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'.fe®f«n .j^- ■i!^iMWm r-^m't^ri ■«l\i* ' :j^ f *. f *' .•*. >mm' -Vf!^-iR- K,. 6>-v^: ^UMiiii^^i ^^^^ , "fflV .WJ.'- ■tfV EETUEN To AN Adduess from the Legislative Assembly of the 28th ultimo. For copy of Mr. Jarvis' report relative to the sur- vey of the proposed Caughnawaga Canal, and the amount of the cost of such survey as submitted by the said Engineer (Mr. Jarvis,) By Command, GEO. E. CARTIER, Secretary. Secretary's Office, Quebec, 20th March, 1855. Copy of a Report of a Committee of the Honorable the Executive Council, dated IHlh Ortober, 1854, approved by His Excellency the Governor General in Council on the same day. On the report of the Chief Commissioner of Public Works, stating that several Petitions to yonr Excellency from various localities in Upper and Lower Canada, for the construction of a Canal to connect the St. Lawrence with Lake Champlain, have been referred to his Department, that the Legislative Assembly also by its resolution of the 6th of April, 18.53, called your Excellency's attention to the subject, that the petition from the Montreal Board of Trade, also referred to that Department, reijuests that a survey be made by Government of a convenient site for the ('anal in question at such a place that vessels going to or coming from sea may navigate through the St. Lawrence and such Canal to Lake Champlain, that he has carefully perused these Petitions and Resolution, and also the papers relating to the matter of record in his office ; that a survey was made in 1847, at the request of certain individuals who contemplated to construct the Canal as a private enterprize, and that such survey was confined to a par- ticular line with its terminus at Caughnawaga, above Montreal, so as to be within the locality these persons had in view ; that he is of opinion, considering the great importance of the subject, that a new survey should be made without delay by competent engineers, who should report as to the most convenient site for the said Canal; and the probable cost thereof; and requesting that authority may be given to the Commissioners of Public Works to have the sur- vey eflected. The Committee recommend that authority be given to the Commissioners of Public Works to cause a survey to be made for the purpose of ascertaining tha most eligible and convenient route for a Canal, from some point on the St. Law rence to Lake Champlain. Certified. (Signed,) To the Honorable The Commissioner of Public Works, &c., &c., &c. ^1976 W. H. LEE, C 111. C ■-•-. a[ :^C.i '. , 1. -. ',:;iif 'M w INSTRUCTIONS FOll J. B. JARVIS. PuBMC Works, Quebec, 12ih August, 1854. Sir., — As yon have been pleased to signify your willingness to iiiidrrlakc the dulies conncctrd with the location of the contemplated line of Canal between the River St. Lawrence and Lake Cliamplain, in the performance; of which the Commisi»ort of this Depart- ment to the Legislature for the year 1852, in pages 32 to 38. A copy of this Report is herewith transmitted. By reference to it you will perceive that tin? objects aimed at are : — To complete the chain of Canals already in use, and to render them profit- able as well as a convenience to the Province. To enable our Canals to compete successfully with the Erie Canals, and the Railways on tiie south Ijank of the St. Lawrence, in the transport of property to and fioni the Atlantic Seaboard in the United States, and willi the Western Slates and ('anada. To fuinish a cheaper, quicker, (and from reduced transhipments) a more desirable roiile to the great trade which passes between tide water in the Hudson lliver, the Railways in New Englantl and the City of New York on the one hand, and the Western States and Canada on the other; and thus to bring traffie and tolls to the St. Lawrence Canals, which, by the competition of the Oswego and Erie Canals, and the Ogdensburg and other Railways, and the want of an ellicient connection between them and Lake Champlain, obtain scarcely any of the transit trade between the Atlantic and the Western States or Ca- nada. To enhance the value of one of our great staple exports (lumber,) by furnish- ing a direct, cheap, and capacious connection between the great lumbering dis- tricts ol the Ottawa, the Upper and Lower St. Lawrence, and the greatest lum- ber mart in the world, that of Albany and Troy. By connecting Lake Champlain with the St. Lawrence upon an efficient scale, to open the districts upon that Lake to the sea, via Quebec, and afford them a shorter and cheaper route for imports of coal, iron, salt, fish, oil, &c., which articles can be had down at Quebec at cheaper rates than at any other American port, in consequence of the larger amount of tonnage entering inwards in ballast. Such were some of the principle objects considered attainable by the eon- •ertruction of this work, in 1852, when the Report alluded to was written, but the Commissioners are of opinion that the altered circumstances under which the Province will be placed by the passing of the Reciprocity Act, and the opening of the River St. Lawrence to our American neighbors, afford increased and strong grounds for belief in the great importance of this work for the develope- ment of the resources of the country. Your vifws upon the points embraced in the foregoing are particularly re- quested, especially with respect to the trade of the Great West, its channels, whe- ther ill use or in course of construction, the changes that are likely to take place in a great p(»rlion of it, as regards its transport eastward by the Lakes and Rivera, instead of down the Mississippi, upon the completion of the several lines of na- yigation and railways leading from the interior to those Lakes ; and the probable li ■ .pi 1 J. '. .;. - :?!■ llj,U,:;' ■J i proporlion of it which may be inducod down tlic proposed canal, for the supply of \hv Eastern Slate.-*, the West lii'lies, &c. Your opinion also us to how far such trade may be interfered witli, or com- petition formed l)y the several lines of Railway North and South of the Lakes and Kiver now made, or in course of construction, will also be considered va- luable, not only from your intimate knowledge of that trade and section of coun- try, but as President of an important Railway there. The next point on which your well-considered opinion is requested is the ueneral location of the line, and particularly its terminus on the St. Lawrence. Upon this much di/li:;rence of opinion exists, traceable, in a great measure, to the ■separate or local interests of the several sections of the Province. As the Commissioners desire that this question shall be decided unbiasedly, and solely upon grounds connected with the accommodation and facdities for the contemplated trade, together with the engineering dilficultics or otherwise, which may be foimd to exist: it is well merely to slate that some advocate the line to start from Sane Point, on the Beaulmrnois Canal, thereby, as they suppose, • ':m\VMU T t\ ■n'ilU. Statemf-nt shewing llio cost of a Survey (or a Canal 1o connect the Rivi>r St« Lawrence will) Lake Champlain: Amounts paid Sumucl Gamble, an Engineer, 221 daysaSOj* '. £331 10 Travelling expenses, 19 17 S ■i H M If «i • «« » »♦' M H < if ^^ ~ ic t « M «( »( (( «( «< «'( t( u H U »* " Wm.D.Jarvis, leveller, 199days« 15». 141) 5 Travelling expenses, 19 18 4 ** W. G. Pemberton, assistant Jevdier, 181 days o 129. 6d 113 2 6 Travelling expenses, 10 9 6 " E. E. Lindsay, Compass Man and Rod-man, 181 days a 12s. Gd 113 2 Travelling expenses, 9 19 11 *' G. Bathgate, Rod-man, 179 days a i2». 6d Ill 17 6 Travelling ex peDse.% 5 8 11 ** W. V. Graddon, Surveyor, 142 daysa 20s 142 Travelling expenses, , , 11 2 11 " Andrew Hickory, Axe-man, lOJ days, a 7*. Cd. •' Peter Hondit, " 131 " a 7». 6d. « Michel Kelly •• 128 " Thomas Slapleton, '* 96 " James Eell, '» 80 «* Samuel Bell, *• 86 " Wm. Smith, «• 6 " Robert Chaloux, " 9 « B.Tremblay, " 37 »' Henry Phillip?, " 49 " J. Frechette, *♦ 30 « Louis Dubois, <♦ 26 " M. Malarky, " 25 « J. Chaloux, ♦♦ 2 " A. Boivin, ♦* 3 " D. Leger, « 1 " Amable Boivin, " 5 " J. Sansoucie, ** 1 " An Indian, ** 2 " Canoe and Indians, , " A. Duvergier, Axeman, 5 days « 10s. « Fs. Chaloux, " 6 " « 7s. 6d. " Albert Rounds, Horses and Waggons, " F. Monett, do " M. Riley, do " E. H. Tracey, Stationery, &c., " Thomas Hewitt, do , " Rent for two Rooms lor Offices, *' Sundry ersons for Stationery, Tools, Maps, Flag, Poles, Drawing Board, &c... ., t( It (t t( (( t( (( it u n %t i( (( (( u a it a 7». 6d. a 7s. 6d. a 7s. 6d. a 7s. 6d. a 7s. 6d. a 7s, 6d, a Is. 6d. a 6s. 3d, a 6s. 3d. a Cs. 3d. a 7s. 6d. a 6s. 3d. a 7s. 6d. a 7s. 6d. a 78. 6d. a 7s. 6d. o 7s. 6d. a 7s. 6d. 351 7 S 169 3 4 123 12 123 2 & in 6 5 153 2 11 3 18 9 49 2 6 48 36 30 32 5 1 17 3 7 11 11 15 6 9 7 9 15 O 7 16 3 15 12 6 7 1 17 7 15 1 12 6 2 10 2 5 87 10 4 15 10 18 9 27 8 9| 1 8 1 15 6 6 3 3 6 6 6 6 70 17 7i i f £1516 12 7 Amount of Accounts received but not yet paid. John B. Jarvis, Professional Services as Civil ) „-,»-. „ « Engineer i 2500 E. H. Tracey, Engineer in charge of Survey, 1 Q^J^ ^ ^ Six months at £150 per month, / "^ " " " Hotel and Travelling Expenses, 139 15 ,- >> / I - 3530 15 £5056 7 7 MoNTRKAL, 13th February, 1855. To J. B. Jarvis, Civil Engineer. I Sib, — In accordance with your letter of instructions, dated 16lh August, 1854, 1 came to this Cily, and delivered the letter of introduction you furnished me with, to the Hon. II. H, Killaly, who immediately furnished me wllii a party of assistants. And 1 proceeded at once to make tlie necessary examinations, and surveys, to make an estimate of tlie cost of building a Ship Canal to con- nect the navigable waters of Lake Champlain, with the River St. Lawrence. I have made a careful examination of the several lines reported upon ; they have been examined witn reference to the kind of material to be excavated (by sinking test pits) as well as the quantities that would have to be moved in building the work. It is probable that the entire amount of the different kinds of work, on either of the lines, will not vary much, from those given in the estimate. The estimates have been made for a Canal with 80 feet of width at bottom, slopes of two horizontal, to one vertical, with banks, sixteen feet high, and cal- culated in ordinary times, for eleven feet depth of water, and during the seasons when there may be unusal high water in the St. Lawrence, and the Lakes, to bo used with twelve feet of water. The Locks to be 230 feet long, on the clear between the gates, and 36 feet wide, with one foot less depth of water on the Mitre Sills than there is depth of water in the Canal. The Aqueducts and Culverts are all of sufficient dimensions to allow tijie Canal of the full size to pass over them. The masonry in the Locks, Aqueducts, and Culverts, is estimated for on the supposition that it is to be of the first quality ; stone masonry laid through- out in Hydraulic cement mortar; the face stones in the locks to be cut so as to lay to one-fourth of an inch join ; tthe backing to be rubble work. The Aqueducts to be rubble masonry, piers and abutments with wooden trunk. Tt is expected that the masonry of the piers and abutments will be made of large stone, laid in courses, through it is not intended that every stone shall fill the full depth of the course in which it is laid, but that the course may be made of one oi- two stones in depth. The masonry of the Culverts to be rubble, except the bottoms and wir^g walls ; the bottom arch to be of cut stone, founded on concrete masonry ; the Wing wall to be laid dry. The estimated price for lock walls is $8 per cubic yard ; Aqueduct masonry !i^7 per cubic yard ; Culvert masonry, ^10 per cubic yard ; Concrete in foundation,^ 50c. per cubic yard. Dry wall in wings of Culverts, $2 50c per cubic yard. The price for Culvert masonry is high, in consequence of its being necessary to put in concrete foundations, and a cut stone arch in the bottom, as nearly all the streams that they are intended to pass, are entirely dry during a great part of the summer. M The first line estimatotl on, i.^ by the way of iho Chambly ('nnal ami River Riclielit'U. TlH're are several bars in the river belwceri House Point and St. John.'!, which will have to be dredged, to give a uniform depth of ten feet ol water during the low !«tugea in the Summer and fall. In the aggn-gale these will not amount to more than (2^) two and one-fourth miles in length, and arc of a soft nmlerial, that may be easily dredged. At St. Johns it will be necessary to build a new Pier, to make a proper har- bour for vessels, and for the reconstruction of rafts going South. It is jjroposed to build a new Guard Lock to the east of the present one, at about the same point . on the River, and retain the present one as a sluice to pass water into the new Canal, and to enlarge the present Canal, from the Guard Lock to the head of lock No. 2. For a great j)arlof this distance, the present Canal is built in the lliver. It is proposed to enlarge that portion of it along the river, by building a bank in the outside of the present tow-])atli, except at some points where it may be necessary to cut into the points, to procure nv.terial, and to preserve a good line. The present Canal is made for the most of the distance, o])positc the Tslaiul of St. Thcre-se, by using the West chaimel of the river. The estnnatcs are based on the supposition, that this channel will be used to the end of the Island, and the Canal continued in the River below it for 3800 feet lineal, by constructing a new bank for that distance, from this point, it is intended to cut a new Canal for 2000 feet, joining the present Canal at the waste weir, just south of Halt's Mills; by this arrangement the river or wide reach will be extended for a!)out a mile further than it is now used. The bottom of that part of the river which woidd be brought into use by this extension, is lower than the bottom line of the Canal, so that no exca- vations would be needed to get the proper depth of water in the Canal. Where the banks of the enlarged Canal will have to be made in the river, pro- vision has been made in the estimate f<>r substantial retainin": wall, and at tliose places where the water is deep, the estimate provides for crib work to found the wall upon. From Lock No. 2, to Chambly basin, I have made an estimate for an entire new Canal, to be located on the west side of the present Canal, keeping close to it, until it conies near Chambly, where it will curve into the basin at the south »ide of the present Locks, coming as close as possible to them. It is intended to make the same number of Locks, and of the same lift as those now in use ; by this arrangement the Canal can be enlarged, and brought into use, withotit interfering with the navigation of the present Canal. The Locks on the present Canal will be valuable as sluices for the enlargement. From soundings that I have had made in the river below Chambly, it ih evident, ' that by raising the Dam at St. Ours four feet, it will give ten feet of water at all points on the river, during the dric^st times. For nearly the whole length of the river, the water is of a much greater depth. The bars which form the present shoals, are of a material which might be dredged, but it is probably cheaper to raise "the dam, than to improve the navigation by dredging, and the estimates have been prepared with this view. The second line estimated on, is from St. Johns to Longueiul. The line will follow over the same ground that would be occupied by the Chambly enlarge- ment for 8| miles from St. Johns. It then bears off to the west at the foot of the high ground or hill, known as the " Grand Coteau,'' and follows the foot of that high ground, until the line crosses the Little Montreal Kiver, at wdiich point it (urns to the north and runs in a line almost straight to Longueiul, terminating iti the St. Lawrence at the west side of the dep6t of the Grand Trunk Railroad Company. Immediately nfter leaving the Chambly Canal, a little heavy cutting occurs for a few hundred feet. After passing this cut to the Little Montreal River, a distance of about five miles, the country is favourable for a wide Canal, and it Mil I a would 0(1(1 hut llltlf to the oxponse, to make it from 150 to 200 feet wido. After passiri<» llu« Litilo M()nlrf>.»l Uivcr, low gronnd is cncouiilcrcd for nhoiil 2J inilen, and MS i|i(> work will he priiicipiiily oinbaiikiricnt, it will bi* ns (;lii;;i|) to mnko the Ciiiiiil from two to three hundred feet wide, as of any narrower width, beyond this tin; cutting is more than enough to make tin; banks. It would materially increase iIk; expense to make a ehaimel of more than the ordinar «ize. A considerable rock cutting is found oii the north end of this line, whic cannot be avoided I had examinations made to find a shorter line, but was entirely imsuecessfnl. The third line estimated on is from St. Johns to Caughnnwaga, with the Champlain level as a summit. This line will follow over the same gronnd that would be occupied by the Longueiul Canal, until it crosses the Lillle Montreal River, and from tiiere continues on at the foot of the hill, which, with a few breaks (extends to ( aughiiawaga, Tfiere are few places where lusivy (iiilting is (•ncountered for short distances, but the greater part ol the way, a (Janal 150 to 200 (eet wide might be made as cheap as a narrow one. The St. Lawrence near Oaughnawaga has many bars and shoals in it, no practicable place could be found to terminate the Canal until afier pissing more than H miles to the west of the Village, at this place there is a broad, deep channel, extending across the whole river, having its other teruiinus al the head of the liachine Canal. In sounding the river, no place was found in this channel between the South Shore and the Steamboat Channel with less than fifteen feet of water. 1 have sounded the river with great care, with a view of getting a terminus further east, and am satisfied that there is no safe place between this point and the Latrhine rapids, to make a safe Terminus. There is but little heavy work at any point on this line. The materials are all of a good quality for budding a Canal. The line, after leaving the Chambly Canal, is very straight, though it forms quite a circuit to get round the north-east point of the "Grand C6leau." The Fourth Line estimated upon is in almost a direct line from St. Johns to Caughnawaga. It commences just north of the Barracks at St. Johns crossing the Railroad at the south of the passenger dep6t, it then follows al the west side of the Railroad, and parallel to it for three miles, where it bears off in a westerly direction in almost a straight line, to within four miles of its terminus at the St. Lawrence, at this point it takes a more northerly direction, and runs in a direct line to the St. Lawrence, terminating at the same place thai was selected for the Champlain level to terminate. By this line it will be necessar} to ascend three locks to the summit. These locks will all be within two miles of St. Johns. The descent is by five locks which are all within four miles of the St. Lawrence. All the locks are of 12J feet lift each. The short levels arc all long enough to make good reaches for navigation. The summit on this line will have to be supplied by a feeder from the St. Lawrence, taken from some point further west. In accordance with your in- structions, I have made an estimate for the feeder, to be the same size as the Canal, and to be navigable, and also another estimate for a feeder of smaller dimensions, intended only to be of sufiicenl size, to supply the Canal with water. The Country from St. Johns to Caughnawaga and Beauharnois on this route, is of a very favorable character to build a Canal in. The excavation will generally be easy, and the material good for water tight works. The only place that Rock will be found in the excavation of this line of Canal, is near Caughnawaga, and there is but a small quantity at that place, no Rock will be found in the excavation for the feeder. This lino of Canal and navigable feeder might be made wider than the regu- lar size, for a great part of their length without increasing the expense. In some places it will necessary to increase the width, to get the materials for the banks. For a large part of the distance it can be made 200 to 250 feet wide, as cheap as any less width. For the cost of the different lines, I would refer to the accompanying esti- mates, and for a more correct knowledge of the differentes routes, to the accom- panying Maps. I have been aided in this survey by the following assistant?, Messrs. Samuel Gamble, Wihiam D. Jarvis, William G. Pemberlon, George E. Lindsay, George Bathgate, and W. U. Graddon, who have conducted their several duties with a highly commendable intelligence, industry and fidelity. ; . . I " -r*) V i: r^j v' • < . Respectfully yours .,.' I . '■' (Signed,) EDW. H. TRACY. Civil Engineer. Estimate of cost of the proposed St. Lawrence and Champlain Canal. First, — By enlarging Chambly Canal, and improving the navigation of the River Sorel. . . . , Dredging bars in River ' ■ •■''/' between Rouse's Point ' and St Johns 1 40,000 cbc. yds. a 25 c. $35,000 New Pier at St. John 60,000 'i Excavation of earth 1,786,000 " o 30 c. 535,800 ' " " 470,000 " a 20 c. 94,000 ';' ""Rock 107,000 " ft $1 25 c. 133,750 '':«'- " " 112,000 " rt75c. 84,000 ■ ;' V River Wall 32,000 " o$100 32,000 " " 25,600 « o$l50 38,400 ^ V Stone filling 14,600 *' a 75 c. 10,950 ' " Crib Work 1,105,000 cubic feet a 4 c. 44,200 Clearing out River Reach and building ne V Tow ' • ' ' ' Path .. 13,600 lin. feet a $1,00 13,600 New Road 2 miles a$l,000 2,000 Two Sto^e Culverts r.... 12,100 One Waste Weir 5,000 Seven Draw Bridges 7 a$3,000 21,000 Lockage 73 feet « $5,000 365,000 One Guard Lock 40,000 ' • ' Pier at Chambly 5,000 ' ' Stone Protection Wall in- ; i side of Canal 11.8 miles o20,000 236,000 ; '; Raising St. Ours Dam 4 ft. & Lengthening Lock *' ki 'm. . 75,000 1,832,800 And for contingencies and "Jf. « " 222,000 " a 100c. 222,000 :, , . , . ., " " 112,000 " a ToQ. 84,000 '" River Wall 32,000 " a 100c. 82,000 10,000 " a 100c. 10,000 " 25,600 « a 150c. 88,400 10 i! " 2,700 « fl 2 00c. Stone filling 14,600 « a 76c. Crib Work 1,105,000 cubic ft. a 4c. CJlearinjr out River Reach and building New Tow- path 13,600 lineal ft. a 1 00c. New Road 2 miles a$l,000 Waste Weir Two Sluices round Locks.. 2 feet a 5,000 Nine Culverts * . - .T Montreal River Aqueduct. * " ', ' ^„ St. phiiiippe " ' ' ' ''"';';. LaTortue « ' ■' , ' V"','''' St. Pierre " ' ■' ^ '■., ' . Guard Lock Lockage 25 feet a 6,000 Two Sluices 2 " a 6,000 Two Rail Road Bridges... 2 " a /),000 Twenty-one Road Bridges 21 " a 3,000 Pier at Cauu,hna\vau;a Altering Rail Road ' ' . Stone Protection Wall in- side of Canal 34.46 miles o 20,000 Add for Contingencies and Engineering leu per cent. " '' ■ ' ' 5,400 10,050 44,200 13,600 2,000 5,000 10,000 62,500 39,000 21,000 86,000 21,000 40,000 125,000 10,000 10,000 63.000 50,000 25,000 689,200 V ••?">* it ! 'Wi $3,369,300 336,930 Total cost $3,706,230 Fourth. — By hnilding a drnal from St. Johns to Ganghniwaga on a direct line,, with a navigable feeder from the Beauharnois Canal. Dredging bars in River be- " tween Rouse's Point and t St. Johns 140,000 cubic yards, a 25c. $ 35,000 New Pier at St. Johns... 20.000 ^ Excavation ol earth... ... 1,700,000 '' a 25c. 425,000 «♦ " 3,950,000 " a 20c. 790,000 " rock 60,000 " ap 50 000 Montreal River Aqueduct 39,000 '' ' ^ St. Phillipe, " •, : 21,000 ■ '• La Tortue, « 36,000 , St. Pierre, « 21,000 V^ ' " • Ten Culverts, " 85,000 , ' ' "' Lockage, 100 feet a $ 5,000 500,000 ' ' . ' , Sluices, 8 ^' a 5,000 40.000 '' '. Two Railroad Uiidges 2 a 5,000 ' ' 10,000 .' ' ^ Twenty -five Road Bridges. 25 a 3,000 " 75,000 Protecting wall inside of Canal 25.57mileso 20,000 611,400 -:/ Pier at Cauglinawaga 60,000 , .. ,J,,, ., ■ $2,708,400 Add for Contingencies and "^ ' Eiigineering, ten per cent, ' ^ ' .'.,,. ••••■•• 270,840 Total cost without Feeder, $ 2,979,240 .WM 11 ■1 iU"i :>i" :■ 300,300 336,930 :,706,230 ircct line. ■^V'l . t* !,708,400 270,840 ,979,240 11 NAVIGABLE FEEDER. fVom Beauharnois Canal. Excavation of earth 790,000 cubic yards, a 25c. 197,500 " " 1,951,000 " a 20c. 390,200 Chaleauguay Aqueduct... 125,000 60,000 45,000 a 3000 30,000 a 20000 323,800 .\- • ' t • ■ St. Louis, " Culverts Ten road Bridges Stone Protection wall in- gide of Canal Add for rontingcncies and Engineering, ten per cent. 10 . 10 16.19 miles •h>K: J•.■'.VvV.. Cost of line without Feeder, , , . Total cost, ■;^/' ,;■:■ 1,171,500 117,150 1,288,650 2,979,240 % 4,267,890 ■ i,.i I. >■ Fifth. — By building a Canal from St. Johns to Caughnavmga on a direct line with a feeder from the Beauharnois Canal that is not navigable. Feeder from Beauharnois Canal not navigable. • ' • 1,951,000 Chateaugauy Acqueduei... St. Louis " ' vri.; Culverts " (( Ten road Bridges. 10 10 Total as in last account, Say for f.eder not naviga- ble, cost one -third of the above or Add ten ptr cent as before Total cost, ; . ■ t ^ T f : ." ; . 2,979,240 Is, a 25c 197,500 a 20c $390,200 125,000 , ..:^- ;■ ; 60,000 45,000 1 30,000 '' ' • ■ .;*> ■) ■ ' ■• — ; ,' *■ :».• 'm'^ n $ 847,700 . :,.:ji ■«* :■■ . ',': ..r'l." Uj) '^t'i ,.ti'.(» X.'^- n; 280,000 r. /' 28,000 308,000 .7 . =• $3,287,240 ..r 'v^-Ti'.i " *■'■: ';-'.