IMAGE EVALUATION TEST TARGET (MT.3) 4 ,.v .. ^\ ave the M-aters of Lake Ontario by the Niagara river, a little above the town of Niagara, crossing the table-land, and then ascending gradually ].)y the valley of tlie "\^'ellr■.ld creek, and entering the canal at or near the head of the locks : another, to follow the line of the present work nearly throughout, from Port Dalhousie, l)y 8t. Catharhies, to Thorold ; the third, to adopt the present line from Port Dalhousie to St, Catharines, and then to proceed in the valley of the Twelve-mile Creek and by D(^CeAv's Falls, and to enter the canal somewhere between Tluiold and Allanlnirgh. " This last is open to very strong objections, among which are, that the creek is subject to verv heavy freshets, vvliieh carry driwu mueh deposit, and being confined cluefiy between high clay banlrs, there would be no means of discharging the floods otherwise than tlnoug I the canal, and the sudden ascent at DeCew's Falls is such as would render a combination of locks necessary in very heavy rock cutting. Secondly, the course of the present works could not be followed as the line of %• \ -f L u It I the enlarged canal, inasmuch as there would not he space sufficient for the increased length of the locks : it would unavoidably cause such interference with the present navigation as to make an interruption of the trade necessaiy, would be attended by greatly increased outlay, and, when completed, the fticUities afforded by it would be mucli inferior to those afforded by the first-mentioned line, viz. : that from Niagara to Thorold. " The undersigned, being aware that a careful survey, with estimates, had been made and prepared for this line by Walter Shanley, Esq., Civil Engineer, they had all the maps, reports, estimates, &c., connected therewith transferred to this department, whereby the necessity and delay of anotliei' survey v/ere obviated, and the requisite information was obtaiiu'd through a most reliable channel." The Report, from which this extract is taken, is signed, not only by the then political ]iead of the department, Mr. Lemicux, but also by the Hon. i\lr. Killaly, assistant commissioner, Avhose competency as an engineer, to pronounce a decisive opinion, will not be questioned. On this oilicial and professional authority, it is stated in the most explicit terms, that the course of the present works could not be followed, as the line of the enlarged canal, for the very simple ^^eason that there would not be space sufficient for the increased length of the locks. This is decisive on that point. The next question is. if a new line is to be taken from Thorold to Lake Ontario, where is it to run 1 This question is also answered in a way that is, for all practical purposes, equally decisive. The choice is between two lines, from the mouth of the river over table land, and by the valley of the Welland Creek to the neighbourhood of Tliorold ; and another that is not very well defined, but is described as following the line of the present work nearly throughout, and must, therefore, be ol)noxious to the objections above stated. Mr. Killaly, as we have seen in the above extract, favoured the scheme of a l)raiic]i canal, from the Town of Niagara to the vicinity of Thorold,"' and he and tlie Cliief Commissioner of Public Works, Mr. Lemieux, refer reliable^ information in regard to it, to the report of Mr, Walter Hhanly, by whom a survey of the line was made. ]\Ir. Shanly '" proves tlie necessity for increasing tlie facilities for navi- gation l)etween the two lakes, and adduces an estimate of ship-owners, that tlie losses caused by detention of vessels, so ftir back as 1853, was over a quarter of a million of dollars, ($259,512). And at tliis point it may l>e proper to aeing made tliat the work is only delayed from the greater pressures which comes from other directions on the government finaiices, it would surely be folly to reject the aid of private capital, if offered for a definite and essential portion of the work. Tl)ere is another side to tiie question. Individuals could not b expected to pat their money into the undertaking, unless they had ^^ full assurance that they would have a reasonable share of control over the work, ^v\\en completed and in o^jeration. At the same time, they would not advance unreasonal)le demands. In granting charters to associations to do wliat individual capitalists are unequal to, the Govern- ment can attach to the grant m hat reasonal)le conditions it may deem necessary. In all cases where tolls are levied on the ]")ulilic, as by harbour, bridge or road companies, a maximum rate is inqiosed. There is reason in this ; for a grant of special privileges to individuals ought not to operate p)-ejudicially to the general public. In the case of the oon- tem]ilated work, there ought to l)e imposed no more restrictions than are absolutely recpiired for the protection of the government and the pi'blic ; for anytliing l)eyond that could only be of mischievous eft'ect. The idea that national interests require that the Dominion Govern- ment should refuse the aid of private capital in the inqirovement of this branch of our canal system, if it happened to be offered by foreigners, is too preposterous to r-quii-e elaliorate or even serious refutation. The Welland Canal itself \ .is commenced as a private enterprise ; its con- struction Avas (presumptiously, it nuist l)e admitted, Avhen their means are considered), undertaken by a private conqiany. The amount of *Ai)i)eiidix C. t Believinir that tlio inanageneiit of these works by the State cannot he entirely separated from the deleteriuiis influences of party p ilitics, wiiich liave hillierto been predominant to a greater or less extent, inider all administrations, and having had opportunities for ohservin); the pernicious effects of such influences, I am still of the opinion that the sale of the public works must even- tually take place.