OFFICIAL DOCUMENTS 
 
 AND 
 
 OTHEE INFORMATION 
 
 RELATING TO THE 
 
 IMPROVEMENT 
 
 OF THE 
 
 SHIP CHANNEL 
 
 BETWEEN 
 
 MONTREAL AND QUEBEC. 
 
 n 
 
 ANDREW ROBERTSON, Esq^. , CHAIRMAN. 
 
 1. B. ROLLAND, Esq^. HUGH McLENNAN, Esq^ 
 
 EDWARD MURPHY, Esq^. CHARLES H." GOULD, 
 
 HENRY BULMER, ESQ^. HON. J. L. BEAUDRY (MAYOR.) 
 
 VICTOR HUDON, ESQ., ANDREW ALLAN, ESQ_. 
 
 H. D. WHITNEY, SECRETARY. 
 
 PUBLISHED BY ORDER OF THE HARBOUR COMMISSIONERS OF MONTREAL. 
 
 1884. 
 
GAZETTE PRINTING COMPANY, MONTREAL. 
 
INTRODUCTION. 
 
 The object in collecting and publishing the following docu- 
 ments and notes is to place before the public a connected account 
 of the improvements in the ship channel of the St. Lawrence be- 
 tween Montreal and Quebec from the first attempts up to the pre- 
 sent day. An endeavour has been made to give the facts as much as 
 practicable in detail, with but little comment, further than that 
 necessarily made in introducing the several documents. These have 
 been placed in the order of time, except in cases where the sense 
 or continuity is better preserved by a slight variation. The 
 principal sources from which information has been obtained are 
 the Library of Parliament at Ottawa, printed reports of the 
 Harbour Commissioners and printed correspondence, all of which 
 no doubt are fully reliable. All the information obtainable and 
 directly connected with the improvements from their beginning 
 up to the year 1850 is given in detail, as it is of great interest, 
 and is not conveniently within the reach of the general public, 
 being scattered through the journals of the Legislative Assembly 
 of Lower Canada previously to 1841, and subsequently through 
 the records of the Parliaments of the United Canadas. After the 
 year 1850, at which date the Harbour Commissioners of Montreal 
 were invested with the execution of the work, the information 
 obtainable is fuller and better connected, being embodied in their 
 reports and in the reports of the Department of Public Works. 
 Of the period from 1850 to 1865, when the depth of 20 feet was 
 attained, the account given here is not so much in detail as in 
 the earlier stages, but sufficiently so to convey a clear account of 
 the progress of the work. Since the renewal of operations in 
 1874, the work has been conducted on a much more extensive 
 scale than formerly, and full reports, which may be obtained 
 easily, have been issued annually. On this account, and in order 
 to restrict the size of this pamphlet, only the main events in the 
 history of the improvements since that time are given. 
 
There are many points of interest relating to the ship channel 
 here sketched. There is an interest peculiar to it as being the 
 great water-way of the country, the great ocean highway of the 
 Dominion, the natural route to Europe for three-quarters of the 
 Continent of North America. Its existence goes back into the 
 past far enough to give it an historical interest, while it is a mat- 
 ter of greater importance in the present day than at any former 
 period. The men who were active in the first attempt to improve 
 the St. Lawrence ship channel in 1825 have probably all passed 
 away, and personal memories of them no longer exist, except, 
 perhaps, with a few of our oldest citizens, but many of our older 
 men remember well those who have been connected with the 
 available improvements since they were actually begun in 1851, 
 and some of these have lived almost to the present time. One 
 deserving special mention is the late Hon. John Young, who was a 
 Harbour Commissioner from 1850 until his decease, in 1878, with 
 the exception of three years, being for twenty-five years a mem- 
 ber and thirteen years Chairman of the Board, and who, for a life- 
 time, devoted enthusiastic energy and unslacking perseverance to 
 the advancement of the St. Lawrence navigation. Others scarcely 
 less prominently connected with the works deserve the gratitude 
 of the country for the active part they have taken, and still take 
 in developing its shipping interests and the noble river that bears 
 its commerce to the sea. As a great engineering work the St. 
 Lawrence ship channel has special interest. When first under- 
 taken it was considered, of its kind, a work of unusual magni- 
 tude, and it is still quoted as one of the great dredging works of 
 the world. Though not the birthplace of dredges, the St. 
 Lawrence ship channel takes a first place among the works, 
 where great improvements have been applied to dredges and 
 methods of dredging, which have resulted in their present 
 efficiency and developement. In 1846 the Board of Works re- 
 ported the performance of a dredge " most satisfactory," when 
 raising 1,160 cubic yards per day in Lake St. Peter, from a depth 
 of 10 feet, but continued improvements have brought the present 
 dredges to a daily capacity of 3,000 or 4,000 yards in Lake St. 
 Peter clay, and 600 or 700 yards in unblasted shale rock at 25 or 
 30 feet depth. The dredges used have been almost exclusively of 
 the kind known as ladder dredges, with an endless chain of 
 