„«4»'! '■ Sixth. — Byf/uilling a Canal from St. Johns to Beauharnois on a direct line with' out branch to Cavghnawaga. Dredging burs m lliver be- ,, . twcen St. Johns and Rouse's Point 140,000 cubic yards, a 25c. $35,000 •*di ii'iv' r-u'f-. «U H" A v* junt^i. i' i I ! : ■• y < i as 1?, To the Tlonorobk the Commissioners of Public Works for the Canadian Government. Gentlemen, — By your instructions dated August 12th, 1854, I am called upon to make examinations and report on a proposed Canal to conned the St. Lawrence River with Lulte Champlain ; and also, on questions of trade, and engineering on this and works in connection that will be involved with this enter- prize. The general practicabiliiy of the work is not questioned, and as several matters relating to the proposed Canal will materially depend on the views that may be taken of its connections, it has appeared proper to discuss them in the first place. The lleport of your Board referred to in your instructions has been carefully considered, and you will judge of its influence on my mind, by observing the tenor of this communication. It is proposed to consider the several matters embraced in your instructions in the following order: 1st. Tlie Western Trade, and the influence of Railways on the same. Sncl. The competition the Canada improvement must experience for the Western Trade. 3rd. The dimensions of Canal and Locks, best adapted for the navigation. 4th. The Lumber and other Canadian trade. 6th. The question of tonnage and revenue. 6th. A description of the several routes for the proposed Canal, wilhapproxi- .Qiate estimates of cost. 7lh. The advantages of the several routes proposed, for the trade that is to be accommodated. First. — The Western trade. — This is understood to be the trade that centres on the great Lakes, that form to a large extent the boundary between Canada and the United States, and seeking an Atlantic market. From early engagement in the Public Works of the State of New York, my attention for more than thirty years has been directed to this trade. The idea gives the impression of magnitude. Its progress has out-stripped anticipation, and I enter upon its discussion with great diffidence. Betwen the Lakes and the Ohio and the Mississippi Rivers above their con- fluence, and west of the latter from its confluence with the Missouri River, is em- braced a vast extent of country that for natural fertility is nt>t surpassed by any territory of equal extent on the Globe. At the commencement of the present century this large territory was substantially an uncultivated wild, — and for the first quarter of this century, its settlement was mostly conflned to the border of natural navigation. Previous to the year 1825, the trade of the Lakes was trifling. The Erie Canal was opened this year, and the tide of emigration began to move with great force to the Lakes, Hitherto the commerce of the West had mostly taken the Mississipi River. For fifieen years the influx of emigration was such as to con- sume the greater part of the surplus productions that would otherwise have Bought the Lakes :ts its on K-t to an Atlantic market. Emigration has connm:'d and still proceeds with an increased ratio, but the fixed population has so increased, that it is steadily and rapidly gaining in its surplus production over all domestic demands. The Eastern bound tonnage of the Erie Canal derived from the Lakes in the year 183G, was 54,219 tons, and in the year 1853, it was, 1,213,690 tons, or twenty-two fold in 17 years, and the territory for the most part is not only in the infancy of settlement, but a large portion of ils trade has taken the route of the Mississippi. Nearly all the natural navigation of rivers wiihiii its borders is connected with the Mississippi, and until artificial channels of navigation and railroads were opened, trade with the Lake route was restricted to such distances as could bear transportation to its ports, o inferior of t The a( ing settlers Interior. ( all connect recently be head of La canals are no doubt b( able mean.' trade of tli( The r to the Lakt commerce sengers, an mits them for want ol not be sul ing the wa connecting lena railroi There are the Misso mouth of more or le; four years monetary timatc wa it will be I look to th( The municatio streams, a increase o has herete heretofore connect th has had a from the J but f<;w j to Chicajyi people ^ It wi rican com have, to a Lake rout even with The railroads and St. L( Milwauki Pork and In hi: Esq., thei Government. am called inoci the St. trade, and th this enter- as several e views that them in the en carefully bserving the instructions same. ence for the avigalion. vilhapproxi- that is to be that centres een Canada '\v York, my J. Tlie idea anticipation, re their eon- liver, is em- issed by any the present —and for the le border of t. The Erie e with great ly tuUen the :h as 1o con- erwise have d ratio, but aining in its \ tonnage of 19 tons, and F^ars, and the but a large II the natural iissippi, and , trade with sportation to 13 its ports, over common roads, and these on the rich soil pf the West, were very inferior of their kind. The advantages of the Lake route soon drew the attention of the enterpris- ing settlers at the West to the necessity of belter means of transport from the interior. Ohio constructed two canals; l*ennsylvania one, and Indiana one, all connecting the Ohio Rivt-r with Lake Erie. The Indiana Canal has but recently been conpleted. Illinois has constituted a canal from Chicago, at the head of Lake Michigan, to the head of navigation on the Illinois liivtT. These canals are more or less subject to a deficient supply of water, an evil that will no doubt be corrected, and with othnr improvements will make them more valu- able means of transport than they have hitherto been, and greatly strengthen the trade of the Lakes. The railroad improvement has come in, and will prove a vast auxiliary to the Lake trade. It is eminently adapted to produce great inlluence on the commerce of the West. Their great facilities for li^ht traffic, esptcially in pas- sengers, and the favourable formation of the country for their conslruciion, per- mits them to be made and supported, where a canal would be impracticable for want of water, or where, if made, the heavy trade to which it is adapted would not be sufficient for its support. Four years since, the only railroad conect- ing the waters of the Lakes wuh those of the Mississippi, were two in Ohio, connecting Cincinatli with Sandusky and Cleveland on Lake Erie. The Ga- lena railroad was commenced at Chicago, and had extended about 40 miles. There are now three railroads that connect Chicago on Lake Michigan with the IMissouri. One at Galena, one at Rock Island and one at Alton, near the mouth of the Missouri. Other railroads are made and in progress that will more or less aficet the course of Western trade. Their progress williin the last four years has been unparalleled, and though now cheeked by the stringency of monetary allairs, they will be carried forward with little delay lo meet ihe legi- timate wants of a growing commerce. By an inspection of the Kailway Map, it will be seen, the roads generally point to the Lake Ports, and their promoters look to the Lake trade, as their main reliance for traffic. The efl'ect of canals and railroads is to open grea*er facilities for intercom- munication, extend the settlement of the country from the banks of navigable streams, and cause it to spread over the whole surface, causing tliert-by a general increase of trade. This will greatly amplify the volume from that portion which has heretefore sent its trade to the Lakes, while it will extend its area to sections heretofore tributary to other routes. The Rock Island railroad was tlit- first to connect the Lakes with the Mississippi. It was opened in February, 1S54, and has had a large freight trade from that river. In the fall of 1853, 1 made a journey from the Mississippi at Rock Island West, 180 miles to Ft. des Moines \ found but few people on the route, but they were looking to the opening of railroads to Chicago as their course of trade. And it may be remarked, that tin; Western people generally for obvious reasons, prefer the Lake route. It will be conceded that the City of New York is the principnl cenln^ of Ame- rican commerce, and the products of the West that take the Mississippi route, have, to a large extent, to be carried to New York for a market. And as the Lake route has the advantage of more favourable climate, it must be preferred even with so;..e increase in the expense of transport. The Pork trade has heretofore been mostly confined to the river cities. The railronds will transfer the most of this to the Lake ports, and instead of Cineinnntti and St. Louis being the great packing establishments, we must look for th(;m at Milwaukie, Chicago, Toledo, and Cleveland, as the great centres of packing for Pork and Beef. In his able report on the enlarged Erie Canal for 1853, W. J. McAlpine Esq., then Chief Engineer of New York, shows that the trade of the Mississippi i 14^1 i 1 * i above ihe mouth of the Ohio, will be directed to the Lokes, and thus secured to the Erie Canal. It will doubtless fluctuate rmre or less from any line of demarj cation that may be made, by circumstances common to commercial operations, and the nature of the avenues through which it moves. At times the Mississippi will be open and the Lakes closed by ice. Again the supply and wants of one section of country will at times produce more or less a change in the course of trade, liul taking into view, cost of transport, climate and market, there can be no doubt the great mass of trade will follow the Lake route as indicated by Mr. McAlpino. The tendency is that way, and the progress of improvement in the mean of transport all more in that direction. The diversion by routes that must cross the Alleghany range of Mountains, cannot materially aflect the volume of Lake commerce. The area of the territory tributary to the commerce of the Lakes, and lying east of the Missouri River, may be estimated at over 300,000 square miles, and *hat west of the Missouri at 250,000 square miles. The latter is yet a wild Prairie, and from its inland position will only be able to send the more valuable productions of Agriculture to an Atlantic market. But it has a fertile soil, and will be brought into cultivation, and must eventually contribute largely to swell the volume of the Western Lake commerce. Of the 300,000 square miles east of the Missouri, not more than one-eighth is now occupied by settlement. With this sparse population, and its surplus pro- duction to a large extent drawn to supply its large ingress of new settlers, it fur- nished in 1S53, an eastern bound tonnage for the Erie Canal as before observed, of 1,213,690 tons — and a western bound tonnage, via Erie Canal during the same time of 261,752 Ions. In the progress of eastern bound trade, the tonnage on an average more than doubled, in each successive term of four years ; for three terms from 1830, and from 1848 to 1853, a term of five years, the tonnage was doubled. At what rate it will proceed to increase hereafter, it is difficult to con- jecture. The tide of emigration is now moving with increased volume, — im- provements that will produce a rapid augmentation of this trade have just come into use, and others are in progress. The Erie Canal of New York will soon be enlarged, and by cheapening navigation from the Lakes to the Ciiy of New York, will increase the Lake trade, not merely by extending the area of its drainage, but by embracing a wider range of bulky or heavy articles, that will not now bear transportation. From the history of the past, and the prospects for the fu- ture, it is regarded safe to estimate, that the tonnage will be doubled in the next six years, and quadrupled in the next fifteen years. It will be seen that no special notice has been taken of the trade from the North side of the Lakes, nor of the trade that will come from the mineral sources in the Basin of Lake Superior. If this progress is realized, at the end of fifteen years the Eastern bound tonnage will be five millions of tons, and the Western bound over one million of tons, and the trade will not be more than half realized. If this trade as it may be expected to exist in fifteen years, was all to pass the Erie Canal, (the local irade of the Canal remaining as in 1853) the arrivals at tide water would be over three times larger than it was in 1853, or seven and a half millions of tons ; and the total movement on this Canal would be 9 millions of tons per annum. And although enlarged as now contemplated, that channel would be found wanting in capacity, for the convenient accommodation of so vast a trade. Fifteen years is not a long time to look forward to meet the growing wants of this trade, and especially when the evidences of its probable growth are so strongly indicated by its history, and the facts of its^expanding power. Hitherto the most sanguine have not anticipated its progress. In c>nsidering the subject thus far, no allusion has been made to the Lake tonnage that has been carried by Rail Roads from the Lakes, to and from tide water, though a portion has been borne by Rail Road, it can have no infiuence s secured to le of (lemarj I operations, I Misfissippi /ants of one \\e course of there can be ;atcd by Mr. MTienl in the Mountains, IS, and lying c miles, and yet a wild lorc valuable ile soil, and ^cly to swell n one-eighth I surplus pro- itllers, it fur- ►re observed, ,1 during the the toi.iiage irs ; for three tonnage was licult to con- olumo, — im- ve just come will soon be )f New York, its drainage, vill not now 5 for the fu- d in the next seen that no of the Lakes, sin of Lake astern bound ne million of ide as it may he local trade ould be over of tons ; and nnum. And )und wanting owing wants rowth are so er. Hitherto B to the Lake jnd from tide I no influence 15 on that portion of the tonnage carried by the Eric Canal, which is the basis of the rearming adopted, unless it could be shown that the Rail Road tonnage will, in future, merease in its ratio on the Canal. Hitherto the Canal has been of comparatively small dimensions and crowded in its business, w liiiji will be ma- terially improved in cost, and expedition of transport, when enlarij^cd as conlem- plaled. No such improvement can be expected on the Rail Roads, as if appears now generally conceded, that their freight charges have been too low lo afford a remunerating profit ; and thi^refore, while the Canal charges will be reduced, the Kail lloail charges will be stationary or increased, and the basis of our reasoning is not likely to be disturbed. It would not be reasonable to assume, that no im- provement vonkl be expected in Rail Road transport. Experience will doubtless make some progress in reilucing the cost, and indeed very considerable improve- ment (as above intimated) is necessary to enable them to maintain themselves on the rates of freight charges that have been hitherto established. JJul it is not believed there is reasonalde ground to anticipate such improvement in the cost of freight charges on Rail Roads, as will be equal to the improvement in Canal charges, when the Erie Canal shall be enlarged to the plan now in progress of construction. 1 have thus far taken the Eric Canal in comparison with other means ot'lransport lor this trade, for the n-ason, as will hereal':er ji|)pear, that this is the only eliarmel that will be able to maintain material com|)eiiiion with the projected imporvement. The liail Roads, however, have transported a considerable amount of freight from the Lakes to the Atlantic Cities, and many persons suppose they will in u great measure supersede Canals, and be the favorite mode ot transportation. It is evident this conclusion has been reached, without consiileraiion, especially when applied lo channels of great trade. There are doubtless many situations of considerable imnortance, where a Rail Road would be a more profitable improve- ment than a ('anal, as a means of intercourse. The Rail Road is of a great value for the transport of heavy freight, but is especially valuable for the transport of passeniiers, and for light, valuable, or perishable freight ; and when the propor- tion of heavy freight is comparatively small, the Canal could not be supported, though the iiail Road may be quite prosperous. And so it happens that Rail Roads near and parrallel to Canals, carry a considerable amount of freight. As for instance, the New York and Erie, and the New York Central Rail Roads may be re;>;ard<'d as specimens of this kind of comj)etition. The New York Central is as favourable a road in lines and grades, as will often be found for so great a length, is near the Canal for its whole distance, and about one fiiih shorter. There are articles of freight that can be transported on a Rail Road, namely, such as are of a perishable nature, as fresh provisions, vegetables, fruit, i\:c., and live stock, for which a Canal is either poorly or not at all adapted. Articles that are light and valuable, and can afford to pay an extra charge for the expedition of Rail Road transport, will give the Road the preference to the che; per, but slower movement on the Canal When the prices of bulky and staple Agricultural pro- ducts rule high, and especially if the market be in an uncertain or feverish state, more or less may be expected to take the Rail Road, as during the past season, it is believed the Rail Roads from Lake Erie have carried more flour than in any season before. Again the Canals in this latitude are closed near five months by ice, during which time all freight that can afford to move at Kail Road prices will go forward, and with the present high prices for the staples of Agriculture, there will be a much larger transport by Rail Roads than usual. It must there- fore be conceded, that Rail Roads will find a class of freight they can secure, and may do a substantial business notwithstanding the competition of Canals; and both means v>f transport may be quite successful, where there is a large traffic, in which each shall take its appropriate part. I Ml h i II' i I V II i 1 I I 1 ^ 16 In regard to ihe trade under consideration, it may be remarked, that the great mass is composed of bidky and lieavy articles, of svich ^ poninji; a barrel of flour from Chicago to the City of New York, (all the canals being made ship canals) would be 61 cents. And when the proposed improvements are completed and in established of)cration it will probably be done for o5, and per- haps for 50 cents, and no transhipment. . • \ The distance by natural navigation 1768 miles. ^ \ " ArtlHcial.... 167 " , ,' ^ \ \ Total distance 1925 . . ^. The voyage could be made by Propeller from Chicago to New York, in 13 to 15 days. iMic ('aiiadian ro te would save about the time lost by the delay incident to transhipment at Oswego or Buffalo. Li tlie 2n(l and 3rd comparisons the two routes would be so near equal, that an active competition could be maintained for the New York trade. In the 1st comparison for the trade to New York, the Canadian route would he able to iiompcte at those seasons, when freight should rule high, overcoming the small difference against it ; and at such times secure a fair share of this trade. It will be observed that, in the foregoing comparisons, no allowance has been made for superior and conscq\ientIy more economical transportation by ship canal of three limes the siz«, with locks adapted to vessels of 600 tons instead of 200 tons. In regard to tollf they will probably be alike, and have been so considered. Thus far he subject has been considered without reference to the influence of pressure on tht enlarged Erie Canal, that the rapidly increasing Lake trade is suriB to produce ; anl which will necessarily increase the charges of transport. But it may ^H :i !*' *! \ he expected that such increase will lead to a reduction of tolls, if the State of New York considers it her interest to retain as far as possible, the trade on this (anal. The reduction of lolls on one route, would lead to a corresponding reduction on ihe other, and the comparison still holds good. By the time, however, these im- provements are completed and in full operation, the Lake trade will have become 80 large, that no jealousy need be felt, as both routes will be renmnerated with their respective shares, especially in view of its progressive expansion. (Some further remar s bearing on tnis point will be made in a subsequent part of this Report.) Third. I now proceed to consider the 3rd Section of this Report, namely ; The dmejistons of Canal and Locks best adapted lo the Navigatimt. In regard to Locks, their dimensions should be such as will conveniently pass vessels adapted to the Navigation with which they connect. The first question, therer()re, is, what is the size of vessels that will require accommodation. 'I he ship canal and locks at the Sault Ste. Marie now in course of construction, and designed to connect Lake Huron with Lake Superior, has two lift locks that are 70 feet wide awd 350 feel long. This canal is about | of a mile in length. It is here designed to provide for side wheel passenger steamers. There being but two locks and a very short canal, renders it very proper in this case to provide for such steamers. The Wellaud Canal Locks do not provide for side wheel steamers, nor is there any occasion for such vessels to pass through it. The length of Canal and the number locks, preclude any profitable or useful object in the transportation of passengers through such navigation. Side wheel steamers as passenger boats pass down the St. Lawrence, and re- turn by a portion of the St. Lawrence Canals. These boats do not require so long as lock as would be required by the large- 1 class of Propellers that navigjitc the upper Lakes But the side wheels require more width of locks than Propellers. Is it probable the proposed Canal, from the St. Lawrence to Lake Champlain, will require locks of such width as necessary for side wheel passenger boats? 1 think not. It is even doubtfid if tley can be supported between Ogdensbiirgh or Prcscott ami Mon- treal, after the Railroad now in progress of construction, along the bank of the St. Lawrence, is put in operation. Railroads will wholly supersede this class of Itoats, except where they have ample room, and the best character of natural navigation ; and even in such case, the Railroad will materially rculd not repay the tax on freigl.t vessels, that must be incommoded by the use of a larger h>ck than they require. The size of lock obviously should not be larger than sufficient fi)r the convenient passage of the largest vessel it is intended to accomodate. It will pass such lock vith the least delay. It is, therefore, considered that freight and not passengers is the business that is to be provided for in the proposed improvement. During the past year some aitempfs have been made tointrodnfeside screws into vessels. But as fir as I have been able to learn, this method for proptdling freight vessels, has not been received with favour by experienced iavig.iN)rs, nor does it promise to supersede the steam wheel, which is more out o/ the way of the ■li i 23 te of New his (anal. luctioi) on these im- .'e hcconie with their ne further leport.) , namely ; ently pass quest ion, 'I he ship designed feet wide : nglh i.s 24"3 feet, the " Iowa," and her actual tonnage is 720, draws 11 ^ feet hiaded. The " ()riental," is 234 feet, actual tonnage 850, (2^ feet more l)eam( draws loaded 10 J feet of water. The "Plymouth," is 225 feet in length, (loaded, draft not ascertainnd) and carries 700 tons. These vessels can only carry full cargoes when the Lakes are at their greatest height. There are timcis occurring; almost every year when'vcssels with over 9J feet draught of water, cannt)t pass the St. Clair Hats. Con-eqiiently tlrose of greater depth must load lighter than their capacity, or depend on lightening when they reach the flats, or iave occasion to enier harbours of a similar depth of water. The two ntosl im- portant Lake ports for outward bound tonnage are Chicago and Toledo. The entrance into the harbour at Chicago is kopt open by excavations, so that vessels (Iravving 10 feel of water can, for the greater portion of the season of navigation en from 8^ to 1 1 J feel. It is admitted, however, by those that advocate 1 1 J feet, fcat lightening will be often necessary, and this is considered to injuriously affect *|ie profit of, and cause delay in the voyage. It is an important fact, that the m^t usual litre of high water, (not regarding those rises and falls that occur in a senes of years) is in midsummer, and lowest at spring and autumn. The latter art the seasons of greatest pressure in freight. It is conceded generally that the laigist vessels can only lake full loads when the Lakes are most favourable, and theiV>nly lo the ports having the greatest depth ol water. So far as I have been ablrto ascertain, it appears the most prevalent opinion, that the larger class ofPropeilTs, both in relation to length and draft of water, have not been so suc- cessful in^e economy of transport as those of less dimensions. The greatest weight of Opinion I have been able to obtain is, that a draft of 9 or 9^ feet is as much as cin be profitably adopted for general use, and that 10 feet is th*. extreme draft that shjuld in any ease be ado|)ted and only for ports of best vater. In the opi- nion of sevti^l very experienced navigators, the Propeller " Portf mouth," in her main featur«i, is the best pattern for general use and economy of transport ; she is 175 feet loni.'and draws 9^ feet water, cargo 5000 barrels of flour, some would add 5 feel, otfcrs 15 feet to her length. This last addition would make her 190 feet long ; and wUi a small increase of beam would enable her to carry 6000 barrels. Objeetions anynade to greater length, on account of the increase of weight that is re(|uired lotive the requisite strength, on a vessel of so small depth as must be adopted for\ake navigation. .