— »/. T. Clark'a luport on the iVfiio York Caiiala, 1865. stock subscribed by foreigners was greater than that subscribed by- Upper Canadians. If the Welland Cana! Company had been equal to the task they had undertaken, this canal would have continued to be private property. It was not on grounds of puldic policy that the work was transferred to the Government ; but solely because the canal company was unable successfully to accomi)lish the desired object. It Avas this accidental circumstance, and not any rpiestion of pujjlic policy, Avhich, in effect, obliged the Government to assume tlie worlc. Govern- ments seldom or never manage enterprises of this kind so Vv'ell or so cheai)ly as companies. It was not any views of public policy that made tlie St. Lawrence Canals Government works : it Avould have Ijeen impossible, at that time, to have constructed them l)y means of private capital. The only time the question of public ])olicy came up, was when a bill was introduced into the Legislature of Canadn, to cliarter a company to construct a canal on the Canadian side of the Sault Ste. Marie. The Finance Minister of that day covered his opposition to tlie bill by the objection that the work ought, on grounds of public policy, to be ni the hands of the Government. But it cannot l)e said that, even at the time, this ground of ol^jection was endorsed hy the public ; and from that day to this, the consequences of that policy have never ceased to be de[)lored. The Government never undertook the work which it refuseil to allow indi- viduals to do ; and there is no canal on the Canadian .-.de of the Sault, though the ground is incomparably more favorable than on the oppo- site American Ixmk, on which a canal Avas constructed. '\\'e have a right to judge this policy by its consequences : and indeed, that is the way in wliich those who apjieal to vague, undefined ])u])lic policy ask us to view it : tiiey bid us look to the consequences. Let us take them at their word. _The first consequence, Mr Shanley predicts, will l)e tliat, if the Niagara Ijrancli canal l)e not l)uilt, tlio Americans will do what they did at the liiver Ste. Mario, and ])uild a ship canal on their own side of the Niagara. If that were done, a most injurious, if not ruinous compe- tition to the Welland Canal would have been created. We have a right to assunn; that Avhat has occurnul once may occur again ; that the danger is a real, not an imaginary one. And the danger is not the less that the project is an old one. Projects are easily started ; but necessity alone can realize them. Hitherto it has l)een ])ossible to get on, though at great disadvantage, with such means of artificial navigation Itetween Lakes (3ntai'io and Erie as exi.st. But the pressure of neceseity for increased acconnnodation every year gets greater ; and there is a point of time at wliich it Avill become irresistible and sweep away all obstacles. The choice is before us; how shall we decide] Are we to have the great ship canal on the Canadian side of the Niagara, or compel its construction on the other and lar less available side ?* ' Ml-. Israel '1'. Hatch, an ex-Mon\lior of Congress, well knowii in connexion with question affottin- the .iiiial imlicy of the State of New York, in Iiis address, April, IbOi), hefore the New lurk I'roiiuce i;Ni'lianifo, liocilared that: — _ " If tlie aiiiliitious views of our ] eoplo in the Northwest, oriffinavin); in Chicago, its commer- cial centre, and in New Kimland, wiUi Uosto,!. its coniiiiercial centre, could he realized, the signal tta'^H of your line of splendid ships would be floating in the ports of ur rivals,— Montreal and Bos 'I I AVhen a Canadian charter was refused to a comixany to build a canal to overcome the falls of the Ste. Marie, it was said to be dangerous to allow one of the links in our great chain of navigation to fall into the hands of tlie Americans. It is hardly possible^hat this plausible but baseless ol)jecti()n could have been the real one. Suppose Americans had been the principal, or, if you like, the only stockholders, what harm could have happened ? They would have acted only in their private capacity, suly'ect to the reasonable restrictions of their charter, and to the Luvs of the land. The canal would in no respect have been dena- tionalized. It Avould have l)een just as much Canadian as a railroad biult in tlie State of Illhiois, l)y "English capital, Avould be American. There would have been nothing to fear in a political or national sense, from the corporators. The com])any Avould have had certahi defined riglits, wliicli they could not supjjlement to the disadvantage of public or national interests. In fact it is a question of ca]iital ; and capital is of no nationality : it goes all over the world where the strongest induce- ments iivi^. held out to it, and of these the first is security. The charter for whicii we are coiUonding would equally secure the corporators and the Government. In the case of the branch canal, the Government of the Dominion would have a direct connection Avith the company ; and unless a connex- ion with tlie upper Niagara, at Chippaiva, Avin-e made, it would remain m possession of tlie Lake Erie eiul of the canal. The Canadian canal system must be considered as a Avhole,"' and as a whole it must T)b enlarged. When this is done, their ability to compete with other routes cannot be questioned.t The question where and how to begin has already l;een answered. All authorities concur in stating that the largest class of vessels employed on the lakes are the most pr()fita1)le ; that the cost of carrying freight by them is least. When once a i)roi)eller or sailing vessel of the largest class employed on the lakes, or tliatcan, harbour convenience and capacity being considered, be so employed, has shii)ped a cargo, it is the interest of airconcerned— producer, shipi»er, consumer,— that it should carry its Inirden the greatest distance towards the seab(jard. Shipment from (lifterent seajwrts raises a compound question of varying Atlantic as Avell as int<'rnal freights ; a ton,- witli their rivals -.or .\(ju \V(jnl,l liiive to sond tliciii tlicrc to get freights. The Nortliwcst aims at (hrect trade Jr.iU'opc, and iicstdii bi-lieves Uiat it' tlio St. Lawrence canals can be cnlar^'ed, thev can bring- liuwst hue (if i)ro]iellcrs uixin the lakes, now entrained in cavrvin',' froni Cliica'jo' to t),iTdens- :ui;| then liy raU to Hoston.