Ill 
 
 buckets, and it is the only instance on the Continent where such 
 dredges have been systematically used on a work of any magni- 
 tude. It is claimed that here radius dredging was originated, 
 without which it would be almost impracticable to dredge 
 with precision over large areas in wide rivers and lakes. 
 It is also of special interest to note, that unlike most river 
 works, the St. Lawrence ship channel costs nothing for mainten- 
 ance. From the great lakes the pure water passes through the 
 rocky channels of the Thousand Islands and the several rapids 
 that lead to Montreal. Thence the river flows with a gentle cur- 
 rent, bearing no detritus, and the artificial deepening when once 
 made, remains permanent, without either silting up or scouring 
 out of shape. 
 
 But the point of most vital importance in connection with the 
 St. Lawrence Ship channel is its national character. It will be 
 seen, in reading its history, that from the first attempts to 
 improve it in 1825, its national character has been recognised. In 
 the year 1826, the improvement of the ship channel between Mon- 
 treal and Quebec was taken up as a matter of public importance 
 by the Legislative Assembly of Lower Canada. The committee 
 appointed to investigate the matter, having procured plans of 
 Lake St. Peter and examined a number of witnesses, reported 
 that the importance of the subject required that further informa- 
 tion should be obtained. In the next year the subject was again 
 discussed, and a committee appointed to make further investiga- 
 tions. The need of a thorough survey was felt, and in view of 
 the fact that the Admiralty survey of the St. Lawrence was then 
 in progress, and would soon reach Lake St. Peter, further inquiry 
 was deferred, until a report of the Admiralty survey could be 
 obtained. In compliance with the request which had been made 
 by Sir James Kempt, Captain Bayfield, having made this survey, 
 submitted his observations on the nature of the lake, its channels, 
 &c., in May, 1831. This report, accompanying a message from 
 Lord Aylmer, Governor-in-Chief, was transmitted to the House 
 in December, 1831, and referred to a committee of five members 
 to report on the same. No action immediately followed, how- 
 ever, and again in 1836 the matter was discussed and evidence 
 taken before the Standing Committee of Trade. The Admiralty 
 chart of the lake had not yet been received, and this seems to 
 