■»■>■»;< c;iU 1 \ 24 To all these it maybe said, the increasing volume of Lake trade, will lead to improvemeni in harbours, to ihe deepening of St. Clair Hats, and so essent ially improving the depth of water, as to provide for a deeper vessel, and so far re- moving the objection to greater length. From what has been, it is hazardous to say what may not be done, in the improvement of navigation, where a large inte- jpest is involved ; and what now appears the best size for economy of transport, may hereafter prove quite too small ; except so far as circumstances may enable us to judge of the probability of improvements, there seems no way of reaching a satisfactory conclusion in regard to the apprehension of the future. The ques- tion therefore is, what reasonable prospect is there, that the Lake navigation will be essentially improved. So far as I am acquainted with the Lake harbours, I do not see a prospect of any great change being made in the depth of water. But something of improvement will probably be effected. It is not advisable to make the dimensions of Locks greater than will be suffi- cient for the vessels to pass ; as increase of size bt?yond what is required, causes unnecessary delay in filling and emptying, and in handling the gates, and will be 80 far prejudicial to the navigation. Regarding the present condition of Lake navigation, as connected with this improvement, it is believed the most economical transport would be secured by providing for Propellers of 501) to 600 tons burthen, which would be secured hf a lock 200 feet long, 36 feet wide, and deep enough to float a vessel drawirg 9J feet water. It is not probable any width of vessel will be required that m^ ..j, , ,.. , , . s i, , j-tjw>^j I! 1 1 30 ^)\ i !,' fin CoUectifig the several comparisons, the trade and revenue appear as follows : Total Ton?. Gross Tolls. Nett Rovcmie. Comparison Xo. 1, 1,020,000. ..f^384,000... $220,000 do. " 2, 2,050,000. ..^582,000. ...486,000 do. " 3 2,320,000.... 677,000 ...560,000 As before observed, this amount of irade and revenue will be doubled in a very short lime, alter the improvement is brouglit into »peralion. * The great uscfuhiess of the projected Canal, cannot te realized in its main feature!*, witlumt an improvement of the Champlain Canal of New York, and to make it eoinplele this should be such as contemplated in the 3rd comparison above stated Will the Slate of New York provide such improvement? or, will jealou.sy for the revenue of the Erie Canul, induce her to refuse any eo-operation, that may benefit the Canada route. At this time while that Stale is expending large sumfi for enlarging the Erie Canal, in the expeclalion, that when V\e Canal is enlarged, it will atiord ample Ciipaciiy for the Western trade, it is nol probable any propo- sition of ihe above kind would be favourably received. On this s^ubjoct 1 notice the remarks of your Honorable Board in their Report of 1853, before referred to: namely, the iiiiiuence of vessels " at Whitehall, from the Western Slates, with cargoes of 500 t«)ns" &c. I fully concur, that the inrtuence they would produce, would be powerful on New York, to open a suitable channel through the Hud- son. To the City of Ne A' York, this inHuence would come with great power; and if my views of the Western trade are to be realizid, it will be apparent, by the lime the abovi* event can happen, that some collateral channel will soon be wanted to provide for the increasing volume of the trade ; I have nol doubted from the time the enlargement of the Eric Canal commenced, that ils enlarged capacity w(»uhl early find a full occupation and finally prove insudicieni, and devoted at the time, all the influence 1 had, to induce the adoption of larger di- mensions. But it was too early to obtain sufficient faith in such iinticipations. History has, however, verified them, and nothing in the future can be more cer- tain, than that the enlarged Canal, in less time from its completion, than it has been in construction, will be inadequate to fairly meet the wants of the increasing trade of the West ; unices other provision be made. New York will again find this important channel too .^mall for the accommodation of its Irade. If the two routes were opened in complete order at the same time, they would excite a sa- lutary competition, and give a vast impulse to the Western trade, while both would be well supported, and steadily grow together, in the enjoyment of its in- creasing volume. With these views there is no occasion of jealousy ; for the time cannot be very distant, when they will have four millons five millions, and even six millions ol ions annually to divide, and the end of increase is not yet. There is no spi'culaiion in this, if the ordinary course of things continue, and tluy proiluce iheir usual results. Nature has settled the question, and no olher r(iUles can divert ihis trade, provided ihey have their proper and obvious improvetnenls. lis basis is such, that beyond question it will reach a magnitude unparalleled in the history of internal commerce. The City of New York will obviously have a large interest in improving the New Vork(;hamplain Canal, and if the state should decline to make it, they may give the p;)wer loan incorporated Company to do the work, and it would be no great affair for the city lo supply the means, which may be a good investment of money for individuals. No examination has been made lo ascertain the cost of such work ; but it is known ihe Champlain Canal was constructed at moderate cost. From what I have seen, and from information obtained from intelligent persons, who have b.en well acquainted with it, and the country through which it passes, there is believed to be no serious and not much expensive work required as follows : rett Rc.'vcmie. $220,000 .486,000 .560,000 doubled in a >d in its main York, and to 'd comparison II jealousy for ioii, that may >g largo sums il is enlarged, )[e any propo- ibjcct 1 notic*^ le referred to: 1 Slates, with ould produce, ugli the Hud- ^reat power ; apparent, by I will soon be e not doubted . its enlarged nuflicient, and n of larger di- unticipations. 1 be more cer- I, than it has he increasing L^ill again find !. If the two I excite a sa- ;, while both lent of its in- [i»it>y ; for the ive millions, icrease is not ngs continue, St ion, and no and obvious a magnitude m proving the H it, they may would be no investment of in the cost of at moderate m intelligent )ugh which it vork required 31 for its enlargement ; and thai six millions ofdolliirs would be sufficient foritscom- plction. To this should be added for improving the Hudson river for about 20 miles below Troy, probably from one to two millions. For the latter, tolls should be charged on all vessels the same as on the Canal, and whether they eome from llie Canal or el^ewlJC|e, this improvement of the Hudson river as before observed, would be a great benefit to Troy and Albany, allowing coasting vessels to come up with 10 feet water. It is supposed that eight millions of dollars would do the whole. Suppose the present business of the Champlain Canal will pay the interest on the charge the slate may make for the existing Canal, and we have thelumber and other new business brought by the Canadian route to pay the interest on the above, which, at 7 percent is $5GO,000. This trade may be estimated at 2,000,- 000 tons per annum, within two years after the completion of the work, and will be subject to tolls at probably 5 mills per ton per mile, for 85 miles, including the Hudson river improvement. To this should be added the rivcrtollson other ves- sels from Albany and Troy, at least one million (and probably two) of tons, which together, make annual tolls (9) nine hundred and filly thousand dollars, with a reasonably certainly of doubling in ten years. It may bo regarded therefore, as a good lieLl for individual enterprise. VVhethtir by the tState of New York or by an incorporated Company, the sui- table improvements of the New Yor\ Champlain Canal is a work that must even- tually be done, and I therefore regard it ojily as a question of lime. i ., . Sixth- -Description of the several routes for the proposed Canal from the St. , Lawrence to Lake Champlain^ with estimates of Cost. In accordance with the intimations I received from your Honorable Board, surveys have been made on four distinct routes : namely, one commencing at Sorel, the coidlixenee of the Ilichelieu or Chambiy lliver with the t. Lawrence ; the second commencing at Longueuil, on the St. Lawrence, nearly opposite the city of M -nlreal. The third at Caughnawaga on the St. Lawrence; and the fourth at a point on the Beauharnois Canal, 2^ miles above- the foot of Canal. All the routes terminating at the Town of St. John's, the foot of Lake naviga- tion. The country has been very thorougly examined, and lines have been formed, that it is believed will very nearly indicate the proper ground for a final location, on either route, that may be adopted; and it may be said, they are all quite practicable, so far as engineering works are concerned. 'Vhc first or Sorel route follows the channel of the River Richelieu from Sorel to the lowi-r termination of the Chambiy Canal, a distance of about 46 miles. This has the improvement of the Lock and Dam at St. Ours The channel is generally very direct in its course, and has a good depih of waler. By the Dam at St. Ours, the water in the shallow pla't^^es has been raised to a minimum of 7 feet in depth. To make il 10 or 11 feel it is only necessary to raise the Dam and Lock at Si. Ours a corresponding height. From Chambiy to St Johns, about twelve miles enlargement and improvement of the I hambly Canal will complete ihe work. This, as will be seen is the least expensive route. The total length from Sorel to Si. Johns is (58) fifty-eijiht miles. The second or Longueivl route is (28.28) twenly-eight ^^J*^ miles in length. This line on tlie survey, proved longer than was anticipated from the general app rirance ol ihe couniry. It was found the long and deceptive (to the eye) undulations force the line into circuits, that inevitably increased its length. It strikes the Caughnawaga line, near Little Montreal River, from which point to St. Johns, it is common to the Caughnawaga line, on the* Champlain level. Its entrance into the ISt. Lawrence at Longueuil, is not favorable for the construction and maintenance of wharves and piers for the accomodation of vessels. This is owing to the strung current near that place and the action of moving ice. I^'J ',' .rj,! 83 The third or Canghnaimga route. Ft is proper here to observe that two routes have been surveyed ; one on the Champlain h;vel, and one, by a more direct line, with a summit of 37J feet above Lake Chami»hjin. That by the Champlain summit is (31,'^/'„) thiriy-fonr -f'*/!, miles in lenglh, and by ihe direet line (25 {'^}^^) iwenty-five ,''„'^ miles in length. The Champlain level has two ascending locks (rom the St. Lawrence, and a guard lock at St. Johns. The latter will very frecpiently be used as a lift lock, owing to the chani^es in level caused by winds on I^ake Champlain. The direct line will have eight locks, five ascending, and throe descending to Lake Champlain ; or six lilt locks more than the Champluin level, and near, say nine miles less lenglh of Canal. The direct line uiu^t be supplied with water from the St. Lawnnce, and will require a feeder of (16 J;',,) sixteen jJ,fj miles in lenglh. The feeder will enter the Canal at a point (4)'^) four and j\, miles from its terminus at Caughnawaga. The entrance into the lock at Caughnawaga is about one a half miles above the Railroad and Feny wharf. 'I'his is the neanst point at which a good entrance, with depth of water and quiet current could be obtained. The situation is very eligible for the wharves and piers that will be required; very safe, and by means of a small Island immediately above, very capa- cious accommodation may be made at moderate expense for the lumber trade, in changing from the river to the canal, as well as for vessels, in their transit between river and Canal. The Fourth, or Benuharnoia Route. This route commences on the Beauhar- nois Canal (2^) two and a half miles above the foot of Canal, and makes a junc- tion with the Caughnawaga direct line, at point (4 j\y) four and ^^^J miles from Caughnawaga, The distance from Beauharnois Canal to said junction, is (IQj^a) sixteen -f\fq miles. If made a feeder, this would be its length. If made a Canal, and regarded as a distinct line, then the line from the j(mction with Caughnawaga direct line, would be the same as the said direct line, to St. Johns ; in other words, the two lines would be commim from the junction to St. Johns. Regarded as one of the routes for the prop.ised Canal, the length from the com- mencement on the Beauharnois Canal to St. Johns, is (37^"^},) thirty-seven ^^ miles, and will fall into the Champlain level at St. John's, by three 1 ^cl^s, having an aggregate lockage 37^ feet. To compare this with Caughna. -tga route, Champlain level, we have Canal navigation in the Beauharnois Canal 2.50 miles. Caughnawaga to St. Johns 34.46 '' — — — — ' . 1 Total miles of Canal, 36.96 " ; » i" Or, Beauharnois route 37.66 Caughnawaga route, Champlain level 36.96 " . .■. Difl'erence in favour of Caughnawage route 00.70 " nearly | of a mile. is ' ' In Lockas^c. Caughnawaga route or Beauharnois Canal 6 Or, Caughnawaga Canai * 2 8 Locks. Beauharnois route * . 8 " ,!..;, Difference in favour of Beauharnois 6 " ' -'' besides the Guard Lock, that would probably, half the time, make the difTerence six Locks, ,,^,_, ._;■ ,,,j-- ^, ve that two ?, by a moro That by the y ihe direct vcl has two lohns. The [ij^es in level eight locks, ft looks more Canal. The I will require er the Canal iwaga. The les above the lich a good aincd. The DC requiiecl; f, very cupa- r the lumber 10 Is, in their the Beauhar- nakes a junc- y miles from junction, is gth. If made [iinclion with to St. Johns ; to St. Johns. )m the com- ity-seven r^o% I ^cks, having aA.tga route, .50 miles. U6 (( « .96 .96 « .70 (( ••lit ^ 8 Locks. 3 the difference «» It therefore appears the Caughnawaga route will have the advantage of J of a mile in distance, and the Beauharnois five (to six) locks, the advantage in lockage and save wholly the navigation of Lake St. Louis (14) fourteen miles. Caughnawaga route, direct line, we have Canai navigation, on Beauharnois Canal 2.50 miles. Caughnawaga to St. Johns 25,57 Total miles of Canal 28,07 «* Or Beauharnois route 37,66 Caughnawaga direct 28,07 Difference in favour of Caughnawaga route 9,59 In Lockage. Caughnawaga route, namely, on Beauharnois Canal, 6 Caughnawaga Canal .8 — 14 Locks. Beauharnois route 3 " Difference in Locks in favour of Beauharnois route,... 11 The Caughnawaga direct route will have the advantage of say (9 J) nine and a half miles in distance, and the Beauharnois route the advantage of (11) eleven locks, and as before stated avoid or save the navigation of Lake St. Louis. With the size of Canal proposed walled on both sides as it will be designed, with a large proportion of Canal extra width which may be secured at reasonable extra cost, 1 consider the passage of one lock as being rather over an equivalent for one mile in length of C'anal navigation. If, therefore, the Western trade was to be alone considered, there can be no doubt the Beauharnois route will most effectually secure it. But other considerations must not be overlooked in this ques- tion of route and they will be hereafter considered. It has been suggested that a more favourable route could be found, by start- ing from the St. Lawrence at some point on Lake St. Francis, and by a higher level command the intervening country between that and Rouse Point, and wholly avoid the navigation of the river formed portion of Lake Champlain east of St. Johns or the greater portion of it. There has not been lime to examine this route, so as to form any definite opinion of its merits. It will no doubt be longer than the Beauharnois route and have more length of Canal navigation with the same lockage. If it was supported there would be any material difficulty in making a good navigation from St. Johns to Rouse Point, this route would , assume more importance. It is true some portion of the Channel between those points is notof sufficient depth of water ; but these are not of great extent, (most of the Channel being good both in depth and breadth) and from examination it is believed, may be dredged at moderate expense so as to render it fully adequate. The bottom appears to be of soft mud ; that must be reduced from one to three feet, and when once removed and subjected to an active steam navigation, will easily be kept a sufficient depth. Other considerations that will be shown here- after induces me to believe there can be be no great importance in prosecuting this subject further ; but if thought expedient, an instrumental examination may be made to more fully test its character. Ml 84 Collecting our data. The several routes from the St. Lawrence to St. Johns in length and lock.*i, are as follow : ROUTES— TABLE No. 1. " '' r H:l if First of Sorcl liivcr 46 canal 12 ... Sfoond or Loniriieiiil . Third orCiiuglinnwiigii, Cltnmpluin IcvpI Do du iJiievl line, yuurth or Deal lai nois i^pnuin No. of III Mill's. L(Hki«. 58. 9. lOn. 28.28 6. Kin. 34.46 2 lUa. a.-) .')7 8. 37 44 3. 'ihe length of eanal and river navigation on the several routes from a com- mon starting point at the iunclicn of tlie Beauharnois route with the Beau- harnois Canal, will be as follows, (including the St. Lawrence Canals,) counting Guard Lock at St. Johns as one Lock. ROUTES— TABLE No. 2. St. Lawrence TolaJs. River NHVJKiitii n St Lawrence Caniils mid ChHinplnin i • in Allies, ill miles. (,'uiiiil Miles No. of in niile.H. 1 of Canal. Ldckii. First orSorel 110 10. .50 12. 22.50 21 Second or Lonfriu-uil 17 10 50 28.28 38.78 18 Third or Caugliniiwagn, Champlain level 14 2 50 34.46 36 96 9 Do do Direct line 14 2.50 25 67 28 07 14 Fourth or Beauharnois • • ... 37.36 37.66 3 One lock is considered rather more than an equivalent to one mile of canal, in the expense or lime of navigation. The difference would be greater, if con- sidered in regard to the expense of repairs and maintenance. Taking as a rule that they would be equal, and reducing the length of canals and locks on this basis, the comparison would stand as follows, comparing from the same point on the Beauharnois Canal as above. ROUTES— TABLE No. 3. ^ " .. /i' - River Navigation, in Miles. Total Canal, in Miles. Total River and Cnnal, in Miles. "3 ? r 21 18 9 14 3 Equivalent in Locks and Cnnal, in Miles of CunaL First, or Sorel , 110 17 14 14 22.60 88.78 86.96 28.07 37.66 132.60 65.78 60 96 42.07 87.66 43.60 Second, or Loiigueuil 66.78 Third, or Caughnawaga.Cbarapl. ITiird, or direct line level 45.96 42.07 Fourth, or Beauharnois 40.66 The last column, it will be observed, is only a compnriHon of ihc artifi«;ial works, and does not consider the river navigation. It remains to make compari- son of the cost of navigation, including river and canal, in the comparisons that have been instituted to show the relative cost between canal and river or lake transportation, one mile of the former has been considered e(|ual to near three miles of the latter, but that included tolls. If tolls be left of}' it will be something less than two of river to one of canal ; assuming [ot this comparison Oie ratio of two to one, the cost of navigation would be shown by including river, nunal and locks, (exclusion of tolls,) and will be as follows: , ROUTES— TABLE No. 4. Totals. Ii1«!t No. of Juiial. LtKilt!). 2 50 21 C.78 18 6 96 9 8 07 14 17.66 3 ile of canal, aier, if con- ng as a rule locks on this anie point on . ' JU ! . ■ First, or Sorel Sccoud, Longucuil Third, Ciiu^liuuwiiga Chnmpliiiit level Do do Direct line Fourtli, Beauliarnuii .... • • • • • • Total Icnvth of River and Caual iu niile«. IS2.60 66.78 6ug« 42.07 37.«« Total equivalent to miles of Cuuals. 98.60 48,25 62 06 40.07 40.6ft If tolls be added on the portion of canal on each route at 5 mills, or half a cent per ton per mile, it may be represented by adding to the last column in Ta- ble 4, 5 of the actual length of canal, which is the proportion of the cost of canal transportation allowed for toll ; the comparison by miles of canal, will be as fol- lows : ROUTES— TABLE No. 5. First, Sorel Second, Lonzueuil Third, Caughnat^oga, Champlain Level Third. Ouughnawnga, direct line Fourth, Beauharnuis Toll on Canals in Cents, per Ton. Toll will increaAe. Length of Cauul -., in Miles. Total Canal i'0[ire8enting the Inst column in th« above table anil including ToHr. 112 65 92.45 76.08 66.62 e 64.21 It appears from Table No. 4 th he cost of transportation, without regard to tolls, will be the cheapest on the Beauhamois Route, by nearly one-fifth. And from No 5 including tolls, it will be near four per cent, cheaper than the most favorable of the other routes, or than the Caughnawaga Direct route for the Weptern trade. It will have been perceived that the above includes a portion of the canals on the St. Lawrence, that are now in operation and can form no part in compa- risons for cost of construction. I now proceed to slate of estimated cost of con- struction for the projected St. Lawrence and Champlain Canal on the several roates. , .- I ii hi ll Hi Estimated Cost of Conafrvction. lluutcs. Dollai'». Ftrat, Sorcl Bi'Ciiiid Lon^uctiil Third, Cuu linawagii, ChHiiiplitit) level Do do Direct line Do do Feeder 'jiadc mirigable Fouitl), Benuhai'uuia 2,0ir>,080 .S,473,K«0 8,10&,'J!)1 8,287,24t) 4.'l6'l,mO 3,3Ci),-lUt) Cts. For details of the preceding estimates, I beg leave to refer to the accompa- nying report of E. II. Tracy, Esquire, who has eoiiduclcd the surveys. The es- timates have been made under my advice, and with much more care than nsnal in such examinations. They show larger cost of work than lias heretofore been estimated. It is known thai hasty ])reiiminary estimates for such works, are usually insufficient to meet the cost of construction, and as this examination has been more full, ascerlaining more completely the items of cost and the value of work to be done, it should be expected to be more accurate, ami consequently more reliable. The aggregates have appeared to me large, but after review it has not appeared proper to reduce them. The canal is larger, and it i» designed to be well executed, with side walls the whole length, and in every respect suit- able for the best accommodation of the navigation. The canal, yon will see, i? larger, and the locks longer than provided for in former estimates. The plan of construction has aimed at stability and permanence, and furnish a work that will require comparatively small annual repairs. I feel coiifidv^nt they will be found a good approximation to the actual cost of ct)nstruciing the work. I feel great pleasure in saying that Mr. Tracy has conducted the surveys with energy and skill, which is neither more nor less than I expected; and that the assistants placed under his charge by your Honourable Board have cordially co- operated, discharging their respective duties with a highly commendable assiduity and intelligence. Seventh, — The advantage of the several routes proposed, /or the trade that is to be accommodated. In the description there has been incidentally some reference to the respec- tive advantages of the several routes. First or Sorel Route. So far as designed to be a Channel for that portion of the Lake trade that seeks a market on the Hudson river, this cannot be recommended as the proper one for the proposed Canal. It will not be the most favourable for the lumber trade of the OUawa and the St. Lawrence above the mouth of the Ottawa. The cost of transportation from Sorel to St. Johns as I am informed, is one cent per cubic foot of timber. I am not able to say what the cost of transportation (by rafting) is, from the mouth of the Ottawato Sorel. The distance is nearer 60 miles and a portion of the Rivers St. Lawrence and Ottawa between these points is difficult, and the cost includiiig risk and the delay that must attend that route, I suppose would be not less than half a cent per foot, and make the total cost to St. Johns by this route, one and a half cents per cubic foot, or seventy-five cents per ton at 60 feet. If the same aggregate toll be charged (one-fifth of a cent per foot) as novv charged on the Chambly, the transportation irom Lake St. Louis to St. Johns' would be, not exceeding three-fifths of a cent per foot, or thirty cent» tni->. CtB. fi,080 a.KOO &,'.';n 7,2M) 7, wo i),-lu() le accompa- fs. Tlie es- ; than usual etolore been works, are riinatioii has the value of onscquenlly cr review it i» designed respect suit- will see, is The plan of ork that will nJl be found s^urvpyswith jiul that the lord i ally co- 3le assiduity that is to be ti :e respec- trade that 38 the proper the lumber tlawa. The jne cent per lorlation (by irer 60 miles ;se points is id that route, total cost to ty-five cents a cent per St. Louis to ■ thirty cents per ton of fifty feet, or a saving of nearly one cent per foot. It must be kept in mind that whatever cheapens the route to t he Hudson river, not only en- hance so much of what may take that route, but will also enhance the value ef that which goes to Quebec, and viewed in all its bearing sthe apparently small sum of one cent per foot, must be regarded as worth from a quarter to half a million of dollars per annum to this lumber trade. With these remarks I must leave the Sorcl route as quite out of the question. Second or Longumil Route. The termination