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Photographic
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1 2 3
1
2
3
4
5
6
GENERAL REPORT.
To His Exceilewy Sir Peregrine Mailland, Knight Cotnmandar of the Most Honorabh MiUtary Ordtrof Ot
Bath, Lieutenant Governor of the Province of Upper Canartn, Major Geutn^ Vonmaiuiing Hit Mojuti^'f
Forces therei-i Sfc. Sfc. kc.
In pursuance of my instnictloiw of the 9lli Jane last. & hwing obtained the aid of Oeorjc Rykert, Asiiitant Eagine«r & Sonrtyat,
we ftoaetifi to the Survey of (he River St. Lawrence, and now respectfully beg le«Te to submit the followinj KstimrtM and Report.
or the expense of improving liia Navigation and conslructinf a Canal at the several Rapids in the River St. Lawrence from JohratWB
to Cornwall of l''ft foU.'.iring dimensions, viz: —
The first, .^l.t feet in depth, sixty feet iu width at the bottom and 84 feet in width at the tnrface of the water, the bmkt to el^
one foot and a half to one fool perpcndicalar The Locks to be one hundred and thirty two feet in length bj .'orty feet in width, with
turning bridges forty feet'in the clear, and ten feet wide.
The second four feet in depth, twenty-«ix feet in width at tlic bottom, and thirlf-eight feet in width at the anrface of tb« water j
thr banks to slope the same as in the first ; the Locks to be one hundred feet in length, by fifteen feet in width, with turning brtdgM
fifteen feet in the clear, and ten feet wide.
Estimate No. I, 8 feet Canal.
' FroDi^Johnstown te tho head of the URlloop
Rapid, a disWnce of 4 miles, the river is well
adH|>ted to stcam-biiit naviffation. It will be
nncosiiary, howi'vor, to form atowing path on
the hanks of the sm^ill canal.
Making tow;n< path
At the head of the Galloup rapid we leave
the river for a distance of 44 chains. Thp
cutting mm above our level. The situation
being however favourable, as the whole of the
excavation may be deposited in the rivor, we
purpose contracting the bottom width of the
lar^e canal to 40 feet, and that of the small to
17 feet in this place ; by which means a great^
saving will be made. The distance being so
short that boats will have no occasion to meet
on the canal ; besides those descending will
naturally tuko the river, which is practicable
ingningdown. Lock No. 1, of 4 feet 6 inch-
es lift, will be required in both, where the
canal will descend into the rivor at the foot of
the rapid.
Excavation
Puddling ..--------
Lock No. 1
Fencing "'""'"".", i '.
From the foot of the Galloup rapid the ri-
- v«r is navigable to Point Cardinal, a distance
of 135 chains ; all that will be required in the
formation of a towing path along the bank &
deepening some shoals r)r the boat canal.
Making Towing Path
Deepen :n2 Shoals - - - . - . -
At Point Cardinal we again leave the river
for a distance of 25 chains. The cutting runs
considenblv above the level; the nature ot
the oxCHvatiou is loam and large loose rocks.
Hero we again cimtract the bottom width of
both, as at the Galloup rapiil. Lock No. 2, of
2 feet 6 inches lift, will be required in each to
connect the canal with the river at the foot of
«WA lA
t. d.
98310
850
1 1
1'. xcavi<noi»-4i[ai^x
Puddling
Lock No. 2 • • - "^'s.^- . - - -
' Fencing ...... '-^ • - * •
Fiom point Cardinal to the head 9f~the rapid
plat a distance of II miles the river is fcell a-
dapted to dteam lioat naviption. No cxpAice
will therefore occur in the distance of the 8
feet cMal. Sums escavatiun and luck No> 3)
(325
21
:G06
22
4(61)0
3U0
Kstiraafe No. % 4 fpH Cnnal.
2 6
5
nt
i:
u
00
-X
No.
Cubic
ards.
Kat.
S. d.
7974 7 6
370J6
5flU
-•47
t-iv
40(
£ «. d.
£ ». A
9<i6 17
•M 17*
1157 19 4«
U 10
97J
22
463 19
et r
4494 15
31«4 9 4f
475 10 (I
10
SCO
11 IV
1530 7»
\
r.-iliniiitf .\o. I. !i (eft Cniinl. || Estimate N". 2, I feet Cnnal.