IV 
 
 have delayed further action, for on 5th May, 1838, an ordinance 
 was passed granting 500 for the purpose of making a survey of 
 Lake St. Peter. Nothing official is recorded of what followed 
 this grant until 1841, when Secretary Daly, regarding the peti- 
 tion of the Board of Trade, writes to the chairman of the Select 
 Committee that " His Excellency has commanded me to inform 
 you that the improvement of the navigation of Lake St. Peter will 
 be considered with other public ivorks" An extensive investiga- 
 tion was made by a special committee of the House, in August, 
 1841, into the " extent of the burden imposed on the trade by the 
 obstructions to the navigation which it is sought to remove," and 
 an estimate of the cost of deepening the channel in the lake to 
 sixteen feet deep at low water, was made by David Thompson, 
 C.E. The result of the investigation was the recommendation 
 by the special committee of the House " that measures may be 
 taken to deepen the ship channel in Lake St. Peter." During 
 this investigation the committee discussed the proposal of a ton- 
 nage duty on the shipping coming up to Montreal, but while they 
 believed that a tonnage duty, sufficient to provide for the cost of 
 deepening the channel, would be much less burdensome to the 
 trade than the cost for lighterage then was, yet they deemed that 
 " in order to draw the produce of the west down the St. Lawrence it 
 is expedient to make the transit charges as light as possible" thus 
 clearly recognising the national character of the St. Lawrence 
 ship channel. Action was taken on the recommendation of the 
 report, and an appropriation was inserted among the estimates 
 for the prosecution of the work, which was styled in the report 
 of the Board of Works, for 1841, a subject of very great importance. 
 The expediency of the work being now decided, a question 
 arose as to the best location for the channel in Lake St. Peter. 
 Ghas. Atherton, C.E., reported in favour of deepening the natural 
 channel then used in the lake, but his advice was not followed, 
 and work was begun in the "straight" or "Board of Works" 
 channel, in the spring of 1844. But many of those who were the 
 strongest advocates of the proposed improvements, objected to 
 this location, maintaining that the desired object could be attained 
 sooner, more effectually, and at a less cost, by deepening the 
 natural channel. This opposition to the straight channel in- 
 creased during the progress of the work, and caused its tempo- 
 
rary suspension in the summer of 1846, and its final suspension 
 in the fall of 1847. 
 
 Discussions and investigations continued until 1850, when 
 the Harbour Commissioners of Montreal proposed a plan for 
 the accomplishment of the work, believing that they could 
 execute it successfully, by methods more economical and ex- 
 peditious than had been adopted by the Board of Works. They 
 proposed " That the Harbour Commissioners of Montreal should 
 be authorized to undertake the work, and to borrow money, the 
 interest of which should not exceed eight per cent., arid this 
 interest, as well as a sinking fund of two per cent., was to be pro- 
 vided for by a tonnage duty, not exceeding one shilling per ton 
 register, on all vessels drawing ten feet and upwards, for each 
 time they passed through the lake, and should the revenue so 
 collected prove insufficient to pay the interest on moneys bor- 
 rowed, the surplus revenues of the Harbour of Montreal were to 
 be applied to make up any deficiency. This plan was adopted 
 by Government, and an Act of Parliament procured in accor- 
 dance with it," (viz., Act 13 and 14 Vic., cap. 97, passed August, 
 1850), authorizing the Commissioners to borrow 30,000 for the 
 purpose of proceeding with the works " in such a manner, direc- 
 tion, and place as the Commissioners should deem best." Thus 
 far the work had been carried on with dredging plant belonging 
 to Government, under the direct supervision of Government 
 officers, and the plant was now transferred to the Harbour 
 Commissioners for continuing the work. 
 
 The Commissioners forthwith appointed a Board of Engineers, 
 to inquire into and report on the best means of obtaining a chan- 
 nel of sixteen feet depth through Lake St. Peter. After inquir- 
 ing into the state and nature of the two channels, these Engi- 
 neers reported in favour of abandoning the straight channel and 
 of applying the work of improvement to the old or natural chan- 
 nel. The Harbour Commissioners adopted their recommendation 
 and began operations in the old or natural channel in June, 1851. 
 Early and continued success accompanied their efforts, and a 
 rapid increase of shipping attended the available improvements 
 of the channel. By November, 1851, the natural channel in the 
 lake, of about 10 feet 6 inches at low water was deepened two 
 feet. In August, 1853, a vessel passed through the dredged 
 
VI 
 
 channel from Montreal to the foot of Lake St. Peter, drawing- 
 four feet more than the original depth of water. In 1855, sixteen 
 and a half feet depth at low water was attained, and eighteen feet 
 depth was accomplished in 1857. These results were re-assuring 
 and demonstrated the feasibility of obtaining a channel of the 
 required depth up to the entrance of the Lachine Canal, the 
 natural junction of the ocean and inland shipping of the country. 
 The Harbour Commissioners now represented to the Government 
 the national character of the work, urging that the benefits 
 derived from the improvements in the channel are not confined to 
 Montreal, but extend to the whole of the country lying to the 
 westward, and prayed that the revenue of the harbour of Mon- 
 treal might be relieved of the burden unjustly laid upon it. John 
 Page, C.E., then Chief Engineer of Public Works, in his report 
 on the ship channel, dated January 25th, 1869, referring to this 
 matter says u These views having been repeatedly brought be- 
 fore the Government, after a full discussion of the question, it was 
 decided in 1860 that the river improvements should henceforth 
 be considered as public works." 
 
