
 
 17 
 
 ... 
 
 
 19^ 
 
 23 
 
 13 
 
 ... 
 
 0-30 
 
 3t 
 
 .",(» 
 
 19 
 
 
 0-30 
 
 14... 
 
 28 
 
 :m 
 
 20 
 
 • •• 
 
 • t* 
 
 15 
 
 IS 
 
 7 
 
 ... 
 
 5-30 
 
 4 
 
 4 
 
 6 
 
 
 ... 
 
 114 
 
 2iiJ 
 
 .'10 
 
 0-10 
 
 
 15... 
 
 22 
 
 32 
 
 2',H 
 
 
 
 
 
 3 
 
 15 
 
 
 0-40 
 
 17 
 
 4 
 
 11 
 
 ... 
 
 
 3!-. 
 
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 354 
 
 0-10 
 
 
 10... 
 
 28 
 
 31 
 
 204 
 
 (•• 
 
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 7 
 
 8 
 
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 0-30 
 
 24 
 
 194 
 
 154 
 
 ... 
 
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 35 
 
 42 
 
 3(>4 
 
 0-20 
 
 
 17... 
 
 21 
 
 28 
 
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 144 
 
 274 
 
 • ■> 
 
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 84 
 
 12 
 
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 ... 
 
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 47 
 
 41 
 
 0-20 
 
 
 18... 
 
 24 
 
 28 
 
 10 
 
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 • .* 
 
 34 
 
 It 
 
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 34 
 
 
 
 20 
 
 
 ... 
 
 134 
 
 104 
 
 14 
 
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 22 
 
 20 
 
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 • •• 
 
 • •* 
 
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 2 
 30 J 
 
 i? 
 
 ... 
 
 200 
 
 9 
 
 7 
 
 3 
 
 ..• 
 
 
 14 
 
 21 
 
 KH 
 
 
 
 20... 
 
 23 
 
 30 
 
 30 
 
 
 • •> 
 
 244 
 
 18 
 
 
 2'25 
 
 3 
 
 9 
 
 9 
 
 ... 
 
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 04 
 
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 25 
 
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 til... 
 
 23 
 
 34 
 
 34 
 
 
 ft. 
 
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 11 
 
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 84 
 
 104 
 
 12} 
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 ... 
 
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 35 
 
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 15 
 
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 204 
 
 20 
 
 
 
 14 
 
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 32 
 
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 42 
 
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 94 
 
 4 
 
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 244 
 
 34 
 
 
 
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 33 
 
 38 
 
 32 
 
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 2 
 
 8 
 
 4 
 
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 15 
 
 7 
 
 7 
 
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 45 
 
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 26... 
 
 304 
 
 31 
 
 30 
 
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 8 
 
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 5 
 
 
 0-20 
 
 25 
 
 3 
 
 18 
 
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 33 
 
 31 
 
 15 
 
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 2«... 
 
 20 
 
 33 
 
 20 
 
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 114 
 
 3 
 
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 125 
 
 4 
 
 12 
 
 18 
 
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 17 
 
 5 
 
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 27... 
 
 30 
 
 20 
 
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 0-20 
 
 
 
 in 
 
 9 
 
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 20 
 
 11 
 
 
 
 21 
 
 10 
 
 
 
 28... 
 
 7 
 
 21 
 
 144 
 
 >•• 
 
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 9 
 
 144 
 
 10 
 
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 8 
 
 25 
 
 9 
 
 
 
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 20 
 
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 29... 
 
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 19 
 
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 21 
 
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 10 
 
 
 
 
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 ... 
 
 
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 184 
 
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 • »• 
 
 IS 
 
 20 
 
 23 
 
 
 V20 
 
 144 
 
 2 
 
 4 
 
 
 
 
 
 
 ... 
 
 
 81... 
 
 ... 
 
 
 ... 
 
 2'C(> 
 
 ... 
 
 22 
 
 27 
 
 22 
 
 ... 
 
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 G 
 
 17 
 ... 
 
 15 
 
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 0-70 
 4-86 
 
 
 _I1- 
 
 ... 
 
 200 
 
 ... 
 
 
 
 
 
 8'40 
 
 ... 
 
 ... 
 
 ... 
 
 0-20 
 
 2310 
 
 ... 
 
 0-80 
 
 
 2-727 
 
 32,.^0 
 
 2803 
 
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 •■• 
 
 6-80 
 
 1453 
 
 8'81 
 
 ... 
 
 
 ,5-16 
 
 0-27 
 
 3'87 
 
 ... 
 
 -111 
 
 14-5» 
 
 24-.30 
 
 10 -.34 
 
 
 .*• 
 
 
 20.17 
 
 
 t.i 
 
 074 
 
 
 ... 
 
 
 002 
 
 
 
 19-39 
 
 ... 
 
Depth ill 
 
 i)iches. 
 
 a 
 
 i 
 
 ^ 
 
 02 
 
 ... 
 
 0-30 
 
 ... 
 
 o'-so 
 
 ... 
 
 voo 
 
 ... 
 
 0'25 
 
 • •• 10-20 
 
 0-60 
 
 
 030 
 
 010 
 
 ... 
 
 010 
 
 •■• 
 
 80 
 
 ... 
 
 0-10 
 
 ... 
 
 0'25 
 
 
 o-so 
 
 o'-io 
 
 
 n-in 
 
 
 0-20 
 
 
 0-20 
 
 
 ... 
 
 o'-io 
 
 
 i-oo 
 
 0-60 
 
 200 
 
 0-20 
 0-20 
 
 1-60 
 
 0-90 
 
 41 
 
 B. 
 
 &c., kept on the Upper Malawan. 
 
 
 
 
 
 1851 
 
 r 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 March. 
 
 April, 
 
 May. 
 
 June. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 B 
 
 a 
 
 a 
 
 c 
 
 fc 
 
 a 
 
 a 
 
 S 
 
 a 
 
 ^ 
 
 g 
 
 a 
 
 a 
 
 ^ 
 
 i 
 
 a 
 
 a 
 
 a 
 
 a 
 
 i 
 
 C3 
 
 s. 
 
 p. 
 
 cs 
 
 c 
 
 (4 
 
 p. 
 
 0. 
 
 1 
 
 S 
 
 d 
 
 p. 
 
 p. 
 
 ^ 
 
 a 
 
 a 
 
 A 
 
 d. 
 
 '<3 
 
 a 
 
 t- 
 
 5-1 
 
 09 
 
 4 
 
 P4 
 
 010 
 
 13 
 
 i» 
 
 O) 
 
 CO 
 
 1-00 
 
 t> 
 
 (M 
 
 en 
 
 Ui 
 
 t^ 
 
 (S 
 
 OS 
 
 « 
 
 
 6 
 
 224 
 
 84 
 
 404 
 
 47 
 
 424 
 
 0-10 
 
 
 53 
 
 634 
 
 54 
 
 0-84 
 
 
 15 
 
 34 
 
 74 
 
 
 
 11 
 
 27 
 
 17 
 
 ... 
 
 ... 
 
 39 
 
 39 
 
 344 
 
 «•• 
 
 ... 
 
 u;i 
 
 55 
 
 474 
 
 0-22 
 
 
 104 
 
 10 
 
 154 
 
 
 1 '50 
 
 12 
 
 414 
 
 29 
 
 ... 
 
 ... 
 
 37 
 
 024 
 
 33 
 
 ... 
 
 ... 
 
 47 
 
 56 
 
 44 
 
 0-95 
 
 
 Oi 
 
 ?!> 
 
 ?1 
 
 
 0-20 
 
 344 
 
 43 
 
 274 
 
 ... 
 
 
 39 
 
 03 
 
 404 
 
 • •( 
 
 ... 
 
 44 
 
 53 
 
 40 
 
 0-01 
 
 
 23 
 
 32 
 
 1(14 
 
 
 1-75 
 
 40 
 
 44 
 
 30 
 
 1-00 
 
 0-10 
 
 325 
 
 354 
 
 33 
 
 *•• 
 
 O'.'-.O 
 
 44 
 
 53 
 
 48 
 
 005 
 
 
 10 
 
 10 
 
 1 
 
 
 010 
 
 13 
 
 22 
 
 11 
 
 • •• 
 
 3-50 
 
 35 
 
 42 
 
 35 
 
 ... 
 
 0-20 
 
 48 
 
 64 
 
 49 
 
 0-35 
 
 
 g 
 
 •'4 
 
 <j 
 
 
 
 12 
 
 334 
 
 13 
 
 • f • 
 
 O'SO 
 
 35 
 
 6;!4 
 
 354 
 
 ... 
 
 ... 
 
 49 
 
 73 
 
 50 
 
 ; 
 
 15 
 
 154 
 
 6 
 
 
 
 ?,'< 
 
 29 
 
 27 
 
 
 1-50 
 
 35 
 
 094 
 
 44 
 
 ... 
 
 ... 
 
 60 
 
 73 
 
 57 
 
 003 1 ... 
 
 11 
 
 ?14 
 
 i» 
 
 
 VOO 
 
 30 
 
 44 
 
 204 
 
 • •• 
 
 
 43 
 
 724 
 
 53 
 
 0-35 
 
 
 59 
 
 83 
 
 57 
 
 ... 
 
 14 >. 
 
 11 
 
 
 
 
 
 '?7 
 
 43 
 
 305 
 
 ... 
 
 • ■t 
 
 30 
 
 31 
 
 25 
 
 0-25 
 
 i-(Jo 
 
 62 
 
 79 
 
 57 
 
 ... 
 
 
 9 
 
 244 
 
 11 
 
 ... 
 
 o-;.o 
 
 ?5 
 
 4--i 
 
 29 
 
 ... 
 
 ... 
 
 19 
 
 43 
 
 284 
 
 ... 
 
 ... 
 
 58 
 
 71 
 
 00 
 
 ... 
 
 
 3 
 
 17 
 
 14 
 
 
 
 31 
 
 50 
 
 2C,4 
 
 ... 
 
 ... 
 
 304 
 
 01 
 
 32 
 
 ... 
 
 
 54 
 
 71 
 
 58 
 
 
 
 11 
 
 34i 
 
 25 
 
 
 
 274 
 
 534 
 
 30 
 
 ... 
 
 
 37 
 
 71 
 
 39 
 
 ... 
 
 ... 
 
 CO 
 
 67 
 
 41 
 
 ... 
 
 
 23 
 
 31 
 
 
 
 
 1-00 
 
 37 
 
 51 
 
 35 
 
 • *• 
 
 .•• 
 
 47 
 
 (>0 
 
 40 
 
 
 ... 
 
 49 
 
 04 
 
 u 
 
 ... 
 
 
 2 
 
 33 
 
 14 
 
 
 
 33 
 
 454 
 
 2S4 
 
 
 0-30 
 
 49 
 
 7<i4 
 
 48 
 
 
 
 50 
 
 00 
 
 57 
 
 
 
 10 
 
 11} 
 
 28 
 
 ?74 
 
 
 
 ?,44 
 
 33 
 
 25 
 
 
 0-30 
 
 43 
 
 50 
 
 34 
 
 o'-io 
 
 0'-5(l 
 
 57 
 
 60 
 
 53 
 
 ('»-'l0 
 
 
 19 
 
 20J 
 
 18 
 
 165 
 
 30i 
 
 10 
 
 1(5 
 23 
 
 ... 
 