Cubin
y»ri)H.
.V. <l
ofj leiM <j til lili Mill hi' lie PuKiiry in making »
I'oal n^iviKulioii nt Shnvrr's liliinil. A lowine
I'alh. tirifl'.'P'' nnil rfci-|ienin{; acrcral (honli »ill
"Inn 1(0 nrrDt'nry.
Kuciiriilion
Tow piiili
Lock So 3
PiidJIinj ..........
M the ripid pliit we ng:iin forsiikc the river
.1 (Ii«tiincf> of 2 milri J6 cbnin>. VeaKplii mRV
il<"<cfml llieur mpidi nith tafely, hut being im"-
prnclicahlc to ;ncenil, » cnnal will be neci-Mnr;
to s'i<i ibfin on tliiir way up nnly ; which
wnable* tii xj-ain So rnntrart thi- boiiom width
ns nt ibe iippi-r rapiil and avnii) jko iniDicore
' oanlitv of ilocp ricavalion.
Ill the lint mile ihc ciittinj; i« Trom ten to
twi-nty nine fvet. Tbence in the next half mile,
it ileicciidn to 12 feet, after which it rides again
jiTHiluully to SO feel, and rontinnea above the
jpvel to Ihc end. One lock will be required I
in each to rnnnertthp canal with Ihe river be- J
low the ra|iiil. Lo. k No. 3 in entirr.ate No. 1.
and lock \'o. 4 in eatimale No. 2, beinft » lift
of 9 feet 8 inchea--3 road bridges will also bo
required.
Ktcnrnlion |996926
I.nck No. ."J in estimate No. 1 . ,
Do. No. 4 in eatimale .^o. 2 . ,
Puddling I 1000
2 road bridges
Kenciiig
From Ihe fool of the rapid plat to point A-
voynn a diatance of 1 1 miles, we adopt the
natural channel. A tow path and ditepeuing
ahoals will be required for the 4 feet canal.
r.xeavaticn in river
Making toning path
At point U ■joh wo quit the river for a dis-
tance of C4 chains The situation h favoura-
ble. Mke at the upper rapids we contract the
bottom width of the Canal. The line being
neai Ihe margin if the river, the earth may
be deposited in the water. Lock No. 4 will be
required in estimate No. 1 and lock No. 5 in
No. 2, bein« a lift of 3 feel 6 in.
.Excavation 227819
liock No. 4, in estimate No. I ...
_ Lock No. 5, in estimate No. 2 • . 'i.
Puddling 800
Fencing
From thence to Doctor Arcliibald's point, a
distance of thice milea and a quarter, we a-
ilopl the natural channel. No expcnce will
1h«refore ncrnr in Ihe It feet canal The for-
mation ' f a towing path and some bridging will
be requireil for the 4 feet canal.
Tow path and bridging ......
From Docior Archibald's point, we leave
the river for n distance of 3 miles and 72
chains to past the Long Sault rapid. From
the place of depar(ure to llouple's Creek
ia 40* chain', chiefly through low and fa>
vuurable cutting. ; hence we a«cend the
creek 60 chains, in the first half of which very
little ovpente will be incurred, being a wide
ilnggiah stream with an average depth of 7
feet water. The remaining half will require
deepening, the average depth of water being
from 4 lo & feel A towing path will be ne.
crsaary along the bank of the 4 feet canal.-
From Hoople'a Creek the line runa through
low and favouiablc cutting of blark toil and
clay about 2 milea ; then it dropa into a wide
and deep ravine which continuea loBrownell'-
Bay, Ihe place of sntrance, 3 locks will be
rconired in each Nos. 5 4- G, each 6 feet litl
and No. 7 of 6 feel 6 inches in the 8 feet canal
and locks Nos. C, 7 & 8 in the 4 feet canal,
the bOi being the same. Three road and one
tow path bridge will also be required.
