CIHM Microfiche Series (IMonographs) ICIUIH Collection de microfiches (monographies) Canadian Institute for Historicai Microreproductions / institut Canadian de microreproductions historiques Technical and Bibliographic Notes / Notes techniques et bibliographiques The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming are checked below. D D D D n D D n D D □ Coloured covers / Couverture de couleur Covers damaged / Couverture endommag^e Covers restored and/or laminated / Couverture restaur^e et/ou peiliculSe Cover title missing / Le titre de couverture manque Coloured maps / Cartes g^ographiques en couleur Coloured ink (i.e. other than blue or black) / Encre de couleur (i.e. autre que bleue ou noire) Coloured plates and/or illustrations / Planches et/ou illustrations en couleur Bound with other material / Reli6 avec d'autres documents Only edition available / Seule edition disponible Tight binding may cause shadows or distortion along interior margin / La reiiure serr^e peut causer de I'ombre ou de la distorsion le long de la marge int6rieure. Blank leaves added during restorations may appear within the text. Whenever possible, these have been omitted from filming / II se peut que certaines pages blanches ajout^es lors d'une restauration apparaissent dans le texte, mais, lorsque cela ^tait possible, ces pages n'ont pas i\6 fiim^es. Additional comments / Commentaires suppl^mentaires: L'Institut a microfilm^ le meilleur exemplaire qu'il lui a ^t^ possible de se procurer. Les details de cet exem- plaire qui sont peut-dtre uniques du point de vue bibli- ographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la m^tho- de normale de filmage sont indiqu^s ci-dessous. I I Coloured pages / Pages de couleur I I Pages damaged / Pages endommag6es D Pages restored and/or laminated / Pages restaur^es et/ou pelliculSes Pages discoloured, stained or foxed / Pages d^color^es, tachet^es ou piqu^es I I Pages detached / Pages d6tach6es I /[ Showthrough / Transparence I I Quality of print varies / D D D Quality inegale de I'impression Includes supplementary material / Comprend du materiel suppi^mentaire Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image / Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une peiure, etc., ont §t^ film^es k nouveau de fa9on k obtenir la meilleure image possible. Opposing pages with varying colouration or discolourations are filmed twice to ensure the best possible image / Les pages s'opposant ayant des colorations variables ou des decolorations sont film6es deux fois afin d'obtenir la meilleure image possible. This Item Is filmed st the reduction ratio checked below / Ce document est (ilme au taux de reduction indique ci-dessous. 10x 14x 18x 22x 26x 30x v' 12x 16x 20x 24x 28x 32x Th* copy filmed h«r« hat b—n raproductd thanks to tha ganarosity of: Lakehead University, Chancellor Paterson Library, Thunder Bay Tha imagas appaaring hara ara tha bast quality possibia considaring tha condition and lagibility of tha original copy and in kaaping with tha filming contract spocificationa. Original copias in printad papar covara ara filmad beginning with tha front covar and anding on tha last paga with a printad or illustratad impraa- sion. or tha back covar whan appropriate. All other original copiaa ara filmed beginning on the first pege with a printad or illustrated imprea- sion, and anding on tha last paga with a printed or illuatrated impression. L'exempiaire film* fut reproduit grice i la ginirosit* de: Lakehead University, Chancellor Paterson Library, Thunder Bay Les images suivantas ont 4tA raproduitas avac le plus grand soin, compta tenu da la condition at da la nattet* de l'exempiaire film*, at an conformity avac lea conditions du contrat de filmage. Lea exemplairaa ortginaux dont la couvartura en papier eat imprimie sont filmAs en commencant par le premier plat at an terminant soit par la darniire page qui comporte une empreinte o'impression ou d'illustration, scit par la second plat, aalon le eaa. Toua les autres axemplaires origineux sont filmis en commenpant par la premiere pege qui comporte une empreinte d'impreasion ou d'illustration at en terminant par la derniire page qui comporte une telle empreinte. The laat recorded frame on each microfiche shall contain tha symbol -♦• Imaening "COIM- TINUED"). or the symbol V (meaning "END"), whichever applies. Mapa. plates, charts, etc., mey be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottrm. as many frames as required. The following diegrams illustrate the method: Un dee symboles suivants apparaitra sur la derniire image de cheque microfiche, salon la cas: la symbols -^ signifie "A SUIVRE". le symbols ▼ signifie "FIN". Les cartea, planches, tableaux, etc., peuvent etre filmte A des taux de reduction diff^rents. Lorsque le document est trop grand pour itra reproduit en un seul clichi. il est filmA i partir de Tangle supirieur gauche, de gauche i droits, et de haut en bas. an prenant le nombre d'imagea nAcassaira. Les diagrammes suivants illustrent la mithode. 1 2 3 1 2 3 4 5 6 APPENDIX *-Jq. 8 MAimffE AWD FISHERIES, CANADA •■i REPORT OR TBI RIVER ST. LAWRENCE SHIP CHANNEL ■ -^ wwtm MONTREAL TO QUEBEC ▲HD THE TRAVERSE r. -W. OOWIH^ B.A.SO., ai. 0«m. Soo. 0.». •&« OTTAWA QOVEUNXFHT ^BIITTIHQ .BUBEAU 19M '""Si*?! <■•>■ 'S A APPENDIX No. 8 MARINE AND FISHERIES, CANADA REPORT ON THE RIVER ST. LAWRENCE SHIP CHANNEL FROM MONTREAL TO QUEBEC AND THE TRAVERSE I . W. CO'WIK, B.A-.So,, M. Gun. Soo. C.B. Superintending Engineer OTTAWA GOVERNMENT PRINTING BUREAU 1906 /fcT <**^* t89349 MARINE AND FISHERIES, CANADA. RivEK St. Lawrence Ship Channel, Ottawa, Ost., December 14, 1905. Sir,— According to your instructions, I beg to present the following annual report on the operations for the improvement of the River St. Lawreuoe Ship Channel durinc the fiscal year ended June 30, 1905. As this matt, r appears for the first time in the report of the Minister of Marine and Fisheries, a more detailed and general description of the ship channel, and of the operations for improvement, is given. The project now includes the work below Quebec, which is to be undertaken in 1907, for which a large dredge is now under construction at Sorel. By request, photographic illustrations showing the type and details of the charac- teristic vessels of the dredging fleet are also given with this report. I have the honour to be, sir. Yours obediently, F. W. COWIE, Superintending Engineer. Lieutenant-Colorel F. Gourdeau, Deputy Minister' of Marine and Fisheries, Ottawa, Ont. 6647—2 Amniz vo. 3. RIVER ST. LAWKKNt'E SHIP CHANNEL. ISTBODtCTIOX. By Order in Council of March It. 1904. on a report from the «;«»»' ."''»?"'')J« the Prwident of the Privy Counoil. with a view of .ytematuing and 4«'"''t»t;"« «« work : the hydrographic survey*, the management and control of the Rjver St. uaw- i«noe Ship Channel together with the dredging and ship-building plant, were trans- ferred at the doM of that fiscal year to the Department of Mwine and Fisheries, so as to pl»ce the supervision of the .nprovements to navigation on the St. l^wrenoe Route under the department directs cponsible for the Pilotage and Aids to Navig»- °°*For the first time, therefore, the annual report of the River St. Lawrence Ship Channel appears in the report of the Honourable the Minister of Marine and Fisheries, the work now being conducted under the Department directly pertamiM to narigttion. Previous reports, in connection with the ship channel, with the history of the operations the tables of results and the cost of the work, will t*^.'""""