 Thus it is clear that in 1860 the deepening of the ship channel 
 between Montreal and Quebec was recognised and acknowledged 
 to be a public work, and so continued' to be considered, in as 
 much as in 1866, almost the entire debt of the twenty-foot channel 
 was assumed and paid by the Government. The further deepen- 
 ing, has been carried on by the Harbour Commissioners, under 
 the authority of the Dominion Government, with funds provided 
 by the sale of Government debentures, the interest on which is 
 paid out of the harbour dues. 
 
 The decided success which attended the earlier operations of 
 the Harbour Commissioners in the ship channel has been even 
 surpassed by their recent achievements. Through improvements 
 applied to the dredges their efficiency has been greatly increased, 
 both in expediting the work and lessening its cost. In 1878 a 
 depth of twenty-two feet in the channel was attained. The cost 
 of dredging in Lake St. Peter was reduced, in 1881, to 3i & o cents 
 per cubic yard. The work of obtaining a channel of twenty-five 
 feet depth was accomplished in 1882, and the further deepening 
 to 27 J feet at low water is now in full progress, and will be 
 effected in' 1887. 
 
Vll 
 
 At pages 337-8 will be found the total amount expended 
 to secure a depth of 25 feet at low water in the ship 
 channel, and the amount of excavation involved, showing 
 the cheapness of the work done. At page 332 to 334 will be 
 found tables of comparative distances showing the advantage, 
 in point of distance, of the St. Lawrence route over all other 
 routes between the West and Europe. Ere many years two vast 
 trans-continental railway systems, traversing the richest wheat 
 raising areas in the world, will be direct tributaries to the St. 
 Lawrence route, besides other railway systems scarcely less 
 extensive, and as the development of the North-West and West 
 advances, the public benefits derived from the St. Lawrence ship 
 channel improvements must become more apparent to all, and 
 receive the public recognition they deserve. 
 
 HARBOUR COMMISSIONERS' OFFICE, ) 
 Montreal, October, 1884. ) 
 
viii 
 
 OKIGIN AND APPOINTMENT 
 
 HARBOUR COMMISSIONERS OF MONTREAL 
 
 The existence of the Harbour Trust dates back to the year 
 1830, when an act was passed giving power to the Governor to 
 appoint three Commissioners for the purpose of carrying into 
 effect an act providing for improvements in the Harbour of 
 Montreal. The first appointment of Commissioners seems to have 
 been merely for the purpose of carrying into effect that act, but 
 as new improvements were proposed from time to time, the Com- 
 missioners were retained for the purpose of executing them. In 
 1841 an act was passed giving the Governor power, when he 
 should deem it expedient, to appoint additional Harbour Commis- 
 sioners, but it does not appear that such additional Commis- 
 sioners were appointed, as there were only three up to the 
 year 1855. Up to the year 1850 the works executed by the Har- 
 bour Trust were confined to the Harbour of Montreal, but in 1850 
 an act was passed authorizing the Commissioners to borrow money 
 for improving Lake St. Peter and the channel at lie Platte, and 
 the improvements in the ship channel since that time have been 
 executed by the Harbour Commissioners. In 1855 an act was 
 passed which provided that after the 1st of July, 1855, the Board 
 of Harbour Commissioners should consist of five members, three 
 to be appointed by the Crown, the other two members, for the 
 time being, to be the Mayor of the City of Montreal and the 
 President of the Board of Trade. The Board remained thus con- 
 stituted until May, 1873, when an act was assented to providing 
 that after the first day of October of that year the corporation 
 should consist of nine members, four of whom should be appointed 
 by the Government, five to be elected, and to be eligible for re- 
 election for terms of five years, as follows : two by the Montreal 
 Board of Trade, one by the Corn Exchange Association, one by 
 