-^thron-h the St. Lawrence to lioston,-- and so l)cconie respectable to you ni the inland connnercc of tliis conntry. Schemes to accomplish those objects are liomlnii;' ;n (..onLVrcss now, and 1 do not hesitate to say that I believe, as certainly as that the waters ot the St. Lawrence wdl contnnie to flow to the ocean, that this connnercial experiment will he tried to ehan-e the cliannels and outlets (>f the inland connncrce of tliis conntrv. Of its jirobabln success I have iiothin-- to say, only that if your commercial power on this continent should dimiiush or pass into nvai hands, it will be oivinj,' to your ncKlcet to improve tliose natural advantages with whicli the God c,f ^ature has surrounded von." * Appendix l>. t The following extract from the report of the Canal Commissioner of the State of New York, tor Ls.ia, adopts, ill iill but exi-licit terms, the superiority of the Canadian route : "it is inipossilile to foresee all the contingencies which may hereafter hifluence and finally iletermme tlie course of trade between tlie .\tlantic and the West. Should Canada at some future liut not distant time become incorporated into the United States, the St. Law rence river would in that case be o) ten to a free and unrestricted intercourse between Quebec and the West ; and whe- ther in that I'asc a ship canal throu!;h New Vork woidd offer facilities of transportation which would .secure to the City of New Vork its jirescnt advantaues is a matter well deserving,' our serioas conai- derafioii. Such a canal must comjiete a^jainst a free river eonmuuiication Iia\in{,' acirenitous course, and to so;\ie (le:.',rce, diuiHcrous navigation." 12 question into avIucIi it is not necessary liere to enter. But tlie general principle is clear. Lake and river navigation have many advmita-es over long canal navigation ; and it is a clear gain to substitute flie former for the latter as far as possil,le. Propell "rs which go through he \Yelland Canal to Oswego, instead of unloading at BumUo, substi- !nnl'"f 7'''' , ^''^'' ^^- ''i'"^ navigation : they save a distance of 140 miles of Canal navigation.* The revenue of the AA'elland Canalt forms no guide for estimating the eainmgs of the propo,se ott^^e^^' ^-oa^'lndk'tf;^ *'i if 'f\'' "' "^l'*^*"- , '^'''^ ^^'"^ "^ mere nominal sum Tl-.e i.resei t rt;^ nP t .,^;? '"''>. t'''-': «>'"e of l.ivfrpool, can he rcduoed to a bushel. It takes tu-clvm!.uh?Ui^veeS V ^'""'^ ■'* ''' '^'"''"■^ '^^ vessel could make three or fnm- tins betur, ' k, . V-,^"'-\" '",■'-" ''"''"'" ""-' ''"'"' ""'e a oin- transi,ortation to sonxtl in like t ven v >, t 'V"^ •", '^"••"'"'e^t- Wc could reduce price for the prochicer Ti e [^- diiH ■ It^ '^"*%^.''"^'el-;;lnch would leave a very handsome cost of BGmm<\Un^i- works ccmstructed. If v.e had these the evm l^„„ i K ! f """" "" "'" """> '''''''= "•'•■^'-" !'"''''« unparalleled m the hist.irv 't the\ o.'l, At ' V " " *" '""■ '^""""erce would bo something provisions in a ore c n^ t f n i L m, ,- /™ "'"""' ^" *''"'^''''"'' ''"' "'""'■""■'^c quantity of they kill -J.OOO.Ooi i'k eV v en ad a i Ut 'o,','; H """"'"^' 300,000 000 lbs. In Chicago alone slauRhteriuK llo^s enourf, , ehi« "o a ne to mVk , t ,• h'" '^"»?''*"°^' f'"" K"K»'^1> ""c. We are in these resolutions t,„,,.hcd u o n' "re' t n A v n i L*""';,'^'^'"' "'i'-'^s'* "'e ocean. We have not distinctly hrintfto vour a e i i i was^hfx r/,^ 'r '', "'i'f^^: ^'"^ ^nly n.atler we wished to river, the eom,,letio. U these widve en nhv,^^^^^^^ ''",'' "''', ™1»'"^'^''"^"* "^ ^'"^ ^t. Lawrence the latter part of the fal t lese ve ciswo. di s n , t'L"'^"",'' "''''''-' ''''''='** ''"''"'- ^''« " '"'e''. I" plain, and V'o into the e a nL^rade for tl e\^^^^^ ^.. ^,'- '-awrenee. pass through lake Cham- in the advocacy of this nieTsiurof transit re onn"' "'" '""'"'"'' ^''''''''' ■''''°"'^' ^" ""''^^^ T Appendix E. t Kiiigsford. ■ 13 nil setting sun. Here is a country stretching to the Pacific ocean, and larger than that A\ est of ^vhich we have l)een accustomed to «peak as the \\ est subdued to civiUzation, and not less fruitful. On the borders ot Lake Superior, cities that shall rival the fame of Chica-o and Mil waukee are destined to spring up. The productions of th? Red River and the baskatchcAvan valley, entering at Lake Michigan or SuDerior will pour m immense volume down the great chain of navigable lakes tJ trontier cities and the ocean. And when sea-going vessels are able' to pass without difficulty IVom Liverpool, Cork or Galway, to the furthest ends of lakes Superior and Michigan, can it be doubted that thev will carry much of that emigrant tide that will set in towards the newlv- opened territory* of the Northwest. If this territorv only i.rove half as productive as the Western States, and the latter con'tinue their career of progressive development, it is not possible to doubt that there will be as much produce offering for shipment as all the lines of communica- tion can carry. And it is certain that those which possess the greatest capacity and advantages will yield the largest reve.iue on the cost of their construction. The entire cost of the Welland Canal above * Ml " Tl T Aspirall late President of the Detroit Board of Tr.ide, was of this opinion • LheCxreat\Vestcan never fulfil its destiny until the obstructions of the SfT '^w renee river, ami betineM its >»hn>d scr/s are removed No uermanpT ,wl,!!.f • ^^*'.^^7- cost of transportation and charges can he ef^oct'ed except 'by S^/^^S^^^^ Jl^t f \ '^'T^ *,°, H '=""'''""«^^'«- ^^he St. Lawrence Viver being the near et most : V. ='"l"''^t"^-^i ^^^T'7^ connecting lakes with the ocean, the rapidly "roS^com t 1-1 f'.: f^l °''"'\* T.'-1 '^"^'""^ 'H ^^'^^ "^vigation and improvements^ foSve the 14 to L. f..et clear draft of water to tJie ocean, which is clearly essential to feclvTill about .sOUO miles, via the Mississipiu river, to Liverpool: 4,500 miles vin thl Vv,-f Canal and ^ ew York, to Liverj.ool, ^Ah miles of ^^•hich is c^n.