 030 
 
 3-75 
 
 30 
 27 
 
 4.3 
 
 4-^4 
 
 2(! 
 33 
 
 
 
 425 
 41) 
 
 61 
 64 
 
 41 
 40 
 
 ... 
 
 y-.jo 
 
 53 
 NOTE.- 
 
 63 1 53 
 This Rci-'ister 
 
 1-32 1 ... 
 ends abruptly 
 
 37 
 41, 
 
 -'0 
 
 
 
 38 
 
 344 
 
 3?i 
 
 
 0-50 
 
 47 
 
 56 
 
 39 
 
 ... 
 
 ... 
 
 on 17tli .Inno, in conscquenco oi 
 
 304 
 
 
 
 3l4 
 
 43 
 
 34 
 
 
 0-15 
 
 515 
 
 70 
 
 49 
 
 ... 
 
 ... 
 
 the JIatawan Survey having 
 
 4(1 
 
 24 
 
 
 1-75 
 
 354 
 
 594 
 
 41 
 
 ... 
 
 
 58 
 
 84 
 
 494 
 
 ... 
 
 ... 
 
 been stopped. 
 
 4.S1 
 
 324 
 
 
 
 33 
 
 47 
 
 33 
 
 (t. 
 
 • •* 
 
 50 
 
 814 
 
 ''M 
 
 ... 
 
 ... 
 
 
 ;m 
 
 374 
 
 35 
 
 0-10 
 
 til 
 
 2<) 
 
 48 
 
 33 
 
 ... 
 
 ... 
 
 624 
 
 84 
 
 505 
 
 ... 
 
 ... 
 
 
 31 
 
 334 
 
 27 
 
 
 1'50 
 
 33 
 
 494 
 
 31 
 
 .>• 
 
 ,, 
 
 01 
 
 80 
 
 00 
 
 ... 
 
 ... 
 
 
 21 
 
 31 
 
 234 
 
 
 1-00 
 
 334 
 
 51 
 
 29 
 
 ,,, 
 
 
 55 
 
 79 
 
 61 
 
 ... 
 
 
 
 22 
 
 42 
 
 :w\ 
 
 
 0'25 
 
 35 
 
 02 
 
 374 
 
 ... 
 
 
 62 
 
 09 
 
 69 
 
 ... 
 
 
 
 27 
 
 47 
 
 33 
 
 
 
 334 
 
 364 
 
 324 
 
 ... 
 
 070 
 
 00 
 
 67 
 
 50 
 
 (1-35 
 
 
 
 32 
 
 41 
 
 32 
 
 
 ... 
 
 2(>4 
 
 374 
 
 274 
 
 *>. 
 
 ... 
 
 88 
 
 57 
 
 47 
 
 10 
 
 ... 
 
 
 33 
 
 41! 
 
 27 
 
 
 ... 
 
 31 
 
 504 
 
 27 
 
 ... 
 
 **« 
 
 414 
 
 53 
 
 47 
 
 (1-20 
 
 
 
 25 
 
 414 
 
 27 
 
 
 
 20 
 
 024 
 
 324 
 
 ... 
 
 • •* 
 
 47 
 
 07 
 
 47 
 
 030 
 
 ... 
 
 
 27 
 
 505 
 
 30 
 
 0-10 
 
 14-40 
 
 • * 
 
 
 
 1-00 
 
 j 8-55 
 
 45 
 
 634 
 
 56 
 
 1-81 
 
 5-7( 
 
 
 
 
 ... 
 
 ... 
 
 ... 
 
 Fall each month of Rain and Snow. 
 
 11 71 
 
 3(1-87 
 
 17 -S2 
 
 
 ... 
 
 28-07 
 
 43-08 
 
 •2812 
 
 ... 
 
 
 4411 
 
 (i2-10 
 
 43-9 1 
 
 •" 
 
 
 Means of Temperature. 
 
 
 20 -M 
 
 
 ... 
 
 33-09 
 
 ... 
 
 50-05 
 
 
 Mean Temperature of each month. 
 
•I 1 
 
 42 
 
 APPENDIX 
 
 Abstract from Register of Temperature, 
 
 
 
 
 
 1866. 
 
 
 
 
 s 
 
 Xovember. 
 
 December. 
 
 January. 
 
 February. 
 
 18 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inche %. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Q 
 
 i 
 
 a 
 
 s 
 
 
 g 
 
 U 
 
 s 
 
 i 
 
 
 ^ 
 
 i 
 
 g 
 
 s 
 
 
 i 
 
 a 
 
 a 
 
 a 
 
 . 
 
 1 1 
 
 
 
 
 
 1 
 
 
 
 d 
 
 d 
 
 01 
 
 I 
 
 o 
 
 * 
 
 d 
 
 d 
 
 'A 
 
 CO 
 
 0-40 
 
 OS 
 
 11 
 
 a. 
 15 
 
 4 
 
 a 
 
 OQ 
 
 1... 
 
 32 
 
 37 
 
 29 
 
 
 0-50 
 
 9 
 
 30 
 
 26 
 
 
 030 
 
 18 
 
 25 
 
 20 
 
 
 2-.10 
 
 ss... 
 
 33 
 
 51 
 
 43 
 
 ... 
 
 
 13 
 
 14 
 
 6 
 
 ... 
 
 0-20 
 
 16 
 
 23 
 
 19 
 
 ... 
 
 1-00 
 
 5 
 
 6 
 
 15 
 
 
 
 8... 
 
 39 
 
 39 
 
 43 
 
 0-60 
 
 ... 
 
 12 
 
 18 
 
 11 
 
 ... 
 
 2-10 
 
 18 
 
 25 
 
 18 
 
 ... 
 
 2-30 
 
 24 
 
 9 
 
 11 
 
 ... 
 
 1.00 
 
 4... 
 
 36 
 
 37 
 
 27 
 
 0-80 
 
 
 2 
 
 10 
 
 9 
 
 • >• 
 
 • *• 
 
 13 
 
 15 
 
 3 
 
 ... 
 
 0-30 
 
 12 
 
 20 
 
 12 
 
 ... 
 
 1-20 
 
 5... 
 
 18 
 
 25 
 
 19 
 
 ... 
 
 1-30 
 
 11 
 
 22 
 
 11 
 
 ... 
 
 
 16 
 
 
 
 19 
 
 ... 
 
 ... 
 
 12 
 
 17 
 
 17 
 
 
 20 
 
 6... 
 
 2S 
 
 40 
 
 33 
 
 ... 
 
 ... 
 
 2 
 
 18 
 
 11 
 
 ... 
 
 1-70 
 
 34 
 
 5 
 
 26 
 
 ... 
 
 ... 
 
 32 
 
 ;i3 
 
 36 
 
 0-10 
 
 ... 
 
 7... 
 
 32 
 
 46 
 
 37 
 
 
 . , 
 
 
 
 10 
 
 6 
 
 ... 
 
 
 24 
 
 10 
 
 23 
 
 ... 
 
 ... 
 
 44 
 
 53 
 
 2 
 
 0-20 
 
 ... 
 
 8... 
 
 51 
 
 33 
 
 23 
 
 0-70 
 
 020 
 
 4 
 
 13 
 
 3 
 
 
 010 
 
 32 
 
 6 
 
 18 
 
 
 , 
 
 35 
 
 18 
 
 8 
 
 010 
 
 030 
 
 «... 
 
 17 
 
 31 
 
 24 
 
 !•■ 
 
 >.« 
 
 8 
 
 17 
 
 4 
 
 ... 
 
 ... 
 
 5 
 
 21 
 
 16 
 
 ... 
 
 070 
 
 7 
 
 17 
 
 :7 
 
 ... 
 
 ... 
 
 10... 
 
 23 
 
 40 
 
 30 
 
 ... 
 
 , , 
 
 6 
 
 23 
 
 19 
 
 .•• 
 
 ■ *. 
 
 16 
 
 19 
 
 6 
 
 ... 
 
 0-60 
 
 7 
 
 4 
 
 11 
 
 ... 
 
 110 
 
 11... 
 
 29 
 
 33 
 
 31 
 
 ... 
 
 1-40 
 
 20 
 
 34 
 
 34 
 
 0-20 
 
 0-30 
 
 12 
 
 3 
 
 17 
 
 ... 
 
 0-10 
 
 24 
 
 1 
 
 17 
 
 ... 
 
 ... 
 
 lis... 
 
 32 
 
 37 
 
 SO 
 
 ... 
 
 
 33 
 
 33 
 
 31 
 
 010 
 
 0-10 
 
 20 
 
 8 
 
 21 
 
 ... 
 
 0-1.-, 
 
 19 
 
 17 
 
 14 
 
 ... 
 
 0-20 
 
 13... 
 
 27 
 
 34 
 
 33 
 
 ... 
 
 0-30 
 
 20 
 
 21 
 
 14 
 
 ... 
 
 ... 
 
 21 
 
 19 
 
 13 
 
 ... 
 
 0-60 
 
 32 
 
 30 
 
 19 
 
 ... 
 
 0-30 
 
 14... 
 
 28 
 
 34 
 
 27 
 
 
 ... 
 
 12 
 
 17 
 
 16 
 
 
 
 6-30 
 
 4 
 
 6 
 
 3 
 
 ... 
 
 .*■ 
 
 10 
 
 22 
 
 36 
 
 ... 
 
 ... 
 
 16... 
 
 19 
 
 33 
 
 30 
 
 
 , , 
 
 8 
 
 1 
 
 15 
 
 
 .. 
 
 0-90 
 
 16 
 
 
 
 18 
 
 , , 
 
 ... 
 
 37 
 
 38 
 
 34 
 
 0-20 
 
 • •« 
 
 16... 
 
 28 
 
 33 
 
 20 
 
 ... 
 
 1-80 
 
 8 
 
 7 
 
 1 
 
 
 ^^ 
 
 0-30 
 
 
 
 20 
 
 15 
 
 
 060 
 
 34 
 
 46 
 
 36 
 
 0-10 
 
 *.( 
 
 17... 
 
 20 
 
 29 
 
 25 
 
 *•• 
 
 090 
 
 22 
 
 12 
 
 24 
 
 
 
 ... 
 
 12 
 
 12 
 
 18 
 
 ... 
 
 0-60 
 
 .34 
 
 48 
 
 4tt 
 
 *>* 
 
 ..* 
 
 18... 
 
 21 
 
 31 
 
 18 
 
 ... 
 
 0-20 
 
 36 
 
 13 
 
 24 
 
 
 
 ... 
 
 40 
 
 4 
 
 17 
 
 ... 
 
 
 16 
 
 22 
 
 16 
 
 ... 
 
 • .« 
 
 lU... 
 
 21 
 
 27 
 
 22 
 
 **. 
 
 ... 
 
 13 
 
 2 
 
 4 
 
 
 
 1-60 
 
 11 
 
 14 
 
 4 
 
 ... 
 
 • *. 
 
 8 
 
 23 
 
 18 
 
 **. 
 
 • ** 
 
 iSO... 
 
 22 
 
 32 
 
 29 
 
 ... 
 