IX 
 
 the Montreal City Council, and one by the shipping interest. In 
 May, 18*74, this act was amended, whereby one of the two mem- 
 bers elected by the Board of Trade ceased to be a member of the 
 Board of Harbour Commissioners after the first day of August of 
 that year, and thereafter five of the nine members were to be 
 appointed by the Government, the other four to be elected 
 according to the act of 1873, but the terms of the representatives 
 were reduced to four years, all, however, to be eligible for 
 re-election on the expiration of their respective terms. The 
 Board of Harbour Commissioners remains thus constituted to 
 to the present time (1884). 
 
LIST OF HAKBOUK COMMISSIONERS OF MONTREAL, 
 and the dates when they were Members of the Board, from 
 its establishment in 1830 up to the present time (1884.) 
 
 Hon. George Moffat ............ 1830 to 1836. 
 
 JulesQuesnel ..................... 1830 " 1836. 
 
 Capt. Robert S. Piper .......... 1830 " 1836. 
 
 P. L. Letourneux ................ 1836 " 1839. 
 
 Thos. Cringan ................... 1836 " 1840. 
 
 TurtonPenn .................... 1836 " 1840. 
 
 Wm. Lunn ........................ 1839 " 1840. 
 
 J.G.Mackenzie .................. 1840 " 1850. 
 
 John Try ......................... 1840 " 1855. 
 
 r q pnH j 184 " 185 - 
 
 C - S ' RoCiei ...................... { 1859 1862. 
 
 ("1850 " 1866. 
 Hon. John Young ............... -{1870 " 1872. 
 
 (1873 " 1878. 
 
 Louis Marchand ................ 1850 " 1855. 
 
 H.H.Whitney .................. 1855 " 1863. 
 
 Sir George E. Car tier .......... 1855 " 1858. 
 
 Dr. Nelson ........................ 1855 " 1856. 
 
 H-H.SU. ................ 'S " 88! ' 
 
 {gg :: 
 
 J. A. Berthelot .................. 1858 " 1859. 
 
 Thop. Kay ........................ 1859 " 1860. 
 
 A M Delisle I 1859 " 1864 - 
 
 16 ................ - '{l866 1874. 
 
 ("I860 " 1861. 
 
 Thos. Cramp ..................... -{1863 " 1866 
 
 (1874 " 1879. 
 
 E. Atwater... 1861 " 1862. 
 
XI 
 
 r 1862 to 1866. 
 
 Hon. J. L. Beaudry ... ,.... 1 1877 " 1879. 
 
 ( 1881. On present Board. 
 
 Henry Lyman 1863 " 1864. 
 
 (1864 1866. 
 
 John Pratt | 1874 Ig76 
 
 Peter Eedpath 1864 " 1865. 
 
 ( 1865 " 1866. 
 
 J. H. Wmn i lead iQ^n 
 
 (^ looy 10 1 \). 
 
 John McLennan 1866 " 1867. 
 
 Geo. Stephen 1866 " 1873. 
 
 Wm. Workman 1866 1874. 
 
 Thomas Eimmer 1867 " 1869. 
 
 C. J. Coursol 1871 " 16*73. 
 
 Hugh McLennan 1872. On present Board. 
 
 Dr. A. Bernard 1873 " 1876. 
 
 Victor Hudon { g " ^ resent Board. 
 
 M. P. Eyan 1873 " 1874. 
 
 Andrew Allan 1873. On present Board. 
 
 W. W. Ogilvie 1873 " 1875. 
 
 Peter Donovan 1874 " 1879. 
 
 Adolphe Eoy 1874 " 1879. 
 
 Chs. H. Gould 1875. On present Board. 
 
 Dr. W. H. Kingston 1876 " 1877. 
 
 Hon. J. E. Thibaudeau 1876 " 1877. 
 