*'". W ilTlTvl ^,K>rts of the Minister of Public Works the last being Appendix to l'"t IV m the report of the Chief Engineer of that department, for the fiscal year ended June 30, 1904. PHYSKAL rEATt'RE3. eeu Montreal For many years the ' Ship Channel ' has been described as being and Quebec. , .,,/-,. m. Artificial navigation or dredged channels do not, so far. , xist belo v Quebec. Ihe depth at low tide, however, over the St. Thomas shoals, is only :>A ieet and on the Beau- jeu Bank only 20 feet ... j The improvement, by dredging, of navigati ■ these loc: ( ■ -s having been under- taken by the Department, and a more systemau^. jpervision . f the contracted nver channel down aa far as below the St. Roch Traverse, 66 miles below Quebec, having been urged; the limits of the River St. Lawrence Ship Channel have been extended and now include all the River St. Lawrence between Montreal and The Traverse, a total dis- tance of 226 milee. From Montreal to Three Rivers, 82 miles, there is practically no tide. From Three Rivers to Batiscan, 20 miles, the tide can always be felt, but owing to uncertainty of time and height, it cannot be depended upon for navigation. From Batiscan to Portneuf. 22 miles, during six hours out of twelve, half-tide giving an additional depth of from U to 4 feet, may be taken advantage of, by passing during those six hours. ... . ^, , ^ • • ^-j i From Portneuf to Quebec, 36 miles, there is a tide of from 9 to 15 feet, giving tidal navigation for about nine hours out of every twelve. , .„ - ^ . From Quebec to Crane Island, 40 miles, the tide is 13 feet at Springs and 18 feet at Neaps and aa there is a depth of 20 feet at the Beaujeu Bank, at extreme low water, 6647— 2i there is navigation, therefore, in this division, of from 33 to 38 feet at high tide or more perniauenee. DIMSIONS. The Ship Channel, for the purposes of organization and details, has heen divided into five divisions: — Diviskn I, Montreal to Sorvh """"'.Th. »m«,. .«».. •« ■!» Sbipplns Federation of C.Md. *e f "JP""^ of iraprovemeiits of the hhip Channel, uwmg lo si ^ .^t^^y ^ith their own therefore.'^ow be amended. Work at Longueuil was cotnTnenced m Au^.t. 1906. and r^o powerful di^dges will be required most of next season to complete it. -Thrad^litiou !f this work will add U. mile to the total length formerly given as ren Hiring improvement. Dirision 11, Sord to Bitiitcdn. 5ir,:'™nrbrJrr..Tjr4^L .. ».».».. .b. a^d^.. .. .^^ iw"e» ™ ieh oxte.d. to the he.d ot ...U.bl. t.de ..ter. Division III, Lake St. Peter. The channel through Lake^St. Peter is being left entirely to the powerful hydrau- lic dredire./. /«rat'< TaWf (No. 7). ., The length of dredging in one stretch is 18 mile.. In this ^"tance ov,r 18J mde. have been deepened to 30 feet, with the three important curves wijkned to 600 feet. It is expected that before the 30-foot depth is completed at Longueuil it wiU also le available through Lake St. Peter. Division IV, Baliscan to Quebec. From Batiscan to Quebec, a distance of about 60 milee. '?'P'7«'"*'^*», J^^^I^^^.J!" be made over a length of about 10 milee, one mile of which 13 already completed tp the 30-foot depth. ' . , , . o x i_ t>„„v. In this division there are about four miles of work to be done, at Cap ft la Kocne and Cap Charles, mostly in solid shale rock. . , ^, ,nu 1 u This is one of the most important and difficult sections of the Slup Chan.jel work end the organization is now being planned to commence operations there in 1906. The channel plant is particularly well adapted for this work the only quesUon being the fact that even with the six elevator dredges the work will not be completed, «s was expected, before the arrival of the 16,000 ton ships. , , . ^ In consideration of the fairly soft character of the shale rock, of the strong cur- rent and of the fact that the work must be carried on without interrupting navigation, the elevator dredge is by far the most economical and efficient machine »mown^ A powerful spoon dredge may tear up a certain quantity of soft roc^ more quickly, with- out stopping to make a clean even bottom, chisel cutters and blasting plants may break up harder material, but taking everything into consideration the type of plant m the possession of the Department is particularly well designed for good clean work, with- out interrupting navigation. , . , ^ j j-*- 1 The Shipping Federation of Canada is now asking for one or two additional dredges in order to have the whole work of both widening and deepening completed in a proportionately shorter oeriod of time. THE RIVER ST. LAWRENCE SHIP CHANNEL BELOW qUEBEC. Division V, Quebec to the Trfiverse. The 30-foot channel at low water between Quebec and Montreal is now well on towards completion. In two or three years we wUl have vessels sailing between theae places at all stages of the tide, while below Quebec, until improvement, are n«de^ th«y will require to wait so as to pass the St. Thomas and Crane laknd shoals at from half ''° "in tUspring of 1901, the matter was brought to the attention of the Honourable the Minister of Public Works by the shipping inteiesU of Montreal. The offiwrs of the Marine and Fisheriee Department at Quebec, who had an intimate faiowl«lge of thi. part of the river, strongly recwnmeuded for improvement the North Channel, com- mencing below the Island of Orleana. as being better, more easily navigated and more clear of ice in winter. . . . Ordt-rs were given to the Ship Channel staff to make a survey and examination of the North Channel with a view to reporting on the praeticabiKty and onat of improving that route and adopting it for navigation. In 1902, a similar survey was rna.le of the South Channel, to ascrtain what im- provements would be required to make a good SO-foot channel on the line of the pre- "■"'rcomprehen.«ive report wa. made ou February 24. 1903. to the Acting Chief En- gineer of the Public Works Department, on the question of the proposed improve- ments below Quebec. ^^^^^ Superintending Engineer for the Marine and Fish- eries I^Sartr^nt. ha' all the improvements required by dredging are by either the north^south chiinnels, between St. Jean. He d'Orleans. and opposite Murray Bay^ The dredger required for either would be practically the same, the material every- ''''"i?wasVstfmated that for either route, the cost, including the required plant to give a 30 foo h" nnel 1.000 feet wide, would be about $1,000,000 and it war urged tha immolate steps should be taken to provide the dredger, which would require a year '"' Th^'rVin'dili not recommend the adoption of either route but advised that the choici shouW meet with the approval of the Underwriters, the shipping Interests, and ** The'Transportation Commission visited the locality, going over each channel, and took c.vfdencer„,e suject. It is hoped that they will go further into the question and ""^TLtction as to the best channel need not b.> decided at once, but it was gathered from ie dTscussion that it would not be wise to change the route at present It has therefore been decided to commence ^P™;'"^;^.^ ^^''Jj Jo feet at extrfme srtid^^ri;;:cTta^grta^.^^^^^^^^^ SsU is expected caX completed in two seasons. By that dme it can be finally S^ whether to complete the South Channel to a width of 1,000 feet, or to under- take tteNoItU Channel which, it is generally conceded, taking everything into conei- '''%''^it\r:^^n^^^^^^ 1003. on the Proposed Improvements to Navi- gation below Quebec, covers the following subjects:— Physical Features. Present Navigation to Qu*ec. General Information. Preliminary Examination. North Channel — Survev, 1901, with soundings, borings, &c. , . , Estimated quantity of sand to be removed. 8,000,000 cubic yards. Question of Permananoc. ^ i ■ i c ...