^l, and 160 mile .Hurty^! river ; and via the St. Lawrence river it is 4,081 miles to Liverpool i'lvmi Swl to Montreal, near the head of tide water, is 1,348 miles, of which 1,150 m ™is lake" loo m es l•lvel^ 41 miles St. Lawrence canals, and 28 miles Welland canar The construe t on of a Aiagara shn, canal on the .American side, to conform to the deu'red draft of water m the bt. La\sTence canals, would shorten the canaling 21 miles between tIIp, Lrie and Ontr.rio. I liave been informed that some of the best engineers of the comltvv m^ gu-en t.ieir sanction t.> the project of a marine railway rouncUN^lgara iSlls ^i ch It IS supposed can be constructed .at a little over one-fourth the cost of a cana wl la capacity to transfer the largest class of vessels from lake to lake, withoi^rdistmbin^ their cargoes, in much less time than by canal. This would reduc'e the di. >„. " canal l.>ctween the upper and lower lakes Ld the ocean to 41 rniks which w h a smS a d im.i;,dy nominal appropnation for deepening the St. Clair Flats to the desired draft o7(ih- 7 :""J^*^'^J"l^t«l ^hiP "'^vigati,.n between tide-water and Chica.i^ o ve seh of 1,01 h, tuns burtnen aud upwards, and of 50,000 bushels grain-carrfin' - cam'itv Lie advantage tlius to be derived to the entire North- West e nnot be ove "est atS" ISo other improvement can be introduced on this continent of so much real enefit railwTv ''TT-"'''^'''n1™^^"^'''V" ^•^'^•^^'J tl'e cost of .'JOO or 400 m£ of on W„ railwa.N. Ihis would be returned to us a thousand-fold, when ships from mar fhZ n.atio„s of the worl.l visit the great American inland seas, as compe t ,rs X the H-nT and products of the north. Li looking over a late number of the Lm 1 on^Ut ^^^ I find tlie range of freight from India to London quoted at from 12 to 20 sliillim^s sterl nJ per ton of 2,54u pounds; average of 14,000 miles, for a round tii],, will oSimv a sWn 12 months, i'he extreine rate of 20 shillings for 2.240 pounds is Vl.84 for arT^Juslels of wlur.t which IS less than 13 cents per bushel of 00 IK.unds for transportation from India t,. Liverpool now, with a reasonable number of relay .lays for load n S miloa,? mg. and. with ])vopei- execution, a vessel of 50,000 hnshnl«caiTvin.- can-u fVn " i round tn-s between the Lakes and English or' Irish l-orts in .^'^ear '^tS ^^dit^Zld not ocean vessels be induced to visit the lakes at a fi^eight of 20 cents er b sL and malce three trips, receiving si.v cents freigiit, during the same time that the I £ y.^ '1 cirns Li cents. It >s mora'h, rer<-< that suitable ocean resse/s, pmperhj JUedforfrM a. Hi ;.,,«e.,/vdiich all its structures have been executcl, beaiin- evidence to the fact that tne projectors of the then called "ealar-ement " consideixH that they were amply providing for tlie commercial re.niirl ments of the next half century to come, at least. If those calculations have proved erroneous, it is, at all events, satisfactory to reflect that the advance of civilization and commerce has outstripped the most sanc-uine expectations of the few f\xr-seeing men with whom the Welland Canal Avas, from the hrst, a favourite " holjby," and to whose patriotic exer- tions in Its behalf Canada stands largely indebted for the development her resources. It is perhaps, equally well, also, that the expenditure htherto incurred should have erred on the side of " too little " instead of being, asimglit have been the case, indiscreetly in advance of ilie wants of the trade and the means of the country ; and it is further gratifying to know that owing to the progress which is so rapi.llv .leveloping itself internally and without, the Province is now in a condition to plan and commence a system of artificial navigation suited to the capacitV of her luii'ivalled inland waters for all times to come, and the perfbctinc; of wmch sys teni is alone wanting to render tlie St. Lawrence undisputed mistress of the commerce of the great West "ui^juieu In such a sijdcjn of namjation thJ^lVdland Canal mud ever be fh- main link ihmuuh that are made upon it is hardly to he questioned. "" '' '^ /.o//;.,., / .. , ■ 7* ^ " J \. '';.' ,'■ ^ /"*-■"■ " 'common in menu's mouths," scarcehr f» »S{'; • ; P %'.''^'*''f^^!^'^' t'^o^'Vh, if evidence were necessary, t is a 3, f urn shed mth^ Petition snhmitfcd in Januan, of the prneut m'o to tl S nussioners of PuhUe Works, hearing the recj^d si.niu^e^ Jf^i^^ ^^^ ^^^ hundred and forty merchants, forwarders, ship-oumers and otL^tl tZ^ tfS^'^ ^tZ '^''^'^''Z^- ^/^^ ^-'«'- ^-^ season oJy, ot Z Ja sum than .^^oJ,510 The same petition had preciously been laid before both { \ ? 7t ^'Y''"^ ^l^^d fifty-two signers; representin/a cap m7 Z upon as conceded that tnat trade, since largely i'wreased, as well as the interests Of ^-'^^-;-'< 'V. femand an e>ac.yemni of capacity of the WeUandt^!^ mat the ,)..... -uu nvA .gation and river improvements hitherto under- taken ana cvvu,.. ouc .a Canada, both by the Imperial and Provincial .ovenunent. .i-uvv-anting in s>/s(em, is scarcely to bo questioned. On th^^ Ottawa an.l Eideau routes, for instance, we find no fewer than three diftei^nt sizes of locks ; and on the St. Lawrence (in which I include the A\elland Canal), we have also three sizes, all disshnilar to those of ( Jt^ i 17 the Ottawa. Undor such conditions the lesser dimensions must to a great extent rule tl.,^ si/o of vess.ds navigatin- those waters, reucjerin- the locks of later construction and increased capacity, in niunv instances^ useless, or, at all events, of little higher use than their old-fashioned lorerunners. The largest locks on the St. Lawrence navigation are to he found on the Cornwall Canal-ilOO by 55 feet. The other " tndar^'.Hl" ones are oj snuiLa- length, but all ten feet less in width. Those of the WeU-nd above St Catharines, as alreals afloat upon the Upper Lakes. The same rea son wiL ai.ply to the carrying trade of tlie >\Vst geuerallv, the mer diamhse sent mit, consistmg principally of grain, flour and such like huiky commo.iiti.'s, incouveiiieiit of transhipment. Any one observant m such matter, who may lately have visited Chicago, cannot fail to hive been struck with th.