Kicavatmo
Locks Nos. .5, 6 & 7 in esliniato No. I
Locks Noa. 6, 7 & 8 in estimate No. 2
Puddling
Tfiree road bridgea
One tow path do
Grubbing
Fencing
From Browneira Bay we propoaed adoptitii
ihr ftsiijrni strrar to the hcjd of Miti Kucbe
rapid, diatance 3 miles, a little rock excava-
tion will be uuBVoidable in the 8 feet canal, at
Monlinelte rapid. A lowing path and bridges
i»i)l be required in Ihe 4 feet canal.
Hock excavation | is96J2 6
Ntkiai Towing Path
4984»i
30flO
25
340
100
G
6331 1 6
i\o
Cubic
Yardi.
Rale
S. ,1
44n.J7
600
I 3
10
9492
2S00
12042 9 2
S77494
«0l
£ '. ''.
£ I. ,1.
iTS-i
fi 3
2887
800
o
1ft
64(4 n R
43340
763985
3O0O
10
I7f021
600
36468 9 6
1450
20
(1
140
100
2167
2*95
7
28!r8 9 «•
446.1 7 O
6663 S 9
900
12
30
O
10
SI833 14 2
BI.'.O
76
610
£40
116
997 12 6
74
39962 14 2
1341
?306 IS a
997 12 6
31137s
iSCO
.■IV
I167C 16 3
3963
62
210
.13
405
Ii6
10
ti
«n»
11676 16 3
4788 10 n
COS
,iV
K»(inmtr No. 1, » feet Cniial. ,1 E hlimatc JNo. Z, 4 l<el I'aniil.
— — ; ■ ~~ — i ""Si:: : ~ i
1- rom till' 1.1 ml "I Mill«- Uoclie lu Cornwall
Bhy, a distiinctt r.f ,'» niilcs itnrt 22 chain?, wo
entiieljr abniidiin ih<! riirr, ili« th'.Teforepio-
posed lo cnnKlnict a pemnnciit wusle weir a-
cro«« «hc strPiim mi'l raise Ihc waliir 13 feet
perpendiciilarly, the sitiintioii hciiy very niita-
bli' (nr llml piiii'cise, by this menn* we gain a
dep'.h of '» fcft n;itcr in Prownfll's Bay, and
•ave the oipciitc of diiepenin* the uatural bed
al) lh« way dnwii exci^pt a liltle at Moiilinelle,
and by niiain: the *iter 1 3 fi-rt al Mille Koche,
wc al»o avoid the expencu uf 13 feet in the
depth of evcaviUlon, the whole distance to
Cornwall; besides it willguardlhe canal .ngairst
fluctuations ill the river and. -oniliirl nil the Mir
plus water down the naturnUhniincI which
being at command will bo eminently oscfiil for
hydraulic purposes. In the Criit 1 milef the
cullin: seems considerably above our level.—
The nature of the exravation in Ihc first niilc
is loam and cliy mixed, wiih lno«c »tnnen ; th •
second mile is chiePy flay. Thenrc the cutting
it fnrnuiaMr, < vcipi about iO chains near the
terminAtion where the line crosses a high stoney
ridge. Three emhiuikments will bo necessary
in the above dii-limce. A litlle under water
CXI iivation will he required in the Hay for a
distance of 2 chains averaging 3 feel Ciit-
tinp across a bar directly vpposite the en-
trance of the canal. Four locks will be
Tequiied, Ncs. 8, P, 10 & 11, in the 8 (eet&
N'os. 9. 10, 11 & lii in the 4 feet canal, the
lifts being each 7 f'ct G inclic Seven road i;
2 tow path bridges, will aUo be required.
Excualion ---------
Uo. in Cornwull Bay ------
Kitihiinking ---------
Puddling ---------
Locks Noi. 8, 9, 10& II in estimate No. 1
Locks Nos. 9, 10, 1 1 & 12 in estimate No. 2
Waste Weir ---------
Si'ven road bridjcs -------
Two low path do. - ------
Grubbing -_ — _-----
Fencing ----------
Total,
£ '. i-
No.
Cable
Virds
Rail
8.4
15138
141
34144
7lBt
4IC92 19 n
3A2 10 I
1122 13 4
I7J
11200
JOOO
WW
SO
i
4 ('
(.
(
('
\
f. t. d. \ £. ' *.