„- Rpr.rt ;.y Doctor Robert Bell. Acting Director, Geological Survey. Project of Dredging. Estimated cost. $1,000,000. The Quarantine Station. South Channel- Survey of 1W2. Improvements. Dredging. Fstimate.1 cost, $1,000,000. Choi -e of Riute. Plant anl Organisation. Specification of North Channel Improvements. Spe<-ification of South Channel Improvements. It is proposed to construe: the dredge at the Government work* at Sorel. At the last session of parliament an amount was voted, on account of material and labour, towards the construction of a sea-going, steel, twin-screw, "uctio.i. hopper dredge, for improvements to the Rivar St. Lawrence Ship Channel below Q^f^'Jl°J^ oon8truct«fl at the Government Ship Yard at Sorel. at an estimated cost of ^50,000. The ship channel elevator dredges hove a world wide reputation. They have an been .lesigned and constructed at Sorel. One of the reasons for their success is because they a- built of massive strength, with good material and careful workmanship. They are not competitive construction, neither are they cheap, butit would be difiScult to find another plant that would excavate in one year 6,500.000 yards, some of hard material, at an average of 4 cents per yard. . ui • tv,» ,.th^r In designing this new dredge, the features that have given trouble in the other suction dredge have been modified and it is hop'd that good results will be obtain^. The hull and general conatruction has been commenced at the Governments &mp " It"iVes't?m'ated that this dredge will be completed and ready to commence operations in the spring of 1907. PRESENT NAVIGATION. The depth of water available for navigation in the ship channel is still 8i>vCTned by the few uncompleted portions of the 30 foot channel, between Montreal and Batis- ""'From Batiscan to Quebec and outwards the tide is more or less available and by waiting for high tide, as indicated by semaphores, an increased draught may be carried. Between Montreal and Batiscan. including Longueuil. in the distance of 100 m. m. about 53i miles required dredging. All of this has been deepened to 30 feet at tl« extreme low water of 1897. except 70 mile at Longueuil, 0-50 mile at Sorel, 4 -60 miles in Lake St Peter, 0-20 mile at Champlain curve and 0-60 mile opposite Batiscan At Longueuil there is room for only two dredges. The material is very hard and irre^larTwIth seams of rock. It will take almost the whole of next season to com- ^'''Vn"the same time the work in Lake St. Peter, by leaving some of the widening, a. well as the other small uncompleted portions, can be finished. , - .v. Although, therefore, the present depth of water, as given from day to day from the Sorel gaugr indicates the depth over these shoals, the benefit to navigation is very g^a , as vessels load to the limit and pass the bars very carefully and wUh engines Itoost stopped, so that they have very little 'dip,' and make greatly increased speed m the deepened and widened channels. , , , _. , As the dredging in the different localities is completed, modem, powerful, per- manent, range lights and gas buoys are established. This makes the channel safe for a great deal of night running, especially for vessels upward bound. The ships sailing from Montreal usually fix dates ahead and sail in the morning, so as to pass the dith- cult places during daylight Since the completion of the extensive improvements end the establishment of modern lights, many upward bound vessels which, formerly, were obliged vo anchor for the night, now continue up to their dock at Montreal. The RM.S. Tunutan, for example, one of the largest vessels on the St. Lawrence route, left Quebec after dark, during the month of October last, and actually reached Montreal shortly after daylight the next morning. Freight ships, with smaller crews, and more time between trips, do not require to take advantage of it so much, but a few hours to a mail and passenger fhip and to the coal carriers means a great deal. 8 The depth of water in the 27i-foot channel was somewhat lower than last year, the lowest, late in Novemher, having reached one foot below the lowest of last year. Except, however, for two or three days late in November, it did not go below the ordin- ary low stage, and at no time reached within one foot of the extreme low water of 1897. Th' depth in the 30-foot channel was consequently never less than 31 feet. The averniri depth of water available for navigation with the greatest and least depths in eacli year, from May to November, since 1890, is given in the following table:— Yfak. 1896.. 1897.. 1898 . . 1899.. 1900.. 1901 .. 1902.. 19a3. AvEHACK Depth for each Month. From SOREL GaVCE orRiN'o e.ach year, May to November. Kt. In. 1890 3.J 1891 M f> 1892 31 1893 36 1894 1 34 6 1895 33 3 33 3.'i 6 31 6 30 2 33 6 M 3 32 2 33 1901 , 36 3 1905 31 10 Ft. In. 3-1 3 31 3 31 H 34 3 31 9 31 3 30 6 32 6 30 '.» 31 9 30 •J1 9 11) Ft. In. Ft. In 31 29 31 32 2 30 11 34 5 30 8 30 9 31 28 3 28 >» 30 29 30 3 30 6 29 2 Ft. In. Ft. In.' Ft. In.' Ft. In. Ft. In. 30 6 29 9 30 t) 29 9 ' 29 2 28 3 28 29 3 28 6 28 6 29 6 32 2 30 5 ; 30 9 29 t ; 28 29 4 29 5 29 5 •29 30 9 30 28 !> 29 t> 2H 3 27 R (> 2 6 1 7 1 4 5 27 28 28 27 28 27 28 28 29 28 29 9 28 3 28 28 28 9 26 9 27 9 27 28 3 28 J 2t> 9 27 28 29 30 28 30 6 28 3 28 3 28 29 26 9 2<> 27 6 28 6 27 9 •29 2 27 3 29 27 11 29 3 28 1 37 29 36 9 27 3 33 6 27 3 37 6 27 6 36 27 7 34 6 25 10 37 27 4 37 26 5 32 1 26 9 37 9 26 9 35 9 27 4 .36 3 26 6 34 1 27 6 32 S 26 11 37 4 28 1 33 6 27 1 ACCIDENTS. The season of 1905 will be a memorable one on account of the number and serious- ness of the casualties. There are, however, causes for thankfulness and satisfaction in that there was no loss of life and, so far, no total loss of vessel. Qf the accid«it8 to sea-going vesstJs, net one was in any way due to the Ship Chan- nel proper , Most of the casualtiea occurred at places where dredging has not been done or re- quired; owing to unavoidable 'accident,' faulty navigation or machinery. The following i8 a Ikt of the accident* in the St Lawrence, including Montred Harbour : — Name of Venel. Date. Depth of water I in Ship Channel \ at Locality.! Locality. 88. Tampiean . 88. Agnar.... 88. Corinthian . . . 88. Polino R.M.S. Viftorian . SS. Virginian. ■ . . SS. W'oKtwater . . . 1905 Juljr it Aug. Sept. SS. Vniverte vs. barge Bath, in tow of str. Bay State and^ A/.tf .C. dredges. ! SS. Euphetnta andiOct. TordenxkjM. R.M.S. Bavarian . . .Nov. 5. Ft. In. 12.. 17.. 29 30 ft 9 27.. 29 1 1.. 29 e 1. 34 1 14 211. . 28 10 23. . 50 Aemarks. SS. Angola . 21. 27 6 {Montreal Harbour Grounded on shoal. lamageslicht. , " . . Grounded near Longue Pomte. No damage. . , • . . Grounded. Hawser of tug breaking. j Slight damage. Ship Channel, B«- Draught 12 ft. Out of course at night. cancour ... No damage. Ship Channel, Cap Grounded on edge of dredged cut in fog. Cniarles. , ,. . Below Quebec, Grounded and filled. Heavj- damage. Crane Island. Below (Quebec, Grounded in fog, according to renorta. Antico-ii. Montreal Harbour. Collision. M.H.C. dredge was sunk. Ship Channel, St. Collision. Channel J mile wide. i Antoine. , , ■ ■ t».i ^ ! Below Quebec, One-half mile south of channel, rilot [ Wye Rock, near suspended. I St. ThomaM ■ . , m {Montreal Harbour. Grounded at Longue Pointe m fog. No I I damage. It will be seen that of the 11 casualtiea to veaaela of over 10 feet draught, 5 oc- curred in Montreal Harbour, 3 in the St. Lawrence Ship Channel between Montreal and Quebec and 3 below Quebec. Of the accidents in the Harbour of Montreal, 3 occurred at points where the ohaL- uel does not require dredging, the fourth on the departure of the Tampiean from her dock to proceed to sea, and the fifth was a collieiou. . Between Montreal and Quebec, the Polino went ashore at night ^nthout haying a licensed pilot aboard. The Victorian went ashore in a fog, under very bad conditiona, at one of the very worst places, on a r^A bottom, and, by a splendid example of wreck- ing, she was floated and was able to proceed under her own eteam. The third accid mt was a collision at night at a point where the channel is = mile wide and 60 feet deep. Of the three accidents below Quebec, one wae at Anticosti ana the other two were within 40 miles of Quebec. In one case the ship struck and filled, but wae subsequt itly floated with heavy damage, and, in the other, the ship went over half a mile out of Her bourse and struck Wye Rock, where she now remains in a dangerous position. Therefore, with the possible exception that if the channel at Cap Charlee had been widened from 300 to 460 feet, as proposed, the Victorian would have had more chanoea of going through in the fog, on a compass course, no amount of dredging would hare averted any of the accidents between Montreal Harbour and Quefcec. It would there- fore appear that the Ship Channel has come in for more thaa its share of blame, e^)e- cially when it is considered that over 1,200 sea-going vecsels passed both up and down during the season. aKVKKAL nrrOKMATKHI. Although, with the exception of aome minor ahcala at Champlaio, there is prac- tically