^ immense extent of wharfage now in course of con strucimn along tlie Lake front of the city, evidencing the importance of her shipping interests, and going far towards establishing the belief that 18 the Lakes ever must command the lialance of such trade over railway : Chica'^o possessing n.ore than any other city of the West, perhaps, the advanla'-e of raihvav exit seawards. In support of such opmion I would simply adduce the foct of its costing seven cents to carry a mshei ot wheat from Cliicago to Detroit (281 miles) by rail, wlnlst a like sum will t)ay for the carriage of the same measure of gram from Chicago to Buffalo (nearly 900 miles), oy water. In enunciating these views, i do not wish to be understood as placing our water communication in antagonism with the rail. Each has its mission to l"lhl> y^tli ample scope for successful operations. Without the Lakes the A^ est would be lou'-- in arriving at the point of civilization she has already attained. Her rapid -n-owth' demands and ensures tlie construction ot radways to an extent, and witli a success unknown in any other part of the world. Entertaining such views, tlien, I believe wo mu.st turn to some other quarter for a standard on wliieh t<^ model our future plans ot navigation, instead of adopting one from our own motley asseml)lage of locks. 1 he Ameiicans ever awake to the commercial interests of their countiy, have in the Canal thev aie now constructing to give assess to Lake Suiierior. set us an example by which we would do well to j^roht in devisin--- future improvements for the several links m tlie long chain of navi'.atTon to which it belongs, in common with the project to which this?ei)ort more particnlaily refers. Th(> width of tlieir canal, on bot- tom is 100 feet; tlieir locks are 350 feet in length, by 7o leet wide ; the d(>ptli of water 12 feet.^'' Tliese gigantic proportions wdl I'^ceive the lar<--est of those splendid steamers that have long been afloat on Lakes Eri^e Huron and iMichigan. Vessels of like burden will, donbtless, also 'belong to Lake Superior, when placed in navigable comnuuucation with her sister seas below— an event which will add at once .i,}5 miles to our chain of interior navigation— and the time will surely come when such steamers, laden in the ports of the vast fresh water sea now about to l)e enfranchised to the mercantik world, can descend into Lake ^Sizp: of the Smallest Locks on the Canals of the St. Lawrence line of Navigation, and the dimensions of the largest vessel which can pass throug-h them. UiMEXtsioxs oi" Locks, in Fee'I'. Dimensions of Vessel, in Feet. NAME OF CANAL. lA-ngth. Breadth. 45 26i 70 top. Ill bottom. Depth of water on sill. Length. Breadth Draught of water when loaded. o . St. T.a.vreiice Canalfi.. Welland Canal SaiiltSto.lMarie Canal 200 150 .^50 1 180 142^ 44^ 2CJ 9 10 000 400 2000 1 I 19 Ontario, bearing the mineral treasures of the north and the agricultural riches of the west, on their first stage towards the markets of the Old World. I propose, therefore, to plan " Niagara Lateral Cut" on a scale commensurate with that of the Sault Ste. Marie Canal. From the swjijcsUons above pnt forth, it may he {lathered that the project under discussiun is looked vpon as destined to occupy a hiyher position than that of a mere subsidiary branch of the Welland Canal, the reconstruction of u-hich, on the plan proposed, xcould be tantamount to making an entirehi newvork. I concoi-e that the so-called " Lateral Cut" should be the first step towards the con- struction oj a great Ship Caned, connecting Ontario icith the lakes above ; and, lookinq Joricard to the, unlimited commerce that will yet be carried on in these waters, that the mouth of the Niagara River— a natural harbour, of vast space, amp.e dvptli oj ivater, great security, open the year round, and demanding no outlay for construction or maintenance— is, as an entrance fn- surh Canal, entttlal to the prcferenee over any artificial haven we miut this oltjeetion, applymg, of course, to sailing craft only, could be easily neutralized, where it would be so well worth while to do so, by the api.licatiou of a steam tug. The rapidly increasing importance of the trade Avoidd ])ro- bably render such an auxiliary desirable in any case; and outside the mouth there is a l)road road-stead, where the A\liole fleet of the Lakts might securely ride at anchor on the bar, if that, in lake signification, can properly l)e termed a l)ar, which has from two and a half to three tathom soundings on it at low water. For vessels outward-bound the prevalent wind is highly favourable, eua1)liug them to drop easily out of the river— not a trifiing advantage, when it is remembered how largely the balance of trade is in that direction. As al)ove observed, sading vessels only could be adversely affected hy the sole natural ol>jecHon that has, as far as I can learn, ever Ijcen ui-geil against the Niagara Kiver as a harbour. It can ha\-e no force in reference to propellers, and there can be very little doul)t but that, especiallv with such a Canal as is here proposed, the latter class of vessels is destined to Avifld the preponderance in the carrying trade of the lakes. _ The only other excrption, I believe, that has ever lieen taken to the river harbour, viewed more particularly as an entrance to the Welland Canal, was of a military nature, owing to its proximity to the American Irontier, and the consequent liability of vessels frecjuenting it to hostile embargo in the event of war. The time has ceased to be, however, when that, which was strongly urged, and with reason, in 182-i, could be quoted as a v.did argument against turning to the purposes for which nature has so admitai)ly fitted it, the finest iiarljour on Lake Ontario. The place I have selected as the point of departure for the new Canal from i\w. Avaters of the Niagara Kivei', is in a little bay just before the dock-yard, and close on the north side of old Fort Ceorge. Thence to its junction with the Welland, above lock 25, at the village of Thorold I 20 the distance by the surveyed route is 12^ miles; the ground, generally, being favourable, in a more than common degree, for the construction of the work. In point of directness it is almost a straight line, the first ten miles l)cing absolutely so, and the remaining 2 J miles winding easily up the " mountain," with four gentle curves. The sole objectionable feature in this location, and one which, with locks of the dimensions herein