IS3KI68
3414 i
G6l.^
tol
C
13431 6
1422 13
166 14
CI24
1000
490
99
70
200
O
20IW3 13 «
92834 I 111
have calculated the cxpe»e of constructing c.nal. upon two
It will be seen by reference to the preceding Estimates IhatN
different scales. Y-o<,iLllll2 Thus it appear, that a lafe and permanent lint of
The first or largest to cost i;i7C,378 8 5, and the other £92,J|4 1 1 1-2. if" PP ^^ ^^ ^^.
ouvigation down the River St. Lawrence to Cornwall for vessels capable of navigating '^« 'f" " y^^^,^',
solutely triflin, when compared with the many advantage, to be derived trom ^ 'J^^;;* °V;l,„,„ki„g ,ik. .hi., nnf.r..... ,
The above sum.- arc considered sufficient to complete the work, yet we are a . ^ „,i„e. it ■• imposiiWe to a..
<Aslacles often present thcm.elv.s in the progress of the work, and being generally of a contingent
, eriain or calculate them actually by the most minute surveys. .^ ^^^,j ^^ „,^, eipedient to
A question « ill naturally ari-e that will admit of some discussion, as «° "f "^J ° J ^^J ^ „, f.., decidedly in favor of
adopt, but upon due reflection upon the comparative "^'"'f " ^ ;;; ,7; ^^7^^^^ giving a preference to thi.
t;,e largest, being designed both for .team-boat navigation and «'^<"'"" °"'8' ^. „,,,„ pisUicU from the practicability
,c ., as one of primary importance, is the advantage, that would accrue to 'J"''";' " g ^^^ u of corresponding
of passing through the canal with ,uch vessels a, are suitable to f^JJj^^^f ;';„ : :1.<.„ ^ith tha.'work, not onl, facili-
din,en,ions with the Wellund Canal, already so Mr advanced toward ""?••''"•;" •„„, ,„j ,„„.„„ing cargo., from on. kind
t.nte and e.pedite transportation, but save a v».t eipense and '"<='"'7"'*°"=''. '^^^f ' * „i„i„ „ode of transportation.
of vessel to another, subjecting goods to injury already too \*^"-''[ "P'^;/ ,^ ;';„;"^^^^^^^ beyond the boundary line of .hi.
We must express our regret, however, that having not been aulh.rued '» "'"^ °"; /^„ J,^ „ f„, effecting a ..f.
Province, we are no, enabled to give a full and ^-^'^^^^ ^''f'^l;^^^^^ ^^
uavigition throughout, without which, the princpnl object of our "f P"'« ''' j' ^ J, f,,,^,^ ,uh alacrity to unite with us
We feel .a. guino, nevertheless, that upon proper repre.enlatio., Lower Can ^^ ^^,^ ^^^ ^^ ^^ ^^^^^ ^^^^^^^
in support of nn improvement enhancing their own ""-"""^ '"'"^th 'rhout their aid'and concurrence, can never be fully ac
::;;i;r't: ^:: u^rUd^^; ^^':^:::^^^ ^« - --^ -"--• - ^ - '-^---^
great facilities for improvement. . , , u- r„„,» we .hould open a direct and uninterrupted navigation from one
Then by making th- "-'"^ »'7»'-*; '^;^t«rf« ■« ■"" ^^ ''"'"■"• '""'" '""" "' """'"
extremity of the Provinces to the other, and might <=''*"'""J' r'"P,,.„,., ^.-.^i. Province.
„o«ld be enabled to pa,s and repass from Quebec to the most ""'^I^J ;•=.:," 'navigation w. would beg leave to .u«e.t th. gr.^
,n taking a nearer view of the objects of 'H.-. contemph, U .^^^^^^^^^^^ ^^ ^^^^^^^ „^ ^„^ .^^. ,,„ „.^„,„ ^
propriety of making a canal for steamboat navigation, for ''^^^^^^^I^Jm^* i» commercial economy.
Lrried on. Safety and expedi.ioi. in the transit „f good, "'^I'^^ir^^r^^r.^ through the canal at the ..veral rapids, tt.,
Steamboats will thereforo always have a decided -""""'"^ -^*"'" '"^"J^ 'either towing path nor an, other extra e.penc.