no filling in, and although, since its commencement, no actual boulders have 6647—3 10 been known to have been carried into the dredged channel, as such conditions are pos- sible, it has been decided that once a year the dredged and shallow channels shall be swept • This is a krge problem. The work has to be done with very great care and good WMther conditions are required. . Mr. N. B. McLean, C.E., with an assistant, were specially detailed for this im- portant work. A twin screw river steamer and a testing scow make up the present sweeping plant. When the channel was 300 feet wide and only 60 miles required sweeping, this plant was sufficient. The work below Batiscan, including Cap 4 la Roche, where the weather is bad and the curreTit strong, was then left until mid- summer. L V 1 t J A As the lower portions of the river are considered most liable to be obstructed, and as vessels were reported to have touched, several cases of additional sweeping hav- been called for in early spring and late autumn. It is almost impossible to do the work with the present plant. A general purpose steamer, large and powerful enough to carry the sweeping apparatus aboard and to be independent of weather conditions, deep water, and strong current, has been repeatedly asked for to enable the sweeping to be done in the exposed places above and below Quebec. This sweeping tug is also required for other purposes, towing dredges and safeguarding navigation, buoys, &c., in the autumn. During the course of the sweeping, in 1905, no obstruction of any serious nature was found. Two or three vessels were reported to have touched, both above and below Quebec, but the most careful examination failed to reveal anything m the channel. Two semaphores, indicating the channel depths in their respective localises, were maintained as usual, the one at St. Jean des ("haillons for the depth in the Cap i ,1a Roche dredged cut, and the other at St. Nicholas for the depth over the undredged St. ^^^^*'^"^^^^''';. jgQ5 ^^^ 3 jg^o,^ one for both the number "of vessels, the total tonnage and the maxinnmi size of vessels coming to Montre-il. From the latest information the number of sea-going vessels reaching Montreal, in iflOl waq 833 or over 44 per cent more than last year. S total oceIn-7oi,>^ fonna.e for the season reached 1,940,056 tons, also an '''"TTela7t'raffic''frorthe lower ports to the St. Lawrence also showed a slight ''''T:eTe.':-UZ\n,l coasting ships to Montreal, therefore, together numbered over 1 200 or about 7 for each day of tlu> season. . S^-en vessel, up and seven down, in the Ship Channel, together -'•th the ."v^r craft of all sorts, makes <,uite a substantial traffic, or as much as 50 loaded railway freicht trains n.'r dav. eael. way. without counting the passenger traflic. This on a bighwav which, with plant, has only cost $8..500,000, or about $50,000 per mUe, the san' as'a first-class railroad, and costing at the same time practically nothing for maintenance. NAVKJABILITV OF TlIK ST. L.WVliKNCi:. The extreme lowest water in the Ship Channel to Montreal, in 1905. was 27 feet 1-incJi which occurred during the week of the close of navigation. 1 he lowest average }or a nont wl 2.s feet l-iifch also in November. As soon as the 30-foot channel is avai"'be which is expected next autumn, there will be an additional depth of 4 feet. That' wSn e ti.luU.aviga.ion at least 12 hours out of the 24, up to Quebec and over the St. Angustin Bar. Cap a la Roche will require to be passed at high tide. Although in dredging an extra foot is made, to allow for slight inequalities, the full draught cannot be carried on aecouut of the ' -hp' of vessels. This .s greatest in _.h p, buiU for speed, and increases with the speed, and inversely, to a great extent, with the u body of water in the channel. The bow forces the water ahead, the propeller drives it aft, and the vessel settles down in the trough between the two waves. Frequently ships have been seen, which left Montreal on a registered draught of fi6 feet, drawing in Lake St. Peter, going at less than half speed, 28 feet. In many cases fresh water is taken aboard in large quantities, sometimes unknown to the offi- cers and frequently 'rithout the knowledge of the pilot. The depth of water in the channel at Sorel and Cap k la Roche is reported daily and the port authorities deduct a certaiii amount to allow for this extra submersion. Aa it has been known that the water "nried from the day of the gauge reading, to the next, when the ship was in the channe!, a deduction of 9 inches is made before reporting from the gauges. This occasionally allows the ships, in the low water season, at Mont- real, only a draught for clearing of 25i feet, which is not sufficient. The additional 4 feet expected next year will be greatly appreciated. It is stated that the average load-line draught of 50 modern vessels is ovor 30 feet. ' i^nginecriiifi ' states that there are only two, or at most three ports in the v nrld always accessible to them. Six of the most important ports in the world could lie reached fairly constantly, while the docks at Havre, Hull, Cardiff, Avonmouth, Glasgow, Ant- werp and Botton would only be temporarily nccessiblo. The same authority states that, though doubtful, Amsterdam might be reached, but Hamburg, Bremen, Dunkirk, or Botterdam, never. The situation of the St. Lawrence ports of Quebec and Montreal is therefore most hopeful. Further improvements to give any reasonable depth by dredging are not only pos- sible but may he obtained at much smaller cost than for many of the rival ports^ and requiring a very slight cost for maintenance. It is stated that the draught of .30 feet will, in all probability, be ' decmer. mediocre at no distant date ' On the other hand, considering the great necessary outlay for ports, it is possible that ship builders may take a lesson from the success of the JLnrine of the (treat Lakes. There, the draught is limited to 20 feet or thereabouts, by canals and channels as well as ports, and yet nowhere in the world is freight carried rnore cheaply. It is to be hoped that at least some attention will be given to the possibility o' further development* in tonnage, on the lines of the 12,000 tea freighters on the ureat Lakes. R.M.S. 'VICTORIAN.' One of the most trying and diffi ult features that has ever arisen in connection with the construction and maintenanoc of the Kivor St. Lawrence Ship Channel was the case of the Victorian. Friday, September 1, was a bad day in the history of the fit. Lawrence. The pre- mier vessel of the route, the new turbiner Victorian, went ashore under bad conditions al Cap Charles. On the same day the large Leyland freighter Virginian grounded and filled at Crane Island, about 40 miles below (Quebec Smoke from forest fires, accompanied by fog, makes the worst possible conditions on the St. Lawrence. These, fortunately, rarely come together. When it was learned, therefore, that the largest steamship of the route had gone aground under these conditions, at nearly high tide and at one of the worst places be- tween Montreal and Quebec, the most widespread regret was manifested. The trouble was to float her, and the danger, that she would swing around and b; ^ek the narrow channel and not only stop traffic for a considerable time but probably be a total loss. By prompt and direct orders from the Honourable the Minister, the resources of the deportment were at once placed at the disposal of the Vi ' ■ Jn, to obviate that danger. (!647— 3i IS Wl«.n it is kno^ that with the ebb tide there i« a cu«nt of over 5 pi'- P" hour the river bed rock, the channel only 300 feet wide and the .h>p 640 feet long ,ome of the danger, and difficultie. will be real «d. On the bank -here the vc«e wa« aground there was a depth, at low water, of 18 feet, and in t^. ^'edged m 9 feet mote The tide gave an additional depth of 7 feet at Bpnngs and 4 feet at neaps That there was no serious delay to traffic and that the vessel wa. -uocesafu T floated on S*pten.ber 12. and able to reach Quebec under her own steam, ,s a matter '" Xbi:jS'o7-this < marine disaster ' wa. greatly modified therefore by the sue- OCM of the effori-, to float her. by the assistance given by the Government, nn.l bj. the STt that notwithstanding such a combination of bad conditions, the damage wa, ,o '""^y^a'iroli'LSo^adopted by the Shipping F^eration of Canada on September 18. the Federation expressed their thaiiks to the Government for the prompt Son and valuable aervica. rendered, in connection with the •.