proposed, Avill apply equally, 1 imagine, to any other possible work from Thorold to the Lake, not excepting- that of the existing Canal, is that some of the locks will have to be built "in condnna- tion," a system of lock-age to be s^hunned where pi;ictical)le so to tlo. The elevati(ui of AVclland Canal waur, at the point of junction, is ol7 feet lihow the ordinary surface of the Lake, which ascent is to be surmounted by 25 locks, varying in lift Ix'twccn 9 and 14 feet. The goieral arrangement of lockage will be nearly as follows :— Im- mediately at Niagara, ascending out of the river, four locks coml,ined ; aggregate lift, 55 feet. Between these and the (^;ueenston and Grimsby road (f^^ miles), tliere will be seven; least length of reach ];etween any two of them, 700 feet ; average length of rea"ch(>s being up^\ards of a mile. At the crosi^ing of the Queeriston and Crimsby ru;ul, on Mr. Secord's farm, Lot Ko. 2, Granthiim, there are to be two locks (11 and 12) in com])ination. The next four, as far as foot No 17. will l)e sepa- rated by levels of 4,000 feet to 800 leet in length. Of the remaining nine, oi;.e ("Xo. 10) stands isolated, with a level of 500 feet beiow, and oneof 1,000 feet in length above it; the other eight will be in three distinct llights, of two, three and tliree locks I'espectively. I give this arrar.g.'mcnt merely as exhiljitory of the general design, ruited to the section of the ground, but su]»ject, of course, to modifications and im- provements in c;;ri'}-ii;g out the details of construction. 'I'lie cutting on the first ten miles is very favourable, varyiijg from 5 to 12 i'eet in depth, and all in earth. Tl:e two last miles present a some- what rough section, and will be partly hi rock; and the junctioii nmst be ell'ceted l>y a cutting of some 25 feet in depth, 1,50':^ feet in h'ugth, and composed of hard, compact earth, overlying limestone rock, throiigh both of which materials it will be necessary to excavate. This cutting will form the only difficult or ejira costly one up.on the route, eorres- p(.ndii!g in character to tlnit known as the "little, deep cut," on the \Vell.uid Canal, of which, in Wici, it will be an extension. 'The v.ater-conrses to he croysed are ten in number, th;* ]n'ineipal ones being tl;ose known as tlie " Two Tuile," " Four IMile," "Eight i^lile" and '• Ten Mlh" Creeks, all of which will be served by culverts of moderate dimensions. The section of the ground admits, in all cases, ci' the di'ain- age of tl;e country l)eing passed underneath the Canal ; and the circum- stance of its not lieing, in any instaiiee, the recipient of that ilood-water of the circnnijac(.'iit district, may be looked upon iis not the least of the advantages 'wliich this route may claim over that to Port Dalh.'usie. 1 have next to deal Avith the cost of the undertaking. The figures referi'ing to a scheme of so great magnitude must, necessarily, sum up largely, and the construction of the "Latetal Cut," on the scale pro- posed, to wit, general width of Canal on liottom, 100 feet, ditto at water's surface, 158 feet ; locks, o.jU leet in length, by 75 feet wide, T 21 with an aVcailable depth of water of from 11 to 12 feet, will involve an expenditure of not far short of one million pounds currency: a detailed estnnate of which is appended in tabular form. I doubt nnich M-hether the present Welland Canal could be enlarged to similar dimensions, be- tween Thorold and Port Dalhousie, for an eqmil sum, to say nothing of the inevitable embarassment certain to accrue to navigation during the progress of the works, and the consequently ensuing claims for ''damage"— an item which it would be idle to attempt to estimate— and I am very sure, apart entirely from the advantages contended for in favour of the river entrance, no new route can be found that will at all bear comparison, in any engineering point of vieAv, with the one herein laid down. So capacious a canal as that contemplated hy this largo estimate of outlay could, of course only be made available, in its highest sphere of utility, liy having the upper portion of the Welland Canal enlarged to corresponding dimensions, or, by devising some other plan to make the communication, whatever scale adopted, complete from lake to lake. In that portion of tlie work to wliicli my above estimate has reference would probal)ly be involved one-half the entire cost of completin-' the project through to Port Colborne ; one lift-lock only at Allaubur-'h to attain Lake Erie level, being called for above Thorold. T!ie ^Velland Canal, as now seen, has cost from first to last, about ,;£!. 400,000. The costojcamjinii '"(f fhis new project from Niaqara to Port Colborne voiild he liMij to oorder £2,000,000. I believe, howevei-, tliat the greater part of the enlai'gemeat of the long level between Allanburgh and Lake Erie might l)e judiciously, perhaps indciinitely, deferred, and an equallv con- venieut and far less costly plan resorte*! to for affording to large, first class paddle steamers and propellors the desired facilities of ti'aTisii lie- tween t!i i lakes. Tliis is to l)e effected iiv recurring, in a measure, to the original design for tlie old Welland Canal— in turning to its ])roper account the free-water navigation affoi'ded by the upper Nia-'-aia and Chippewa, or Welland Rivers. From Black Rock, below Bulfalo. on the American side, and IVoin Fort Erie on ours, these points beiu"- ])racti- cally the foot of navigation for merchant ciaft at ])resent, there is suffi- cient depth of water for vessels drawing 10.'.- feet, down to the mouth of the (.'hi!)pe\v-a. Excepting a short obstruction at the mouth, and one inconsKk'niblo bar within the Clii[)p(>wa creek, has from 12 to 15 feu- soundiiigs from Poit Robinson, 10 miles above the mouth, to its conflet ence witli the Niagara River ; there being at that distance no aiinreciable tall. Here then we have a natural navigation, recpiiring but little outlay to render it availal)le to the full capacity of the proposed Ship-Canal, all the way dmvn from Lake I'h'ie to Avitliin .