on the St. Lawrence is very unfavourable for the lumber trade. Whatever of it goes down the Ottawa to its junction with the St. Law- rence, would not (and could not in rafts) be brought uptothe Canal at Longneuil. It must bo brought down the Lachine rapids, and owing to the strong currents in the river opposite and above Longueuil, it would be diificultto stop the rafts at the terminus of the Canal, and if they should piss it they would probably go on down the St. Lawrence, rather than attempt to bring them back against so strong a current as prevails in this part of the rive.. It is not therefore believed the lum- ber trade of the Ottawa and St. Lawrence could derive much benefit from th(^ Canal on this route. The strong current in the river between the terminus of this route and Mon- treal would be unfavourable for vessels entering and leaving the Canal. For the Western trade destined for the Hudson, the Beauharnois route would be thirty per cent, including tolls, and forty per cent, without tolls, more favourable, and the Caughnawjiga direct line, including tolls twcnty-eif^ht per cent, more favou- rable than the Longueuil route, and give the most favourable accommodation by the latter route to the lumber trade of the Ottawa and the St Lawrence above the junction of the Ottawa in Lake St. Louis. The only circumstance in favour of this route is, that the trade would pass Montreal and might find a market in that City, and would so far improve its commercial interests. This it is desirable to S'-'.cure, if it can be done consistent with the main objects of the cnterprize. How far the Canadian Government may consider it proper to hazard this, for such inci- dental benefits as would result to Montreal, it is not my province to decide. The navigation is now open and free to Montreal, and whatever route may be adopt- ed for the projected Canal, it is not supposed it will direct any trade from her, but rather in any event bring a large trade so near her door that she can secure from it all that her commercial position will enable her to command. Montreal will have no privilege taken from her, ani will have increased inducement to improve every natural advantage she possesses; this new chan- nel of a great trade will be near and tend to promote every branch of industry, increasing the inducements to improve the vast hydraulic power in her vicinity, and thereby multiply the sources of her wealth. Viewing the cnterprize as in the tnain designed to improve the value of the St. Lawrence Canals, as well as the Welland, to enhance the value of the great lumber interest of the St. Lawrence and its tributaries, and to improve the faci- lities of commercial intercourse with the United States, I am constrained, (much as 1 should be gratified to second the wishes of Montreal,) to pass by the Longueuil route, as not the proper one, to secure the great object of the projected Canal. In the conclusions to which I have arrived in regard to the first and second routes it has not appeared important to regard as material, the estimate of the cost in construction. Other considerations are too decided to permit the entering of this as a material clement in the comparison. ■i ^-M :M s 1! Third, or Oaughnawaga Route, Champlain level. »- It appears this route has been more generally regarded than any other for ihe projected Canal. It enters the St. Lawrence near the foot of Lake St. Louis, where a smooth sheet of water allows good facilities for vessels to enter and leave the Canal. For the convenient and ample accomodation of the lumber trade in transit from the St. Lawrence to the Canal. By this route a large portion of the Chambly Canal would be enlarged, and render it easy to give the same character of navigation to the mouth of the Richelieu, should it hereafter appear that the trade with the Lower St. Lawrence would warrant if. It appears from Route Table, No. 5, the cost of transport including tolls will be twelve per cent, more on this route than by the direct line from Caughna- waga, and about 16 per cent, more than by the Beauharnois route. Fourth, or Beauharnois route and direct route from Caughnaimga. These routes are very nearly equal in regard to the Western trade, the diffe- rence beingnearly, say lour per cent, in favor of the Beauharnois route, including tall The toll, however, in this comparison isnearly five cents per ton more than on the Direct Canghnawaga route; and on two millions of tons, the revenue would be near one hundred thousand dollars per anrmm greater. This would provide for an extra expenditure of over one million of dollars. The Beauharnois route will not provide for the Ottawa lumber trade, nor well for the trade of the lower St. Lawrence thai may seek Lake Champlain and the Hudson. The Caughnawaga terminus is clearly the best for this. Here the Ottawa lumber comes in well, and it would not be able to reach the Beauharnois Canal without loo great expense. The trade of the lower St. Lawrence above referred to, would find via Montreal and the Lachine Canal, a convenient and cheap transit via Caughnawaga to Lake Champlain; and would be subject to delay and extra expense if required to go by the Beauharnois Cana), and thence to Lake Champlain, which would probably prevent this branch of trade from taking the proposed Canal at all. It has been stated, the Beauharnois route makes a junction with the Caugh- nawaga Direct route, at a point (4-[\) four and one-tenth mile.s from its terminus at Caughnawaga. If therefore the Feeder required for the Direct route, is made navigable, a practical union of the two routes would be effected, that would pro- vide for the best accommodation of the several interests of trade above relerred to. If a route can be found that will secure in the best manner, all the great ob- jects of the enterprize, it is clearly the one we are in search of. The Caughna- waga, Champlain level does not secure this. It is about 12 per cent less favora- ble for the trade that collects in Lake St. Louis, and near sixteen percent, less favorable for the Western trade, that seeks the Hudson. No adequate benefit in my judgment, would be obtained to compen.-ate for this loss, especially when it i.s considered, that the general question of competition with a rival route is such that all the attainable sources of advantage should be carefully secured in the route adopted. The direct Caughnawaga line, with the Feeder made navigable, will be more expensive than the Caughnawaga route on the Champlain level, and less expensive if the Feeder is merely to supply water for the Canal. The estimates have been stated, but for convenience they are here repeated as follows: Caughnawaga Route, Direct line ^3.287,240 do do do Feeder made navigable.... 4,267,890 do Champlain Level 3,706,230 Beauharnois route 3,369,400 It will have been observed that in the preceding comparisons, toll has been charged on all at the same rate per mile. Of course the longest line would pro- ii ! duce the largosl revenue, the tonnage remaining the same. The Caughnawaga route, Champlain level has nearly the same length of canal as the Beauhamois route, and consequently they produce nearly equal tolls. In this case the com- parison of Route Table No. 5, very nearly represents their relative merits, except as to cost of construction. The Table 5 sho vs, that for economy of trans- portation, the latter route to be about (16) sixteen per nt. more favorable than the former, and the estimates show it to be more favorable in cost of construction by the difference ($336,830) three hundred and thirty-six thousand, eight hun- dred and thirty dollars. As between these two routes, the Beauhamois route in its superiority for the Western trade, and in cost of construction, should be pre- ferred to the Caughnawaga route, Champlain level. On this point there can be no doubt, but it does not provide for other items of trade as before observed,. The Caughnawaga direct route provides on the whole the best accommoda- tion for the aggregate trade of either route, but being shorter it produces less re- enuc. If an aggregate toll instead of a rate per mile was instituted, the compari- son would be less favourable for this route ; giving it an advantage of seven in- stead of twelve per cent over the Caughnawaga Champlain level, and instead of route A)ur per cent it would be about seventeen per cent inferiortothe Beauhamois route for the We>tern trade. In cost of construction the estimates show it to be more favourable than the Champlain level, by a difference of (!^418,990) four hundred and eighteen thousand nine hundred and ninety dollars. The Caughnawaga direct route, with Beauhamois Feeder made navigable, is clearly the route, that will most fully provide for all the great sources of the trade, it is important to accommodate by the projected Canal. It will have been per- ceived that tiie cost of construction on this plan, will be greater than any other route ex "ceding that by, The Champlain level $ 561,660 Direct route, with Feeder of supply 980,650 It has been observed, that if equal aggregate tolls be charged on each instead of a rate per nnle, the superiority of the Beauhamois for the Western trade is sevenieenper cent over the direct route from Cauglmawa<;a, and if toll charged per mile, the revenue on the former will exceed that on the latter about one hundred thousand dollars per annnm, on a trade of (2,000,000) two million tons, which would be an ample sum for interest on the extra cost and mainienat.ce of work, this revenue to increase with tl'e increase of trade. The direct Caughnawaga route with Beauhamois Feeder made navigable is the direct route, with the Beauhamois June tiim Canal. Iftlie lailer be .idopted then all the great interests of the trade it is designed to accommodate will be provided in the best nianner. The portion of lines are shown on a liberal scale, by the map prepared by Mr. Tracy, and i» herewith subtnitied. By this the relative locations will show in the leading geo- graphical characteristics, the respective facilities of each. It will be seenthalby this plan, the lunibcr trade and liie trade of the lower St. Lawrence will be well provided for at Caughnawaga, and especially the former will have the best ac- commodation that can be secured ; while the Western trade will have the best provision for its economical transport that is attainable. It is proper to remark, that the comparisons of transportation and estimates of revenue have been based on the Caughnawaga Direct Route with Beauhamois Junction. Keeping in view that the projected Canal will involve the interests of a long line of navigation, materially aHecling the artificial portions, made, or to be made for its completion, and that in its trade it must in some important respects meet the influence of a rival route ; I have no hesitation in recommending the Caughnawaga direct route, with Beauhamois junction, as adapted to fulfil in the most eminent degree all the. g.eat objects of trade that are to be eiiher secur- ed or promoted by the work. In arriving at this conclusion, I trust the details that have been given willfully sustain the opinion to which I have arrived. H 40 i, Concluding Remarks. ■,.,.-,, The estimates have been made in decimal currency to avoid errors lo which I would have been exposed in adopting a currency I am not accustomed to, and as it will be quite immaterial in comparisons, will not I apprehend be a source of material inconvenience to others. In discussing the questions that have been presented in this Report, it has been the design to adhere to a cautious regard of their bearing, and guard against leading to any inducement for expenditure that would not be substantially real- ized ; and at the same time to give due weight to the interest of the enterprise under consideration. In regard to the Lake trade, it is believed very few who have given the sub- ject careful attention, will regard it as over estimated. The competition for it by Railroad would generally have been regarded more formidable a year ago, than at the present time, although the circumstances of the past year have been pecu- liarly favorable for freight on railroads. It has, however, added a chapter to ex- f)erience, which leads to correct conclusions, and in this going to show that in ong voyages they cannot hold important competition with good navigation for heavy freights. If there remain any doubt on the public mind in relation to this question, the completion of the enlarged Erie Canal, and the opening of the Ca- nada route between the Lakes and the Hudson, I am confident will completely dissipate it. In this no feeling adverse to Railroads is indulged ; they have their appropriate field of usefulness and cannot be dispensed with. The discussion of the question of competition with the enlarged Erie Canal, is believed to have been very guarded, leaving every consideration of a speculative character out of view. It was assumed that all of the Canals of the St. Law- rence would be used in both directions ; which I suppose will not be the case for those in the Williamsburg District, where vessels descending will find a sufficient channel in the river, thereby saving lime and expense. It has been suggested that improvements maybe made so as to avoid, in descending, ihe^other Canals. Possibly this may be done ; but I should not like to encourage any expectation of benefit from this source. It would require much improvement of Channel, to navigate a Propeller of 600 tons, with reasonable safety through the rapids op- posite the Cornwall and Beauharnois Canals. So far as I am informed on this point, no advantage can be promised to the route from this source, and therefore none has been anticipated. If it shall hereafter appear that my views have been formed on an inadequate knowledge of the facts, and vessels with heavy freight may make the navigation of the rapids with safety, it will be a boon to the route I have not anticipated. In comparing transportation by Canals, no superiority has been assumed in the economy of the Canada Canals, over that by the cnlarj^ed Erie Canal, though the former is very nearly three times the sectional area of the latter. That the Canada route will derive advantage in this, can hardly be doubted. On the whole, I have come to the conclusion that the two routes when completed, will most probably hold such a competition, that they will essentially divide the Lake trade. The difference between them in the transportation expenses?, will not bo sufficient for either to control, or, monopolize so large a trade ; and this I re- gard a safe basis in estimating the trade of the Canada route. Considering the benefits that will accrue to Canals already made, I have shown that it is safe for the Canada Government, to construct the proposed Canal, even if the Champlain Canal of New York is not enlarged, when that Canal shall be enlarged, fas I believe must be done at no very distant day,) the revenue from the St. Lawrence and the St. Lawrence and Champlain Canal must be large. As another power must be depended on to enlarge the New York Cham- plain Canal, it has appeared the dictate of prudence to examine the prospect of IM oratuwhichl led to, and as le a source of Report, it has [uard against antially real- he enterprise ;iven thesub- Ition for it by iar ago, than jc been pecu- ;hapler to ex- show that in avigation for elation to ihis ng of the Ca- ill completely hey have their d Erie Canal, fa speculative the St. Law- le the case for id a suflicicnt en suggested other Canals. expectation f Channel, to e rapids op- rmed on this and iherefbre ws have been eavy freight n to the route 1 assumed in anal, though That the On the whole, d, will most de ihe Lake will not bo md this I re- lade, 1 have posed Canal, It Canal shall the revenue anal must be York Cham- prospect of trade and revenue on the minimum basis, namely, that such co-operation should not be extendetl. From this it appears the tolls may be estimated, for the second year of operation, including toll on this trade for that portion of the St. Lawrence Canals through which it will pass, at (2--54,000) two hundred and eighty-four thousand dollars, or after allowing for repairs and maintenance (220,000) two hundred and twenty thousand dollars; and that there is good prospect that in five years the tolls will be double this sum, or say nett, (^400,000) four hundred thou- sand dollars per annum ; nearly half which may be carried to the credit of the St Lawrence Canals after paying intere&t on the cost of the St. Lawrence and Champlain Canal. This may be regarded as a minimum result; and when to the ordinary (^anal revenue, the general benefits of improved and extended com- mercial iiiier{!oursc, is added, the inducement is highly worthy the enterprise of your Government, and can have no hesitation in recommending the early construction of the proposed Canal, from St. Lawrence to Lake Champlain, as a work eminently calculated to promote the interest of Canada. It will be noticed, that I recommend less width of Lock, than on the Saint Lawrence Canals. This would not be very important if no other Locks were to be built than required for the proposed Canal. But I must rcjg'ard this question as embracing the enlarged Locks on the Welland Canal. I have given my reasons in detail for the width I recommend, and yo^r Honorable Board will judge if I have comprehended the subject. Being fully impressed with the idea that freight is to be the great trade of ihis Canal, and that Propeller*) mainly^ with some sail vessels, will be the craft that will bear trade, it does not appear to me wise to subject this main business, inconvenience, expense, or delay, for the purpose of providing for a remote, uncertain, and, in my judgnicnt, improbable use of side-wheel steamers. The screw is now used even for tug boats ; it has come in subsequent to the side-wheel, and especially for freight, has fully established its superiority. If then, the wiuth of Lock is sufficient and best for this class of vessels, the object is secured. The width has been presented, after much di!?cus.sion with experienced navigators on the Upper Lakes, and, to my judgment, appears adequate. The Lock will be sufficient to pass with great ease and convenience, a Propeller of 600 tons, and if one foot in depth is added to the water, it will be capable of easy passage of vessels of 700 tons. The Lock, as proposed, corresponds with the Welland Lock as 83 is to 38, and with one foot additional depth of water, the comparison is as 91 to 38. In giving the capacity of vessels, I take that regarded to be of most convenient management and the best form of construction of the navigation, and the relative sizes show that the proposed Lock has 2^^^^, the capacity of the Welland Locks, and with one foot added to the df^pth nearly 2^ times. If, however, it should be regarded as probable, that some new developement may demand vessels requiring greater width, it may be adopted to meet such anticipation. For the present, I do not see the probable necessity. I have cautiously guarded against overstating the advantages of the route recommended. In allowing two miles of river navigation to be one of Canal exclusive of tolls, I am sure it is more true as to time than expense of transport if, as in the comparison, locks are excluded, or which is the same made to add to the length of Canal, by allowing one mile of Canal for each Lock. It may be said a feeder of supply may be made in the first place and afterwards enlarged to a Canal. I cannot recommend this ; it can never be so well done as at first, and it is moreover important to put this work into the most efl'eclive operation in the first instance, to secure not only its appropriate and direct benefit, but to influ- ence the opening of the New York Champlain Canal at the earliest day. The dimensions of Canal with side walls as proposed will make a good channel for the first class of vessels proposed. The form of the ground favoura- bly admits of making a large portion (about two-thirds of the length) with a ■%h. i m ^-'1 ! 5 '.' m •I 42 width ranging from 150 to 250 feet, and vese>e]s may easily and cheaply be pro- pelled throdgli it, at ihe average rate of five miles per hour. The plan is suita- ble for the great purpose it is designed to serve, and when completed, I do not donbt, will be creditable to the Government, and fulfil the high purposes of useful- ness that have been anticipated from its construction. Let this entire enterprise be properly completed, and a Merchant at Chicago may draw his bill on New York, on a cargo of produce at thirty days, and depend with usual certainty on the arrival of the vessel, the sale and collection of pro- ceeds in time to meet his draft. Regarding the vast magnitude to which the Lake trade mnst reach, the ex- tent and excellence of the navigation, this route presents an inland coinmunica- lion, that (or grandeur in outline, and commercial importonce, has no equal on the globe. The idea of a vessel of 500 tons or 700 tons loading at an inland port, and proceeding without breaking bulk, two thousand miles without meeting cur- rents in either direction, to reach a port on the ocean can nowhere else be indulg- ed. The promotion of the artificial portions of this navigation, will reflect honor on the intelligence and enterprise of the Canadian Government, giving new claims to that progress in civilization that is strongly marked in works designed to im- prove the social and commercial intercourse of mankind. The instructions I had the honor to receive, embraced questions of great importance which have been treated in as much detail as appeared necessary. It has appeared important that these preliminary proceedings, should fully unfold the great characteristics of the enterprise and at thes'4me time it should not l)c en- cumbered with unnecessary detail. It has been my purpose to present each (jues- tion in such a manner as would show the basis of the opinions given, leaving Others the means of judging, whether or not those opinions were well founded. And your Honourable Board will judge, if the duty has been performed with an intelligence that will be beneficial to the great enterj)rlse that has been under consideration. Respectfully submitted, (Signed,) Montreal, 13th February, 1855. JOHN B. JARVIP, Civil Engineer. boa ply be pro- plan is suita- eted, I do not >oses of ustful- ant at Chioago ff*, and depend leciiuii of pro- roach, ihe ex- d coinmunica- ) equal on the I inland port, It meelinjT cur- else be indulg- II reflect honor ng new claims ;tiigned to im- ^tions of great J necessary. It Id fully unfold oald not l)e en- jenl each (]ues- given, leaving well founded, oimed with an las been under ARVIS, Engineer. til I 42i TABLE A. ■ "S J u B Draught of Water. T( i-9 is. 2i .2§ "3^ 5^ 11 •3 jnnage. 9 •a c Li;^hi. Loaded. •og 7, ^5 si •si Fropellers. a V3 i 5^ d 3 ?5 1 e o Alleghany 178 25 101} 9r 468^5 • t* 75 858 9 24 22- 42 Bachus... 1.33 25 4 n 9J 283 Baltic ... 225 30A 25^ 12t\ 1.. ... .•• ... 2 large \ 382 60 1915 * J-i 43 4 13 bay State 138 11 ••• .«• ... a.« 350 ..a $22,500 Brunswick IGU 29 12J *•• ... ..a loi 512J3 630 Bucephalus Butfulo... ... ... 1C9 28 11 ■•• ... 6 493i}J • •• • •• tV 166 68 1115 6: 2i •H 2 42 202 29^1 12 • •■ *•• 6.V aaa (>89*!l • •• a«a A 239 68 1383 8- 3 6 2: 48 California 1G9 28A 10.^ • *. ... 'A • aa 420^1 • aaa frf 97 70 714 H 2 3* ^ 34 Caturuet. ... .. l.JO 25 11 2* 6^ M 9i 393 440 Delaware 174 24t\ lOyl- 416SJ Dttroii... \-2S 25 H!^ ... ... ... • aa 293i^i Dmikiik 1G6 26A 26i 13 ■ •■ ,,, ■ a. 54255 • •a aaa i^ff ..a 75 ... 7} 21 4 2: 2; 42 Kdith ... 180 12 3* 7 5i loj 559 .550 • •• -iV 1G4 68 953 V\ 2i 5 30 Forest t ity 180 25 13 5,V 10 515 550 Geuc!see Chief ... 140 25A '2 A ... ... 5 J • •a 425^", • •• • •« N... 1 330 G8 .547 6 *-:i •n 2H'>^ 31 lUiuois... 180 27A 11 ... • •• *■ L ' 3 ■ •• 530^f ..• $33,000 I'ff 185 78 1052 6 3 5 2i 42 Indiana... 146 23 10 a 9; *•. • •. .*• *aa 349^' i International 160 32 • *• .•• • • . •a 47a§j • ■■ ^36,000 Iowa ... 242 3'A 13t*^ 4 8 6 uj 98 ^a 720 • •■ I'k 544 75 2468 12 3 ^^ 3 48 Jefferson 137 2.H- 10-r^ • •• ... ..a 344gJ ... $23,000 May Flower 185 28 12^V .•• ... 5 • a. G23^J ... ..a .1 228 G4 8.^2 ^ 3 4J n 42 Milwaukie 200 28 13 4 10 7 loj 616 650 .No! 1 8.'! 04 1137 7| 3 'i^ n 4i Mount Vernon ... 178 29t^ UA >•• ... *•• 577JJ « Niagara.. 175 23 11 ■ •• .•• G io 11 4.50 450 • a. tV 172 75 575 6} 2; 2: 4 2 1 42 Nile 188 28J 11 3* 8^ 6 618 700 • aa A 1S7 75 1069 i^«'* 5* 42 Northern Michigan 137 25.i 11 • •• aaa • •• 359H Ohio ... 159 25t\ I'A .•• • •■ • •• *•• 4415* Oregon 144 23fj o'y 4 ..* 6 aaa 3l2fi ... aaa \ 80 75 330 H ? : 4 %-\ 28 Oriental.. 234 34 13 ... 9* 6v loi 950 850 $56,000 ^ SixO 55 1577 9 ■H 6 4 16 Owega... 169 28-tV io,\- ... • •• 5 • •• • •• • aa No! 3 78 65 1267 if *■ 6 ^t 34 Faugassett 140 22tV 9.\ ... • ■ 5 • a« ■ •• • aa • •• No. 2 80 68 330 ^i ^: 4 fl 28 Plymouth 225 32A 13 3 8V • a* aaa 846 700 2 t^ 94 65 1159 8 »* 6 2/ 4S Pocahontas 171 24H l'^!i 4 7 5^ • aa 426 420 tV 63 80 767 M ^^^ 4i 2} 32 Portsmouth 175 28 lO'.S ..a • ■a 9i lOr 525^^ aaa $32,000 Queen of the Lakes 186 26H 12A I 3 2 563|^ 654 • a* tV 95 85 874 7t 2i 4* 2i 48 Republic 165 24 IItV ..■ ■ ■• 4 A 9A 460 400 St. Joseph 164 24 12i ..• ... 5i 9i 465 500 • •• yV 195 70 523 ^* *-i ?l i» 36 Saginau... ... 153 215 1"tV ... <*a 5^ 9 407 420 •i ■TB 98 80 651 6 H 3 35 Sandusky 148 24 lO^i ... • •a n 370 345 Sciota ... 155 24 11 3 7 5 10 386 a.a No. 1 126 70 687 7 3 45 2i 39 Spaulding 152 25A 28i llj J, ... 4195} Sun 191 12 3 'h ... 10^ 629;'f* 620 $38,000 tV 170 77 774 9 3 6 3 42 General Taylor ... 173 25t^5 -IC^f ... ... 4G2iJi Toledo... 179 29^ \\\i Troy 163 21 lOf:. 358 Westmoreland ... 