 Edward Mackay 1878 " 1879. 
 
 S. Eivard 1879 " 1881. 
 
 Andrew Eobertson 1879. On present Board. 
 
 J. B. Eolland 1879. 
 
 Edward Murphy 1879. " 
 
 Henry Bui mer 1879. " 
 
Xll 
 
 The following is a list of the Boards of Harbour Commissioners 
 that have executed the duties of the Trust from 1830 up to the 
 present time (1884), showing the interest represented by each 
 member : 
 
 * Indicates the Chairman of the Board. 
 
 (o) " " representative of the Corn Exchange. 
 
 (0 " " Board of Trade of Montreal. 
 
 (m) " " " City of Montreal. 
 
 (*) " " " " Shipping interest. 
 
 The members not indicated as representatives of the Corn 
 Exchange, Board of Trade, City of Montreal or Shipping interest 
 have been appointed by the Government of their time. 
 
 1830 to 1836. 
 
 Hon. George MorFatt,* 
 Jules Quesnel, Esq. 
 Capt. Robert S. Piper. 
 
 1836 to 1839. 
 
 P. L. Letourneux, Esq. 
 Thomas Cringan, Esq. 
 Turton Penn, Esq. * 
 
 1839 to 1840. 
 
 Turton Penn, Esq.* 
 Thomas Cringan, Esq. 
 William Lunn, Esq. 
 
 1840 to 1850. 
 
 J. G. Mackenzie, Esq.* 
 John Try, Esq. 
 C. S. Rodier, Esq. 
 
 1850 to 1855. 
 
 John Try, Esq.,* 
 
 Hon. John Young,* from 1853, 
 
 Louis Marchand, Esq. 
 
 1855 to 1856. 
 
 Hon. John Young,* 
 H. H. Whitney, Esq. 
 Sir George E. Cartier, 
 Dr. Nelson, (m) 
 Hon. H. Starnes. (0 
 
 1856 to 1858. 
 Hon. John Young,* 
 H. H. Whitney, Esq.,* Chairman 
 
 pro tern. 
 
 Sir George E. Cartier, 
 Hon. H. Starnes, (m) 
 Hon. L. H. Holton. (t) 
 
 1858 to 1859. 
 Hon. John Young,* 
 
 H. H. Whitney, Esq. 
 Sir George E. Cartier, 
 Hon. L. H. Holton, (t) 
 J. A. Berthelot, E*q. (m) 
 
 1859 to 1860. 
 C. S. Rodier,^ Esq., (m) 
 Hon. John Young, 
 
 H. H. Whitney, Esq.* 
 Thomas Kay, Esq. ft) 
 A. M. Delisle, Esq. 
 
 1860 to 1861. 
 C. S. Rodier, Esq. (m) 
 Hon- John Young, 
 
 H. H. Whitney, Esq.* 
 A. M. Delisle, Esq. 
 Thomas Cramp, Esq. (t) 
 
 1861 to 1862. 
 C. S. Rodier, Esq., (m) 
 
 Hon. John Young,* Chairman pro 
 tern in 1862, 
 
Xlll 
 
 1861 to 1862 Continued. 
 H. H. Whitney, Esq.* 
 A. M. Delisle. Esq., 
 E. Atwater, Esq. (t) 
 
 1862 to 1863. 
 Hon. John Young, 
 
 H. H. Whitney, Esq.* 
 Hon. L. H. Hblton, (0 
 A. M. Delisle, Esq. 
 Hon. J. L. Beaudry, (m) 
 
 1863 to 1864. 
 Hon. John Young,* 
 
 A. M. Delisle, Esq. 
 Thomas Cramp, Esq. (t) 
 Hon. J. L. Beaudry, (m) 
 Henry Lyman, Esq. (t) 
 
 1864 to 1865. 
 Hon. John Young,* 
 Thomas Cramp, Esq. 
 Hon. J. L. Beaudry, (m) 
 John Pratt, Esq. 
 
 P. Redpath, Esq., (0 
 
 1865 to 1866. 
 Hon. John Young,* 
 Thomas Cramp, Esq. 
 Hon. J. L. Beaudry, (m) 
 John Pratt, Esq. 
 