 • •* 
 
 12 
 
 30 
 
 22 
 
 
 t. 
 
 1-90 
 
 
 
 9 
 
 6 
 
 ... 
 
 2-60 
 
 4 
 
 SO 
 
 24 
 
 • .* 
 
 0-90 
 
 21... 
 
 23 
 
 42 
 
 30 
 
 • •( 
 
 0-05 
 
 7 
 
 14 
 
 11 
 
 
 
 1*00 
 
 » 
 
 14 
 
 11 
 
 
 1-70 
 
 20 
 
 34 
 
 26 
 
 ... 
 
 2-50 
 
 IW... 
 
 37 
 
 41 
 
 37 
 
 0-40 
 
 
 13 
 
 14 
 
 8 
 
 
 
 
 ... 
 
 ... 
 
 ... 
 
 
 ... 
 
 10 
 
 32 
 
 30 
 
 ... 
 
 0-20 
 
 SKI... 
 
 30 
 
 40 
 
 33 
 
 ... 
 
 o-bs 
 
 4 
 
 8 
 
 5 
 
 
 
 
 ... 
 
 ... 
 
 
 
 . . 
 
 30 
 
 36 
 
 34 
 
 **< 
 
 ..• 
 
 24... 
 
 32 
 
 39 
 
 32 
 
 
 ... 
 
 1 
 
 6 
 
 
 
 
 
 ... 
 
 ... 
 
 ... 
 
 
 
 0-'30 
 
 30 
 
 43 
 
 44 
 
 0-20 
 
 t.t 
 
 25... 
 
 30 
 
 32 
 
 30 
 
 ... 
 
 400 
 
 3 
 
 7 
 
 3 
 
 
 
 0-20 
 
 ... 
 
 ... 
 
 ... 
 
 ... 
 
 , , 
 
 34 
 
 32 
 
 18 
 
 ... 
 
 ... 
 
 26... 
 
 29 
 
 31 
 
 28 
 
 ... 
 
 2'40 
 
 7 
 
 14 
 
 4 
 
 
 
 1-10 
 
 ... 
 
 , 
 
 ... 
 
 ... 
 
 0-30 
 
 9 
 
 20 
 
 6 
 
 ... 
 
 ..« 
 
 27... 
 
 28 
 
 30 
 
 31 
 
 ... 
 
 i-io 
 
 7 
 
 12 
 
 i» 
 
 
 
 
 2 
 
 11 
 
 
 
 ... 
 
 6 
 
 21 
 
 20 
 
 ... 
 
 ... 
 
 28... 
 
 5 
 
 24 
 
 16 
 
 ... 
 
 
 
 
 14 
 
 14 
 
 
 
 3-10 
 
 6 
 
 
 9 
 
 
 ... 
 
 6 
 
 17 
 
 ... 
 
 ... 
 
 1-80 
 
 29... 
 
 12 
 
 23 
 
 32 
 
 ... 
 
 080 
 
 15 
 
 22 
 
 19 
 
 
 
 1-30 
 
 
 21 
 
 
 
 
 
 
 • .* 
 
 .«• 
 
 
 30... 
 
 20 
 
 20 
 
 7 
 
 ... 
 
 0-30 
 
 18 
 
 29 
 
 33 
 
 
 
 0'9<) 
 
 23 
 
 6 
 
 4 
 
 ... 
 
 
 .•• 
 
 ... 
 
 • ** 
 
 ••■ 
 
 ... 
 
 31... 
 
 ... 
 
 ... 
 
 ... 
 
 260 
 
 ... 
 
 21 
 
 27 
 
 22 
 
 
 
 1-00 
 
 4 
 
 15 
 
 5 
 
 
 1-20 
 1310 
 
 _11 
 
 
 -Z. 
 
 0-90 
 
 ... 
 
 
 
 
 
 16-30 
 
 ... 
 
 ... 
 
 
 0-30 
 
 24-40 
 
 12-20 
 
 
 2673 
 
 34-13 
 
 28-27 
 
 ... 
 
 ... 
 
 497 
 
 14-87 
 
 9-39 
 
 
 __ 
 
 8-00 
 
 8-35 
 0-25 
 
 1-03 
 
 
 .*. 
 
 13-57 
 
 25-8« 
 1917 
 
 19-07 
 
 ... 
 
 ... 
 
 
 89 71 
 
 ... 
 
 ... 
 
 9-74 
 
 
 
 ... 
 
 >•• 
 
43 
 
 B. 
 
 &c., kept on the Lower Matawan. 
 
 1857. 
 
 t I 
 
 o 
 n 
 
 CO 
 
 2-50 
 
 I'.OO 
 120 
 0'20 
 
 0-30 
 
 rio 
 
 0-20 
 0-30 
 
 0-90 
 2-50 
 0-20 
 
 1-80 
 
 12-20 
 
 March. 
 
 April. 
 
 May. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperatu 
 
 re. 
 
 Depth in 
 inohcs. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 S 
 
 Q 
 
 a 
 
 • 
 
 ^ 
 
 a 
 
 • 
 
 a 
 
 a 
 
 a 
 
 bS 
 
 a 
 
 a 
 
 a 
 
 g 
 
 i 
 
 a 
 »» 
 
 eq 
 
 0> 
 
 1 
 
 
 
 A 
 
 e. 
 
 'i 
 
 a 
 
 
 99 
 
 0. 
 
 ^ 
 
 1 
 
 8 
 
 21 
 
 2 
 
 
 
 14 
 
 21 
 
 8 
 
 
 1-00 
 
 39 
 
 52 
 
 40 
 
 0-20 
 
 
 16 
 
 11 
 
 6 
 
 
 
 8 
 
 31 
 
 17 
 
 ■«• 
 
 
 39 
 
 41 
 
 34 
 
 ... 
 
 ... 
 
 10 
 
 19 
 
 16 
 
 
 0-30 
 
 13 
 
 45 
 
 31 
 
 ••■ 
 
 0-40 
 
 36 
 
 58 
 
 30 
 
 *•• 
 
 ... 
 
 13 
 
 29 
 
 18 
 
 
 
 34 
 
 50 
 
 26 
 
 ••• 
 
 • •• 
 
 34 
 
 67 
 
 45 
 
 ... 
 
 
 22 
 
 31 
 
 26 
 
 
 1-60 
 
 38 
 
 48 
 
 33 
 
 0-60 
 
 ,,. 
 
 32 
 
 37 
 
 32 
 
 0-12 
 
 5'iH* 
 
 10 
 
 18 
 
 1 
 
 
 
 14 
 
 22 
 
 18 
 
 
 5-20 
 
 33 
 
 43 
 
 33 
 
 .» 
 
 I'tit; 
 
 7 
 
 10 
 
 9 
 
 
 
 11 
 
 29 
 
 20 
 
 • •• 
 
 • •• 
 
 33 
 
 57 
 
 .32 
 
 ... 
 
 ••• 
 
 20 
 
 20 
 
 5 
 
 
 
 21 
 
 27 
 
 24 
 
 • ** 
 
 ,,, 
 
 30 
 
 69i 
 
 44 
 
 ... 
 
 ... 
 
 9 
 
 27 
 
 10 
 
 
 0'80 
 
 28 
 
 41 
 
 20 
 
 • *> 
 
 • *< 
 
 43 
 
 72i 
 
 49 
 
 060 
 
 ... 
 
 16 
 
 17 
 
 5 
 
 
 
 32 
 
 47 
 
 32 
 
 • M 
 
 • •• 
 
 36 
 
 32 
 
 25 
 
 ... 
 
 0'80 
 
 9 
 
 27 
 
 12 
 
 
 ... 
 
 20 
 
 46 
 
 29 
 
 .*• 
 
 • •t 
 
 20 
 
 40 
 
 28 
 
 ... 
 
 ... 
 
 2 
 
 25 
 
 3 
 
 
 
 25 
 
 51 
 
 25 
 
 • *• 
 
 ,,, 
 
 26 
 
 60 
 
 83 
 
 •*• 
 
 ... 
 
 13 
 
 33 
 
 25 
 
 
 
 21 
 
 53 
 
 31 
 
 >•• 
 
 ■ •< 
 
 34 
 
 64 
 
 35 
 
 ... 
 
 ... 
 
 20 
 
 32 
 
 10 
 
 
 1-50 
 
 34 
 
 48 
 
 34 
 
 0-05 
 
 ■ >• 
 
 .32 
 
 58 
 
 42 
 
 ... 
 
 ... 
 
 7 
 
 37 
 
 17 
 
 
 
 33 
 
 47 
 
 80 
 
 032 
 
 (•• 
 
 48 
 
 62 
 
 44 
 
 ... 
 
 ... 
 
 7 
 
 38 
 
 28 
 
 
 
 23 
 
 28 
 
 26 
 
 *•* 
 
 0-40 
 
 37 
 
 57 
 
 82 
 
 ... 
 
 2-00 
 
 21 
 
 34 
 
 18 
 
 
 
 25 
 
 40 
 
 26 
 
 ■ •■ 
 
 • •• 
 
 33 
 
 63 
 
 35 
 
 ... 
 
 ... 
 
 19 
 
 26 
 
 26 
 
 
 2-90 
 
 19 
 
 47 
 
 32 
 
 ... 
 
 • •• 
 
 35 
 
 57 
 
 38 
 
 ... 
 
 ... 
 
 16 
 
 29 
 
 26 
 
 
 
 34 
 
 85 
 
 33 
 
 0'50 
 
 0-40 
 
 40 
 
 63 
 
 36 
 
 ... 
 
 ... 
 
 9 
 
 42 
 
 26 
 
 
 
 33 
 
 43 
 
 34 
 
 0'04 
 
 • >. 
 
 43 
 
 67 
 
 87 
 
 .•■ 
 
 ... 
 
 26 
 
 38 
 
 24 
 
 
 2 '20 
 
 35 
 
 61 
 
 38 
 
 0*05 
 
 • t* 
 
 47 
 
 67 
 
 38 
 
 ... 
 
 ... 
 
 13 
 
 48 
 
 32 
 
 
 
 33 
 
 43 
 
 34 
 
 ... 
 
 *>< 
 
 48 
 
 80 
 
 48 
 
 ... 
 
 ... 
 
 32 
 
 34 
 
 35 
 
 604 
 
 030 
 
 31 
 
 44 
 
 32 
 
 ... 
 
 • >• 
 
 49 
 
 75 
 
 44 
 
 **• 
 
 ... 
 
 32 
 
 36 
 
 28 
 
 
 220 
 
 30 
 
 60 
 
 20 
 
 ... 
 
 ..« 
 
 52 
 
 20 
 
 49 
 
 ... 
 
 ... 
 
 21 
 21 
 
 35 
 45 
 
 24 
 31 
 
 ... 
 
 010 
 
 31 
 24 
 
 61 
 
 64 
 
 28 
 86 
 
 ... 
 
 ... 
 
 65 
 NOTB.— 
 
 75 1 44 1 ... 1 ... 
 This Register ends abrup.,iy .." 
 
 20 
 
 48 
 
 33 
 
 
 
 34 
 
 37 
 
 32 
 
 0-64 
 
 ... 
 