202 28-& m 2 5 3i €60 700 A 230 80 710 3 f-i 4i H 42 Young America... 138 257i 1«T? ... ... 3.594?- Forest Queeu ... 162 2? J Ui ... ... ... • •• 467 4S0 ... 1 tV 160 68 537 6| 2i 4V7r 2^ 42 421 TABLE A. 8 3 11 to at '^ 858 1'J15 1115 1333 714 s. H 3 > 953 Ji 547 1052 2463 1137 \2 ;i 575 61 2| 06'J ^&A 2i 2* H n 3 2 2i 3 330 1577 9 1^67 i 330 H 1159 8 767 H 874 7| 523 i-i 651 6 087 7 774 9 710 3 537 6| M ^*. 2i Si 3 3 4? 6 3| & o e a a 2i 2 «i u - a> 4 '^^ 43 < Mi u 4 2 n 4* 4 4 6 6 4 6 4 3 4| 6 4i 2h' 2i H 4 y « 3 2i 3 2i 42 13 42 48 34 42 30 31 42 1 2.a ".a Cm ^■&-§ -y 5.S 1-^ 56 40 55 42 70 55 60 53 48 53 42 C5 4i 58 42 56 42 56 S8 55 16 41 34 65 28 55 48 40 32 65 48 Si 36 58 35 36 39 56 48 58 1 42 53 42 56 .9 -3 •J 3i 3 3J 4 m Si 3 2fT 3i 3 2Tlf 4A 2t^ 2tV 4 3J 3J 3 2H 3i 3i 3J 231 26 25 32 18 26 20 26;| 26 36 27 28 22 28 16 36 19 16 34i 18 25| 18 25 23| 28^ 2S 23^ o In 6 S5 40 55 42 17 |3 CO 58 53 65 58 56 56 55 41 65 55 40 65 54 53 56 56 58 58 o a- .3 9 12 13 8 12 14 11 12 9 12 131 or 9 H 7 la 8 10 8 10 9 11 1-4 lOj s 9 11 9i & 12 13 15 8 8t? 12 16 13 13 10} 13 7 18 9 7 16 8 2 17 23 17 23 II 17i 17 16 17 17 17 17 16} 9 23 14 9 18 17i 1 £ B 12 17 8 10} 17} 17 10} 17 13 17} 13 19 12 17 ■3 o .J -S-3 S e ^ 2 3^ 2T»i 2 2i 2^ 2i^T 2 2 2^3 Hi 2i 2tV 1* 3 2,*- ol 3 a o ja o a. H o V Cm O a 3 2000 1100 Bemarka, 1000 1000 1000 Boiler constructed after low pressure form. Similar to Bara Ilill. Boiler constructed after low pressure form. Do do do do. Do do do do. Cylindrical. Boiler oonstruclcd after low pressure form. Do Do Do Do Do do do do do do do do do do do do. d... do. da do. Conical vertical Boiler. Boiler constructed after low pressure form. Tubular Boiler without return flues. Cylindrical Dome. Boilnr constructed after low pressure form. Tubular Boiler. No return flues. Barn HilL Boiler constructed after low pressure form. Barn Hill Patent Boiler. Boiler constructed after low pressure form. Do do do do. Do do Cylindrical Dome. do do. Conical Vertical Boiler. Do do do do. RETURN In part to an Address from the Legislative Assembly, of the 8th instant, for Copies of Documents relative to the Survey and Improvement of the Kapids of the River St. Lawrence. By Command, Secretary's Office, Quebec, aOth March, 1855. G. ET. CAin lEU, Secretary. REPORT Upon the Examination and Survpij of the River St. Lmrmice, from Prescott ft> the Head of Ihr. Lachine Canal, and certain experimental biasing operations made during the Summer of 1854. The undersigned l)ave the lionor to report that, in accordance with the instructions contained in the ai^reoment of October 18, 1853, beiween them and the Honorable Commissioners of Public Works, they have examined and partly surveyed the River St. Lawrence, from Presooit to the Head of fiachine Canal, with a view of ascertaining, " 1st., the character and extent of the obsinictions which would have to be removed in order lo procure a navigable channel through- out the whole of the Rapids of the St. Lawrence, from Prescott lo the Head of Lachine Canal, such channel not lo be less than two hundred feet in width, to have at no place, at low summer water, a less clear depth than twelve feet, and in the Rapids, sul)ject to much swell, not less than thirteen feet;" " 2nd., the cost ai which such improvement could be carried out." That ihey have fired fifty submarine charges of one hundred and twenty-five pounds of powder each, as an experiment in different parts of the Rapids, for the purpose of ascertaining whether M. Maillefert's new method of blasting rocks imder water without drilling could advantageously be made use of for the contemplated improvement. They are happy to say that both the surveying and the blasting operations have been entirely successful ; that it is practicable to open a channel of sufficient width and depth for vessels drawmg ten feet, by means of removing the obstruc- tions ; and finally, that this great improvement can be carried out for an outlay of not exceeding one hundred and eighty thousand pounds (£180,000.) The obstructions which it will be necessary lo remove are in the Galoppe Rapids, the North Channel of ihe Long Sault, and the Rapids between Lakes St. Louis and St. Francis, of which the latter are the most extensive. Before proceeding to describe these obstructions, and to estimate the cost of their removal, the undersigned beg leave to submit some general remarks relative to, 1. Their surveying operations ; 2. The maps which accompany ihis Report; )\\ S. The requiretl width and depth of ehannid ; 4. The low Himirner water ; 5. The cxperitn(.'ntal blasting operations ; and 6. The estimates of cost. 1. Surveying operations. The examination of the Chaimel was made in parrallel lines, soundings being taken in the u^ual manner, the Surveying Harge used on tiie occasion was provided with tubes through which measured poles could be passed lo any depth and easily moved up and down ; a mode of operation which was also made use of for the purpose of ascertaining whether or not the Channel was obstructed; whenever u doubllul spot was found a more chtse examination was at once re- sorted to, and when it was ascertained to be necessary a thorough survey of the locality was made. It is hardly necessary to remark that to make a Marine Survey it is required that a triangulation of the adjacent shore lines shall be made, and proper stations (established from whence sights can be taken to the surveying ves!«e} at the Galloppe llapids and the is'orlh Channel of the Long Sault, the obstruction,^ being concentrated in one spot, the neci'ssary stations could easily be established on u measured base line on shore, and no triangulation was re- Quired. But between Lakes St. Francis and St. Louis ihe obstructions were found to be so numerous and extensive, that it beciime necess^ny to survey thai whole portion of tlio river, and consequently to complete! the triangulation made in 1852 by Mr. James Stewart, C. E., which embraced the Cotcau and Cat(;ades Rapids, their labors in this particular are apparent on the Maps accompanying this Report. The undersigned beg leave in this jonneclion to acknowledge the accuracy with which Mr. Stewart's triangulation had 1-cen made throughout, and the utility f his Map in tlicir survey. Having aeeomplished these preparatory operations which from ihe great number of Islands, the widlh of the river, and the difficulties of Communication, re(|uired considerable time and labor, they pro- ceeded to the examination of the diH'erent Channels in the following manner : The mode of surveying by sounding lines between stations on shore, or to and from buoys could only be male use of where the ci rent was not strong and had to be abandoned in the Rapids proper. Here the swell below the Chutes, and the current above make it impossible to move a vessel with any degree of ac- curacy, and even the mere crossing in a boat is generally impracticable. The only available mode of operation, and therefore the one adopted, consisted in anchoring Scows at convenient distances one iVom another across the current determining the position of them from the stations ashore, and then in dropping down life-boats on measured cables. Each life-boat was manned properly with a Captain at the helm, an experienced man to take the soundings wiih a measured iron or wooden pole, and an assistant to book them. For every one or two hun- dred feet \\ liich the boat descended, a flag was raised, and the position of the boat determined iustrumentally, from at least two slaliom^ on shore, by assistant engineers. It can '.Msily be conceived that labor of this character occupies nmch time because only me line of soundings can be taken from each anchorage, and because the moving of Scuv.s across the current, wiih a view of placing them in position, is attended with :,':t'at difficulty, and sometimes with danger. It was frequently impossible, by one day's hard work to obtain more than one single line of soundings, and more than one day was entirely lost, when a Scow drag- ged her anchor in consequence of the extraordinary swiftness of the current, for in such instances no other alternative was left but to give up the anchorage, and to run down through the Rapids ; and to return to the original position, it was necessary to pass up the Canal. Another great delay was found in hauling up the life-boat to the scow, from whence it had started; a slow op( "-lion, which required the utmost exertion of the men. In certain places the water was so turbulent, and the current so swift, that it was not only difficult and dangerous to anchor 45 water ; 5. The irs, soundings occasion was il to any depth also made use IS obslrucied; 18 at oiic(^ rc- survey of the M.irinc Survey be made, and the surveying ong Sault, the s could easily lation was re- it ructions were to survey that julation made and (Jasfcades aecoiupanying vMowledgo the iroughoul, and 'se preparatory f the river, and abor, tljcy pro- wing manner : iiore, or to and strong and had le Chutes, and d egrets of ac- nieable. The d, consisted in •IS the current n in dropping properly with iih a measured le or two hun- )osition of the i, by assistant occupies much mchorage, and aeing them in mger. it was Ml one single a Scow drag- he current, for nchorage, and asiiion, il was iiaulingup the which required so turbulent, rous to anchor the scows, but even to board ihem with the boats when at anchor, was attended with danger. These dilhcultic's became in certain loculilies insuperal)le, and recurrence had to be had to so ealltMl running lines, an operation which con- sisted in letting boats run in ditlerent directions tlirough the Rapids taking souudin^s from ihem, and at proper intervals showing a flag to which sight could 1)0 taken simultaneously, and with al least two good instruments on shore. These lines of soundings were protracted in the usual way with a good boat well steered and manned. This last named mode of operation, was found to be pniciicable in even the worst places, and where die open boats could not live, the iron barge built for the purpose was used. It was by employing allernately and, ns circumstances would dictate, the difTerent modes of operation jibove descrilxnj, that the soundings were obtained, a portion of winch only coidd be marked upon the miips which accompany this Report. The aggregati; rmmber of soundings, taken and recorded in the field books, amount to over ii8,U00. The maps accompanying this Report aie : — No. I — Survey of a Portion of the Galoppe Rapids. No. 2 — Survey of a Portion of the North Channel of the Long Sault. No. 3 — Survey of a portion of the River St. Lawrence between Lake St. Francis and Poinie an Diable, including the Cc^eau Rapids. No. 4 — Survey of a portion of the Riv(;r St. Lawrence between Pointe au Diable and Pointe au Moulin, including the Cedar Rapids. No. 5 — Survey of a portion of the River Si. Lawrence between Poinie au Moulin and Lake St. Louis, including the Cascades Rapids. 2. The width and depth of the Channel. The several new Channels projected on the maps, show the position and extent of the o!)structions necessary to be removed in each of them, so that they may be navigable for vessels drawmg ten feet. In laying down these ChanntiLs, care was taken to avoid obstructions and .sudden bends, as much as circumstances and the prevailing currents would admit; each of the Channels will, therefore, if sulliciently improved, become a navigable Channel, but only one of the number will hereafter be recommended for improvement. A Channel of 300 feet width would be quite ample for vessels drawing ten feet, and there may be instances in which a combinntion of favora- ble circumstances, such as straightness of Channel, inconsiderable extent of the obstructions between which it runs, facility of entrance and ease in keeping the Channel, would admit of a width of less than two hundred feet, and should it be deemed necessary, the undersigned would be prepared to point out the localities where such deviations may be admissible ; it may be proper, however, to remark, in this place, that the estimates given in, are based on the assumed necessity of a 20O Channel throughout. With regard to the depth of Channel, they do not see any occasion to comment upon the data given by the Honorable Commissioners of Public Works, and their experience would lead them fully to subscribe to the conditions contained in their instructions, that it ought not to be less than twelve feet in any place ; and not less than thirteen feet where there is a heavy swell. The undersigned have, therefore, in slating the depths, which, in their opinion, will be required in each locality, found no occasion to go beyond the limits assigned by iheir instructions. The depths which will be recom- mended in the following, have also been marked on the maps accompanying this Report, and the estimates of cost have been calculated accordingly. 3. The Low Summer Water, The stage of water called Low Siunmer Water, or ordinary Summer level, had been found by Mr. James Stewart, to correspond with a ben hmark established by 46 ', ' i>!l him on Pi": Island, Coteau Rapids, when that benchmark was one foot out of water, which result was confirmed by the observations of the undersigned. Before the sur* vey was actually commenced, eight different benchmarks were established in the lower llapids. They were frequently examined during the Summer, and the varia- tions in the stage of the water were always found »o be siiiuiitaneous and nearly equal throughout the Rapids. Between the 2nd of June and 11th of November, the difference between the greatest rise and the greatest fall which occurred during that period, did not exceed one foot three inches. The rise and fall in Lake St. Francis was found to be about the double of the corrcsponditig rise and fall in the Rapids proper ; but the fluctuations in Lake St. Louis are more considerable than those in Lake St. Francis, and differ from them in their periods and extent ; the River Ottawa exercising much influence upon the stage of water in the former Lake. At the lowest stage of water observed, Mr. Stewart's benchmark was found one foot and six inches out of water, and the river having been unconmionly low this fall, it may be surmised that extreme low water is six inches lower than the ordinary Summer level, i. e., low Summer water. The undersigned have therefore adopted Mr Stewart's bench for low summer water and have reduced their soundings to that datum. 4. The experimental Blasling operations. Fifty heavy Sub-Marine charges were fired in accordance with instructions in different parts of the Coieau Rapids on smooth solid rock, as well as on bars formed of bcmldors and stones, &c., and in very swift currents ; they proved efficient every- where ; though not equally so, the accumulations of boulders andsiones yielding more readily than the solid rock, which was a very hard limestone ; however, after this ex- periment, there can be no doubt, but that Mr. Maillefert's new method of blasting rocks under water without drilling which was most successfully employed for the removal of dangerous sunken rocks in Hell-gate near New- York, can also advant- ageously be made use of for the contemplated improvement in the River St. Law- rence, and is in fact the only available mode of operation. i'(\ i- 5. The estimates of Cost. It will easily be understood that estimates of cost for operations of the char- acter contemplated cannot be entirely based upon the quantity and quality of ma- terial to be removed. To open out a channel through the various Rapids will necessitate a consi- derable and valuable outfit a great pdrtion of which will have to be renewed in the course of the operation, A large allowance must also be made for the dangers and difficulties with which the work will be attended, the interruptions caused by navigation, the delays from accidents, and the liberal salaries and wages for which only good engineers and hands can be persuaded to engaged in such a work. It must also be taken into consideration, that in order to leave no one spot with less depth than required, the excavation will generally have to be carried to a still greater depth than the one specified, owing to the peculiar character of this work which especially in turbulent waters will not admit of the same accuracy and regularity as are obtained in similar operations on dry land. It is by taking all these circumstances into consideration and by dividing the cost of outfit and contingent expenses between the different localities, that the undersigned have arrived at the estimates of cost. The undersigned will now proceed to submit the results obtained by their examination and survey and to estimate the cost of the contemplaieJ improvement. Commencing the examination of the River St. Law- renci* at Pre-cott and proceeding downward, the channel at present used by ves- sels of heavy draft, was found lo be sufficiently wide and deep until passing through the Galoppe Rapids, soundings of 9 and 10 feet were struck in the cban- t out of water, Jefore the sur- blished in the and the varia- us and nearly November, the icurred during 11 in Lake St. and fall in the isiderable than id extent ; the e former Lake, found one foot low this fall, it 1 the ordinary refore adopted undings to that instructions in on bars formed efficient evcry- s yieldinp: more r, after this ex- hod of blasting Tiployed for the n also advant- River St. Law- is of the char- quality of ma- ssitate a consi- be renewed in for the dangers uptions caused ties and wages ■aged in such a ive no one spot to be carried to haracter of this same accuracy It is by taking st of outfit and dersigned have d to submit the the cost of the River St. Law- ;nt used by ves- p until passing ick in the chan- nel. A survey was therefore made of these Rapids the results of which are laid down upon the annexed Map No. 1, of the two channels leadinpc to the Galoppe Rapids ; I he Southern is used only by steamers of light draft, and was found to be loo narrow and loo crocked io be available for the navigation contemplated ; the Northern, or Main channel, is now navigated in all seasons by vessels draw- ing 8 feet, but it will require some improvement to be made sufficiently wide and deep for vessels of ten feet draft ; the principal obstruction is a bar of solid rock, which stretches across the river forming a Chule^ and which is covered only with 9 and 10 feet of water in the channel. The obstructions above and below this bar consist of boulders and stones. The whole can be removed by means of blasting and raising i\w. debris : No difficulty would appear to exist, but the operations will be subject to frequent interruptions caused by the passage ol steam nnd other vessels. To make the proposed improved Northern channel 200 feet wide, and 13 feel deep throughout 4,6G6 cubic yards ol solid rock and boulders will have to be removed ; and the cost of this improvement is esti- mated at £11,232. Leaving the Galoppe Rapids, no obstructions were met with before approaching the South channel of the Long Sault which bran- ches off from the Main River about six miles above Dickenson's Landing. This channel, which at present is navigated only by vessels of light draft, and by Steamboats with low guards, or such as are not considered strong enough to sustain the heavy swell in the North Channel, was found to be crooked, narrow, and obstructed by several bars. It would require a consi- derable outlay to widen and deepen it sufficiently, and it would still remain crooked. Another great objection to this Channel arises from the fact, that it is the only available route for rafts, which, when passing through it, block up the whole Channel, and leave no room for Steamboats to pass, and owing to the frequent bends of the Channel, it is impossible for the Steamboats to discover them, until they are in close proximity ; having at the same time found the North Channel superior both in width and depth, it was not considered necessary to make a complete survey of the South Channel, which cannot be recommended for improvement, unless it should be contemplated to make vessels ascend through the Kapids by means of some auxiliary motive power, a project which cannot be discus-edin this place, but for the realisation of which this channel would offer peculiar advantages. The North Channel, which is now navigated by vessels drawing 8 feet and more, is very turbulent, but sufficiently deep and wide throughout, except at the upper fitch or CAm^c where it is obstructed, as shown on the annexed map No. 2. This Chute is formed by a ledge of solid rock, stretch- ing across the river, and in the present Steamboat channel, covered only with ten feet of water. Immediately below the pitch several very heavy boulders lying on a stony shoal, Burns's Shoal, form another dangerous obstruction, to- wards which the current sets, and which it is difficult even for Steamboats to avoid. The present chamel is at this place both narrow and crooked, and will require to be straightened, widened and deepened, to make it perfectly navigable for vessels drawing ten feet. It is proposed to widen the channel accross the bar, as traced upon the map, with a view of entirely avoiding Burns's Shoal, and the heavy boulders lying on it. By removing a portion of the upper bar, the direction of the current will be changed so as not to set against Burns's Shoal, and would then take the direction of the channel, the removal of the obstructions in the North Channel by means of blasting, is considered practicable, but will be con- nected with difficulty and danger, owing to the extreme swiftness of the current, and turbulence of the water, both at the upper pitch and below it. The quantity of solid rock and boulders which will have to be removed in order to make the North Channel of the Long Sault, 200 feet wide, and 13 feet deep, throughout, is estimated at 4,560 cubic yards and the cost of this improvement at £17,198. From the Long Sault and down to the foot of Lake St. Francis, the channel was )li .Vi i found to be sufHciently wide and deep thronghout. From Lake St. Francis two channels lead to the Coteau Rapids, "the norlhcrn or present Steamboat channel runs as shown on the map, and is obstructed by two bars, one at the head, the other below the foot of Prisoners' Island. There is at ordinary summer water not more than 7 or 7^ feet of water in the channel on the upper bar, which is hardly sufficient for vessels drawing 6 feet, and not more than belween Sand 8^ feet i i the lower bar ; both these bars consist of boulders and stones, and can be remov ed by means of blasting, etc. The operations would be comparatively easy on the upper bar, but connected with considerable difficulty on the lower bar, where the velocity of the current is over 14 feet in a second, and the waters are very turbulent. The operations in this channel on the upper as well as on the lower bar will be subject to frequent interruptions by the passage of vessels, and it is to be feared to frequent accidents arrising from collisions with rafts when driven out of their ordinary route by strong northerly winds ; a depth of 12 feet is considered sufficient on the upper bar, but 13 feet will be required on the lower bar, in consideration of the heavy swell. The quantity of boulders and stones, which will have to be removed in this channel is estimated at 25,665 cubic yards and the cost of the improvements at jC 40,365. The Southern or lost channel is not now in use, but was nevertheless surveyed with a view of ascertaining, whether a better and less obstructed channel than ilie Northern or present Steamboat channel could not be found, and considerable pains were taken to mike this survey as complete and reliable as possible. The Southern Channel wns found to be obstructed at Juniper Island by a bar of solid rot; k, which at this place forms a Chute ; and further below Chnfe verte, by several extensive bars formed by an accumulation of boulders and stones. It is considered practicable to open a channel through these bars by means of blasting, etc., and the operation would not be attended with much ditficulty, but would require a considerable outlay. In consideration of the swell, the depth to be not less than 13 feet on the upper, and 12^ feet on the lower bars. The quantity of solid rock and boulders, which will have to be removed in this channel is estimated at 60,085 cubic yards, and the cost of the improvement at £78,285. A channel which branches of!" from the present Steamboat channel above Pig Island runs between Pig and Thorn Island, then along the South side of Pig Island, and again joins the Northern Channel below this spot and abreast of Prisoners' Island ; it is now sometimes ;n by Steamers and other Vessels, when the water is very low, but it is crooKed and too much obstructed to be taken into consider- ation for the improvements contemplated. The cost of improving the Southern Channel was estimated at £78,285; that of improving the Northern Channel at £40,365, which gives a difference of i:37,920 in favor of the Northern Channel; it must be borne in mind at the same time, that the No thern Channel follows the natural flow of the current, and is easier of access from Lake St. Francis than the Southern Channel. The undersigned have therefore no hesitation in recom- mending the Northern Channel for improvement, the cost of which was estimated at £40,365. From Pointe au Diable downward a few inconsiderable obstructions were met with, before entering the Cedar Rapids, at the head of which a ledge of rock runs across the present Steamboit Channel, partly covered with boulders and forming an obstruction, which is commonly called la BarrUrc ! ! there is at ordinary summer water not more than 9J feet of water in the Channel, where it crosses this bar between to fiam^rc and Pomfc au Moulin^ the Channel was found to be obstructed by a few heavy boulders as shown on the map, I'he Raft Channel was found to be too shallow and crooked to be taken into consideration, and the present Steamboat Channelis i ere fore recommended for improvement. The removal of /a fiflrriere and other cUtructions in this Channel is considered practicable, but will, owing to the violence of the current, the heavy swell, and the vicinity of the Chutt awe Bouleaux be attended with considerable difficulty 49 Francis two iboal channel he head, the ler water not ich is har(My nd 8^ feet i i an be remov !o\y easy on )r bar, where e waters are ell as on the ' vessels, and th rafis when 1 of 12 feet is on the lower i and stones, 3 cubic yards hannel is not ling, whether It Steamboat to make this el Wiis found at this place ■ bars formed cable to open erat ion would erable outlay, n the upper, :ilders, which lie yards, and ches oft" from cen Pig and again joins ners' Island ; n the water iito consider- the Southern n Channel at n Channel; it 1 follows the Francis than )n in recom- jv^as estimated e obstructions rhich a ledge vith boulders ! ! ! there is at inel, where it Channel was p. 