*'«f.<*'"«f/fj''^„,^-Ji|: vSrian, and in relieving a very critical situation in the navigation of the St. Law- '"^1 copy of this resolution ia fuU, bearing the seal of the corporation, was for- warded to the Right Honourable Sir Wilfrid Laurier. Premier of the Dominion of Canada. PROJECT or 1899. In 1899 the dredging plant wae in a position to warrant the commencement of an extensive plan of operations, and the 30.foot channel was undertaken. The low water of 1897, the lowest on record, except the short period of extraordin- ary low waTer ofi wa's adopted as the plane of river level at which the channel '°"?t trat decS^l' to'm'S; the channel as wide » could be dredged in one cut. ^■' The pS'ect of 1899 had for its object the dredging, in the shortest possible time ci a shfo channel between Montreal and Quebec for safe 30-foot navigation. Fhe mSum width for the tangents has been fixed at 450 feet, but the bends are wideied outTJr^m 600 to even 760 feet. The dredging is being done to give a clear •^^hl fv'er'rgl nUtS^dTpth^n'L channel, as being dodged, during the^^on nf 1905 wraffollows: May, 35 feet C inches; June. 34 feet 4 inches; Juiy, 33 feet 3 in2, A^g" t, Sfeet 8 inches; September, 31 feet 8 inches; October 32 feet 1 inch; """Thf ^'atl^fdepllltom May to November was 37 feet 2 inches, and the least, at the end of November, 31 feet. 18 COST OF SHIP CHANNEL TO DATE. Table showing the Total Co.t of the Dredging and Plant, and the Quantities dredged up to June 80, 1905. Montreal Harbour Communoneri — 1851 to 1888. I Dredfting Montreal to Cap It la Rorhe to 27i fwt at ordinary low water, and from Cap i la Roche to Quebr- to 27i feet at half tide .... Department of Public Work: Dr.dging ronsiKting of widening and cleaning up of channel ; deepening Can & la Roche to Cap Charles to 27^ feet at ordinary low water, and dredging at GrondineB. I-otbin- iere an 1 Ste. Croix— 1889 to .lune 30, 1899. Project of 1S99— Dredging chiuuiel between Montreal and Quebec to 30 feet at lowest water of 1897; also, widening to a minimum width of 4.50 feet and straightening— Fiscal vear 1899-1900 " ■ 19(X)-1901 " 1901-1902 " 1902-1903 " 1903-1904 Department of Marine and Fitheriea. Fiscal vear 1904-1905 Expenditure Cost of ; for plant, shops, , Qy^Jllf" Dredging. sur\eys, Ac. dredgeo. t cU. 3,402,494 35 829,583 08 100,191 01 i 136,680 83 i 185,429 SO I 255,776 55 , 276,958 59 311.087 93 5,49.S,202 14 t I ts. I Cubic yards. 534,809 65 488,971 79 i 265.270 78 287,040 04 479,731 47 277,703 50 fOS,765 44 266.460 33 2,906,753 00 19,865,693 3558,733 1.107,894 2,479.386 3,098,350 6,544,605 4,619,260 2,716,220 43,990,140 DREDGES. Laval (No. I.)-Of the fleet of Ship Channel dredges, this is the oldest. Th« hull is of wood, constructed in Ottawa, in 1894. The buckets are made of cast steel for work in rock and other hard material. . „ , t n . . The details of the operations of this dredge for the fiscal year were as follows :- ?„m the commencement of the fiscal year until October 19, 1904 the W work^ «t widening and deepening the channel between Becancour and He Bigot, in hard material cTnsSngofclay! stone, and hard-pan. The d«dge was then taken up to woS on the channel betw^n Sorel and He de Grice. in soft clay, until the end of tho "" O^^hToS'of the season of 1906, this dredge was laid out on May 14 to wideu and dipen the channel at Becancour Traverse, the material being clay «nd boulde«. venr h^^ and difficult to dredge, and requiring the constant services of a stone-hfter. She continued to work there until the end of the fiscal year. „„..:„ In a °otal of 173 days during which this dredge was at work, her machinery was m aetnal ow»rntinn 63 per cent of the full working time. The total quantity dredged amounted to 215.925 cubic yards, at a cost of |39,02..20. or IS^'ioo cents per cubic yard. 14 Lauritr (No. gJ-The hull of thi. .Iredge is nUo of wood, hnving been cnstructod •t the (JoTemment Work* at S..k1 in 1897. Her buckets wero ^o'^nf^'y °^ "«* '''f/ built up fron, oa»t sted bottom., for working in .oft matenal. ^1'"?" "" /'^/J'a^jJ in .oft material wa. completed, the bucket, were changed during f « f''"**' °*,;?J^-?J .nd replaced by .mailer and .tronger bucketo. having .ufflcient teeth for working in ''"'^Durin^the winter of 1904-05 thi. dredge was thoroughly overhauled and had the above water parts of the hull rebuilt. Additional quarters were also provided for the "^^Tr^m July 1. 1904. this dredge workedatPortFrancui on Force Shoal, vndenii* and deepening, the material leinff very hard clay with embedded boulder.. Whe" Jlu. iork waTcompleted on July 18. the Laurier wa. taken to work on the channel between Secancour and He Bigot, where the material con.iated of clay. "«f ' ^^n Sore^ and pan. On November 16. she wa. also taken up to work on the channel ''^f^"* fowl and lie de Grice. where she continued until taken into winter quarters on November 25 Owing to extensive repairs to hull and machinery the dredge was only taken out on Mai 16 1905 and placed to work at Pointe Citrouille. widening and deepening the £nnd to Champlni^. where Ae continued till the end of the fiscal year, the material "^"^Th^nirofdays durin. which this dredge was in operation was 165. and the percentage of time at actual work, 62 per cent. ,*♦»»! «„.t nf «41 271 36 During the fiscal year she removed 149.750 cubic yards at a total cost of $41,2.1.36, or 27*^0(1 cents per cubic yard. Lady Aberdeen (No. a.;-The hull of this dredge is of steel, the vessel complete having beeli'ttruL^^ at' the Sorel work, in 190a The ^'-'^^te Tew s^et' oH s" daiKned for working in soft material, but were replaced by a complete new set of cast .Sfbucketslspecially designed for working in rock or other hard material At the commencement of the fiscal year this dredge wa. working at Port St. Fran- ci. on Iron sTioal. where the material was very hard, consisting of .and. stones and harf^^an She wo;ked there until November 14. when .he was taken up to work on the channel between Sorel and He de Grace, and continued working there until the end of '**' OnThe opening of the season of 190.- she was taken back to Port St. Francis on April 26 and laid out to work on Iron Shoal, where she had left laBt s^ n, and worked S untT its completion. The dredge was then taken do.vn to Champlain and laid out to worl on rcurve. widening and deepening, and was still at work at the end of ^^^Sr^^ryrST^S^^'^^o^k^n:. with the machinery in actual "^"Tte-to^Tumb^r-oVc^bf;'^^^^^^^^^ to 295.400 at a cost of S39,163. or IS^Moo cents per cubic yard. Ladv Vinto (No. i.>-Dredge ' No. 4' is of the same type and design as the Lady A} r r " the w'ntr of 1903%4, the buckets w.e changed from those adapted for •0-. " crial I. a cast steel set for working in hard material. - g the whole of the season of 1904, including the five best '"ont^/f \^" fi-., r tV 'redec was absent from the Ship Channel, having been removed by the Pub.. Wort .efaftmrt for work at Riviere Quelle wharf and on the Riviere Sague- "^^"The dredge unfortunately met with a serious accident, and when '"f ""f d t" Sorel was in very bad condition, the steel bucket frame having to be practically rebuilt. The Public Works Doparment paid for the actual operations of the dredge when abwnt. but the cost of the extra henvy winter repairs was paid from the Ship Channel appropriation. As the dredge only worked on the Ship Channel for about two month., .„d then, in ver, h^a ..teH.l^e, «.ulU in y.nl.^ "^ ^^ extra co*t. being .l.v.ded »'«'°"«-^'r^°\' ;**'"";,« carried on for 65 per cent of the In the 69 day. of work the "^-^ "^^n^'JJa"^^^ including the complete world. The hull is of wood, the ""^'^^^ ^'^^l^.