<;/,>• miks of the head of the " late- ral eiif:' To make these six miles navigable for the class of vessels we have m view, would call for the widening and deepening of the present canal to the named dimensions, a.id the construction of one lock at Al- lanburgh and one at Port jilobinson ; the latter to lift from tlie surface of the C;iiii)pewa to the Erie level of the Cair.l, the difference being about nine feet. The expense attending this portion of the work of en- largement would probably be covered by £325,000 ; thus securing to us 22 a complete steamer navigation between lakes, for a gross outlay of £1,325,000 ; leaving in undisturbed possession of schooner craft the Canal as it now is — tantamount, probably, to doubling its capacity for the passage of tliat denomination of vessels. There is trade svjfident '' looming in the future" to keq? loth channels occujned to the fid I extent of their respective caimcities. I believe. Sir, I have now adverted to the most important (]uestions bearing on the matter you have submitted to me, and will conclude by taking leave to observe that the project, great as it may appear, is surely well worthy the consideration of the Legislature, as it is plainly within its grasp to achieve it, when it is boi-ne in mind how far the results sought to be attained would surpass in magnitude the undertaking itself; for even allowing the corresponding improvements of the river naviga- tion to be deferred for years, the new AVelland Canal Avould o])en a great uninterrupted steamer navigation between all the lakes, and penetrating upwards of 1,100 miles into the heart of a vast continent. If we do not v.ndertah this most important and necessary work on our side the Americans assuredly will on theirs, and what theij undertake the// iriU achieve. The natural advantages of situation, local facilities for construction, &c., are all with us ; surely then we will jiot resign without a struggle, the supremacy of the great lakes which the enviable possession of the noble river St. Lawrence, and the hitherto exclusive control of the comiecting link between it and the inland seas above, have long conferred upon us. The success so far attending the experimental operations for removing, obstructions in the rapids between Prescott and Montreal, under the scientific and skilful direction of Messrs. Maillefert and Ivaaslotl', would seem to promise the speedy attainment of one decisive step tov/ards pre- paring the great river, of which Canadians are so justly proud, to"! fulfil its '• (lestiny," — and the examinations now going forward to test the feasibility of making a ship canal to connect the waters of the St. Law- rence with those of Lake Champlain will solve another important prob- lem :— -as to whether there may not one day be a great southerii commu- nication open to our vessels reaching tide-water, via the Hudson Ifiver, at New York. Of this I am, at all events, convinced : that where the vast operations of nature ask for comparatively so little artificial aid to- wards bringing her hundreds of miles of navigaljle wat(>r into useful con- nection, the doctrine which is latterly finding so many adheruntf-', in mer- cantile and scientific words, is not strictly sound,— namely — that the day of Canals has gone by, and that henceforth Kailways shall reign in their stead. I have the honor to be, Sir, Your obedient servant, W. Shanly. John Simpson, Esq., Mayor, Niagara, Ont. f! If I 23 NIAGARA LATERAL CUT. ESTIMATE OF COST. Quantities. 3,000,000 yds. 90,000 25 10 17 10 21 1 Denomination of Work. Eai-th Excavation Rock Locks Culverts Waste Weirs Bri(lt,'es Miles stone facing to Banks Entrance Piers & iij)i)er wharves r'off er-danis, &c Lands and damaj,'es Engineering and Contingencies... Price. £ 22,.500 2,.500 1,500 1,500 2,000 s. 1 5 I d. 2 Amount. rptal I... I £989,0251*0 £ I 175,000 22,500 502, .500 25,000 25,5001 15,000' 42,000' 20,0001 .5,000' .50,040 47,1251 *In round numbers about S4,000,0(i0 (>!:j,958,500). d. I. 24 ce £^ ^ 1^ o ^ J/3 r— I ^ -^ -. U o != ^ 1^ O -M >o '-' 00 9 ^ ^ ct £ M Jc; 2 o « I— 1 o >• ;2i 1^ w i'' -4-3 Oh P^ o "+2 ;h <1 ^ a 3 S § ;=. t^ o t^ ^. a; o CO c/; j-( c ^ js o rt I 02 ^ v 3 o «* C^ 1-1 N f 1 CClO Ifl C5 O i-H CO oo5e M t^ M" lO W «e rti t>. 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(2 locks of 200 feet x 45 feet Dimensions of locks J 24: " 150 " 2Gi " ( 1 " 230 " 45" " Total rise of lockage 330 " Depth of water on sills 104- " WELLAND PJVER BRANCHES. Length of Canal— Port Rol)inson Cut to Welland River 2,G22 feet. — from_ Welland Canal to Welland River, W(( lock at Aqueduct ,300 " " —ChippcAva Cut to Niagara River 1,020 " Number of locks, 1 at aqueduct and 1 at Port ]iobinson 2 Dimensions of locks 150 ft. x 20? Total lockage, from AVelland Canal down to AVelland ' • ' - li ^ J^i^'er 17 fv^et. Depth of water on sills 9 feet 10 in. GRAND rjVER FEEDEIL Length of Canal 21 miles. Number of locks 2 Dimensions of locks / 1 of 1 50 x 2Gi \ 1 of 200 X 45 Total Rise of lockage 7 t,) cS feet. Depth of water on sills 10 1 feet rORT MAITLAND BRANCH. Length of Canal. . ., 1| niilos. Number of locks l' Dimensions of lock 185 x 45 feet. Total rise of lockage ^.... gi feet. Depth of water on sills 1 1 "feet. If ND eet. ieet (I. ir,i Ci 5- t .4. 29 The distance from the head of the Galops Canal, following the chan- nel of the St. Lawrence and through Lake Ontario to Port Dalhousie, at the foot of the Welland Canal, is 2.']G| miles. The main line of this canal extends from Port Dalhousie on Lake Ontario, to Port Colborne on Lake Erie. The breadth of the main line of the canal varies as follows : — HIXJTIONS OF CANAL. IJiHtancc. bottdiii. Dalhousie t<> Thorold Thorol'l to Allanburyh.... AUanl mryh tu- llanicy's Bend Harney's Jiund to Port Colluirne Port Cii'.borne to outer end of West Pier Port Iviliinsou to Chippewa, Welland Kiver.. Dunvilit! Branch Port Maitland Jiroueh miles. i'i I'j i-r, 21 feet. (50 2(] no 58 90 2ij Breadth at surface. feet. 110 06 90 58 200 CO to 70 85 III its ]ircsent condition the main line of this canal is sui)plied with water l)y means of a feeder from ({rand liiver. Til'/ summit level on the main line extends from Allanhurgh to Port Colbonie, a distance of 1-1- miles, and its height is about S feet above Lake Erie ; so that admitting the diiference