 25th May, in consequence or lue 
 Matawan Survey having been 
 
 31 
 
 44 
 
 33 
 
 
 
 27 
 
 38 
 
 25 
 
 
 ... 
 
 31 
 
 41 
 
 24 
 
 
 
 30 
 
 42 
 
 24 
 
 ... 
 
 ... 
 
 stopped. 
 
 17 
 
 46 
 
 25 
 
 ... 
 
 ... 
 
 30 
 
 59 
 
 28 
 
 ... 
 
 ... 
 
 
 19 
 
 52 
 
 38 
 
 ... 
 
 ... 
 
 ... 
 
 ... 
 
 ... 
 
 ... 
 
 ... 
 
 
 
 ... 
 
 • •■ 
 
 004 
 
 11 -oo 
 
 *•• 
 
 <•• 
 
 ... 
 
 2-20 
 
 7-40 
 
 Fall each month of R in and Snow. 
 
 0-94 
 
 32'13 
 
 18-23 
 
 ... 
 
 ... 
 
 26-13 
 
 42 60 
 
 28 20 
 
 ... 
 
 ... 
 
 Means of Temperature. 
 
 2010 
 
 ... 
 
 ... 
 
 32-31 
 
 ... 
 
 ... 
 
 Mean Temperature of each month 
 
 . 
 
44 
 
 I- 
 
 APPENDIX 
 
 Abstract from Register of Temperature, &c., kept on the 
 
 
 1856. 
 
 
 
 i 
 
 s 
 
 November. 
 
 December. 
 
 January. 
 
 February. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Dci)th in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 
 a 
 
 s 
 
 a 
 
 6 
 
 i 
 
 S 
 
 i 
 
 a 
 
 a 
 
 ^ 
 
 a 
 
 a 
 
 a 
 
 a 
 
 i 
 
 a 
 
 a 
 
 a 
 
 B 
 
 i 
 
 
 
 
 p. 
 
 ^ 
 
 o 
 
 a 
 
 OS 
 
 C3 
 
 IN 
 
 O 
 
 <a 
 
 o 
 s 
 as 
 
 •3 
 
 a. 
 
 p. 
 
 05 
 
 16 
 
 ^ 
 
 o 
 0-20 
 
 » 
 
 12 
 
 n 
 20 
 
 p. 
 
 OS 
 
 2 
 
 - 
 
 1 
 
 1... 
 
 30 
 
 35 
 
 44 
 
 O'lO 
 
 
 20 
 
 18 
 
 
 
 16 
 
 18 
 
 0-20 
 
 2... 
 
 42 
 
 50 
 
 44 
 
 dio 
 
 
 14 
 
 19 
 
 8 
 
 ... 
 
 0-30 
 
 16 
 
 21 
 
 18 
 
 ... 
 
 0-2() 
 
 H 
 
 9 
 
 24 
 
 ..« 
 
 ... 
 
 3... 
 
 4-t 
 
 4.i 
 
 45 
 
 O.^fl 
 
 
 10 
 
 22 
 
 16 
 
 ... 
 
 270 
 
 16 
 
 27 
 
 18 
 
 
 1-1(1 
 
 2(i 
 
 12 
 
 10 
 
 
 ... 
 
 4... 
 
 4t; 
 
 53 
 
 44 
 
 0'1.5 
 
 
 4 
 
 16 
 
 7 
 
 
 
 11 
 
 22 
 
 8 
 
 
 OKI 
 
 16 
 
 32 
 
 18 
 
 
 0-70 
 
 6... 
 
 22 
 
 29 
 
 23 
 
 
 O'lO 
 
 8 
 
 22 
 
 14 
 
 
 
 l(i 
 
 8 
 
 10 
 
 
 
 15 
 
 21 
 
 21 
 
 >.* 
 
 060 
 
 6... 
 7... 
 
 20 
 
 40 
 
 32 
 
 
 
 16 
 
 22 
 
 16 
 
 ... 
 
 2-00 
 
 24 
 
 4 
 
 20 
 
 • •» 
 
 ... 
 
 21 
 
 45 
 
 36 
 
 ... 
 
 ... 
 
 32 
 
 52 
 
 iS 
 
 
 
 2 
 
 10 
 
 6 
 
 ... 
 
 
 31 
 
 3 
 
 2(1 
 
 • •• 
 
 ... 
 
 48 
 
 58 
 
 48 
 
 
 ... 
 
 8... 
 
 35 
 
 4S 
 
 32 
 
 20 
 
 
 2 
 
 14 
 
 6 
 
 ... 
 
 
 32 
 
 3 
 
 10 
 
 • •• 
 
 
 46 
 
 32 
 
 14 
 
 o'i 
 
 
 9... 
 
 21 
 
 3tr 
 
 24 
 
 
 
 1 
 
 18 
 
 
 ... 
 
 
 6 
 
 23 
 
 13 
 
 
 0-4(1 
 
 4 
 
 21 
 
 11 
 
 ... 
 
 6-io 
 
 10... 
 11... 
 12... 
 13... 
 U... 
 15... 
 16... 
 17... 
 
 18 
 
 32 
 
 24 
 
 
 
 8 
 
 26 
 
 18 
 
 
 
 16 
 
 21 
 
 It 
 
 
 1-00 
 
 ... 
 
 3 
 
 15 
 
 ... 
 
 1-50 
 
 24 
 
 2ti 
 
 28 
 
 
 2-00 
 
 22 
 
 34 
 
 38 
 
 0-15 
 
 
 2 
 
 10 
 
 7 
 
 ... 
 
 
 21 
 
 10 
 
 22 
 
 >.i 
 
 ... 
 
 27 
 
 47 
 
 34 
 
 
 
 36 
 
 36 
 
 22 
 
 0-05 
 
 ... 
 
 2ti 
 
 8 
 
 12 
 
 ,,, 
 
 
 16 
 
 15 
 
 4 
 
 ... 
 
 ..t 
 
 30 
 
 38 
 
 37 
 
 
 050 
 
 22 
 
 23 
 
 16 
 
 
 
 16 
 
 2-1 
 
 l(i 
 
 • *• 
 
 1-60 
 
 24 
 
 31 
 
 28 
 
 
 ... 
 
 28 
 
 37 
 
 37 
 
 
 
 13 
 
 20 
 
 28 
 
 ... 
 
 8-50 
 
 11 
 
 14 
 
 2 
 
 t.t 
 
 ... 
 
 13 
 
 31 
 
 22 
 
 ... 
 
 ... 
 
 8 
 
 30 
 
 26 
 
 
 
 6 
 
 2 
 
 8 
 
 
 1'50 
 
 20 
 
 7 
 
 2S 
 
 
 ... 
 
 3H 
 
 4(i 
 
 28 
 
 .*• 
 
 ... 
 
 28 
 
 32 
 
 20 
 
 
 4-00 
 
 2 
 
 8 
 
 2 
 
 
 1-20 
 
 (> 
 
 18 
 
 10 
 
 • •■ 
 
 ... 
 
 40 
 
 m; 
 
 35 
 
 ... 
 
 ... 
 
 22 
 
 311 
 
 27 
 
 
 020 
 
 18 
 
 14 
 
 26 
 
 ... 
 
 ... 
 
 5 
 
 10 
 
 34 
 
 ... 
 
 ... 
 
 35 
 
 49 
 
 40 
 
 ... 
 
 ... 
 
 18... 
 
 24 
 
 32 
 
 22 
 
 
 
 3(1 
 
 14 
 
 28 
 
 
 
 44 
 
 o 
 
 32 
 
 
 ... 
 
 2S 
 
 25 
 
 25 
 
 ... 
 
 ... 
 
 la... 
 
 20... 
 21... 
 22... 
 23... 
 24... 
 25... 
 26... 
 
 19 
 
 34 
 
 22 
 
 
 
 20 
 
 4 
 
 
 
 090 
 
 18 
 
 8 
 
 3 
 
 
 
 20 
 
 32 
 
 16 
 
 ... 
 
 010 
 
 20 
 
 32 
 
 22 
 
 
 
 12 
 
 19 
 
 32 
 
 ... 
 
 1-00 
 
 16 
 
 8 
 
 4 
 
 
 . . • 
 
 16 
 
 32 
 
 3(1 
 
 ... 
 
 200 
 
 22 
 
 27 
 
 24 
 
 
 
 14 
 
 16 
 
 1 
 
 ... 
 
 ... 
 
 10 
 
 28 
 
 2 
 
 
 310 
 
 2(! 
 
 37 
 
 36 
 
 • •« 
 
 2-00 
 
 38 
 
 47 
 
 36 
 
 030 
 
 
 10 
 
 16 
 
 7 
 
 ... 
 
 
 SO 
 
 15 
 
 32 
 
 ... 
 
 • •* 
 
 29 
 
 46 
 
 40 
 
 ... 
 
 ... 
 
 2*5 
 
 43 
 
 32 
 
 
 
 
 10 
 
 
 ... 
 
 0"20 
 
 4(i 
 
 16 
 
 46 
 
 ... 
 
 ... 
 
 36 
 
 38 
 
 *t 
 
 
 ... 
 
 27 
 
 48 
 
 43 
 
 
 
 16 
 
 8 
 
 4 
 
 ... 
 
 
 22 
 
 1 
 
 6 
 
 ... 
 
 0-30 
 
 36 
 
 48 
 
 52 
 
 si'ou 
 
 ..• 
 
 33 
 
 32 
 
 30 
 
 
 400 
 
 
 3 
 
 2 
 
 
 12-00 
 
 27 
 
 24 
 
 i>.> 
 
 
 ... 
 
 42 
 
 51 
 
 19 
 
 ... 
 
 ... 
 
 33 
 
 3(1 
 
 30 
 
 ... 
 
 010 
 
 • •• 
 
 12 
 
 10 
 
 ... 
 
 0'60 
 
 12 
 
 18 
 
 12 
 
 ... 
 
 ... 
 
 11 
 
 25 
 
 6 
 
 
 ... 
 
 H'-- 
 
 28 
 
 34 
 
 22 
 
 
 O'SO 
 
 10 
 
 14 
 
 9 
 
 ... 
 
 >•■ 
 
 22 
 
 30 
 
 26 
 
 
 ... 
 
 2 
 
 26 
 
 17 
 
 ... 
 
 ... 
 
 28... 
 29... 
 30... 
 
 12 
 
 23 
 
 10 
 
 
 
 10 
 
 17 
 
 14 
 
 ... 
 
 1-50 
 
 19 
 
 2(i 
 
 4 
 
 ... 
 
 ... 
 
 13 
 
 27 
 
 2 
 
 ... 
 
 350 
 
 14 
 
 20 
 
 15 
 
 
 1-80 
 
 18 
 
 23 
 
 6 
 
 ... 
 
 120 
 
 10 
 
 22 
 
 12 
 
 ... 
 
 
 .*• 
 
 
 *** 
 
 
 ... 
 
 18 
 
 24 
 
 14 
 
 
 
 18 
 
 34 
 
 23 
 
 ... 
 
 
 8 
 
 10 
 
 4 
 
 *•• 
 
 
 
 ... 
 
 ■ •• 
 
 ... 
 
 ... 
 
 31... 
 
 ... 
 
 
 
 ... 
 
 .. 
 