^Ztor ^material, with which wo. fitto.1 out with large but very f ?K*'fl "Ll ^ar buVduring the winter of 1904^6 Sr^reta ^^Llll tw^^t^f iaH^^^^^^^^^^ working in rock and "^^'Vr r ctl nce^ent of the ^.-fcr 11 tZ Sa^i^^^^^^^^ at the foot of Lake St. Peter, on N.colet r^^^'^''" X^„f J\he channel between wa. then placed nt PohUe Cjtrou.Ue. wulen ng and deePen.ng e ^^^ ^^^^.^^^ ^ rointe Citrouille. and Champlam. in "^"f; '""JJ^^tfiSrveniber 26. when she went work there until November 19 and ~™^^„"^^f^,^^^^^ S^and lie de Grice. into winter quarters. «he worked on *^«;*^"7t77„7i,"o„ Becancour Traverse where On April 26, 1905. thi. dredge wa* taken to wo^on , ^^^ ,„a tho material was exc^dingly tough ^^^'^'^^^^l^^'^^.'^^i of the fiscal year. ^"^^J:tSnrtin,fof ;b:r;:J.rXTs SrdaT.; the dredge bemg in actual opera- '''''' ^:Z:Tl:^'fl^:^^'^^^^ amounted to 574.000 at a total cost of $44,237.71, or 7''%oo cents per yard. verj h.rd n.-teri.! ...„.,.t,ng 'l>'"f^ T .3 rf L.kis . P.t«, on Ntol.t Tr- „„m Augu.. ». wh.„ .!« «.. '"^" »' ^*f i'^ „A th.t h.d ten left to drrfp. «r";iu.dt:'dro\\tnn'!;,"ie™^°n-",n.^^^ 25, 1904. . T^ g tijg BaZdtrtn was laid out to work .. C^Sn-^hell-S'hTl'S;':."' S.r.:itnUn„^ .he. nn.U .He end .. "" Sn^mte of d.,. during -hloh thU d-edge „. in .pern.lon w„ 172. ..d .1» ■»'ThrjI,tX':?:*et.K»ri .«onn.ea .« 801,82. .. . »«. e< m. 677.59, or 14iMoo cents per yard. r T «. 7 r«r*« CJ^o 7 )-The hydraulic dredge J. /araeJ Tarte began work only on J. Israel Tarte (^o.l.J J'^^ "* j^^ toilers put in, and also the exten- Septen.ber 25. on account "^ ^^^'"^/""L'r ""^n as in the machinery and discharge eive alt;-'-- 7t tst trti ^^^^5 the dredging season ^ . connections. She thus 'est tne inree ^^^^ ^^ jj^ ^^^^ Raiaint uShele en S.ven,V., 24, .nd .en. into .-,„.., ,„.«.-. It It) ' At the coniin«nc«n«nt of the Muon of 1906, the dredge was placed to work *t the foot of Lake St. Peter, at No. 8 cunre. on May 18. and continued to work there until the end of the fiscal year, the material bcintr blue clay. , . , „ . . In the «2 day*, the dredge waa in actual operation 67 per cent of the full working time. The total number of cubic yard* remored amounted to 1.123,125 at a co«fof $79,802.02, or an averaire «>f 7"9ioo cent* per cubic yard. CiCNERAL NOTCS. The Ship Clianncl j.Uint conai^U of 7 larg.- dredgos, 12 tugs, 2 atone-liftera, 4 coal barges and a large number of scows ui varioua dimenaiona. During the winter months the wholo of this plant i^t thoroughly overhaule.1 and repairs and renewals made where required, so as to be ready for commencing operation* on the opening of navigation. . , . , . o j The dredges are operated 132 hours per week, or steadily from midnight on isunday until noon on Saturday. Stopa are only made for repairs, for shifting from one place to another, bad weather or to give room for passing vessels. Coal is supplied by barges without atdpping the work. , , , r qo » la The constant steady work in exceedingly hard material, at a depth of from 6i to a feet, is very hard on machinery. Only the very beat designed and well constructed plant can stand it. Traffic must not be interrupted and the work must always be carried on in the more or lose swift current. r\ u The material is increasing in hnr.liiess from year to year, as the work nears guebec. All the soft material, except the remainder of the work in Lake St. Peter, is now com- pleted. A dredge that can remove 6,000 yards per day in aoli material, without trouble, is more fatigued by dredging 1,000 yards of hard-pan in which boulders are imbedded. The work of 1906 has teen harder than during any of the previous seasons. The c -edges when taken into winter quarters late in November, showed broken teeth and twisti d t.uckets and general signs of the exceedingly hard work to which they were sub- The dredging plant is owned and operated directly by the government. The first dredges were designed and the machinery built in Scotland, the home of elevator dredges. , , . ^ j j Since 1872, all of the plant has been designed and constructed in Canada, and many improvements in dredge machinery have been made by the skilled engineers who have from time to time been connected with this work. The best and most efficient plant is an absolute necessity. All the superintendence and management devolves on the officers of the depart- The construction and repairs and the management of the Sorel works are in charge of Mr. G. J. Desbarats. C.E., Director of the Ship Yard at Sorel. The design of the improvements, the engineering branch, as well as the superinten- dence of the operations are directly under the Superintending Enitineer. The work of the very efficient staff and the details of the placing of the dredges are conducted by Mr. V. W. Forneret, C.E., in a very able manner. About 400 men are employed in connection with the dredging operations. Those men, all sailors, were born and brought up at Sorel or at some of the parishes bordering on the River St. Lawrence. Most of them have been trained to the service from boy- hood. The senior captain of the fleet makes the statement that he has never earned a cent in any other service. A great deal of the success of the operations is due to this good training. The work requires extraordinairy care and great patience, the machin- ery being forced to the utmost and passing vessels requiring to be constantly watched A captain and an engineer are in general charge reepectiveJy of the vm3»I and machinery. The remainder of the crew is divided into 2 watches, and works in shifts of 6 hours. At noon on Saturday the work stops. IssPEcrioN Tiii " Fkontknai-. 21— Cc •!1 <)'< Ki.KVAToH Dhkih.k " I,ai hikh," No. -2, Siiowixi^ Hkkkth k(ih Dkiunauv Hakd .Matkhi.m. KI.KVAT..II IHIKI...!-. -II'. aim; f.NST SiKKI. lirK'VlS Knli \V(,:i\ IN SoFT Mx-V, L > VKK Tl MHI.K'.! AM' fllSVUrTIONS. L'l- Ca CtrrKB-HEAl. n, HV.HA. ■...■ D.-KU.I! No. 7, SHOWN., 4 Kn.VK. at APEX AM. 8 AT Thkoat. CllTEK SKllKAh KmMNK, HYIillAll.ir DuKll^K, No. I I I i J J n i J 1 y. i M I 'il IT Only two holidays, Dominion Day and Labour Day, an giren throufl^out tha aeason. The boarding of the men is done by contract with the captain of the vessel, at so much per man. In making up the cost of the work of dredging everything is included, except interest on the capital expenditure and depreciation. The principal items of cost are wages, fuel, board, atorea and repairs, as well as general expenaea and superintendence. The item of repairs includes keeping the plan in conat'ant good order, but not new improved machinery. The cost of operating an elevator dredge with its attendant plant amounta to between $30,000 and $40,000 per annum. The cost of operating the hydraulic dredge amounts to about double that sum. The Total coat of the dredging operations on the Ship Channel for the fiscal year ended June 30, 1905, was $311,087.93 and the total number of cubic yards dredged 2,716,220, making the cost per yard ll*9ioo cents. The heavy cost, this year, and the reduced quantities excavated, require some explanation. The dredge Lady Minto was absent for S months and her extra repairs, added to the ordinary winter repairs, beinft divided over 2 months of ship channel work made an abnormal cost, both for that particular dredge and for the complete returns of the fleet. The hydraulic dredge J, Israel Tarte was also at the ship yard, pitting in new boilers at a heavy cost, with the loss of July, August and September, the three best months of the aeaaon. This also not only greatly effected the returns for that dredge but the general results. The wages have also been somewhat raised, but as will be seen from the table of classification of cost, the great increase is in the cost of supplies and repairs. The operations, as well as the organization and plant, are attracting widespread interest. Alany inquiries for information are received, and during the past season the channel was inspected by several representative officials and noted eng^ineers from foreign countries. Mr. Qnellennec. so well known as Chief Engineer of the Suez Canal, and at pTeaeni ^ meni'ber of the International Board of Consulting Engineers for the Panama Canal, ai'icr a careful inspection, expressed