'I'he Raft consideration, improvement, is considered vy swell, and ible diliiculty and danger, and besider be subject to frequent interruptions by the passage ves?>oU. A depll; ol 13 feet will be requiriid throughout The quantity of sol of solid rock and boulders which will have to be removed is estiniatcd at 5,600 cubic yards, and the cost of the improvement at £12,500. After having passed the Pointe au Moulin the Northern or present Steamboat Channel was foun to be much olb- structed, and the existence of other Channels having been indicated in the Re- ports of Mr. T. C. Keefer and Captain Maxwell the undersigned applied them- selves to discover them, in order to ascertain their position and availability and to satisfy themselves, if the requisite improvements could be attained there, at less expense The obstructions in the Northern or present Steamboat Channel marked AAA, on the map, are, I An extensive shoal of solid rock partly covered with boulders ; and commonly called Bocco Hayes' Shoal or fa Chainttte ; there is at ordinary low water not more than between 6 and 7 feet of water in the Channel over this bar, which is considered the shallowest spot in the river, vessels drawing G feet frequently touch bottom here. The removal of this obstruction is considered practicable ; a depth of 12 feet will be required. The quantity of solid rock and boulders to be removed in this Channel is estimated at 9,100 cubic yarJs and the cost of the improvement at £18,700. This obstruction can be avoitlcd, or nearly so, by following the channel marked BBB on the map, which leads arounti the south side of Bocco Hayes Shoal, " and joins the northern channel, AAA, above Mary's Reef. The channel BBB is but little obstructed, and the quantity ot* boulder stones which would have to be removed from it, to make it 200 feet wide and 12 feet deep, is estimated at G30 cubic yards, and the cost of tl-.- improvement atX1760. 2. The next obstruction in the channel AAA, is Mary's Beef, which consists of boulders and stones, and has a depth at ordinary low water of not more than be- tween 8 and 9 feet ; the improvement of this channel, which is perfectly jmactioable to a width of 200 feet and a depth of 12 feet, would require the removal of about 4,725 cubic yards, boulders and stones, and the cost of this improvement is estima- ted at £5,325. This obstruction can be entirely avoided by running a southern channel, which is marked CCC on the map, and which will hereafter be called *' MidtUe Channel," if continued and improved across the bed of solid rock strctcli- ing f- '^m Buisson J?oint, as shown in the map. To run south of Mary's Reef and then again to join the channel AAA, would not in the opinion of the undersio-ned be practicable, nor would any improvement be gained by it. 3. The third and most formidable obstruction in the channel AAA is formed by an extensive bed of solid rock, stretching from Buisson Point across the whole river; the shallowest ana most prominent portions of this bed of rock bear the name of Dog Reef, " la Balire'^ and Split Rock, and it is between theso dangerous ob- structions that the present steamboat channel finds its way over a continuation of shoals consisting of solid stratified limestone, partk covered with boulders and stones. It is considered practicable to remove these obstructions, to the width (200 feet) and depth (13 feet) required ; but the operation would ba subject to freq.Tcnt interruptions by the passage of vessels and rafts, and when accomplished still leave one of the greatest objections to this channel imremoved, which is the direction of the current setting across it, as shown on the map. The quantity of solid rock and boulders which would have to be removed in this channel, to make it 200 feet wide and 13 feet deep, is estimated at 36,633 cubic yards, and the cost of the improve- ment at £76,606, adding to this the estimated cost of improving Mary's Reef, £5,325 and the channel BB, £1,760, the total £83,751, represents the cost of im- proving the channel AAA from Point au Moulin to a point marke^l X on the map. The magnitude of the outlay required for this improvement, together with the unfavorable direction of the current in this channel made it appear very desirable that another and a better channel could be found susceptible of of being improved for a smaller outlay. The portion of the river betvreen the i 1\ iHI 1 1 • 1 1 ■J . 1 Channel AAA and the North Shore being very shallow, and for various other reasons (luite unavoidable, the undersigned made a careful examination of the por- tion of the River, South of that Channel, and sueceeded in tracing two distinct Channels which are marked on the map DDD, Southern or Saw Log Channel, and CCC or middle Channel. The operation of tracing these Channels was attended Vfith much labor and danger, several of the Chutes being very turbuleiit, and no pilot having been found sufficiently acquainted with this portion of the River to guide the exploration. The most Southern or " Saw Log Channel," so called from a large stick of timber which for years had laid bare at the place indicated on the Map, but was swept away by the ice in the spring of the present year, is apparent- ly the same which had previously been traced. by Mr. Thomas C. Kecfcr. It runs, as shown on the map for a distance of about 1600 feet over the shallow bed of rock and joins the Northern channel AAA in deep water, between Round Island and Bursons Point, this channel a portion of which in its present condition is not more than five feel deep and the knver part of which is obstructed by boiddcrs, can, how- ever, be made 200 feet wide and 13 feet deep, and being easy of access from above and following the Montreal flow of the current, would, when improved, become a good navigable channel. The quantity of solid rock and boulders to be removed in this channel, down to the point marked X on the map, is estimated at 50,750 cubic yards, and the cost of its improvement at 104,900 ; addin" to this 1,760 which is the estimated cost of improving the channel BBR the total £106,660, represents the cost of improving the channel DDD from Point au Moulin to X. The middle channel CCC runs as shown on the map, for a distance of about 800 feet over the same shallow bed of rock as DDD, a little above which it joins the Northern channel and is like DDD in certain spots only five feet deep. It can be widened and deepened respectively to 200 and 13 feet and being easy of access from above and following the natural flow of the current will, when improved become a perfectly good and navii^able channel ; it is like DDD obstructed in the Upper part by solid rock, here and there covered with boulders, and in the lower part by boulders, which have been deposited there, after having been swept over the shallow and smooth bed of rock above. The quantity of solid rock and boulders to be removed in this channel is estimated at 36,632 cubic yards, and the cost of this improvement at £76,664, adding the estimated cost of improving the channel BBB 1,760 the total £78,- 424 represents the cost of improving the channel CCC from Point au Moulin down to X. The cost of improving the two other channels between the same points having been estimated for channel AAA at £83,751 and DDD at 106,660 there is a difference respectively of £5,327 and £28,236 in favor of the midd'e channel CCC, which is therefore recommended for improvement at the cost above estimated of £78,424. The fourth and last obstruction in the Channel AAA is formed by an ex- tensive bed of solid rock, stretching across the river between the southern shore and Cascade Islet. On this bed cf rock several heavy boulders have been depo- sited which now form a dangerous obstruction, covered only with 6 feet of water, and commonly called the " Hay Stack." This formidable obstruction divides the present steamboat channel into two branches, a southern and a northern, which, however, join again shortly below, and continue as one channel into the deep water of Lake St. Louis. The channel laid down upon the map is recommended for improvement, being the straightest and least obstructed that could be found. The improvement of this channel will require the rerroval of the Hay Stack and other boulders, and the excavation bf the solid rock, to the width (2O0 feet) and depth (13 feel) required an operation which is considered practicable though difficult. The q' antity of solid rock and boulders to be removed in the Hay Stack Channel is estimated at 9,333 cubic yards, and the cost of the improvement at £20,281 ; adding to this the estimate for the Channel CCC £78,424, the total £98,705 repreaenta the cost of the proposed improvement between Pointe au Moulin and irious other of the por- Uvo distinct Channel, and las attended CI it, and n(; the River to called from Eatcd on the is apparent- It runs, as bed of rock I Island and is not more rs, can, how- s from above h1, become a B removed in 50,750 cubic which is the ;]M'esents the The middle feet over the :hern channel md deepened ind following :tly good and id rock, here !, which have mooth bed of 1 this channel t at £76,664, e total £78,- it au Moulin en the same •D at 106,660 the midd'e le cost above ed by an ex- DUthern shore re been depo- feet of water, m divides the them, which, into the deep •ecommended uld be found, ay Stack and 2O0 feet) and ough difficult, Itack Channei t at £20,281 ; total £98,705 u Moulin and Lake St. Louis. The channel through Lake St. Louis was found to be sufficiently wide and deep, the only doubtful spot being the Chateauguay Shoal, on which, however, no sounding of less than 13 feet could be obtained ; considering that at the time this shoal was examined, the water was low ( 10 feet) as on the upper sill of the Lachine Canal, that the bottom was found to be soft, and the shoal itself of no very great extent, it could not, in the opinion of the undersigned, be consi- dered an obstruction to the navigation of vessels drawing ten feet. In case it should undergo change and become troublesome, it can be deepened by dredging at a small expense. The entrance to the Lachine Canal was carefully examined and found to be obstructed by ledges of solid rock, covered, in some instances, with not more than 7| or 8 feet of water. But having been informed that an ex- tension of the Pier is contemplated, which will tend to give a greater depth over those obstructions, and change the direction of the channel, the undersigned have not at present made any estimate of the cost of improving thif entrance to the Lachine Canal ; they are, however, prepared to do so at any time it should be desired. Recapitulation of the estimates of cost of procuring a navigable channel through- out the whole of the Rapids of the River St. Lawrence from Prescott to the head of the Lachine Canal, by removing the obstructions ; that channel to be 200 feet wide and between 12 and 13 feet deep at low summer water. 1. Galoppe Rapids £11,232 2. North Channel of the Long Sault 17,198 3. Coteau Rapids, (from Lake St. Francis to Pt. au Diable,) 40,365 4. Cedar llapids, (from Pt. au Diable to Pt. au ., Moulin,) 12,500 : ■ ' 5. Cascades Rapids, (from Pt. au Moulin to Lake St. Louis.) 98,705 Total £180,000 It results from the examination made by the undersigned, and upon which they have the honor of reporting above. 1. That the River St. Lawrence in its present condition, may be considered navigable during low summer water, from Prescott to the foot of Lake St. Francis, for vessels drawing 8 feet, also through Lake St. Louis for vessels drawing 8 feet or even 10 feet ; and between Lakes St. Francis and St. Louis, for vessels drawing 6 feet, and during the higher stages of water by vessels resp. of a somewhat heavier draft, however, not exceeding resp. 8i^ and 6| feet. 2. That to make it perfectly navigable throughout, from Prescott to the head of the Lachine Canal for vessels drawing ten feet, will require the removal of obstruc- tions in the Galoppe Rapids, the North Channel of the Long Sault, the Coteau, Cedars, and Cascades Rapids. 3. That the practicability of removing those obstructions by means of subma- rine blasting &c.,has been ascertained by actual experiment in different portions of the Coteau Rapids ; and 4. That the cost of the whole improvement will not exceed £180,000. In submitting the above Report 'and accompanying Maps, which are the re- sult of nearly six months of uninterrupted labor on the River, the undersigned beg leave respectfully to remark, that in the pursuance of their work in the field as well as in framing their report they have been governed throughout by the desire of collecting and conveying as much information as possible, but at the same time of keeping strictly within Sie limits assigned by their instructions. That for this rea- son they have refrained from discussing in the present Report the importance of the l! f ■ <■ illi rM * improvement contemplated, and the different plans for making the St. Lawrence navigable, wliich have been proposed by others ; that however, at the same time they have at no moment lost sight of the magnitude of the object in view, and the imj)ortance of the investigation, with which they have been entrusted, that they have spared no effort to make their Report correct and reliable, and shun no danger where, to obtain information, it was deemed necessary to encounter it. They beg leave also gratefully to acknowledge the ability and cheerfulness with which they have been sustained throughout by their different assistants whom even serious accidents could not dishearten, and in concluding, would express the hope that in judging of their labors, the Honorable the Commissioners of Public Works will be pleased to take into consideration the peculiar diflicultics with which opera- tions of this kiad are necessarily attended. ^ The whole respectfully submitted. (Signed,) (( Coteau Landing, 15th November, 1854. B. MAILLEFERT, W. RAASLOFF, Engineers. New York, 9th September, 1853. Dear Sir, — Your much esteemed flxvor of 5th instant was received yesterday In answer to your request to us to state whether we agree to have our tender for the deepening of the channel of the St. Lawrence altered according to the wording of the advertisement, we beg to say that the discrepancy between our tender and the advert'' jment is entirely unintentional, and that we agree to have our tender read as follows : The undersigned hereby offer in width to have at no place at low summer water a less clear depth than 12 feet, and in those rapids subject to much swell not less than 13 feet, and of a depth sufficient, &c. We have the honor to remain. Dear Sir, V Your obedient servants, ^ ' MAILLEFERT & RAASLOFF, " Sub Engineers. Thomas A. Begly, Esq., Secretary Department Public Works, Quebec, L, C. t> ■:ii It;: I ,..::.. -., ■ ... ., New York, 26th October, 1853. Gentlemen, — May we ask the favor of an order from you to allow Mr. Wm. M; Millen, of Montreal, our agent for this special purpose, to select and bring to Mon- treal before the close of the navigation, such boats, scows, anchors and tackle be- longing to the Department as will be necessary for the prosecution of our survey of the rapids of the St. Lawrence, agreeable to the terms of our agreement with the Department of the 18th instant. We are anxious to 'lave these materials collected at Montreal before the close of navigation, for the reason that we have made ar- rangements to have the scows, &c., repaired, improved and fitted out during the coming winter, for the special use we intend to make of them, and with a view of having everything ready for operation as soon as the navigation opens next year. 53 t. Lawrence ne lime they I view, and trusted, that eliiible, and to encounter rfuhiess with I whom even ess the hope *ublic Works which opera- L.ngineer8. er, 1853. fed yesterday our tender for the wording ur tender and ve our tender width to have n those rapids ILOFF, ngineers. ber, 1853. w Mr. Wm. m1 bring to Mon- and tackle be- our survey of ement with the erials collected have made ar- )ut during the with a view of s next year. You would very much oblige us by sending the order which we solicit of you, to our address at New York, that we may forward it to Mr. Millcn with our instruc- tions. • • . Very respectfully, Your obedient servants, MALLEFERT & RAASLOFF, Sub Engineers, 64 and 60 Broadway, To the Honorable the Commissioners of Public Works, Canada. •. i; — — — ■,•'',, •»',,1? ' Department Public Wohk^, Quebec, 20th May, 1854. Sir, — Having found but very little of available material in the depots of the St. Lawrence Canals, the undersigned now respectfully beg to solicit to be fur- nished by the Department of Public Works, for use in their expl()rati(m of the rapids ol the St. Lawrence, the following quantities of anchors, chains and ropes, to wit : 2 anchors, each of 8 cwts 2 do do 6 " .; 40O fathoms of !■ chain, 200 do § Manilla rope. All of which material is of such size and dimensions as to become useful on the Canals, after having been used in the operations of the undersigned. The undersigned should wish to have the above material delivered to them at the foot of Bo'auharnois Canal, through Mr. Booth, the Superintendent of that Canal. They further respectfully beg to be furnished with the following surveying instruments and copies of Reports for use in their operations. One 8 inch Metal Sextant. Circumferentor or Surveyor's Compass. Pris Malic Compass. • i » ^.i 2 feet Station Pointer. Plain Meridian Compass without graduation in an oblong box, 5^ inches by 8 inches. One copy of Mr. Stewart's map of the rapids, reduced to a scale of 6 chains to 1 inch. Document No. 12,196 kept per Thomas C. Keefer, August 23, 1850. 15,858^ Thomas Maxwell, Feby. 7, 1852. 16,184 do do March 8, 1852. 16,244 Samuel Keefar, March 29, 1852. • 19,427 Thomas C. Keefer, April 6, 1853. ' 19,814 Samuel Keefer, May 25, 1853. The undersigned should wish to have these instruments and copies sent to them at Montreal. They have now very near completed their preparations for the exploration of the rapids of the St. Lawrence, and expect to be able to commence operati(ms as soon as they shall have been furnished with the above material and instruments. We have the honor to remain. Sir, i • » .^i^ ,. ! - ■: With sincere regards, . ; , ; -- -«^ if . . , i Your most obedient servants, ' MAILLEFERT& RAASLOFF. ■■''"" " ;: per W. RAASLOFF. Thomas A. Begly, Esquire, -.,-. - - -•• Secretary. ■If! i Department Public Works, Quebec. Montreal, 5th May, 1854. Dear Sir, — The undersigned are now repairing a scow belonging to the Board of Public VVorlts and lying at the head of Williamsburg Canal, and intend to have lier brought down to the head of Lachine Canal in the course of next Week ; they therefore solicit from the Department an order to the eflect to allow this scow to pass through the St. Lawrence Canals free from charge. They will, in the course of their operations towards exploring the Rapids, from time to time, have to bring their scows, barges and boats through the Canals, and beg lo suggest that a general order or pass be granted by the Department to the eflect that scows, barges and boats belonging to them, and used by them in the above mentioned operations, may hereafter, and during the whole of the present season, be con- sidered as belonging to the Board of Public Works, and be allowed to pass through the St. Lawrence Canals free of charge. We have the honor to remain, dear Sir, Your obedient servants, . ' MAILLEFERT & RAASLOFF. Thomas A. Begly, Esquire, Secretary. P. S. — Address : St. Lawrence Hall, Montreal. CoTEAu Landing, 5th June 1854. Sir, — I beg respectfully to inform you that we commenced operations the 2nd instant, with the material at present in hand. Our outfit is not yet entirely completed, but will be so in a week or two, when the iron barge now building at Montreal shall have been received. The lateness of the season this year and the scarcity of labour have exercised their delaying influence upon our prepara- tions as upon almost all the other works of public improvement ; but we trust that vvith activity and energy we shall be able, at least in a measure, to make up for the time thus lost without any neglect of ours. The want of ropes will, however, soon be felt seriously ; and having gone to a very considerable outlay (more than £1000) for the iron barge and for boats of different kinds, which were absolutely necessary, and of which none could be furnished by the Board, it would at once exhaust the amount allowed for the survey if we were also lo purchase and furnish the considerable quantity of rope which will be wanted for carrying out the work without further delay and interruption, and I beg respect- fully to express the hope that the Department will, in consideration of circum- stances, grant us the rope for which we applied in our letter of 20th May last. There will necessarily be a great many expenses to be incurred during the operations as suggested by experience as well as by peculiar circumstances ; and it appears to me very desirable that as great a portion as possible of the whole amount allowed should remain available for the operations proper, the pay of fxssistants and men, transportation of material and men from one point to another, purchase of powder and other material specially required and adapted for this novel and peculiar work. I have commenced, according to your suggestion, lo place water marks in different parts of the rapids, and intend to run levels in all directions with a view of determining the slope of the surface of the water in (JEBEC. May, 1854. ^ >nging to the al, and intend ourse of next (Tcct to allow I. They will, { time to tin>e, jeg lo suggest ct that scows, ve mentioned ason, be con- jwed to pass \ASLOFF. June 1854. operations the )t yet entirely now building this year and 1 onr prepara- but we trust e, to make up of ropes will, derable outlay s, which were • the Board, it were also to be wanted for I beg respect- ion of circum- 20th May last. ?d during the Tistances ; and of the whole f)er, the pay of lint to another, Japted for this suggestion, to m levels in all f the water in 55 the river in and above the Rapids. This information will be valuable for the proper discussion of the different plans for the improvement which maybe suggested hereafter. I have the honor to remain, with high regard, Your most obedient servant, The Honorable Hamilton H. Killaly : Commissioner Public Works, Quebec. W. RAASLOFF. * . Montreal, 6th June, 1854. Sir, — The undersigned beg respectfully to inform you that they have com- menced operations in the Coteaii Rapids, and that tlioy expect to meet Mr. James Stewart here to day, and thereafter to go over the ground with him, and to receive information from him relative to the survey made by him. They aro under these circumstances very much in need of the maps with which it is the intention of the department to furnish them, and ihcrefoio took the liberty to send you a telegraphic despatch expressing ilie wish that you would do them the favor, if possible, to forward such of the instruments and maps as may now be ready by the John Munn, the receipt of one map (copy,) and a sextant to-morrow, would in a measure enable the undersigned to proceed without delay with Mr. James Stewart to the field of operations and to verify as much as necessary the points determined by Mr. Stewart. Very respectfully. Your most obedient servant, MAILLEFERT & RAASLOFF. Thos. A Begly, Esquire, - V Secretary Department of Public Works, Quebec. P. S. — Address: St Lawrence Hall. Montreal, 14lh June, 1854. Sir, — We have the honor to acknowledge receipt of your letters of the 7th and 10th instant, and of the copies of documents therein mentioned. We find that we will require for onr surveying operations besides the instru- ments mentioned in our former requisitions. One Transit Instrument. One Theodolite. One Rochon's Micrometer Telescope, and beg respectfully to solicit that the Department would be pleased to furnish us with these instruments. We also beg respectfully to enquire whether we can expect to be furnished with the scow now at Flagg's Bay, which was the object of one of our former requisitions to the Department. We have written to Isaac Rose, Esquire, Superintendent of Williamsburgh Canals in relation to this subject, but have as yet received no answer from him. We have the honor to remain, Your most obedient servants, MAILLEFERT & RAASLOFF. Thos. A. Begly, Esquire, Secretary Department of Public Works, Quebec. t CoTEAU Landing, June 14th, 1854. Sir, — Since I had ihe honor of addressing you my last letter we have been engaged in surveying the channels Itading to the Coteau Rapids proper. Mr. Stewart's map covers but a portion of this ground and Ihe greater part of his sta- tions have been destroyed and cannot be found again ; it was therefore necessary to start afresh from the basis measured by him and to triangulate the whole group of islands in and above these Rapids. Thistriangulation is in good progress and so are the soundings in the Southern channel. We find that channels which are gLMierally considered to be deep and wide become doubtful from the very nioment a width of 200 feet and a depth of at least 12 feet is contemplated ; a mere ex- amination would not suffice to remove these doubts entirely, and we have there- fore determined to make a thorough survey of these Rapids and the Channch had- ing to them rather than to leave any thing uncertain and doubtful behind us ; we were confirmed in this determination by the belief that it would meet with your approval ; we have suficicnt material on hand for our present operations and ex- pect to have the iron barge ready by the time we shall have to survey the lower part of the Coteau Rapids. We are also well provided with life-boats anchors and chains, for future operations, but wc will no doubt very soon have to regret the want of a sufficient quantity cf rope. The water is falling in the river and we are now not more than about one foot above ordinary summer level. HI I have the honor to remain. With high regards Your n.ost obedient servant, The Honorable Hamilton H. Killaly Esq., Commissioner Public Works. W. RAASLOFF. m Montreal, 4th June, 1854. To the Honorable the Commissioners of Public Works, Quebec. The undersigned have had occasion in their former communication to the Uoard, to mention the fact that but very little available mnterial bclongii-g- to tlie Board having been furnished for use in their operations in the St. Lawrence, iliev lu-.d liecn compelled to go to a very considerable outlay for new and good material pro- |)'.