 14 
 
 30 
 
 18 
 
 ... 
 
 0-20 
 
 4 
 
 18 
 
 4 
 
 *.* 
 
 o'io 
 
 8-30 
 
 ... 
 
 
 • •• 
 
 210 
 
 ... 
 
 
 
 
 5 
 
 13-10 
 
 ... 
 
 ... 
 
 ... 
 
 0-20 
 
 33-80 
 
 10-70 
 
 
 26-37 
 
 36G0 29"37 
 
 ... 
 
 ... 
 
 4-58 
 
 1554 
 
 9-00 
 
 ... 
 
 
 6-74 
 
 1300 
 
 2-49 
 
 ... 
 
 ... 
 
 1823 
 
 31-32 
 
 1971 
 
 19-71 
 
 ... 
 
 
 
 30 70 
 
 ... 
 
 970 
 
 ... 
 
 ... 
 
 
 1-20 
 
 
 
 2309 
 
 
 ... 
 
a 
 
 o 
 
 ... 
 
 0-20 
 
 ... 
 
 6-70 
 0-60 
 
 6'i 
 
 6'io 
 
 1-50 
 
 ... 
 
 d'io 
 
 !i-00 
 2'00 
 
 3-50 
 
 1070 
 
 45 
 
 B. 
 
 Ottawa between Fort William and Portage du Fort. 
 
 1857. 
 
 March. 
 
 April. 
 
 May. 
 
 June. 
 
 
 Temperature. 
 
 Depth 
 
 ill 
 inches. 
 
 Temperature. 
 
 Deptli in 
 inches. 
 
 Temperature. 
 
 Depth in 
 iuehes. 
 
 Temperature. 
 
 Depth 
 
 in 
 inches. 
 
 
 a 
 
 a 
 
 a 
 
 p. 
 
 
 
 
 a 
 
 a 
 
 a 
 
 ft 
 
 8 
 
 
 
 a 
 
 a 
 
 a 
 p. 
 
 a 
 
 d 
 
 
 i 
 
 
 a 
 
 a 
 
 d 
 
 
 
 
 
 t~ 
 
 (N 
 
 09 
 
 « 
 
 (% 
 
 t- 
 
 IN 
 
 a> 
 
 f^ 
 
 U2 
 
 l» 
 
 IN 
 
 OJ 
 
 P< 
 
 X 
 
 t* 
 
 ft 
 
 01 
 
 V2 
 
 
 n 
 
 «!t 
 
 10 
 
 
 
 22 
 
 24 
 
 12 
 
 
 2-00 
 
 50 
 
 56 
 
 46 
 
 0-10 
 
 
 60 
 
 08 
 
 59 
 
 040 
 
 
 
 14 
 
 ?H 
 
 2 
 
 
 
 8 
 
 36 
 
 20 
 
 ■ *• 
 
 t»t 
 
 46 
 
 50 
 
 38 
 
 0-30 
 
 
 62 
 
 05 
 
 54 
 
 020 
 
 ..• 
 
 
 15 
 
 ?.'?, 
 
 22 
 
 
 O-.'iO 
 
 18 
 
 eo 
 
 34 
 
 
 ■ >• 
 
 38 
 
 72 
 
 46 
 
 *•• 
 
 ... 
 
 60 
 
 68 
 
 52 
 
 .*■ 
 
 ... 
 
 
 14. 
 
 Rl 
 
 K) 
 
 
 OK) 
 
 30 
 
 08 
 
 30 
 
 
 • •* 
 
 50 
 
 56 
 
 42 
 
 010 
 
 
 49 
 
 68 
 
 48 
 
 
 ... 
 
 
 22 
 
 .S(i 
 
 33 
 
 
 0-10 
 
 42 
 
 56 
 
 30 
 
 
 • •> 
 
 40 
 
 48 
 
 36 
 
 0-80 
 
 
 54 
 
 02 
 
 CO 
 
 I.I 
 
 ... 
 
 
 20 
 
 «8 
 
 8 
 
 
 0-iiO 
 
 32 
 
 25 
 
 18 
 
 1-00 
 
 4'00 
 
 40 
 
 40 
 
 42 
 
 • •• 
 
 • .< 
 
 60 
 
 64 
 
 56 
 
 
 ,,. 
 
 
 3 
 
 13 
 
 2 
 
 
 
 18 
 
 31 
 
 13 
 
 ... 
 
 3'00 
 
 49 
 
 06 
 
 4<1 
 
 • •• 
 
 *•» 
 
 50 
 
 70 
 
 58 
 
 *.• 
 
 
 
 18 
 
 18 
 
 10 
 
 
 
 18 
 
 32 
 
 19 
 
 
 *•• 
 
 53 
 
 66 
 
 66 
 
 • •* 
 
 (ft 
 
 62 
 
 78 
 
 64 
 
 
 
 
 10 
 
 lit 
 
 14 
 
 
 420 
 
 33 
 
 44 
 
 30 
 
 
 t<t 
 
 58 
 
 70 
 
 46 
 
 *<i 
 
 ,,, 
 
 66 
 
 74 
 
 70 
 
 
 ... 
 
 
 C) 
 
 10 
 
 9 
 
 
 3'0ll 
 
 38 
 
 4;{ 
 
 38 
 
 ... 
 
 • <• 
 
 52 
 
 44 
 
 32 
 
 1-00 
 
 1*20, G8 
 
 09 
 
 68 
 
 
 • >• 
 
 
 8 
 
 «;» 
 
 3 
 
 
 
 •M 
 
 60 
 
 42 
 
 ... 
 
 • •> 
 
 28 
 
 48 
 
 34 
 
 ... 
 
 ... 
 
 68 
 
 60 
 
 00 
 
 0-60 
 
 .,, 
 
 
 9 
 
 14 
 
 4 
 
 
 
 40 
 
 54 
 
 40 
 
 ... 
 
 • •• 
 
 20 
 
 60 
 
 28 
 
 ... 
 
 ... 
 
 02 
 
 72 
 
 01 
 
 0-50 
 
 .1. 
 
 
 12 
 
 38 
 
 30 
 
 
 
 42 
 
 50 
 
 42 
 
 ... 
 
 
 36 
 
 71 
 
 46 
 
 ... 
 
 ••■ 
 
 02 
 
 66 
 
 54 
 
 1*1 
 
 ... 
 
 
 28 
 
 33 
 
 24 
 
 ... 
 
 
 40 
 
 50 
 
 34 
 
 4-00 
 
 .*« 
 
 56 
 
 70 
 
 56 
 
 
 •>• 
 
 50 
 
 80 
 
 52 
 
 • II 
 
 ... 
 
 
 20 
 
 37 
 
 24 
 
 .., 
 
 
 46 
 
 54 
 
 38 
 
 300 
 
 
 59 
 
 72 
 
 54 
 
 ... 
 
 ••• 
 
 54 
 
 70 
 
 54 
 
 1.. 
 
 ... 
 
 
 18 
 
 48 
 
 3?, 
 
 
 
 32 
 
 41 
 
 31 
 
 • •• 
 
 2-00 
 
 52 
 
 74 
 
 44 
 
 0-35 
 
 ... 
 
 08 
 
 00 
 
 58 
 
 **t 
 
 .•1 
 
 
 28 
 
 38 
 
 24 
 
 
 
 42 
 
 48 
 
 38 
 
 • •• 
 
 *•■ 
 
 38 
 
 54 
 
 46 
 
 0-75 
 
 0-20 
 
 52 
 
 56 
 
 70 
 
 .11 
 
 ... 
 
 
 24 
 
 40 
 
 35 
 
 
 
 42 
 
 50 
 
 'l-t 
 
 
 
 59 
 
 73 
 
 53 
 
 <** 
 
 *•• 
 
 50 
 
 54 
 
 00 
 
 
 
 
 81 
 
 30 
 
 28 
 
 
 (iflo 
 
 42 
 
 41 
 
 37 
 
 2-.'in 
 
 • •• 
 
 56 
 
 66 
 
 53 
 
 • <• 
 
 
 00 
 
 70 
 
 00 
 
 d-70 
 
 
 
 40 
 
 3.') 
 
 30 
 
 
 
 48 
 
 47 
 
 40 
 
 200 
 
 ,,, 
 
 60 
 
 70 
 
 58 
 
 • >■ 
 
 
 ()4 
 
 06 
 
 04 
 
 • 1. 
 
 ..1 
 
 
 27 
 
 .S-t 
 
 28 
 
 
 ii-flO 
 
 42 
 
 64 
 
 44 
 
 ... 
 
 *•• 
 
 68 
 
 84 
 
 56 
 
 • •• 
 
 ,,, 
 
 (iO 
 
 18 
 
 00 
 
 0-20 
 
 II. 
 
 
 48 
 
 fifi 
 
 31 
 
 
 
 43 
 
 58 
 
 44 
 
 
 • *« 
 
 62 
 
 88 
 
 68 
 
 • •• 
 
 ..* 
 
 60 
 
 50 
 
 70 
 
 • *. 
 
 ... 
 
 
 87^ 
 
 38 
 
 38 
 
 
 
 40 
 
 ■Hi 
 
 43 
 
 
 *•• 
 
 (i2 
 
 78 
 
 50 
 
 >*• 
 
 
 58 
 
 64 
 
 58 
 
 ..• 
 
 .11 
 
 
 K". 
 
 30 
 
 
 
 38 
 
 5(5 
 
 ■W 
 
 
 ,,, 
 
 70 
 
 92 
 
 67 
 
 • •• 
 
 I.I 
 
 50 
 
 82 
 
 52 
 
 >!• 
 
 .1. 
 
 
 BS'"* 
 
 '30 
 
 9'?. 
 
 
 i-rm 3<) 
 
 ■17 
 
 43 
 
 ... 
 
 
 76 
 
 7(; 
 
 66 
 
 ... 
 
 
 58 
 
 92 
 
 (>0 
 
 ..1 
 
 
 
 B4i 
 
 '44. 
 
 3',', 
 
 
 Oi)l) 
 
 40 
 
 66 
 
 45 
 
 
 010 
 
 60 
 
 81 
 
 66 
 
 ... 
 
 •*• 
 
 50 
 
 80 
 
 62 
 
 III 
 
 
 
 40,: 
 
 40 
 
 
 
 35 
 
 42 
 
 36 
 
 O'GO 
 
 1-00 
 
 62 
 
 74 
 
 60 
 
 0-20 
 
 ..• 
 
 00 
 
 78 
 
 02 
 
 
 
 
 45^ 
 
 ■CO; 
 
 ■■-tf, 
 
 
 
 32 
 
 38 
 
 32 
 
 • It 
 
 ... 
 
 62 
 
 60 
 
 50 
 
 0-15 
 
 •II 
 
 05 
 
 70 
 
 80 
 
 
 
 
 88' 
 
 ■i^l 
 
 
 
 ,!0 
 
 48 
 
 34 
 
 • ■• 
 
 
 56 
 
 58 
 
 49 
 
 005 
 
 t.i 
 
 58 
 
 00 
 
 54 
 
 020 
 
 ... 
 
 
 88^ 
 
 m 
 
 •M 
 
 
 1 
 
 40 
 
 06 
 
 36 
 
 *•• 
 
 ... 
 