. .iU seektheirway up the channel of the rwerwitho^^^^^^ ^„., ,„ .„e of contrary winds .r
lUk^^aas alnnn*
to iit»»Ui mnn Ga ;hcJr p:t^?:i5e>if- ^
elm weather be unavolds^ detained or depend upon '""'"f • ,h, b«,k,. th. whole course of the river. A ch«io.l
,„ tlus case a towing path «^ bridge, would require .0 ^e --'="- "P^- ^ ; .„,„^,.„,.ble difficult, would present it-
wonld also have to b« cut through Shoal, in many places ° ^/f" ' fJ^^^J^^fc. Up,„, .,„ie«.nt..
f, boot, though in a Isis degree.
A canni upon Ihr jcile r»comm»n.l«d noM .iNo be of credit nHr.mU'O to the liimber (r^.lo, by miklna; the locki 10 I'eef wide nl
profH«e.l, r.fn A-c. of the ordinnry „it miglit puH through with eatc ^ »afrty, nroidii.g Ihe expence of |.ilots ao well u« the daofer
is runninK oirr llie riipidt.
It bill! hiibTlo been argued thsl •Inimbonl^ lire irjnriou' locBnnlt "i"' »i»>\M therefore nol be admitted, but the fHllicy of this nr-
giimetitwe belierc hns been fuli> dcraonstr.iled in li.irope. At nil cienH »c fee» canv,.-":cil that it cuo only apply to canalj.f tmitl
dimension'. *
IUtIiii; liorn pnrlinilirly <lirr<tpdlo o«.crl.iin tlio situation of the dianncl on the north aide of nnrnhart'ii Island, we devotei' lome
time to (hat piirpoto ; linding liowprrr upon due euaminaliuii Hint all inJiMvours to rcniier that channel praclic.iblr' for thf Iramp^irta-
lion of lumber and other produce from the upper roiiniry mn-l iiltiniatclji prove abortive. There being iiu possibility of appro; chini;
it with iafi-lv in dejcendinj; the river on account of il< immediate coiimJi"" "itii (lie priiK.ipal rapid of the Long Sault, where no vessel!
or rafis can ever altrmpt to descend.
The channel along the North side of the i-l,ind is much coiitficttJ and very shoal, without water sufTicienl to float a loaded boat of
the ordinary nize. But inasmuch as it is not capahli- of access at the head, wc abandoned all ideas of milting improvemunts oil any
other part of that channel, besiiles It minlil prob.ibly br ipiestioned whtllii'r we have the ri»;ht of such improvement since itcannot be
done willioiit interfcriip,' Hilh the island, which is unfortunately clainicil hv anulher sovcrnmcnt.
Ily advcrtlns to llin estimates it will be "cen that from Mille Koclio a little above tlic foiiflieneo of the two streams that fiim
.Sheck's Island, wc propose to construct a wafle weir across the norlli Ijranch in order to raise a sulBcient depth of water and eutiiely
abandon the river to Cornwall bay, nhi re our line of Canal terminate'. The navipition to the foot of Uarnhart's Island being almost
cxcluslvelv cl.umed by the .Slate of .Sew Yor!>, ami the ri'mainim; par! to Cornwall heinij obstructed by shoals and rapids, we dcMned
it ineipedicnl to attempt any improvement in the natnr.il stream, hat mtikc' an entire canal oo our own shore fur whieh the tituatiou ii
well adapted,
li is highly Eratifyingto us to be eniMod to slate for the informalimi of your E<rellency and others, that the natural advantages for
the iinprnenicnt of the n ivi^alion of the river Si. I,iwrenci', arc sucli in ;;cncrd as fir exceed our most san.nine anticipati ni.
The Lon; .Sault, which has been thoni.'lil an almost iiisuiinoiintabic barrier in the navijjalion, possesses uncommon facilities forcinal
operations. The only place on Iho whole route that will be attended nith any particular inconvenience is at the rapid Plat, the lands
ndjarcnt to the river lie very high and will cause some deep excavlion ivhiih it is impossible to avoid.