^rly adapted for this service, and also that this outlay, together with the expenses incurred for repairs of material belonging to the Board, transportation thereof, and for the surveying operations proper would nearly exhaust the sum of £2,000 allowed f )r the survey, &c., of the liapids. Having now completed their outfit or very r.oarly so, they respectfully solicit the Board to taly ii« hIiow clearly thnt portions of the River which, In former ofTieial reports addressed to the Honorable ("ornniissioners, were considered as ni»t need- ing improvements, become doubtful, when the width and depth of channel above mentioned (200 ieet by 12—13 feet) is contemplated, and that, in fact, ^'reat uncertainly j)revails in regard to the real value and availability of all ihedillercnt channels. Effectually to remove this* prevailing uncertainty, will recjuiro a thorough sn»-vey to be made in a p,reat many instances where a mere examina- tion was originally considered suffleient. It becomes our duty, under tlies<' eir- cumslanees, most respectfully to submit the (juestion, whether the Honorable Commissioners desire us to keep strictly within the limits of time and expenses stipulated !/y the original agreements, and to examine and partly i-urvey the River, from Prescotl to the Head of Lacliino Canal, with a view of ascertaining the charactir and extent of the obstructions, etc., and in such a manner as to be able to ac(()ni|)lish this operation l)ef()re the 18th of October next, and to report thereupon, or whether the Honoralile Couunissiouers do not rather desire us to make a thorough survey, wherever we meet with a doubtful locality, and not to be satisiled with an examination, unless when that mode of operation loaves no doubt as to the value and availability of the channel, and to pursu»; those opera- tions in sucli a manner as actually to ascertain the character ami extent of the obslrnetions, and to leave nothing doubtful behind us, rather than with a view of extending them over a great portion o( the River, and t)f thus fulHIling the letter, but not (what may well be supposed to be) the spirit of the agreement. Submitting these two alternatives, we most respectfully beg to say, that in case the Ilonorable Commis8ion(;rs should decide in favor of the first-named, we shall have to proceed accordingly, and only beg to propose that, in this case, the Honorable Commissioners would be pleased (in consideration of the delays which we have suffered in our preparations, by the extraordinary lateness of the season, as well as by the scarcity of labor, and especially in consideration of the enormous rise in the price of labor and material which has taken place since the original agreement was entered into) to allow three thousand pounds, currency, instead of two thousand pounds, to cover the cost of the operations. But if the Honorable Commissioners should be pleased to decide in favor of the second alternative, we would most respectfully suggest that, as a natural consecpience of this decision, the original agreement be somewhat modified so as to make it stipulate essentially as follows : The modifications suggested being marked in italics. That we shall examine and survey the River St. Lawrence from Preseolt to the head of Lachine Canal, and ascertain, 1st. the character and extent of the obstructions which will have to be removed in order to procure a navigable chan- nel throughout the whole of the rapids, of width, 200 ft., and of from 12 to 13 ft. in depth ; Sml. the cost at which such improvement could be carried out : further, that we shall fire between fifty and one hundred heavy sub-marine charges as an experiment; that we shall procure the necessary boats, materials, Sic, and pay all expenses; llinl we shall continue these operations during the present year antil the inclemen y of the season compels us to suspend them, and thereafter re- port upon theiTi to tlie Depi. of Public Works ; that the Commissioners of Public Works will let us have tlic use of the scows, anchors, &c., belonging to them, which might be of use in these operations, such portion thereof as can be spared from the service of the Canal, and that we shall be refunded all expenses incurred, however not beyond three thousand pounds, in instalments during this year's ope- rations, or at the close of the same, and that upon delivery of our Report for the present year, and in case the survey, &c., should not lead to any contract between the Commissioners of Public Works and the undersigned for the improvement of the River St. Lawrence, we shall be paid a compensation of £750 or thereover, the exact amount to be fixed by the Commissioners according to circumstances. mmmmmmmm ' nmcr ofHoinl as not lUH'd- lannul above in fact, ^»reat I till! iliU'c rent ill ro(|nire a ire exuiniiia- ItT tlicfio cir- e Honorable md expenses f survey llio ascertaining nner as to be and to report desire us to y, and not to ion leaves no ; those opera- 'xtent ot the itli a view of ng the letter, Mit. ) say, that in sit-nanuul, we this eace, the if the delays iteness of the L'ratlon of the ace since the ds, currency, . But if the f the second conse(|nence as to make it ig marked in m Preseolt to extent of the vigable ehan- 12 to 13 ft. in out : further, charges as an &c., and pay present year thereafter re- ers of Public ging lo them, i^au be spared iscs incurred, lis year's ope- leport for the itract between provemeut of or thereover, rcumstances. 59 In submitting the above modifications of the original agreement to the con- sideration of the lion. ConuTiissioners, we need not insist upon the fact that wo cannot only derive no personal advantage from these moiliticalions, bnt that on the contrary, if the Hun. Commissioners should be pleased to adopt them, they will liave the clleet considerably to increase our labor and responsibility, without conferring upon us the right of claiming any proportionate inereast; of compensa- tion, (the exact amount of which, we confidently leave with the Hon. Commis- sioiurs to fix, upon consideration of all concluding ciivjumstama-s,) and that one and all of the modifications .HUggesled, aim only at enabling us to carry out the operations of this first year in such a manner as to place the lion. Commissioners in possession of full and reliable information about the cliaracti r and extent of the ol)slructions lo navigation in at least a considerable portion of the Upper St. Lawrence. We are fully av.aroofthe great dillicultics to be overcome in the course of our operations, which are not only of a novel and peculiar, but also of a dangerous and arduous (character, am we shall not allow ourselves to be dis- couraged, as long as we may rest assu-ed that the lion. Cominissoners have full confidiMiee in our ability and goodwill, We should be happy soon to be made acquainted with the views and deci- sion of the Hon. Commissioners in relation to the suggestions we have had the honor to submit, and shall, in the meantime, continue our operations in the Coteau Uapids, wiiere, up lo this day, we have been entirely successful. We have the honor to remain, Your most obdt. servants, MAILLEFEIIT & RAASLOFF. To the Hon. the Commissioners of Public vYorks, Cani la, Quebec. Montreal, 29th June, 1854. SiK, — The undersigned find that powder is at present at a very high price, and that llie U2oO bis. which will be wanted for the firing of 50 heavy charges, as to agreement of October IStli, 1853, will, delivereeclfnlly to express the wish that the Department would be pleased to furnish Mr. Macl;cr with instructions to draw up the Documents above mentioned which will have to be sign'.>d by the two sureties. In doing so the Department would enable us within one or two weeks from now to reap the benefit of the offer made by the Commissioners in their letter of 3rd instant. I have the honor to remain, \ Sir, . - Your most obedient servant, W. RAASLOFF, of the Firm Maillefert and llaasloff . Thos. A. Begly, Esquire, Secretary Department Public Works, < Quebec, List of instruments with which the undersigned acknowledge to have been fur- nished by the Department of Public Works, for use in their exploration of the Rapids of the St. Lawrence. One 8 inch Sextant. ' One Reconnaits Telescope. '^ One Surveying chain, 6G feet. One Ivory Scale, 3 feet to an inch. One Transit Instrument and Stand. One Circumferenlor and Stand. One Prismatic Compass. One refreading levelling rod. Two measuring Tapes. One Theodolite and Stand. One Spirit level do do. One Beam compass. One Improved Proctractor. '.ru MAILLEFERT & RAASLUFF. Cotcau Landing, 29th August, 1854. S to obsi the Dc seem I if the to Mc! in rcgi nients, Coteai I i ill I. If? CoTEAu Landing, 2jth August, 1853. SiHj — We have the honor, in compliance with your request in letter of 27th of July last, inclosed to send you a list shewing the whole of the instruments with which we have been furnished by the Department of Public Works. You will find this list corresponding with the one which accompanied your letter, with the ex- ception only of the Rochon Micrometer Telescope which has been forwarded to- day, to the Department, by the Mail Steamer, well packed up and in the same state in which it was when we received it. We have the honor to remain. Sir, Your most obedient servant, MAILLEFERT & RAASLOFF. Thomas A. Begly, Esquire, Secretary, Department Public Works, ^ Quebec. Montreal, 26th August, 1864. Sir, — 1 beg to inform you that I arrived here last night for the purpose of making arrangements for the transport of powder as instructed by your letter of 21st instant. I have to-day waited upon Mr. Elliot and find that he has deemed necessary to ask for further instructions from the Department ; I have under these circumstances postponed my departure from here, and shall be able to attend to the arrangements necessary in case your instsuctions should arrive to-morrow per letter or telegraph. • . m /. I have the honor to remain, Sir, Your most obedient servant, W. RAASLOFF, Of the firm Maillefert and RaaslotF. ^" ■ ' Address : St. Lawrence Hall, Montreal. Thos. A. Begly, Esquire, Secretary Department Public Works, Quebec. The S iturc f Lawrc excep of the menl 1 t( s n S 63 5LUFF. 3t, 1853. tter of 27lh nonts with )u will find ih the ex- wnrded to- 1 the same Office of Ordnance. Montreal, 25th August, 1854. Sir, — In acknowledging the receipt of your letter of the 21st instant, we beg to observe that the previous understanding was that the Ordnance were to supply the Department of Public Works and not private individuals, as your letter would seem to infer, with the powder required for service on the St Lawrence Rapids, but if the wish of the Coinmi'^jioners of Public Works that the Powder should be issued to Messrs, Maillcfort and laasloff with the guarantee of the Provincial Government in regard to its future payi.rent, there will be of course no objection to the arrange- ments, but the Powder must be supplied from Montreal as the magazine at the Cotcau du Lac does not contain sufficient to meet the demand. Icon will perhaps reply to this communication by telegraph. We have the honor to be, Sir, Your most obedient humble servants, (Signed,) W. G. WULFF, Lt. Col. C. R. E., W. ELLIOTT. 0. S. W. Q., WM. BELL, Col. Com. R. A. M. M. BLENIIAM, SLOFF. The Secretary to the Commissioners of Public Works. st, 1854. purpose of ur letter of as deemed inder these o attend to iiorrow per OFF, , Montreal. f. Montreal, 2nd September, 1854. glR^ — We have the honor to enclose you five stateme~^t8 showing our expend- iture for outfit and also for our operations towards exploring the Rapids of the St. Lawrence, up to the 1st of August, together with the original vouchers (with the exception of 8 vouchers for material and outfit belonging to statement No. 1, and of the aggregate amount of £699 13s. 8d., whibh were sent in to the Depart- ment under 24th June last. Statement No. 1. shows an expenditure for material and outfit to the amount of £x,18n 12 3 « " No. 2. " ** " " " ^-l 18 2 Makes total for material and outfit « • ♦ 1241 10 5 Statement No. 3. shews an expenditure for April . and May operations pi oper, of £107 16 1 Statement No. 4. do. do. /or June.... 220 4 Statement No. 6. do. do. July 240 17 4 Makes total for operations ^^8 17 6 - ■ ■ ■ -^ Total expenditure - £1810 7 10 I i:Y. 64 Wc now beg to express the hope, that in consideration of this very consider- able outhiy the Commissioners of PuljUe Works will be pleased to issue to us a cer- tificate upon such further security as may be deemed absolutely necessary. We have the honor to remain, Dear sir, Your most obedient servants, (Signed,) MAILLEFERT & RAASLOFF. i.i) . ■« Thos. A. Bcgly, Esq., Secretary Department Public "Works. Quebec. >lii 'i ! CoTEAU Landing, Gth Sept., 1854. Sir, — Wc have the honor most respectfully to inform yoii that b}' prosecuting our survey with the utmost diligence we have now reached the lower portion of the Cascades Rapids, after having carefully examined both the present steamboat chan- nel at Split Rock and the sa|)posed Southern channel under Buisson Point, we may state now in anticipation of the Report which we shall have the honor of laying before the Department of Public Works, at the close of our operations, that an im- provement of the River between Lakes St. Francis and St. Louis, essentially by means of removing the obstructions to navigation, appears to us practicable though connected with great difficulties and requiring considerable labor ; we do not, however, expect to be able at the close of this year's operations to pronounce in favor of one certain channel through the Cotcau and Cascades Rapids-, but shall most likely propose to leave this question open to be decided upon l)y the result of future operations. We have also the satisfaction to state that allhough we have not entirely avoided serious accidents, our arrangements have, however, proved effi- cient in preventing any of theui from resulting in loss of life or in serious damage lo the material employed. We have not yet received the powder from the Ord- nance Department, and have thus been very much delayed in commencing our experimental blasting operations ; we are, however, now informed that it is reaiy for shipping, and shall, as soon as it shall have been received, proceed to divite our party, one portion thereof to be employed at the experimental blastings, the other at an examination of the River from Prcscott downwards; this latter operation would be very much facilitated and promoted if we could have a good map of the shore line to refer to, and we beg therefore to express the wish that the Depart- ment would be pleased to furnish us with such map or maps or copies thereof, of that portion of the River as it may possess . • We have the honor to remain. Sir, Your most obedient servants, T. A. Begly, Esquire, Secretary Department Public Works, Quebec. MAILLEFERT & RAASLOFF. and I U.f •*>. 65 Ty consider- to us a ccr- lary. >LOFF. pt., 1854. y prosecuting jortion of the amboat clmn- *oint, we may mor of laying 3, that an im- jsscntially by lis practicable labor ; we do to pronounce ids, but shall y the result of i we have not proved effi- 'rious damage Vom the Ord- nmencing our it is rcaiy for to divice our ngs, the other ttcr operation »d map of the [U the Depart- ies thereof, of ^SLOFF. CoTEAU Landing, 6th Nov., 1834. Sir, — ^Tlie undersigned have the honor, in conformity with the stipulations of an agreement entered into on the 18th of October, 1853, between thorn and the Honorable the Conniiissioncrs of Public Works enclosed, to send you their Report ; upon the examinaton and survey of the River St. Lawrence from Prescott to the , head of the Lachine Canal, and certain experimental blasting operations made dur- ing the summer 1854. We have the honor to remain, Sir, Your most obedient servants, MAILLEFERT & RAASLOFF. Thomas A. Begly, Esq,. Secretary Department Public Works, Quebec. v Qi7EBEC, 30lh November, 1854. Sir, — We have to acknowledge the receipt of your letter of 20th instant, re- questing us to furnish the Department with immediate information as to the state of the survey of the St. Lawrence rapids, detailing what is done and wliat re- mains to be done, and stating how soon the charts will be laid before the Com- missioners. In reply, we beg respectfully to inform you that we have accom- plished the survey and the experimental blasting operations, and closed opera- tions on the river on the 1 Ith instant. We have under I5lh instant sent in our Report accompanied with five maps, to which reference is had in the Report. This Report we consider to be final unless the Honorable the Commissioners of Public Works should find that some information was still wanting, in which case we shall be prepared to send in such additional Report or Reports as may be re- quired. In regard to the maps accompanying this Report we beg most respect- fully to remark that they have been drawn all along with the operations, and were sent in only with a view of shewing the progress and results of the work ; they are, however, correct, and will we presume be found to answer the purpose ; above mentioned, but owing totlie want of time, they are not as elaborate and well finished as we would be able, and as we are desirous of making them; we therefore beg leave to express the wish that the Honorable the Commissioners of Public Works would allow us time and means to prepare another set of tnaps, which in that case we should wish to submit as the final maps. What still remains to be done is therefore in our opinion : — 1. To prepare another set of maps as above suggested, andin case this should not meet with the approbation of the Honorable Commissioners, to finish the copies of the maps now before them. 2. To secure the stations of which we have made use of during the survey and which it may be of interest to find again at some future period. 3. To continuerur observations of the bench marks until the river rises again for the purpose of asc. rtainingthe very lowest stage of water in the rapids during the present year. 4. To lay up forthe winter and properly store and secure the material which has been used in the survey, etc., in conformity with such instructions as we may receive from the Department of Public Works to that effect. We should be happy to be informed whether or not the Honorable the Com- missioners of Public Works, wish us to carry out the above specified work, and have the honor to remain, Sir, . • Your most obedient servants, MAILLEFERT & RAASLOFF. " Thomas A. Begly, Esquire, Secretary. t '' ■ *iMM 66 80th June, 1858. Gentlemen,™! am directed to draw your attention to the accompanying ad- vertisement from this Department, calling for tenders for the improvement of a portion of the Channel of the River St. Lawrence — a class of work in which you are stated to have had extensive experience. I am, Gentlemen, Your obedient servant, Messrs. Maillefert & Raasloff, Submarine Engineers, New York. T. A. BEGLY, Secretary. ^>!l hv River St. Lawrence. Notice is hereby given, that Tenders addressed to the " Commissioners of Public Works," will be received at this Office, until Thursday, the first day of September next, for the opening and permanently defining a navigable Channel throughout the whole of the Rapids of the St. Lawrence, from Prescott to Mon- treal ; such Channel to be not less than 200 feet in width, to have at no place, at low summ t water, a less clear depth than 12 feet, and in those Rapids subject to much swell, not less than 13 feet. It is to be stated in the Tenders, a bulk sum for the entire work necessary to open and permanently define a Channel, as above mentioned, and the period for its completion. The test for the Channel being so opened, to be, the passing of as many vessels as the Commissioners of Public Works may consider necessary, each vessel to be so loaded ar to draw ten feet water. The security for the performance of the work to be ample and bona fide. Conditions of payment and any other information may be known by applying at this office. Tenders to be endorsed "Tender for improving the Rapids of the Saint Lawrence." By order. Department of Public Works, 29th June, 1853. THOMAS A. BEGLY, Secretary. II Public Wohks, Quebec, 5th September, 1853. Gentlemen, — ^With reference to your tender for deepening the Channel of the St. Lawrence, I have to point out to you a discrepancy between it and the advertisement, the latter running thus : " To htvve at no place, at lov^ summer water, a less clear depth than twelve feet, and in those Rapids subject to much swell, not less than thirteen feet." me, 1858. ipanying ad- vcmcint of a in which you Secretary. Lawrence. nmissiuners of first day of jable Channel scott to Mon- tt no place, at ds subject to ork necessary the period for many vesseb ressel to be so nd bona fide. y applying at of the Saint Secretary. cs, mber, 1853. 