 50 
 
 71 
 
 50 
 
 ,,, 
 
 1.* 
 
 56 
 
 00 
 
 70 
 
 0"yo 
 
 
 
 80; < 
 
 "•#8; 
 
 '4a 
 
 ssz 
 
 •'...: 
 
 ^"~- 
 
 ... 
 
 ... 
 
 ... 
 
 ... 
 
 54 
 
 72 
 
 02 
 
 ... 
 
 ..1 
 
 ... 
 
 
 ... 
 
 ... 
 
 _ 
 
 
 ..■■■ 
 
 .V,l| ■ 
 
 
 
 20' 80 
 
 
 
 
 13-10 
 
 12-10 
 
 
 
 
 3-85 i 1-40 
 
 
 
 ... 
 
 ;5-70 
 
 
 Fall each month of 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Rain and Snow. 
 
 19'4f< 
 
 34'3b 
 
 «j'4« 
 
 
 '■■■ M 
 
 Hm 
 
 47-PO 
 
 34-^3 
 
 ... 
 
 
 52-51 
 
 66-64 
 
 .'iO-lO 
 
 ... 
 
 ..1 
 
 58-00 
 
 67-86 
 
 00-10 
 
 ••• 
 
 z 
 
 MeamsofTemp. 
 
 • : 25"4ai 
 
 :38189 
 
 
 >., 
 
 56-44 
 
 • I* 
 
 Mean Temp, of 
 
 
 
 
 1 ! 1 
 
 
 
 
 
 
 
 
 .^ 
 
 each month. 
 
 w>i'uc:[-/;'io o-(iiUn:.ijr;i.iT . 
 
46 
 
 APPENDIX 
 Abstbact from Register of Temperature, &c., kept on the 
 
 
 
 
 
 
 
 
 
 
 1857. 
 
 
 
 
 - 
 
 1 
 
 July. 
 
 August. 
 
 September. 
 
 
 October. 
 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inchets. 
 
 Temperature. 
 
 Depth 
 
 in 
 inches. 
 
 Temperature. 
 
 Depth 
 In 
 
 inches. 
 
 S 
 
 a 
 
 B 
 
 . 
 
 fc 
 
 a 
 
 a 
 
 i 
 
 d 
 
 ^ 
 
 a 
 
 a 
 
 a 
 
 a 
 
 i 
 
 a 
 
 a 
 
 a 
 
 a 
 
 >' 
 
 
 a 
 
 p, 
 
 d 
 
 '3 
 
 g 
 
 <i 
 
 d 
 
 p. 
 
 3 
 
 ^ 
 
 A 
 
 a 
 
 p. 
 
 3 
 
 o 
 
 A 
 
 A 
 
 A 
 
 i 
 
 S 
 
 
 t> 
 
 ei 
 
 o> 
 
 (3 
 
 03 
 
 t» 
 
 St 
 
 o> 
 
 H 
 
 CG 
 
 60 
 
 64 
 
 84 
 
 70 
 
 p4 
 
 n 
 
 t' 
 
 et 
 
 a> 
 
 0-07 
 
 te 
 
 1... 
 
 70 
 
 72 
 
 70 
 
 0-40 
 
 
 64 
 
 82 
 
 76 
 
 
 
 
 S3 
 
 61 
 
 40 
 
 
 2... 
 
 60 
 
 72 
 
 70 
 
 ... 
 
 ... 
 
 66 
 
 86 
 
 70 
 
 0-30 
 
 • •• 
 
 64 
 
 88 
 
 68 
 
 *.. 
 
 • >. 
 
 30 
 
 49 
 
 38 
 
 ■ •• 
 
 
 3... 
 
 64 
 
 70 
 
 72 
 
 
 ... 
 
 64 
 
 90 
 
 74 
 
 • •• 
 
 • •• 
 
 66 
 
 82 
 
 68 
 
 ■ «. 
 
 >•. 
 
 32 
 
 64 
 
 49 
 
 
 
 4... 
 
 60 
 
 86 
 
 72 
 
 
 ... 
 
 68 
 
 81 
 
 75 
 
 *•• 
 
 • «• 
 
 68 
 
 80 
 
 72 
 
 • •• 
 
 .*. 
 
 33 
 
 69 
 
 62 
 
 
 
 n... 
 
 70 
 
 74 
 
 78 
 
 
 ... 
 
 63 
 
 78 
 
 68 
 
 010 
 
 • •• 
 
 68 
 
 76 
 
 56 
 
 0-40 
 
 
 43 
 
 57 
 
 48 
 
 
 
 «... 
 
 80 
 
 84 
 
 66 
 
 ... 
 
 ... 
 
 64 
 
 81 
 
 71 
 
 
 ti* 
 
 64 
 
 77 
 
 46 
 
 
 t*. 
 
 48 
 
 66 
 
 62 
 
 
 ... 
 
 7... 
 
 70 
 
 72 
 
 65 
 
 ... 
 
 ... 
 
 65 
 
 88 
 
 73 
 
 
 • ■• 
 
 46 
 
 64 
 
 45 
 
 ... 
 
 
 43 
 
 68 
 
 42 
 
 • ■• 
 
 ... 
 
 8... 
 
 70 
 
 86 
 
 70 
 
 ... 
 
 ... 
 
 69 
 
 82 
 
 69 
 
 • •• 
 
 • ■* 
 
 50 
 
 69 
 
 69 
 
 ... 
 
 
 34 
 
 69 
 
 60 
 
 
 ..• 
 
 9... 
 
 72 
 
 86 
 
 70 
 
 ... 
 
 ... 
 
 70 
 
 84 
 
 67 
 
 • ■• 
 
 ■ ■■ 
 
 60 
 
 73 
 
 64 
 
 0-16 
 
 ... 
 
 60 
 
 60 
 
 48 
 
 
 <.• 
 
 10... 
 
 60 
 
 87 
 
 72 
 
 ... 
 
 ... 
 
 66 
 
 80 
 
 70 
 
 0-35 
 
 ■ *• 
 
 66 
 
 82 
 
 78 
 
 0-10 
 
 • •• 
 
 30 
 
 68 
 
 47 
 
 ... 
 
 • •• 
 
 n... 
 
 7ft 
 
 99 
 
 70 
 
 ... 
 
 ... 
 
 70 
 
 80 
 
 55 
 
 0-06 
 
 • •■ 
 
 70 
 
 62 
 
 58 
 
 0-16 
 
 ■ >• 
 
 33 
 
 66 
 
 63 
 
 • •fl 
 
 • ■• 
 
 12... 
 
 74 
 
 99 
 
 80 
 
 ... 
 
 ... 
 
 51 
 
 68 
 
 62 
 
 <•• 
 
 ■ •• 
 
 66 
 
 66 
 
 69 
 
 0-05 
 
 • •• 
 
 43 
 
 63 
 
 60 
 
 *•• 
 
 • ■• 
 
 13,, 
 
 72 
 
 99 
 
 80 
 
 ... 
 
 ... 
 
 60 
 
 76 
 
 70 
 
 1-20 
 
 • •■ 
 
 60 
 
 81 
 
 64 
 
 0-05 
 
 • •. 
 
 49 
 
 63 
 
 61 
 
 0-06 
 
 • ii 
 
 14,, 
 
 60 
 
 99 
 
 80 
 
 
 ... 
 
 70 
 
 72 
 
 68 
 
 0-06 
 
 ■ *■ 
 
 70 
 
 88 
 
 70 
 
 090 
 
 • •• 
 
 34 
 
 62 
 
 46 
 
 ..* 
 
 ■ •• 
 
 15... 
 
 60 
 
 85 
 
 70 
 
 1-30 
 
 ... 
 
 65 
 
 77 
 
 62 
 
 • •• 
 
 • •• 
 
 60 
 
 68 
 
 58 
 
 005 
 
 • *. 
 
 38 
 
 66 
 
 60 
 
 • •■ 
 
 .Ȥ 
 
 Ift... 
 
 70 
 
 80 
 
 60 
 
 ... 
 
 ... 
 
 60 
 
 81 
 
 63 
 
 ■ •• 
 
 • 1* 
 
 67 
 
 66 
 
 54 
 
 • .• 
 
 
 44 
 
 56 
 
 43 
 
 006 
 
 
 17... 
 
 62 
 
 80 
 
 72 
 
 ... 
 
 
 59 
 
 84 
 
 57 
 
 m 
 
 ... 
 
 50 
 
 61 
 
 50 
 
 0-30 
 
 
 30 
 
 49 
 
 44 
 
 ... 
 
 
 18 ,. 
 
 74 
 
 80 
 
 70 
 
 
 ... 
 
 58 
 
 88 
 
 68 
 
 • •■ 
 
 t<* 
 
 49 
 
 5ii 
 
 40 
 
 ... 
 
 
 36 
 
 52 
 
 43 
 
 0-04 
 
 ... 
 
 19,, 
 
 60 
 
 82 
 
 72 
 
 100 
 
 ... 
 
 69 
 
 70 
 
 64 
 
 0-40 
 
 • ** 
 
 42 
 
 70 
 
 50 
 
 ... 
 
 
 40 
 
 45 
 
 34 
 
 0-36 
 
 
 ?.o 
 
 62 
 
 82 
 
 60 
 
 
 ... 
 
 62 
 
 70 
 
 69 
 
 0-16 
 
 
 50 
 
 75 
 
 55 
 
 ... 
 
 • •• 
 
 32 
 
 33 
 
 30 
 
 0-12 
 
 
 i\... 
 
 70 
 
 82 
 
 72 
 
 I- 10 
 
 ... 
 
 69 
 
 73 
 
 69 
 
 ••« 
 
 ... 
 
 45 
 
 64 
 
 47 
 
 
 
 30 
 
 36 
 
 33 
 
 • •■ 
 
 
 n 
 
 60 
 
 77 
 
 66 
 
 ■ *• 
 
 ... 
 
 61 
 
 64 
 
 64 
 
 0-40 
 
 
 62 
 
 55 
 
 52 
 
 0-30 
 
 • It 
 
 26 
 
 45 
 
 85 
 
 • •• 
 
 
 ?3 
 
 64 
 
 80 
 
 70 
 
 0-60 
 
 ... 
 
 64 
 
 68 
 
 62 
 
 015 
 
 ■ •« 
 
 58 
 
 56 
 
 48 
 
 ■ •• 
 
 ... 
 
 31 
 
 53 
 
 44 
 
 *.■ 
 
 • ■• 
 
 94 
 
 64 
 
 78 
 
 70 
 
 ... 
 
 ... 
 
 60 
 
 71 
 
 66 
 
 •!• 
 
 • •• 
 
 64 
 
 74 
 
 60 
 
 ... 
 
 (•> 
 
 38 
 
 62 
 
 46 
 
 >.* 
 
 
 ?5 ,, 
 
 69 
 
 83 
 
 73 
 
 ... 
 
 
 67 
 
 73 
 
 63 
 
 • •« 
 
 • *■ 
 
 64 
 
 82 
 
 64 
 
 ... 
 
 *t. 
 
 32 
 
 68 
 
 48 
 
 0-08 
 
 • a* 
 
 20 , 
 
 74 
 
 92 
 
 76 
 
 ... 
 