It has been siiggesled that the nav gallon of the river St. I.iwrence might lie sulficiently improved by deepaninj the n-itural bed,
constructing locks, 4-c and supersede the receipts and expence of canals. We feel conscious however from actual survey and due
reflection that such i pinions could only ori!;in,ilP with piTsoin who have not propeily examined the nature of the different 'ituations oi
.it least, they cannot be fully aware of the expence and inconvenience ll: 't must naturally attend an attempt to effect a channel capa-
ble cf passing vessels down those rapids " here the woik would be constantly exposed to interruptions by the water. Partial improve-
ments can probably he made that would materially assist Ihe passage of boats ; but the only effectual method of makin; a safe channel
for vessels of bnideo is to cut canals where Ihe river cannot interfere. It will be seen however that we propose to adopt the natural
channel where it appe.irs practicable. 'I he distance from Johnstown to Cornwall by the river is about 47 miles and the total fali ninety
live feet. It may not be unworthy of rmark that 13 miloi of cxcaratlon and eleven locks averaging six feet liaS is all that will be re-
quired, (having neither aqueduct or culvert) to effect a complete line of navigation, the whole of the above distance. All the rapids
above the Long Sault are practicable in going down. vosscN will of course prefer the niliiril channel being more eipeditious and les!
expensive, ll is those ascending only, that will require the cnanl which allows us to contract the width of those placi « and greatly re-
duce ihe expence.
It would lie impossible for us at this moment to anticipate the innumerable advantages that must n.iturally result from an enter-
prise like this; neither do »c consider it necessary to point out thamportance of opening such a line of communication furadvancini
the prosperity of this couiurj ; for if wolooli bwli to Europe and wen to the state of New York we see the f.ict filly dt'm >ni>trated.
With such salutary examples bcfwre us, it is to be hoped, »*«m A«ry indivliluul Ac<)<iniiite<i wiili ilic jeograpliy of our couniry, and
the advantapes which the hand of nature has .so liberally bestowed upon us, is fully convinced of the profits it would secure to the
trade of these Colonies. Wc shall therefore only attempt to p. lot j Ht a few leading facts immediately connected with our commercial
interest. '
The St. Lawrence being the shortest and most direct line of communication with the Atlantic, will, by removiog a few Dataral ob~
• itructions, ever be the highway for commerce notwithstanding improvements in any other quarter.
The Rideau Canal, if carried into i ffect upon the plan suggested, will be a most stupendous work, and will in lime of war be ni
infinite importance to the security of this Province j being in the interior it will form a safe depot and open an independent line f
eomirnnicalion through the country completely out of reach of the enemy. It will not only be emineotly useful in n m litary point
of view, bnl it will also open an outlet to a large extent of fertile conntry hitherto nearly excluded the market, and materially facil-
itate the transport of lumber from immense forests, now one of the chief sources of tnidc. Besides, if accomplished by the Imnerinl
Government, (witlrul !^e md ol 'he I'fovincial lund) o« at present contemplated, it will cause a large amount of capital to be brought
into and expended in the Colonies which will render it the more desirable. But as it respects our commercial interest in cen " 1
the St. Lawrence is an object of primary importance, and which should naturally first occupy the attention of uor Legislature as the
particular object in rxpendii.g nieiify on canals is to lacilii«te and expedite the trunsportaiion oi" our commodities to market.' No
route, we believe, possesses equal natuial advantages with the one now in contempl.iiiun ; being the shortest it will alw-
enable forwarding merchants to transport toods mu>h cheaper and qnirkcr than by any other line, and it is reasonable tosuppo-e
thatrommerce will find its way by the shortest and cheape-t route.
Another important advantage worthy of notice in this work is, the many valuable sites that wilt I e obtained for mills and machine
ry, as there is not a durable slieam of watei from Kingston to Lower tanada on our side, except the Gananoque, capable of tupninc
mills for manufticluring Ihe quantity of flour necessary for home censi.r ption. nn inconvenience severely felt by the inhabitants of a
large tract of countrj which, for the ffowlh of wheat, is not surpassed b> any other pint of the Province. Among the few mills oc-
easionally in operation, not one of them save on the stream above alluded to) is capable ol making good merchantable flour for ma'-
kel, and owi»g to the fluctuations of the water in Ihe ri»er during the summer, and Ihe accumulation of of ice in the winter, they
become so limited in their operations that farmers arc frequently compelled to go from -10 to 60 miles and cross into the United Mate's
to get grinding done, and then (unless they smuggle) their grain is subject to duty in crossing the lines.