16 Channel of za it and the h than twelve jen feet." As the Commissioners do not intend to deviate from the above mentionep terms, I am directed lo request that you will state whether you will agree to your tender being altered accordingly. I am, Gentlemen, Your obedient servant, Messrs. M aillefort and Raasloff, Sub-Engineers, New York. T. A. BEGLY. Public Works, Quebec, 29th September, 1853. Gentlemen, — I am directed to inform you that the Department is authorized to close with you for your proposed survey of the St. Lawrence R(vpids, for the procuring of the necessary machinery, implements, &c., firi.ig the trial charges referred to by you, and taking all possible measures to ascertain accurately and in detail the present state of each of the channels, and the amount of rock necessary to be removed, in order to improve them to the extent stated in the advertisement ; the whole cost of such survey, &c., not to exceed £1200. For the expenses incurred on such survey, satisfactory vouchers will have to be produced, upon which only the payments will be made. But no money will be paid until the survey is concluded, and proper naps and sections thereof sent in to this Department, of which they will then become the property. It is also to be understood that the amount to be paid for the improvement of the channels will not be determined or settle until the result of such survey is known, as it is but reasonable that the Provincial Government should be aware of the amount of work to be done, previous to their entering into any engage- ment as to the sum of money to be paid for it. I am, gentlemen, Your obedient servant, (Signed,) T. A. BEGLY, Secretary. Messrs Maillefert & Raasloff, Engineers New York. Public Works, Quebec, 20th June, 1854. Sir, — I am to apologise for not having answered your former letter, but since my absence I have been so wholly engrossed with our Annual Report, that I really have not had one moment. I now beg to acknowledge it and yours of the 14th, I have directed the rope to be sent you. With regard to the further examination of the Coteau Rapids you speak of, nothing will be done, if anything doubtful is left. The object is such that, if it cannot be carried out thoroughly nothing is done, but as we have spoken of, the object is if possible to accomplish a channel suitable for & vessel drawmg 10 feet to pass down in safety, for such, less breadth than 200 I }'(■ m M f > : feet of a moderate straight course would not be considered ample, and now that the river is about .j be opened to our American friends, the importance of it is btvoiu- hig greater, should however it be found impracticable to obtain such, it will then bo fixed positively what can be effected with certainty. I need hardly point out to you how indispensably necessary it is that you should establish safe and permanent marks of reference at head of each raj)ids, with the view, not only of shewing during the course of operations, lu)w the levels at the heads may be affected by our operations, but which will serve also as permanent standards, by which the trade will be governed as to what depth they can carry down at the respective levels of the river in high, middling, or low water. I would again merely repeat our desire that the duty you arc now engaged in shu lid be done most thorouglily. I have the honor to be. Sir, Your most obedient servant. Wm. Raasloff, Esq., Coteau Landing, Canada East. (Signed,) II. II. KILLALY. V , Public Works, Quebec, I5lh September, 1854, Gentlemen, — Your letter of the 2nd instant, addressed to the Honorable W, H. Merritt, has been laid before the Commissioners of Public Works by that gen- tleman, and in reference thereto, I am directed to acquaint you that in all matters of business between this Department and parties employed under it, the proper and legitimate i.iode of transacting it is directly through the Secretary of the De- partment ; as the intervention of third parties unconnected with such pubKc busi- ness, tends unnecessarily to retard and embarrass the regular official discharge of it. You will be so good as to make direct application for such maps or other as- sistance from this office as you may desire. To such applications the Commis- sioners will give due attention and will comply with them when they can do so with propriety. Th:? Commissi'^ners cannot admit that the Department, is in any manner ac- countable for the delay :n testing the effects of the blasting required by your con- tract, as would ieem to oe implied by your letter. By that contract you were bound to purchase the powder yourselves. The Department interfered only at your request, to induce the Ordnance to sell powder to you out of their stores; further than which they had no connection with the transaction, nor have they any whatever, with the obtaining and transport of it. After some explanation respecting your application for an advance of £500, it was agreed to advance £1000, and instructions were given to the law agent of the Department at Montreal, to take the necessary security therefor, in the sim- plest and most prompt manner, the neglecting to furnish which security is the sole cause why the sum mentioned has not been paid to you long since. In conclusion I am directed to state that, the wish of the Commissioners is to afford you every liberal assistance in their power, towards the carrying out of your contract, ^ ^ ~ " Gentlemen, Your most obedient servant, Messrs. Maillefert and Raasloff, Coteau Landing. T. A. BEGLY, Secretary. m low that the it is bct'oiii- will then be t you si K mill ds, witli the levels nt the |M>rmnncnt ?y can cari-y cr. engaged in Public Works, Quebec, 20lh November, 1854. Gentlemen, — I am directed to request that you will furnish this Department with immediate information as to the state of the survey of the St. Lawrence rapids, detailing what is done and >vhat remains to be dune, and slating how soon the charts will be laid before the Commissioners. I am. Gentlemen, ■ - ' Your obedient servant. ILLALY. Messrs. Maillefert and RaaslofT, ^ers. Coteau du Lac, T. A. BEGLY, Secretary, Engineers. KS, ;r, 1854, [onorable W. I by that gen- in all matters , the proper ry of the De- 1 pubhc busi- 1 discharge of or other as- le Commis- ey can do so y manner ac- )y your con- ct you were ered only at their stores ; ►r have they nee of £500, law agent of , in the sim- rity is the sole missioners is rrying out of Public Works, \ Quebec, 5th December, 1854. Gkntlemen, — In reference to your letter of the 30th ultimo, I am directed to state that the maps furnished by you are considered quite sufficiently finished for all practical purposes ; and that in reference to the other points mentioned, all that is considered essentia! is that one of the officers of this Department, Mr. Sippell, should accompany you along your line of survey, for the purpose of your pointing out to him your several stations and bench marks, of each of which you will furnish him with a Schedule giving the levels. Mr. Sippell will also arrange for laying up the materials, &c. '■ ■ • ' - : ■' '-■. '-■ '■" I am, "' ' , ■' ^'■ Gentlemen, Your obedient servant, Messrs. Maillefert and RaaslofT, Engineers. T. A. BEGLY, . Secretary, |LY, ecretary. Tender for improving the Rdpids of (he St. LaiLrence. ' * • V ' Montreal, 24th August, 1853, In conformity with the advertisement of 29th June last, emanated from the Department of Public Works, the undersigned hereby offer to open and perma- nently to define a navigable Channel through the rapids of the St. Lawrence, from Prescott to Montreal. Such Channel to be not less than 200 feet in width, and of a depth sufficient to admit the passage of a vessel drawing ten feet, at or- dinary low summer water, for the sum of £30,000, the work to be ccmpleted within two years from the date of the contract, on the following conditions : First, — In Mr. Samuel Keefer's Report of 25th May last, our only guide, it Ib stated, that in order to obtain a Channel of the desired width and depth, works of improvement are required only at the " Coteau," Cascades and "Lachine Rapids," and also that further survey and examination of these places must be made before the works of improvement can be commenced. ,>' ''}: m'm- in, I'll* M' i^' ,|i We cannot but agree with Mr. Keefer, in regard to the necessity of a great many more soundings at the above mentioned placis, especially inasmuch as no soundings have been made across the Channel, but only in the direction thereof ; consequently the width of the Channel has never bt.en defined, and we possess no information whereupon to base an estimate of the work to be performed, in order lo give a Channel of 200 feet width and of the required depth. In order therefore to obtain the information, the want of which has thus been stated, we hereby offer to make a minute marine survey of such parts of the above mention- ed rapids, where an improvement is wanted and contemplated, and ihus to find out and to define the location of a good navigable Channel of 200 feet width, and to take a sufficient number of cross sections, thereupon to base a proper estimate of the quantity of work to be performed, and to commence the necessary prepara- tions for siu;h survey immediately, and to carry out the survey in the course of next year's spring and summer-season, we further propose in connection with this survey to fire 50 heavy submarine charges with a view of testing the practicabili- ty and probable cost of removing the works and boulders forming the obstructions by means of submarine blasting ; the cost of this survey etc., not to exceed the sum of £1,250, according to the following estimate submitted as No. 1. Second, — That in case the above mentioned survey should prove the deepen- ing of the Channel as required, not to be practicable for the sum above named, we shall be allow^^d to give up the contract, in which case we expect the Govern- ment to pay the expenses incurred in making that survey, on our returning to them all the coots, anchors and other material which shall have been furnished and prepared by us for the purpose, and that in case the contrary should be proved by the survey, the contract shall become binding for us, and the amount expended in making the survey be paid by us. Third, — We expect to be allowed the use for the above named survey, as well as for the performance of the whole work, of whatever scows, anchors, chains, boats, rigging or other material proper for such use, belongs to the Board of Public Works. In submitting the above proposals we beg to say, that we are prepared to furnish ample and bond fide security, and to enter into a contract as soon as you will notify us, that our proposals are accepted. Our plan of operation towards the required improvement of the rapids will be to deepen and widen the Channel by removing out of it ihe boulders, solid rock and other material which now obstruct it, and that we do not intend to build piers across any part of the river, for the purpose of narrowing it and thereby to mcrease the depth of water in certain parts thereof, and that if we build any pier or piers in the river, it will be for the purpose of guiding and thereby improving the direction of the current, and of facilitating the operations of removing the ob- structions out of the (yhannel, which will essentially consist in the blasting of rocks under water without drilling, a new method of removing rocks which has been eminently successful in the United States especially in Hell Gate near New York. The deepening of the Channel by the removal of obstructions, offers in our opinion the following advantages : The improvement thus produced is essentially permanent, where the bottom is rock as in this instance. It serves lo increase the discharge of water, and consequently can under no circumstances cause any overflow of land above, which on the contrary, it tends to prevent. Its beneficial effect is certain and unquestionable, and it can never be of an injurious influence upon the direction of the current, which on the contrary it tends to keep in the direction of the Channel ; nor does it deprive the public of the use of any of the other Channels, which, though of inferior qualities in some of a great nuch aa no oil thereof ; we possess rformed, in I. In order stated, we ve mention- ihus to find widih, and ter estimate ary prepara- e course of ion with this practicabili- obstr net ions exceed the 1. the deepen- ove named, the Govern- ningtothem rnished and be proved by expended in I survey, as Lrs, anchors, iongs to the prepared to soon as you ■», 1 ipids will be solid rock nd to build thereby to aild any pier )y improving )ving the ob- blasting of s which has I Gate near offers in our re the bottom an under no ry,it tends to Bver be of an _ contrary it he public of ities in some respects, are however eminently useful and necessary for rafting and other pur- poses, and therefore cannot be shut up without serious injury to the main Chan- nel by making it liable to be overcrowded. All of which is respectfully submitted* « (Signed,) MAILLEFERT & RAASLOFF, Submarine Engineers, 64 and 66 liroadway. New York. No. 1. Estimate of the cost of surveying " Coteauj'^ " CaacadeSy" and " Lachine RapidSf** etc. Cost of a barge to be moored in the surf, to be constructed for the purpose £150 Repair of scows, etc., furnished by Government, and cost of a metallic life boat, anchors, chains, cables and other material wanted 150 1 foreman daily 10s. 8 hands do 5s. makes 40s. Together £2 10s. Makes for 120 working days at 2 10s. Cost of establishing proper and durable landmarks (pay of surveyor included) -... To cover our personal and travelling expenses Contingent expenses 300 75 250 75 Total for survey proper £1000 Cost of 60 heavy submarine charges of 125 lbs of powder each at £5 250 Total cost £1250 (Signed,) MAILLEFERT & RAASLOFF. Montreal, 24th August, 1853. To the Commissioner of Public Works, at Quebec. Articles of agreement entered into on the eighteenth day of October, in the year of our Lord, one thousand eight hundred and fifty-three, in duplicate be- tween Maillefert and Raasloff, Submarine Engineers, both of New York, of the first part, and Her Majesty Queen Victoria, represented herein by the Commis- sioners of Public Works, of the Province of Canada, of the second part, for an examination and survey of certain parts of the River St. Lawrence, and the firing of fifty heavy submarine charges in the Rapids, &c., thereof. It has been agreed by and between the said parties as follows : 1st. That the said parties, of the first part, shall and will examine and partly survey the River St. Lawrence from Prescott to the Head of the Lachine Canal, with the view of ascertaining (1st) the character and the extent of the obstructions which would have to be removed in order to procure a navigable .£i.. ■ »• in i' channel throughout the whole of the Rapids of the St. Lawrence, from I'rcscott to the hiMul of the Lachiiie (>unal, .such channel not to bv less iliun twt> liiiiKirt'd feet in width, to havf no place at low summer water ii less clear jleptli than twelve feet, and in tliose rapids subjeci to much swell, not less than thirteen feet; (2nd) the cost at which such improvement could be carried out. 2ndly. That the said parties, of the first part, shall fire fifty submarine charges, of one hundred and twenty-five pounds of powder each, in some |)art of the rapids, for the purpose of ascertaining whether the party of the first new method of blasting rocks under water can advantageously be made use of for the contemplated improvement. 3rdly. That the said parties, of the first part, shall procure or purchase all the necessary boats, materials, powder, &c., for the operations, pay all expenses of said examination, &c., as wages to men, repair of boats, &e, 4thly. Thai the said parly, of the first part, shall carry out and accornnli^h these operations within one year from this day, and ^\ hen they shall have been accomplished, make a full report to the Department of Public Works, accom- panied with proper Charts shewing the result of the survey, &c. 5thly. That the parties of the first part also shall return in perfect good order to the Department of Public Works, such material, as scows, anchors, boats, instruments for surveying, &c., which may have been lent to them for use in these operations (as hereinafter), with the exception of such, however, as may have been lojit during the operations by accident beyond their control. And it is further agreed between the Said parlies that the party of the second part will let the party of the first part have the use of the scows, anchors, boats, instruments for surveying, &c., \yhich belong to them, and which might be of use in the above mentioned examination, survey, &c., which the parly of ihe first part have agreed to carry out (as above.) That upon delivery of the report about the examination, &e., and the return of the material, &c., lent to them (as above), to refund to the party of the first part the expenses which they may have incurred in carrying out these operations, (as above), however, not beyond the sum of two thousand pounds, the pay- ments hereof to be made in instalments during the operations, such as they may find that the expenses incurred by the parly of the first part, and the progress of the opeiations will justify, or after the operations shall have been accomplished, and the payment only to be made upon the presentation of proper vouchers, with the only exception of two hundred and fifty pounds, which amount being des- tined to cover the travelling and personal expenses of the parties of the first part, a receipt signed by them shall be taken as good therefor. And it is also further agreed (in case the above mentioned examination, &c., and the proposals for opening and permanently defining a iiavigable channel as above specified, which the party of the first part may be called upon to present to the Department of Public Works, should not lead to any contract or agrcenunl for said improvements between the parties of the said first and second parts), the parly of the second part will pay or cause to be paid unto the parly of the first part, as a compensation for their labors and risks in making the said examina- tion, &c., (as above), between seven hundred and fifty pounds, and one thousand two hundred and fifty pounds ; the exact amount of this compensation to be fixed by the Department of Public Works upon consideration of all contending cir- cumstances. )m Prcscott wo liiuKln-J (loptli ihnn iiai) thirteen Bubmnrino I some part 10 first new Ic use of for piirclmse all ill expenses nncomnlisli II liuve been rky, aocom- )erfect good chors, boats, III for use in ver, as may I. if the second cliors, boats, miglit be of ty of the first id the return y of the first D operations, ds, the pay- as they may ; progress of complished, Ufhers, with t being des- 9 of the first ination, &c., channel as )n to present )r agi cement d parts), the y of the first id examina- )ne thousand n to be fixed ilending cir- 73 In witness whereof the parties of the first and second part*, u« aforesaid, have hereunto signed their names and set their seals, and the Secretary for tb« •aid Public Works hath also signed these presents. (Signed,) MAILLEFERT & IIAASLOFF, HAMILTON H. KILLAI.Y, Assistant Commissiom'r I'ublic Works. THOMAS A. BE(iLY, Secretary Public Works. Witnesses to the signatuws of the party of the first pari ; ul.st*, wlliiessess to the signatures of the Honorable Commissioners and counter siguulure of the Secretary of Public Works. (Signed,) James W. Harper, Michael Walsh, Archibald Walsh. -J Articles of a^cement and sale entered into and made in rluplicatc bolwren Benjamin Maillelert and Waldimar Raash)fi', both lately of New York, in the State of Now York, one of the United States of America, now n-j-iding in the District of Montreal, in the Province of Canada, submarine Eiiuiinecrs, of the first part, and Her Majesty Queen Victoria, herein represented by the ('(unmissioners of Public Works of the Province of Canada, of the second part, witness and declare aa follows, to wit : That the said parties of the first part for and in consideration of the sum of one hundred and eighty-eight pounds nineteen sliillings and lour pence current money of Canada, to them in hand paid at the time ol the execiv tion of these presents (the receipt whereof is hereby acknowledged) have bargain- ed, sold, assigned and made over, and by these presents do bargain, sell, assign, and make over unto the said parties of the second part, (thereof hereby accept- ing) the following boats and other craft and property belonging to them the said party of the first part, now lying and being near the Village of Coteau du Lao, In the County of Vaudreuil in the said Province, to wit : one sow, four boats, one Francis' metallic liie boat, one mast, and one hunrirt::! frithr^ma of chain, the whole of which is fully and at large set forth in a certain statement and schedule marked A., hereto annexed, to form part thereof and signed by the parties to these presents. And the said parties of the first part, for themselves, their heirs, executors, administrators and assigns will warrant and defend the said bargained property, goods, chattels and efiectsfrom and against all persons whnrr.:; cover. In witness whereof the said parties to these presents have hereunto set their hands and seals and the Secretary of the said Public Works hath also counter- signed these presents, this ninth day of December, 1834. (Signed,) MAILLEFERT & RAASLOFF, J. CHABOT, Chiel Commissioner Public Works. THOMAS A. BEGLY, Secretary, Public Works. Witnesses to the signatures of Maillefert and Raasloff, the Chief Commissioner of Public Works, and counter-signature of the Secretary. (Signed,) James W. Hakper, J. QVY. li 74 SCHEDULE A. List ( f hoals and ofhr maicrinlpvrchascil bif the iiralersli!;ui(l 31(. Ldirrencc Ono ■vvoodcn scow 35 foot lonij^, 10 feot bciim, 4 fcrt clc]illi of liold, linill at St. Tiinotliy, of tuiiiarac, decked all over, with one rudder and liller, and salmon- tail, 4 oars, tMc, Ono wooden l)oat 38 feet long, 8 feet beam, willi 2 sails, 2 niasls, 2 jib- booms, 2oars, 1 rndderand tiller, built iit New Haven, Connect lent. One wooden boat 22 feet long, flat-botlomedj witli 4 oars, built of pine at Coteau Landing;. One wooden boat IG feet long, flat-boltomed, with 2 oars, built of ])ine at Coteau Landing. One wooden boat 20 feet long, flat-bottomed, with 2 ours, built ol pine at Coteau Landing. One Francis' metallic life-boat, IG feet long, with water tigiit compartments and 4 oars, built at New York. One mast for iron barge, with stays. One hundred fathoms ^' inch chain, B.B. from H. 7, Wood & Co., Liverpool, entirely new. The foregoing istho Schedule and statement referred to in foregoing bill of sale between Messrs. RIailleferl and liaasloll", and the Commissioners of Public Works, Quebec. (Signed,) (Witnesses.) AL\ILLEFERT & IlAASLOl'F, J. CILVBOT, Chief Commissicner of I'ublic Works. THO:>LVS. A. BKULY, Secretary of rublic Works. h:* (Signed,) J\Mr:s W. Hahpku, J. CUY. Articles ofagreement and sale entered into and made in duplicate, between Beniainin Mailleiert and VValdimar llaaslolf, both lately of New York, in the J^tatc of New York, on(! of tl.e United States of America, ncAV residing in the Hislri'^t of Montreal, in the Pr jvinee of Canada, Sulnn.'.rine F.ngi.uMM-s oi'ilK^lirst part, and ilcr Majesty Qmen Victoria^ herein represented by ti.e Coniuiissioners of I'ublic Works of the Province of Canada, of the second part, witness and de- clare a.-i f.l'iows, to wit : 'II', It the said parties of the lirst part, foi and in consideratioi: of the sum of one thousand one hundreil and eighty-six pounds twelve shilling, and three pence current money of Canada, to them in'hand paid at the time of tlic cxecuti(;n of these presents, (the -tceipt ofwliich is hereby acknov/ledged) liave b.n-gained, sold, a>signedand made over and by these presents do liai i;ain, sell, asr>ign and make over, unto the said parties of the second part, (thereof h-i-cby ace plingithc following boats ;,nd other crall and property belonging to them tl:c said p.nty of the first part, now lying and being nearihe Village of Coteau du Lac, in i!ie County of Vaudreuil, in'the said Province, to wit : One iron barge, three metallic life- boats, and one wooden scow or boat, also all the rigging, sails, s[)ars, materials, and furniture belonging i.. the said boats and craft, also divers other materials, goods, chattels and eifects, the whole of whiidi is fully ar.d at large set forth in a ffjni''! 75 certain statement and Scliodule marked A., hereunto annexed, to form part thereof and signed by the parties to these presents. And ilie said parties oftliefiist part for themselves, their heirs, executors, adminititratois and assigns, will warrant and defend the said bargained property, goods, chattels and eilects from and against all persons whomsoever. Signed and sealed by the said Maillel'ert and llaaslofl', the party of the first part, at Montreal, this ninth day of September, 1854. (Witnesses.) (Signed,) (Signed,) John Monk, John Radiger. MAILLEFERT & RAASLOFF, Signed and sealed by the said Commissioners of Public Works, the Honorable Jean Cliabot, and counter-signed by the Secretary at Quebec, this twelfth day of December, 1854. (Signed,) J. CHABOT, Chief Commissioner of Public Works. THOMAS A. BEGLY, Secretary Public Works. (Witnesses,) (Signed,) James W. Harper, J. Guy. SCHEDULE A. List of bouts and other mater hi Is purchased hji the unJcr signed for use in their cxjiloiution ofilie Hapids of the river St. Lawrence. One iron barge 55 feet long, 18 feet beam, 5 J feet of hold in the clear, bot- tom and bilge of ^ ineli, sides of 3 inch boiler pluie, fastened to angle irons, with 3 bulk heads of J inch iron |)lale decked all ovi-r with 2 companionways, 2 hatch- ways, 2 cabins, 1 kitchoii, G elects, rudder with wheel and chain, the cabins fitted up resp.'ftively for G and M berths, bniU at Montreal. One Franc-is' I'-atent tnetallie ii(e boat ol'galvanizeil iron, 25 feet long, ivith 4 wati'rii'::;lit eonipartmcnts, cork fenders, 1 mast, 1 sail, 6 oars, 1 rudJcr with tiller, but It at Naw York. One Francis Patent metallic lifeboat, 22 feet long, with 2 watertight com- partnicnls, 4 oars, 1 rudder and tiller, built at New York. One Francis Pdent metallic lifeboat, 1 1 feel long, 2 watertight compartments, 3 oars, built at New York. One wooden scow 3G feet long, 10 feet beam, 4 feet depth of hold, bottom of oak 2 inch thick, sides of tamarack 2 inch thick, decked 8 feet fore and 7 feet aft., I indder with tiller and salmonlail, 1 ma;t, 1 sail, 1 towpost, (oak) 4 oars, built at Montreal. One Patent C'apstan, (fixed on board of the iron barge.) One smaller do, do, (do. do, 25 feet, lifeboat.) One double Surveying wheel, (do. do. do.) Four patent levers with racked wheels. Thirty-two feet of cast iron racks. Twenty square feet of ^ inch boiler plate. One cooking stove, (on ijoard the iron barge.) I! 76 :»!! aki Six heavy patent blocks. Six patent felt mattresses. Six do. do. pillows. Six do. do. life preservers. Six pairs of sheets, cotton. Six pillow cases, linen. Fifteen pairs of blankets. Twelve covers to mattresses. Twelve cork jackets, life preservers. Divers marine stores, namely : 3 boai lamps, 1 signal haulyard, 60 yards col- ton rope, 1 tin can, etc. Divers hardware, namely ; 4 lar^e and 2 small axes, 6 taper saw files, ! draw knife, 1 chisel, 5 augers, 1 handsaw, 1 hammer, 1 cross-cut saw, 24 spoons, 13 knives, 12 forks, 12 eggspoons, 24 teaspoons, 2 covers, etc. The disbursements for the above nalerials amount to the sum of £1,186 l;Js. Sd., (freight and import duly included) as shown by the respectivs vouchers, to which reference may be had for 1 ho details, as far as the same have not been given above. The foregoing is the Schedule and statement referred to in the foregoing bill of sale between Messrs. Maillelert and Raaslotf, and the Commissioners of Pub- lic Works. Montreal, 9th September, 1854. (Signed,) MAILLEFERT & RAASLOFF, J. CHABOT, Chief Commissioner of Public Works. THOMAS A. BEGLY, Secretary Public Works. (Witnesses.) (Signed,) John Moxk, John Padiger. James W. Harper, J. Guy. . 1 7 A I <^