 ... 
 
 63 
 
 83 
 
 68 
 
 • •• 
 
 *«* 
 
 66 
 
 86 
 
 50 
 
 *.* 
 
 .•* 
 
 38 
 
 43 
 
 33 
 
 • a. 
 
 
 ?7 
 
 72 
 
 90 
 
 82 
 
 
 ... 
 
 69 
 
 80 
 
 69 
 
 • *• 
 
 • ■■ 
 
 68 
 
 82 
 
 77 
 
 ■ •• 
 
 *•• 
 
 27 
 
 46 
 
 43 
 
 *•■ 
 
 
 ?,8 ,, 
 
 76 
 
 78 
 
 62 
 
 0-30 
 
 ... 
 
 67 
 
 80 
 
 64 
 
 0-40 
 
 ■ •• 
 
 60 
 
 58 
 
 45 
 
 ■ •• 
 
 ... 
 
 38 
 
 46 
 
 35 
 
 • .» 
 
 
 n 
 
 66 
 
 76 
 
 69 
 
 
 ... 
 
 60 
 
 72 
 
 63 
 
 • *• 
 
 • «* 
 
 45 
 
 60 
 
 43 
 
 0-55 
 
 
 34 
 
 40 
 
 36 
 
 • ■• 
 
 
 »o 
 
 66 
 
 80 
 
 73 
 
 ... 
 
 ... 
 
 58 
 
 78 
 
 66 
 
 • ■■ 
 
 ■ *• 
 
 43 
 
 65 
 
 36 
 
 0-25 
 
 ... 
 
 34 
 
 44 
 
 43 
 
 ... 
 
 
 31... 
 
 68 
 
 85 
 
 70 
 
 ... 
 
 ... 
 
 56 
 
 69 
 
 68 
 
 ... 
 
 -111 
 
 -111 
 
 >.( 
 
 ... 
 
 3-25 
 
 z 
 
 37 
 
 47 
 
 43 
 
 0-06 
 
 ... 
 
 
 
 
 
 4-70 
 
 
 ... 
 
 ... 
 
 
 366 
 
 ... 
 
 ... 
 
 ... 
 
 0.84 
 
 • *■ 
 
 
 67 2P 
 
 83-06 
 
 70-39 
 
 ... 
 
 ... 
 
 62-48 
 
 77'76 
 
 65-26 
 
 ■ •• 
 
 ... 
 
 87-3 
 
 71-06 
 
 56-80 
 
 ... 
 
 z 
 
 36-09 
 
 52-58 
 
 44-13 
 
 -ll 
 
 ... 
 
 
 7a-58 
 
 ... 
 
 ... 
 
 
 68-48 
 
 • *t 
 
 ... 
 
 91-73 
 
 
 44.26 
 
 • •« 
 
 42-79 Mean Temperature of whole year 1867. 
 

 Depth 
 inches. 
 
 
 • 
 
 a 
 ■« 
 
 1 
 
 
 0-07 
 
 ::: 
 
 006 
 
 00« 
 
 OM 
 0-36 
 0-12 
 
 0-08 
 
 0-05 
 0.84 
 
 47 
 
 B. 
 
 Ottawa, between Fort William and Portage du Fort. 
 
 1858. 
 
 November. December. 
 
 January. 
 
 Pebniary. 
 
 
 Temperature. 
 
 Depth 
 
 in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Temperature. 
 
 Depth in 
 inches. 
 
 Tempe- 
 rature. , 
 
 Depth 
 
 in 
 nches. 
 
 
 B 
 
 S 
 
 B 
 
 a 
 
 i 
 
 S 
 
 a 
 
 a 
 
 a 
 
 ^ 
 
 a 
 
 a 
 
 a 
 
 • 
 a 
 
 i 
 
 a 
 
 a 
 
 a 
 
 c 
 
 i 
 
 
 ei 
 
 d 
 
 
 ■| 
 
 s 
 
 
 
 
 1 
 
 a 
 m 
 
 C9 
 
 
 
 ^ 
 
 
 e8 
 
 p. 
 
 St 
 
 s. 
 
 05 
 
 S 
 
 OS 
 
 
 36 
 
 4?, 
 
 4?. 
 
 
 
 42 
 
 40 
 
 36 
 
 
 
 25 
 
 25 
 
 17 
 
 
 1-60 
 
 3 
 
 29 
 
 33 
 
 
 *!• 
 
 
 36 
 
 BO 
 
 40 
 
 
 
 34 
 
 42 
 
 38 
 
 ... 
 
 tt. 
 
 14 
 
 28 
 
 19 
 
 ... 
 
 0-20 
 
 21 
 
 29 
 
 28 ... 
 
 4-4U 
 
 
 36 
 
 41 
 
 33 
 
 
 
 26 
 
 2.3 
 
 20 
 
 ... 
 
 ... 
 
 10 
 
 32 
 
 29 
 
 ... 
 
 0-20 
 
 16 
 
 23 
 
 17 ... 
 
 ... 
 
 
 24 
 
 41 
 
 31 
 
 
 
 18 
 
 26 
 
 22 
 
 ... 
 
 ... 
 
 34 
 
 47 
 
 41 
 
 • .. 
 
 ... 
 
 12 
 
 16 
 
 7 
 
 ... 
 
 ... 
 
 
 83 
 
 46 
 
 *?: 
 
 
 0'70 
 
 11 
 
 24 
 
 17 
 
 ... 
 
 
 8 
 
 13 
 
 8 
 
 ... 
 
 1-20 
 
 4 
 
 26 
 
 14 
 
 ... 
 
 ... 
 
 
 46 
 
 60 
 
 46 
 
 0-22 
 
 
 9 
 
 19 
 
 25 
 
 ... 
 
 010 
 
 5 
 
 17 
 
 11 
 
 ... 
 
 ... 
 
 17 
 
 26 
 
 30 
 
 
 ... 
 
 
 38 
 
 no 
 
 48 
 
 
 35 
 
 44 
 
 35 
 
 
 ... 
 
 ... 
 
 11 
 
 3 
 
 ... 
 
 ... 
 
 25 
 
 31 
 
 24 
 
 ... 
 
 100 
 
 
 43 
 
 44 
 
 4?. 
 
 a61 
 ^3 
 
 
 32 
 
 42 
 
 31 
 
 . 
 
 ... 
 
 17 
 
 19 
 
 16 
 
 ... 
 
 .*. 
 
 1 
 
 ib 
 
 1 
 
 
 ... 
 
 
 46 
 
 H6 
 
 42 
 
 
 32 
 
 31 
 
 37 
 
 0-20 
 
 ... 
 
 13 
 
 32 
 
 27 
 
 ... 
 
 ... 
 
 6 
 
 19 
 
 16 
 
 ... 
 
 2-60 
 
 
 36 
 
 4H 
 
 35 
 
 
 34 
 
 31 
 
 15 
 
 • •• 
 
 ... 
 
 5 
 
 31 
 
 20 
 
 ... 
 
 ... 
 
 9 
 
 12 
 
 4 
 
 ... 
 
 .. 
 
 
 34 
 
 40 
 
 32 
 
 
 12 
 
 16 
 
 10 
 
 • •* 
 
 ... 
 
 28 
 
 39 
 
 41 
 
 0-18 
 
 ■ ■• 
 
 19 
 
 1 
 
 1 
 
 
 ... 
 
 
 33 
 
 40 
 
 .33 
 
 ,•03 
 
 
 5 
 
 30 
 
 28 
 
 ... 
 
 ... 
 
 13 
 
 21 
 
 7 
 
 ... 
 
 .*• 
 
 18 
 
 14 
 
 3 
 
 ... 
 
 ... 
 
 
 34 
 
 S?l 
 
 ?8 
 
 ^•10 
 
 
 27 
 
 40 
 
 .39 
 
 
 ... 
 
 9 
 
 23 
 
 29 
 
 ... 
 
 0-20 
 
 25 
 
 10 
 
 4 
 
 ... 
 
 ... 
 
 
 19 
 
 ?7 
 
 ?,3 
 
 
 
 
 .36 
 
 37 
 
 35 
 
 
 ... 
 
 8 
 
 39 
 
 27 
 
 ... 
 
 ... 
 
 
 14 
 
 7 
 
 ... 
 
 0-40 
 
 
 26 
 
 3S 
 
 35 
 
 
 
 12 
 
 28 
 
 28 
 
 «•• 
 
 ... 
 
 14 
 
 23 
 
 22 
 
 *.« 
 
 ... 
 
 10 
 
 12 
 
 2 
 
 
 ... 
 
 
 31 
 
 39 
 
 32 
 
 
 
 28 
 
 36 
 
 34 
 
 I*. 
 
 0-20 
 
 28 
 
 31 
 
 15 
 
 ... 
 
 1-20 
 
 9 
 
 12 
 
 2 
 
 ... 
 
 ... 
 
 
 33 
 
 35 
 
 33 
 
 
 TOO 
 
 33 
 
 44 
 
 37 
 
 ,., 
 
 ■ •* 
 
 1 
 
 10 
 
 ... 
 
 ... 
 
 ... 
 
 14 
 
 6 
 
 1 
 
 ... 
 
 ... 
 
 
 30 
 
 33 
 
 3?, 
 
 
 1-40 
 
 3rt 
 
 33 
 
 22 
 
 0*70 
 
 .•* 
 
 2 
 
 18 
 
 3 
 
 *.. 
 
 ... 
 
 9 
 
 4 
 
 1 
 
 ... 
 
 ... 
 
 
 34 
 
 4?i 
 
 37 
 
 ..'H 
 
 
 10 
 
 12 
 
 7 
 
 ... 
 
 • *. 
 
 6 
 
 24 
 
 16 
 
 ... 
 
 ... 
 
 20 
 
 12 
 
 ... 
 
 
 
 
 24 
 
 m 
 
 n 
 
 
 
 
 8 
 
 22 
 
 17 
 
 .*■ 
 
 .*• 
 
 14 
 
 32 
 
 28 
 
 ... 
 
 ... 
 
 9 
 
 18 
 
 12 
 
 ... 
 
 ... 
 
 
 19 
 
 30 
 
 32 
 
 
 030 
 
 18 
 
 32 
 
 30 
 
 •■• 
 
 ... 
 
 12 
 
 34 
 
 16 
 
 ... 
 
 ■ ■* 
 
 14 
 
 2V 
 
 16 
 
 ... 
 
 ... 
 
 
 28 
 
 W 
 
 ?4 
 
 
 
 26 
 
 29 
 
 22 
 
 .*■ 
 
 2-80 
 
 9 
 
 20 
 
 4 
 
 ... 
 
 ... 
 
 5 
 
 10 
 
 2 
 
 ... 
 
 ... 
 
 
 24 
 
 m 
 
 16 
 
 
 4-20 
 
 21 
 
 30 
 
 30 
 
 ... 
 
 0-80 
 
 6 
 
 27 
 
 14 
 
 «•• 
 
 ... 
 
 18 
 
 24 
 
 6 
 
 ... 
 
 ... 
 
 
 16 
 
 16 
 
 ',', 
 
 
 VRO 
 
 8 
 
 11 
 
 4 
 
 *■■ 
 
 ... 
 