Mills and machinery, to any necessary e^tcnt. may be erected at Mill Roche, Cornwall, and at the foot of most Rapids »vhere the
canal will descend by means of Lo. ks, and where there will be an inexhaustibie supply of water at all seasons complete'y at com
aiand without materially interfering with the navigation.
This, among many others, is an object that will not be the least to stimulate the trade and agriculture of this rising Colony.
Our present shackledjnodo of conveyance up the St Liwrence ciu'sos a very serious impeilimcnt
portion of the commerce of Upper Canada must necessarily seek a vent the ^air. way, which will cause a
constantclrainof money from this province to (he U, S. and entourage smuggling (which no restrictions
can ever entirely tsuppreBs') to the injury of our revenue.
W. hAT« not been enabled to collect tU the neeewary .nformM.on m orJer to cnler .n»o a minutr dc'
.. u !lr..r«rive ^vMtaitwi that an iraproveU lino of naviRnlion would pro<Iure. It apponrn how-
*"' 'Tw'':!h^oS Prke S t^sportation from Mo..treal to I're.cot.. a .li.tanco of 135 m.le. .« 4. pjer
*T *^? JLJ^^ Xace o Cfe or Niagara. aboW 25 ) miicH. the price i. >. per cwl. or £2 per ton, by
''t K if lir.DM«rThS owiM »o Ihe imperfrel state of the navigalio... one to., of good. co«tH «, mncl. ...
'^ ^iiJn fi^'MontrTarto Ae«JoltMlVree tons and three qnarien. from the latter p ace un. ndvert.ng
.'ImSTi^heTfferSJirof ha.ard delay a.i.i wear nnH
•"' ^^.'^rrnit i';rJ2iororthc ^tt: r!±it"on the Erie Canal, but are informed that .he averngo
^ ^ fll ^iL^iHUm M uer mile; at which ralM 1 W mile., the di.tance from Mo-.troal to f rescott,a
cortoTatoD °f 8^* "*'^"' ^ noTpay £4 mal.i..g a difference of £vi 6 :» on every ton
TtlTatSS^cr A ?^of loS- f om^New YoTk to NiS/ara coatn fl From Montreal iu the event o an
in tftat aisiance. n. '"■.'"*,. „ , „„,,,i ,• . i-* n Ip.rinir a balance n favour of Montreal, innrkrt, ot
i':%%*t?v?;r aLTtS^ttm^be.^^^^ the -hole distance to PVe^o.t
io^k-ErieHmal, but the probability is that the eipence would be co.,«iderably d.m.nished to ll^ lat-
"r^laSJ^^olU^ouWonlybe^d.mand the rapids whereas c. the Er.e Canal
1*7% Si the whole diatMce, which must give us an advantage in the "P^^thi iKd Int^ea to be
Should thei« be any persons, leas Banguitie than we are, wl.o st.ll doubt whether the ndvantages to i^
deriv.d^om thTean.1 would warrant the undertaking, we would be^ leave to refer such to the very able
letir written by John MacBulay, Esq. President of the late CommisMonera of internal nay.gat.on, and
luSS to dfei Jeport of th/isthVebruary 1825. B, whieh it will be fe^n that from »"« ;»™« '"t*^
knowKSe and actiTeVeKarche. he has proved beyond .doubt, that a can.l by the Rideau, would not on-
ly pay tfe interest on Ihe capita' expended, but yield an annual revenue.
' *^5 he line of intercourse down iVe St. Lawrence being 54 miles shorteT. and ^'^''^''^^^IJ^^^.J^^f^J^'
lese loekaje, (one of «he chief source, of expence on canals) beaides many other superior natu.^1 adrnntage«-
SiiSw^Ts coLnand a greater proportion of transit, and will consequenUy be more productive.
AU which is humbly rabmittcd, ,
(Sigii»d) g^jj,jjj.j^ CLOWES,
Principal Engineer.
ff"^
(Signed)
rodfe, IM Dmmber, ief6.
GEORGE RYKERT,
A*tii>Umt Enginerr.
M*
warn
t«d«ltiM OAm of Ih* Cahmi*! AdvMBto,
By OfdM of tiM BouM of A—mMy.
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