in a letter to the minister that he knew personally every great artificial waterway in the world and that, in his opinion, both the St. Lawrence Ship Channel and the plant were unique, as to the magnificence of the channel and the success of the operations. It takes ten years to give an increase of depth of three feet In much less than that time the maximum size of the ships using the channel has increased from 6,000 to 12,000 tons. Now 16,000 ton vessels are proposed. That the channel of to-day will accommodate the commerce of ten years hence is not to be expected by even the most unimaginative, and it is recognized that we must build for the future. The capacity of the River St. Lawrence for navigation should grow with the country, as even now, to a large extent, the size of the vessel decides the economy of transportation. The following tables show in a concise fr i the progress to date, the details of tha operations of the different dredges, the clas&in-. .tion of the expenditure, the cost per yard in each locality and the expenditure at Sorel in connection with new plant and the ship yard generally : — PtOGREss of the Dredging Operations at the date of wntii.ir. the cloM of the of 1905. MMon Loralitv. ¥»• * '-^ . . Total Iii.tan.e TotaJ l.mgth Ung,,. Length of J-.nglish Kriiuirmg Dredgml in :l{l>(ft Miles. i Ure.lgii^t. in !«». rliannel Division I : — MontrrnI to Sorel 43 Divirion 2 : — Sorel to Hatiscan :J8 Diiiaion 3 : — Lake St. Peter jo. Division 4: — Batiscan to (Quebec 59 Division 5 : — Quebec to The Traverse. 00 220 • Not widened. ' Widened. 6.6.5 70.00 i'reiiged. Length yet to b« llr-dged. Miles. 1 M ll'c .Vile.. . Milp- 22.30 1 II .1 J2.20 0.70 12.45 -' :«l 1 >.90 1.55 IS. 00 ' I 2. 1 1 1 7.7 » '■■■'" 1 4 W 1 10. IX) 1. 1 l|. 5.40 47.40 23.60 1» PlooBBiiN of the Dredging Operations at th« date of writing th..- cloM of the mu< -i . ' 1906. I JINOTH OF OR^DaiNO. l.i.,, ^lity. nc airi Done. Cubic y»r<. yet raqiured to be done. Mil' Mile*. filuaioii i Lor.jiiru.l Shoal. ... I.oi-t-i«> Vie. to Pte. all- ! ; He in- ifi^rrte Varennps u, Csc St. Mi ■»!. CapHt Mil hel I . Verrl ■ rr Verchere* Tra rc-r-<" VTclierei" lo (;on ^ceur . ContrecoBur Chai 1 mUe* irn hatui ToU! Divimon 2: — .Sorel to He de Grace Stone Island Tie aux Raiaina Lake St. Peter (see Di '■' Port St. Francia Three Rivers Cap Madeleine de B^cn t.ir. BA-aiuour to t' !Ui>p!ati rhampin to 1 Citrouiile Hatture iTtoo Tots Divlxion :i : — Lalic St. Peter . Total . . Divikiun 4 BatUi Cap A Pouili Cap C( Grondincs I^otbinJer' Ci*> S«F St». c St. Au - Division S: — Qtiebec to lo Cap I evrard . Roche i aosri . Ro\-er .... Tola! Totals 'ubic yards done. Total 1.55 4.00 I no •Not w 1. 00 2 00 1.20 o.go 0.80 0.60 0.80 m Hi w • M 1 10 1 *'J 100,1 -jo -» 1 _ _ n) !0 100,000 o.vij 1 25 1.50,000 40 000 OO O.60 0.50 1.55 2.25 1 10 150,000 450 (XX) 10.00 *7.70 t5.70 13.40 0.40 0.20 0.30 790,000 11,200,000 11,200 000 1,300,000 1,200,000 500,000 500.000 200,000 160.000 150.000 0.10 1 •iU 4,00l),000 6.65 .=),(X)0,000 6.65 5,000.000 '22.60 47 40 21,090,000 43,990,140 65,080,140 t Widened. X a: ^ sc ' ___^ M •= •(juam a J II ova III .v\o3a) - oiqna JO j.)<)iaiis^ - > -paim I 53 i g.vioog JO asquiiij^ = (niiioy Hjnoii |5o S -Xiip ^ isil sjnnq |.j 'aiun ,^ AiiiiaoM ] « u iiu o y * ii - ' *- § ' -aaiAisfj ji> aiiijx SI f i ■ . i I : E * •i a jj 'i b" •CO 3 W TO TO TO 8" Sfii* i !! § sgSig *«^*i< w ce i I \l o ea < 2 ?; !z ^ h— — CJ I a Oi ^M *-r* *^ ac «M u o ;/: < c; k. > ^ ? •< u -w F- X •suoii •tiijdiudily ]U^4jfi|> ailUIip JU«|,| |)utt i ?. S8 a :S ':« > S .£! ;^ ^§ ;i ^§ ;ii U ■^ ■^: ■ ^ 'rf :t: S 8 . :g :S :5 :«:§:$ : • i: :S :i :S ;g :g i| ; ■*>!»*.(,• »„j^ -ra8pdj(| j()j«A.»|;.) ^r X '5' 5" ;'- ■•- .0 -trl :,r: ;rf ; ■I- '^o "i^ :«; : i» — ^ ,0 ;S ^ .jj :a :■£ • Ts S :2 .5 'r '^ • :o" ■ ' ■ " ~ . I- ■i li :§ :ST" •5 S .2 -la 2 f2J^£'=S3.^S?$J;i2SSSS"2i-.j572-^-^-^- •.•>5 Kwii.>ilx3..nm, , |,|,^ (irj.iu.i;) f„ iiii|ij,,|m_| s sSf gggSf sgggsssgg - S^^MPPisl^Jp Jslip li ■-'If 'pJ«*lii|s' ■J*ui|>|!"'|'H 'li'Kl.l .":$-3"r:2 ■jniKuri— •►aiwisji •H|«I4*1BI^ pmj HAImj,. [WBOJl •"^AVi ■|-'".< ^ -■ £ ? = 35 S "$f 3-33S5S stfet''35«2^ i 3 5k jSljxSSS-g. S 15 ft i •a Tc w ri » ft el ^ 5 K I.-— •? X a .-1 c n _ u 1 I 55 •/:£-'=• i: •s =• :_ ■'- cz = '- ' O 1 O - t V C 2 ^ 5 w7 .4 T '. y " ■5 E it Si S'- H = as . 5 .-- •.iji CwOO ■J- I : — • J f ~ X S yr'H.S o : x -a x .§ -^ S i " ^5 11 — K ii 5 = X Z w^ =ii;oo_ OD 3 w S' :* s : : 5 .'t' ;a :m 15 •.!iiiii!Jwij.i(| JO j»,3 |«j,)j_ I IT ss s 1! ft I g AJMBI I-' : • :« :^ : : : :5 : SS p..5g_ fii^j I €515 fSxS 8 ■All STIC ■IBDoqq.m,»«Tii!(jo««Ai(j j ■jiiF|,{ na» ^pgjq JO I «IIO|J«J^f,, 'Xbq j*! 4H03 S Sis*!? ^S3"= fc'^ i ft- a* ^■^■^- Ijfefe » 5^5:5: ««■«« j^- 35 ^ - •■'*dO"!''*«aP'''Xl'un>j X aial iiii 5 ITOSj^l jlliunp lUBIJ [JUB ria|M.IQ ||3«9 JO HaolJBJ^O JO j«>Q IVi"! i S i£ =- t; •M » i' s; g -r S if s s A I- 1 o >5 r o 2 I S s J i J 3 31 e >^ .S » I I ss DREDGING PLANT. The following is a description of the dreilging plant owned and operated by the Departmont of Marine and Fisheries in connection with the River St. Lawrence Ship Cliannel : — DBEIX3ES. The Elevator Dredge 'Laval' (Xo. 1) wooden hull. Lensrth over all. 150 feet. Breadth of beam. 30 feet. Depth of hold, 14 feet. Average draught. 11 feet. Greatest working depth, 43-5 feet. Hull built in Ottawa in 1894. Steel buckets. Working capacity per day in hard material, 1,000 to 2,000 cubic yards. The Elevator Dredge ' Laurier' (No. 2), wooden hull. Length over all, 168 feet. Breadth of beam, 32 feet. Depth of hold, 14 feet. Average draught, 10 feet. Greatfst working depth, 42-5 feet. Built at Sorel shipyard in 1897. i cubic yard buckets for hard-pan. Working capacity per day in fairly stiff clay, 2,000 to 3,000 cubic yards. The Ehvator Dredge ' Lady Aberdeen ' (No. S), steel hull. Length over all, 148 feet. Breadth of beam, 32 feet. Depth of hold, 13 feet. Average draught 8-5 fret. Greatest working depth, 42 5 feet. Built at Sorel shipyard in 1900. Steel buckets. Working capacity per day in hard material, 1,000 to 2,000 cubic yards. The Elevator Dredge ' Lady Minto ' (No. i), steel hull. Length over all, 148 feet. Breadth of beam, 32 feet. Depth of hold. 13 feet. Average draught, 8-5 feet. Greatest working depth, 42 -6 feet. Built at Sorel shipyard in 1900. Steel buckets. Working capacity per day in stiff clay and stones, 1,000 to 2,000 cubic yards. Ths Elevator Dredge 'Lafoniaine' {No. 6), wooden hull. Length over all, 168 feet. Breadth of beam, 32 feet. Depth of hold, 14 feet. Average draught, 9 feet. Greatest working depth, 45 teet. Built at Sorel shipyard in 1901. Steel buckets. Working capacity per day in hard material. 1,000 to 2,000 cubic yards. The Elevator Dredge ' Lafontaine' (No. 6), wooden hull. Length over all, 166 feet. Breadth of beam, 34 feet. Depth of hold, 14 feet. Average draught, 8 feet. Greatest working depth, 46 leet. Built at Sorel shipyard in 1902. 1 cubic yard buckets strengthened for fairly hard material. Workmg capacity per day in medium material, 2.600 to 3,500 cubic yards. The Hydraulic Dredge ' J. Israel Tarte ' (No. 7). steel hull. Length over all, 160 feet. Breadth of beam, 42 feet. Depth of hold, 12 :6 feet. Average draught, 6 feet. Length of suction frame, 80 feet Greatest working depth, 50 feet. Built at the Poison Iron Works, Toronto, in 1902. Working capacity per day in soft material, 12,000 to 20.000 cubic yards. Discharge Pipe and Pontoons of Dredge 'J. Israel Tarte' (No. 7). 