 8 
 
 32 
 
 31 
 
 ... 
 
 ... 
 
 8 
 
 32 
 
 27 
 
 ... 
 
 ... 
 
 
 3 
 
 13 
 
 l?i 
 
 
 
 6 
 
 12 
 
 4 
 
 ... 
 
 ... 
 
 34 
 
 39 
 
 88 
 
 0-10 
 
 ... 
 
 25 
 
 81 
 
 22 
 
 ... 
 
 ... 
 
 
 16 
 16 
 36 
 
 26 
 40 
 46 
 
 27 
 36 
 38 
 
 ... 
 
 ... 
 
 8 
 6 
 
 ?6 
 
 16 
 18 
 36 
 
 12 
 12 
 32 
 
 •*• 
 
 ... 
 
 40 
 18 
 11 
 
 46 
 17 
 19 
 
 38 
 14 
 
 22 
 
 0-09 
 
 ... 
 
 18 
 32 
 33 
 
 40 
 44 
 31 
 
 32 
 38 
 28 
 
 ... 
 
 ... 
 
 Note.— This Regis- 
 ter ends witli Feb- 
 
 38 
 34 
 
 41 
 
 40 
 
 37 
 44 
 
 o-2n 
 
 , 
 
 20 
 22 
 
 30 
 29 
 
 26 
 
 27 
 
 ... 
 
 O-70 
 
 22 
 9 
 
 24 
 11 
 
 25 
 3 
 
 ... 
 
 • ■• 
 
 
 
 
 
 
 ruary, when the 
 Ottawa Survey 
 was stopped. 
 
 
 
 
 
 ,,, 
 
 30 
 
 31 
 
 28 
 
 ... 
 
 4-50 
 
 10 
 
 5 
 
 3 
 
 ... 
 
 ... 
 
 
 
 
 
 
 ... 
 
 • *• 
 
 • •• 
 
 2-26 
 
 910 
 
 ■ •t 
 
 • •• 
 
 tt« 
 
 0-92 
 
 9-lfl 
 
 ... 
 
 ... 
 
 ... 
 
 0-37 
 
 4' 50 
 
 ... 
 
 ... 
 
 ... 
 
 ... 
 
 8-6C 
 
 Fall each month of 
 Rain and Snow. 
 
 29-7( 
 
 37-6S 
 
 32 53 
 
 ..• 
 
 -1 - 
 
 21-U 
 
 1 28-84 
 
 24-5S 
 
 ^ 
 
 ... 
 
 107'1 
 
 25-45 
 
 18-97 
 
 -111 
 
 ... 
 
 ... 
 
 ... 
 
 ... 
 
 'Z 
 
 ... 
 
 Means of Temp. 
 
 38-29 
 
 24-86 
 1 
 
 18-39 
 
 Mean Temperature 
 of each month. 
 
11 
 
 48 
 
 APPENDIX 
 
 Summary of Means, &c., of preceding Regi8ters 
 
 Year. 
 
 Month. 
 
 Upper Matawan Register. 
 
 Lower Matawan Register. 
 
 (3 
 
 
 
 
 Depth in 
 inches. 
 
 Depth in 
 inches. 
 
 '^ 
 
 o 
 
 a 
 en 
 
 a 
 
 
 at 
 
 
 
 § 
 
 d 
 
 s 
 
 i^ 
 
 I 
 
 □ 
 I» 
 
 1856., 
 1857.. 
 
 1838., 
 
 November 
 December... 
 January .., 
 February .., 
 
 March 
 
 April 
 
 May 
 
 June 
 
 July 
 
 August 
 
 September 
 
 October 
 
 November 
 December.., 
 January .., 
 February .., 
 
 27-27 
 
 3250 
 
 28-63 
 
 5-89 
 
 1453 
 
 8'81 
 
 5-15 
 
 C-27 
 
 3-87 
 
 14'D4 
 
 24-30 
 
 19-34 
 
 1174 
 
 30-*'7 
 
 17-82 
 
 28-07 
 
 43-08 
 
 28-12 
 
 44-11 
 
 • •• 
 
 62-10 
 
 43-94 
 
 *•• 
 
 29-47 
 9-74 
 0-92 
 19-39 
 2014 
 33-09 
 50-05 
 
 Total Rain and Snow for seven months 
 
 Total Rain and Snow for six ajdhths 
 
 Total Rain and Snow florwhelej/leair 1857 
 
 .., i...; ;•! : ■. 
 
 Mean Temperature of yearil837i' shbiMn hy Register kept on 
 the Ottiiwa betwef;i.F()rt;^'iIliaUlli and Portage du Fort 
 
 f 
 
 wirfT -.HTOV. 
 )ilv/ ,7u:i(i 
 
 (ivT 10 iicDJ/;: ... 
 
 >(|moT i.'H-)J/.: ... 
 )m ((')/!•:. to 
 
 2-60 
 0-20 
 
 2-00 
 0-10 
 1-00 
 1-81 
 
 7'71 
 
 8-40 
 23-10 
 4-85 
 090 
 14-40 
 8-55 
 5-70 
 
 26-73 
 4-07 
 8.06 
 
 13-57 
 9-94 
 
 26-13 
 
 74-90 
 
 34-13 
 
 14-87 
 8-35 
 24-86 
 3213 
 42-60 
 
 28-27 
 9-39 
 1-03 
 19-07 
 18-23 
 28 20 
 
 29-71 
 
 2-50 
 
 0-74 
 
 0-30 
 
 0-25 
 
 
 19-17 
 
 0-90 
 
 20-10 
 
 0-04 
 
 32-31 
 
 2-20 
 
 ... 
 
 5-94 
 
 16-30 
 24-10 
 13-10 
 1220 
 11-90 
 7-40 
 
 85-30 
 
 
 111 
 
NDIX 
 
 glisters 
 
 epth in 
 iiches. 
 
 
 ^ 
 
 
 o 
 
 
 a 
 
 
 CO 
 
 1) 
 
 16'30 
 
 l) 
 
 24-40 
 
 
 13-10 
 
 ) 
 
 1220 
 
 ', 
 
 11-90 
 
 ) 
 
 7 '40 
 
 85 -30 
 
 49 
 
 B. 
 
 of Temperature, &c., on the Ottawa Survey. 
 
 Fort William to Portage du Fort. 
 
 Mean Temperature, shewn by the three 
 Itegisters. 
 
 26-37 
 4-58 
 6-74 
 I8'25 
 10-48 
 34-43 
 52-51 
 58-6rt 
 67-29 
 62-48 
 5733 
 3609 
 29-70 
 
 2no 
 
 10-74 
 3-74 
 
 37-55 
 
 36-60 
 
 15-54 
 
 13-00 
 
 31-32 
 
 34'34 
 
 47-90 
 
 06-64 
 
 67-86 
 
 83-06 
 
 77-70 
 
 71-06 
 
 52-58 
 
 37-63 
 
 28-84 
 
 25-45 
 
 20-18 
 
 2937 
 900 
 2-49 
 19-71 
 22-44 
 34-33 
 50-19 
 60-10 
 70-39 
 65-26 
 
 30-78 
 9-70 
 1-20 
 2309 
 25-4-I, 
 38-89 
 56-4t 
 62-ao 
 73-58 
 68-48 
 
 51-00 
 
 56-80 
 
 61-73 
 
 44-13 
 
 4.1-26 
 
 32-53 
 
 33-29 
 
 24-52 
 
 24-85 
 
 18-97 
 
 18-39 
 
 11-89 
 
 11-74 
 
 
 
 
 39-83 
 
 1-25 
 0-20 
 
 2'ib 
 
 13-ib 
 3-85 
 3-70 
 4-70 
 3-55 
 
 3 25 
 
 0-84 
 
 2-26 
 
 0-92 
 
 0-37 
 
 1310 
 
 26-79 
 
 34-41 
 
 33-80 
 
 6-15 
 
 14-9,S 
 
 8-30 
 
 6-65 
 
 9-21 
 
 10-70 
 
 15-45 
 
 26-83 
 
 26-80 
 
 1372 
 
 32-46 
 
 12-10 
 
 29-54 
 
 44-53 
 
 1-40 
 
 48-31 
 
 64-37 
 
 9-10 
 9-10 
 4-50 
 8-50 
 
 38-27 I 77-50 
 
 42- 79 
 
 28-76 
 9-07 
 2-40 
 19-37 
 19-50 
 30-22 
 47-06 
 
 29-99 
 8-73 
 0-03 
 20-55 
 21-89 
 34 76 
 53-25 
 
 D 
 
 56 
 
50 
 
 APPENDIX C. 
 
 Dates of opening and clcsing of Navination on the Erie and Welland Canals, and 
 
 on the Upper Ottawa. 
 
 Opening. 
 
 Closing. 
 
 
 » ( 
 
 Year. 
 
 Erie Canal. 
 
 Welland 
 Canal. 
 
 Upper 
 
 Ottawa. 
 
 1' 
 
 Year. 
 
 Erie Canal. 
 
 Welland 
 Canal. 
 
 Upper 
 Ottawa. 
 
 
 
 
 May 6 
 April IS 
 
 1847.. 
 
 
 
 November 23 
 
 1847. . 
 
 
 
 1848.. 
 
 
 
 18 
 
 1848. . 
 
 
 
 1849.. 
 
 
 
 
 29 
 
 1849. . 
 1850.. 
 
 April 22 
 
 April 1 
 
 " 30 
 
 1850.. 
 
 December 5 
 
 December 12 
 
 30 
 
 1851.. 
 
 " 15 
 
 March 2.") 
 
 " 17 : 
 
 1851.. 
 
 5 
 
 " 12 
 
 25 
 
 1852.. 
 
 " 20 
 
 April 13 
 
 May 1 
 
 1852.. 
 
 15 
 
 14 
 
 80 
 
 1853.. 
 
 " 20 
 
 1 
 
 April 26 
 
 1853.. 
 
 15 
 
 17 
 
 62 
 
 1864.. 
 
 Miiy 1 
 
 3 
 
 " 20 
 
 1854.. 
 
 3 
 
 4 
 
 December 1 
 
 1855.. 
 
 1 
 
 '• 16 
 
 i " 27 
 
 1855.. 
 
 15 
 
 12 
 
 Novemb'r 27 
 
 1856.. 
 
 5 
 
 '■ 26 
 
 i " 29 ' 
 
 1856.. 
 
 3 
 
 13 
 
 30 
 
 1857.. 
 
 5 
 
 " lo 
 
 •■ 30 
 
 1857.. 
 
 10 
 
 15 
 
 ■' 24 
 
 Average 
 
 April 26 
 
 i 
 
 April 9 
 
 1 1 
 
 1 April 27 
 
 i 
 
 i 
 
 , Average 
 
 December 9 
 
 December 12 
 
 Novemb'r 27 
 
nals, and 
 
 Upper 
 Ottawa. 
 
 November 23 
 
 ^l 
 
 18 
 
 a 
 
 29 
 
 ti 
 
 30 
 
 (( 
 
 25 
 
 If 
 
 80 
 
 II 
 
 62 
 
 December 1 
 
 STovemb'i 
 
 ■27 
 
 <i 
 
 30 
 
 It 
 
 24 
 
 Novemb' 
 
 p27