 J. H. Winn, Esq.,(0 
 
 1866 to 1867. 
 Hon. H. Starnes, (m) 
 
 A. M. Delisle, Esq.* 
 J. McLennan, Esq. (t) 
 George Stephen, Esq. 
 William Workman, Esq. 
 
 1867 to 1869. 
 Hon. H. Starnes, (m) 
 
 A. M. Delisle, Esq.* 
 George Stephen. Esq. 
 William Workman, Esq. 
 Thomas Rimmer, Esq. (t) 
 
 1869 to 1870. 
 Hon. .H Starnes, (m) 
 A. M. Delisle, Esq.* 
 J. H. Winn, Esq. (t) 
 George Stephen, Esq. 
 William Workman, Esq. 
 
 1870 to 1871. 
 
 Hon. John Young, (t) 
 Hon. H. Starnes, (m) 
 A. M. Delisle, Esq.* 
 George Stephen, Esq. 
 William Workman, Esq. 
 
 1871 to 1872. 
 
 Hon. John Young, (t) 
 A. M. Delisle, Esq.* 
 George Stephen, Esq. 
 William Workman, Esq. 
 C. J. Coursol, Esq. (m) 
 
 1872 to 1873. 
 
 A. M. Delisle, Esq.* 
 George Stephen, Esq. 
 William Workman, Esq. 
 C. J. Coursol, Esq. (m) 
 Hugh McLennan, Esq. (t) 
 
 1873 to 1874. 
 
 Hon. John Young,* 
 A. M. Delisle, 
 William Workman, Esq. 
 Hugh McLennan, Esq. (0 
 Dr. Bernard, (m) 
 Victor Hud on, Esq. 
 M. P. Ryan, Esq. 
 Andrew Allan, Esq. (s) 
 W. W. Ogilvy, Esq. (c) 
 
 1874 to 1875. 
 
 Hon. John Young,* 
 Thomas Cramp. Esq. 
 John Pratt, Esq. 
 Hugh McLennan, Esq. (t) 
 Dr. Bernard, (m) 
 Andrew Allan, Esq. (s) 
 W. W. Ogilvie, Esq. (c) 
 Peter Donovan, Esq. 
 Adolphe Roy, Esq. 
 
 1875 to 1876. 
 
 Hon. John Young,* 
 Thomas Cramp, Esq. 
 John Pratt, Esq. 
 Hugh McLennan, Esq. (t) 
 Dr. Bernard, (m) 
 Andrew Allan, Esq. (s) 
 Peter Donovan, Esq. 
 Adolphe Roy, Esq. 
 Charles H. Gould, Esq. (c) 
 
XIV 
 
 1876 to 1877. 
 Hon. John Young,* 
 Thomas Cramp, Esq. 
 Hugh McLennan, Esq. (t) 
 Andrew Allan, Esq. (s) 
 Peter Donovan, Esq. 
 Adolphe Roy, Esq. 
 Charles H. Gould, Esq. (c) 
 Dr. W. H. Kingston, (m) 
 Hon. J. R. Thibaudeau. 
 
 1877 to 1878. 
 Hon. John Young,* 
 
 Thomas Cramp, Esq./ pro tern 1877 
 Hon. J. L. Beaudry, (TO) 
 Hugh McLennan, Esq. (<) 
 Andrew Allan, Esq. (s) 
 Peter Donovan, Esq. 
 Adolphe Roy, Esq. 
 Charles H. Gould, Esq. (c) 
 Hon. J. R. Thibaudeau, 
 
 1878 to 1879. 
 Thomas Cramp, Esq.* 
 Hon. J. L. Beaudry, (in) 
 Hugh McLennan, Esq. () 
 Andrew Allan. Esq. (s) 
 Peter Donovan, Esq. 
 
 1878 to 1879 Continued. 
 Adolphe Roy, Esq. 
 Charles H. Gould, Esq. (c) 
 Hon. J. R. Thibaudeau, 
 Edward Mackay, Esq. 
 