23 lengths of pipe, 36 ins. diameter by 100 feet long. 1 length of pipe. 36 ins. diameter by 36 feet long. ^W^ * P"ntoons for floating pipee, 42 ins. diameter by 90 feet long LeZrLfll ^%'J- ^-'"' ''• '• ^'^rte' (woodL hultj! '^ Breadth of beam, 18 feet. Depth cif hold, 6 feet. Built at Sorel shipyard in 1902. Winch Scow (wooden hull) for Dredge/ J I. Tarte (with steam boiler and steam wtnchj. Linprfh over all, 75 feet. Breadth of beam, 25 feet. Depth of beam 5 -5 feet. Built at Sorel shipyard in 19b2. Tuas. The Tug ' Fronfenac (composite hull). lA-ngth over all, 113 feet. Breadth of beam, 23 feet. Depth of hold, 10 feet. 97 Average draught, 9 feet. Built at Sor«l shipyard in 1901. The Tug ' Eureka ' (steel hull). Length over all, 100 feet. Breadth of beam, 22 feet. Depth of hold, 12 feet. Average draught, 11 feet. Built in Glasgow, Scotland, in 1893. The Tug ' James Howden ' (wooden hull). Length over all, 100 feet. Breadth of beam, 21 feet. Depth of hold. 10 fet-t. Average draught, 7 "6 feet. Built at Sorel shipyard in 1903. The Tug ' St. Jean-Tbervitte ' (steel hull). Length ever all, 90 feet. Breadth of beam, 18 feet Depth of hold, 12 feet. Average draught, 10 feet. Built at Sorel shipyard in 1897. The Tug ' Lae St. Pierre' (wooden hull). Length over all, 100 feet. Breadth of beam, 21 feet. Depth of hold, 10 feet. Average draught, 7 -6 feet. Built at Sorel shipyard in 1901. The Tug ' St. Francis ' (wooden hull). Length over all, 80 feet. Breadth of beam, 17 feet D^th of hold, 10-8 feet. Average draught, 9 feet Built in 1876. The Tug ' C artier' (wooden hull). Length over all, 84 feet. Breadth of beam, 18 feet Depth of hold. 9-5 feet. Average draught, 8 feet Built at Sorel shipyard in 1893. The Tug ' EtnUia' (wooden hull). Length over all, 84 feet. BreadUi of beam, 17 feet. Depth of hold, 9 feet Average draught, 7 -6 feet. Built at Sorel ihipyard in 1898. 98 The Ti„j 'ChampUin' (wooden hull). length over all, S4 feet. Breadth of K'ani, IT feet. Depth of hold, 9 feet. Average draught, 7 5 feet. Built at Sorel shi|)yard in IWl. The Tm, Jesse Hume' (wooden hull). Lenjfth over all, 72 feet. Breadth of l)eain, 17 -.1 feet. Depth of hold. 1(» feet. AveruKe draught. S -5 feet. Built in Buffalo in 1S78. The Tug 'Montcalm' (wooden hull). Length over all, 80 feet. Breadth of beam, 2:) feet. Depth of hold, 8 fe<-t. Average draught, 6 -5 feet. Bii at Sorel shipyard in 1903. The Tug ' Carmelia' (wooden hull). length over all, 84 feet. Breadth of beam, IT feet. Depth of hold, !t feet. Average draught, 7 -5 feet. Purehased in 1903. COAL BAHGE-i. The Coal Barge ' No. I ' (uoodcn hull). Length ovei all, 120 feet. Breadth of beam, 24 feet. Depth of hold, 10 feet. Built at Sorel shipyard in 1893. The Coal Barge ' Xc. 2' (wooden hull). Length over all, 12.5 feet. Breadth of beam, 25 feet. Depth of hold, 11 feet. Built at Sorel shipyard in 1900. The Coal Barge ' No. 3 ' (wooden hull). Length over all, 98 feet. Breadth of beam, 2s f^et. Depth of hold, 12 feet. Built at Sorel shipyard in 1902. The Coal Barge 'No. i' (wooden hull). Length over all, 98 feet. Breadth of beam, 2b ft-et. Depth of hold, 12 feet. Built at Sortl shipyard in 1003. Stone-lifter ' .Vo. 2 ' (wooden hull). Length over all, 80 feet. Breadth of beam, 25 feet. Depth of hold, 0-« feet. Be'-iuilt at Sorel shipyard in 1897. Stone-lifter ' No. S ' (woocLen hull). Length over nil, 108 feet. Breadth of beam, .".4 feet. Depth of hold, 14 feet. Built at Sorel shipyard in 1903. Sounding Scow (wooden hull). Length over all, CO feet. Breadth of beam, 25 feet. Depth of hold, 6 fwt. Built at Sorel shipyard in 1898. Coal Scow 'No. 2' (wooden hull). Length over all, 54 feet. Breadth of beam, 18 feet. Depth of hold, 4 feet. Built at Sorel shipyard in 1892. Six Lodging Scows (wooden hulls). Rebuilt from old dump scows and fitted out as lodging scows for crews of dredgea and tugs of ship channel fleet, at Sorel shipyard in 1899, 1901, and 1902. HOPPEH scows. 1 Hopper Scow (■■•ooden hull) with hydraulic purer for closing gates. Length over all. 97 feet. Breadth of beam, 24 -5 feet. Depth of hold. 9 feet. Capacity, 200 cubic yards. Built at Snrel shipyard in 1897. S Hopper Scows (wooden hulls) with hydraulic power for closing gales. Length over all, 90 ioet. Breadth of beam, 18 feet. Depth of hold, 7 feet. Capacity, 160 cubic yards. Built at Sorel shipyard in 1898. • » 4 no,.per f{ Ix-nm, 24 ftct. Depth of h.>I.|. 9 fct. Capacity, 20i» fiil.ic yards. Built at Sonl sliipvunl in 1899 and 1901. 6 Hopper Srous nrood.-, hnlU) uith hy.h„ulk ,,o,rer for ,l„sl„,, ,j.,,,>,. Length ovir all, 08 feet. Breadth of lioain, l'4 feet. Depth of hold, H-.l feut. Capacity, 3tW cubic yards. Built nt S,,ro„t of Public sS5;!:f^i;'s;hi^^^^^ agaiJt: itZZr """' ^■"'' ''""'"''^ "^•^^''-'-^ -^ s,r..n^hened. and replaced theatr;:?:^s-/i^£;-:Si-'::;s^:^r;^l- -^ '^^' «-^' - SI Tug ' Portneuf.'—Thia is a wooden Tessel S5 feet long over all, 17 feet 3 inches beam with • depth of 9 feet 9 inches. The main engine wns compounded from the single cylinder engine of the dismantled tug bt. Francis. It is a steeple compound with high pressure cylinder 11 inches diameter, low pressure cylinder 20 inches diameter, stroke 20 inches. A new marine cylindrical boiler 8 feet 6 inches diameter by 8 feet 6 inches long with 2 furnaces 81 inches diameter was built at the shipyard for this vessel. She hns accommodation for Iwlh day and night crew. This vessel was begun in February 1905, and was well advanced at the end of the fiscal year, being finished in August 190'. She is to be used in connection with the dredging fleet of the River St. Lawrence Ship Channel. Dump «fOH.«.— The dump scows 93 feet long by 25 feet beam, with a depth of 9 feet and a capacity of 200 cubie yards, w( rf built for the use of the St. Lawrence Ship Channel drenchinery had yet to be installed. RICI'AIR WORK. Dredge 'J. Israel Tarte' (No. 7.>— This is the hydraulic dredge belonging to the St. Lawrence Ship Channel fleet. Four marine cylindrical boilers were installed in this dredge. Two of them were made by the Bertram Engine Works, of Toronto, and two by John Inglis & Son, also cf Toronto. Two of these boilers were received in the month of July and two at the end of Augnst. They were installed on the dredge, a new system of steam piping connected to them, the smoke stacks erected and the cabin work finished. These boilers gave n good deal of trouble and heavy repairs had to be made to them during the winter. Dredge ' Laurier' (No. t.) — This is n wooden dredge belonging to the St. Lawrence Ship Channel. The hull was rebuilt from the water line up and cabin accommodation was added for the night crew. Tug ' Cartier.' — This is a tug belonging- to the drcit-'ing fleet. The cabin work was rebuilt so as to add aec'>TnTimJuiIon for the night crew. NEW BUCKETS. A complete set of new solid steel rock buckets was built 1 r dredge Lafontaine (No. 6) including new links, upper and lower tumblers, rollers, &c. The buckets of dredge Baldwin (No. 6) were rebuilt and new buckets, tumblers, &c., were furnished for the other dredges. MAINTENANCE OF FLEET. A large part of the work done at the Sorel shipyard consists in the maintenance of the vesaela of the St. Lawrence Ship Channel dredging fleet. The hulls and machinery of these vessels were maintained in good condition during the fiscal year 1904-0.5, and all necessary repairs were made to them. REPA« WORK rOH DEPARTMENT Of Pt PLIC WORKS. HAULIXti OLT. ve. J.':;tS^l *t:rfT'.'pr '-'' '-'^^ '^---^ ^'•^ ^-'- ^-"-•r "-t vanou, St. Francis, two lodging IZ '^ * ^'""^'"^ *° '^"^^^« ^'- ■^<'««. tug IIYDROURAPIIIC SIRVEV. rence^tVlTLpt f^^pir'^' '° ''^ ^.^ro^^V^u. surve. of the River St. Law- Three boat, for aurvey work, each 30 feet long, were built at the shipyard. LIGHTHO'SE SERVICE. ..U Su".w'"'' """ '°"" ""' '""• '" "• ""«'""'« ■•"■" l-"™.. l[...r..l 'Ji^'^s:^:Z::z::':ti,^^ -"- —-^ • -'" ■«- SUCTIOX HOPPER DREDGE FOR BELOW iJlEBEC. ««.T;l'"^,'r:::;X"ch'.„vr'-r'° "'"• '■"■'■^'' •""»" •"-"» '- "» IMPROVEMEXTS TO SHIPYARD. Plans were drawn out for an electric sub-station for the shiovard TbU .„k » lion IS to be used to convert the alternating o,.rr«„t • j ^"•Py"'!- inis sub-sta- Sorel Electric Company, into L pot"S «^r^^^^^^^^ ^"^^ "' ^'^i" ^"'^'^^ ^'"™ <»>* able for power ^J mIu^^ I^^TXm^^I XS "w^a's t"'" ""^^ ""- •truction of this power house. ^njpyara. Work was begun on the con- A new wharf was bepin to take the place of the old railwav wb«rf „i.- k • j It the lower end of the shipyard. This old wharf haH hl^^T j ^"'\ "'"^^ be replaced. The new wharf will beTsO Lt W and^lHd?"^"?!"' ""*^u^"*' *" venienco of the ahipyard. * '" "*'*' ^"^ly to the con- All the buildings of the shipyard were painted and ail tho m<.,.v.;„ .- tained in a good state of efficiency. ^ machinery was main-