of level between Lakes Erie and Ontario to 1)e .330 feet, the total up and down lockage on the main line would be S-IG leet. The diffi.'rence of level l>etween the lakes varies at times. On the 14th of Jauuar^^, 18G7, the difference of level between Port Dallioiisie and Port Colborne was reported to be 324 feet 9 inches. The Chippewa l)ranch descends from the main line into the Welland Kiver at Port Ivobinson, by means of a lock ; vessels may, tlierefore, as- cend tfie miiiu line from Lake Ontario to Port Robinson, descend into the AVelland Piiver, run down 8^- miles to the Niagara Kiver, and pass- ing up that river, enter Lake Erie. The main hue crosses tlie ^\'elIand river over an aqueduct, and thus form-; a barrier to vessels navigating that river. To remedy this, the "Well;'! id river, above the aqueduct, lias 1)een placed in comnuuiication with the mainline of canal hy a lock at tlie a(iueduct, and the passage of craft down the Welland river is accompiished in the folIoAving man- nei-, tb;it is to say : — A vessel coming from the head of navigation on the Welland river arrives at tlu^ aqueduct, is lifted l)y tJie lock into the main line of canal, foUoAvs the main line from the aqueduct to Port Rol)in.-(»n, and then desceiuls again into the Walland river, and continues its doAvnward course. The Crand River feeder, whicli supplies the Avaterfor the whole canal and its lu-anches, is a navigable^ canal itself, ))eing 2G feet A\'ide at ]x)ttom, with a l)readth at surface of Avater varying from GO to 70 feet, and luiAdng a naviga!)le depth of 8 feet. The head of tlie feeder is at Dunnville, in the CJrand River, at Avhich point thei-e is a dam of .5G-i feet in length, retaining the Avaters of this river, and affording slack Avater navigation as far as Cayuga, some IG miles up the Grand River, above Dunnville. 30 In the present condition of the canal the water in the feeder is level with the water of the summit reach on the main line ; l)ut after the completion of the works now in progress, and whicli are necessary l)efore the main line can be supplied with water from Lake Erie, there will he a lockage of 8 feet rising from tlie main line totlie feeder at the junction. The Port Maitlaud branch descends from the navigable feeder at Port Maitland, af the mouth of tlie Graiul River, one of the safest har- bors on Lake Erie. The bi-eadth at l)ottom of this section is 45 feet, and at the water surface 85 feet ; navigable depth 9 feet. It is thus sliown that the Wellaud' C'aual comuumioates with Lake Ontario only at Port Dalhousie ; while it communicates with Lake Erie at three points, viz., Port Colhorne, I\)rt Maitlaud, and Poi't Kol)inson, via the Wellaud and U[)[)er Niagara rivers. Before entering on tlie liistory of the construction of this canal, it may be as well to state tliat the 8t. Lawrence — Ix'tween Lake Erie and Ontario— is know as the Niagara liiver — that tlu; length of this section ■of the St. Lawrence is al)out thirty miles, and that it runs almost ilirect from south to north. Port Dalhousie, on Lake Ontario, is about 1 1 miles west of the point wliere the Niagara river discharges itself int<. that lake, whilst Port Colborn*', on Lake Erie, is IS miles west of the upper ■end of the same river, and Port Maitland, at tlu* mouth of tlie ( h'aud Eiver, is 17 miles still further to the Avestward. Thus, it will be under- stood that the Welland Canal runs about nortli and soutii, that its line is nearly parallel Avith the Niagara river, and <:luit it is from 12 to 15 miles west of it. The AYelland river Hows from west to east, and crossing tlie line of the canal, discharges into the Niagara river at Chippewa, a village ;ibout 15 miles from Lake Erie, and about two miles above tlie Niagara falls. The Welland is navigable for deeply-laden vessels for a distance of upwards of 40 miles from it moutli, and has scarcely any perce[)tible current. The highest land on the line of the Canal, or the point where; the deepest cutting lia;ia-ara Kls er would he a serious ol)stacle to tne j.assage ol k.aded vessels The Directors therefore contemiAatcd to estal)lis!i, at a luture period, a less ohjectioiiahlc communication between tlie \\ elland iviver and Lake Ei'ie. . . . , The dt>y Mr. Clowes, consiste.l of a light cutting, iit.iu tlio Welhind liivcr to Lake Erie, with water at a level higlier tliaii the lake, supplied l;y a feeder from Grand liiver. rw • ^ +i ^ The estiinated cost of the first section, trom Lalce Ontari.> to «ie Wellan.l River, was about .£180,000, (§7l>0,000) ; and m_Aprd,_182.), an Act was ol)tained, authorizing the Company to increase it:; capital to £•^00 ono, (^!S00,000). ,,„,-. 1 ' "Subscrii-tion books were opened in the month ot diuy fol owing, and although very little more tliau a quarter of tlie stock had been sub- scril)ed the Directors enteral into contracts to the anunmt ot .£llo,000, (8152,000), and the works were commenced in the summer ot tlie same ^ "^The limited means of the Company were a contiu-al s.mrce of embar- rassment to the Directors, am^. almost every year tluy asKe.l assistance, either from the Imperial Government or from the i^'ovmeiaL t^overn- ments of Tipper and Lov/er Canada. , c tt Tims 'u 1826, the Comnany obtained Irom the Government ot Upper Canmla'a Uinof £25,000,^8100,000), tor ;; years, and f^^^^^}^']^ Government a pnmrise of a contril)ution ot £l(),.U>0 stg (•^' '{^^^If '' ^ or one nhith of the estimated 3ost, on condition that lie locks ot tac canal should be at least 22 feet broad, and that all vessels and boats, tlie propertv of the Imperial Government, and aLo ()tlier vessels carrying Governnieiit stores, should pass througli the canal tree ot duty or toll. In 1827, the (b)vernmeiit of Upper Cana^200,(iOO), "at four per cent, interest, for 10 years, on condU^ion of surrendering the claim to the contribution of £1G,3G0 stg., (.^ C=>| Opened. Closed. do 17 Dec. 1 do 21 1 do 29 do 19 do 18 May 4 do 10 do 21 do i! Ai)ril 23! do 21 May 4 Aui'il '> ... 1 '■ 1 1:; I i. 1 i.. 1 i 1 .'■■■'i * !1 i^-' .V .;! April 27 do do 7 Jan. ec. Mar. 19 D April 0| do do 23 do do 11 Jan. Dec. 8 Mar. 19 ^Vpril 23 ar. M \pril 25 Uti 9 \pnl 2 M ir. 31 do do do do Jan.