 1879 to 1881. 
 
 Hugh McLennan, Eq. (t) 
 Victor Hudon, Esq. 
 Andrew Allan, Esq. (s} 
 Charles H. Gould, Esq. (c) 
 S. Rivard, Esq. (m) 
 Andrew Robertson, Esq.* 
 J. B. Rolland, Esq. 
 Edward Murphy, Esq. 
 Henry Buliner, Esq. 
 
 1881 to present time (1884). 
 Hon. J. L. Beaudry, (m) 
 Hugh McLennan, Esq., (f) 
 Victor Hudon, Esq. 
 Andrew Allan, Esq. (s) 
 Charles H. Gould, Esq. (c) 
 Andrew Robertson, Esq.* 
 J. B. Rolland, Esq. 
 Edward Murphy, Esq. 
 Henry Buhner, Esq., Chairman pro 
 tern in 1880. 
 
XV 
 
 List of Secretaries of the Board of Harbour Commissioners of Mon- 
 treal, from its establishment in 1830 up to the present time 
 
 (1884) : 
 
 Frederick Griffin, May, 1830, to May, 1831. 
 Nicholas Charles Radiger, May, 1831, to April, 1837. 
 W. Badgley, April, 1837, to January, 1838. 
 Francis Badgley, January, 1838, to July, 1841. 
 John F. Badgley, July, 1841, to February, 1852. 
 John Glass, February, 1852, to October, 1855. 
 Alexander Clerk, October, 1855, to May, 1863. 
 H. H. Whitney, May, 1863, to January, 1877. 
 H. D. Whitney, January, 1877, to present time (1884). 
 
 List of .Engineers and Superintendents in charge of the deepening of 
 the Ship Channel between Montreal and Quebec, or otherwise 
 prominently connected with the execution of the work up to the 
 present time (1884) : 
 
 Captain Henry W. Bay field, R.N., in charge of the Admiralty Survey 
 of the River and Gulf of St. Lawrence, made several special reports in 
 connection with the deepening of Lake St. Peter. 
 
 David Thompson, Esq., C.E., made survey and estimate for deepening 
 channel in 1841. 
 
 Charles Atherton, Esq., Civil Engineer in charge of the surveys and 
 investigations made in Lake St. Peter, in 1842-3. 
 
 F. P. Rubidge, Esq., Civil Engineer in charge of surveys, investiga- 
 tions, &c., in Lake St. Peter, in 1847. 
 
 C. S. Gzowski, Esq., C.E., Engineer of the Harbour Works and Con- 
 sulting Engineer to the Ship Channel Improvements, 1851 to 1853. 
 
 T. C. Keefer, Esq., C.E., do. do., 1853 to 1855. 
 
 Robert Forsyth, Esq., C.E., do. do., 1855 to 1864. 
 
 A. G. Msh, Esq., C.E., do. do., 1864 to 1875. 
 
 John Kennedy, Esq., C.E., M.I.C.E., Chief Engineer of the Harbour 
 Works and the Ship Channel Improvements, 1875 to present time (1884). 
 
 Captain Vaughan, Superintendent of Dredging, 1844 to 1846. 
 " Bell, " " 1851 to 1856. 
 
 Robert Forsyth, Esq., C.E., " Nov., 1856, to April, 1857. 
 
 Captain C. L. Armstrong, " 1857 to '67, and in 1874-5. 
 
 " Thomas McKenzie, " 1876 to 1883. 
 
 James Howden, Esq., " 1883 to present time (1884). 
 
IMPROVEMENT 
 
 OP THE 
 
 SHIP CHANNEL 
 
 BETWEEN 
 
 MONTREAL AND QUEBEC. 
 
 The earliest agitation to improve the ship channel in 
 the River St. Lawrence appears to have been made about 
 the year 1825. On the 13th of February, 1826, a petition 
 from the merchants of Montreal was read before the Legis- 
 lative Assembly of Lower Canada, as shown by the follow- 
 ing extracts from the journals of the Legislative Assembly 
 of Lower Canada : 
 
 MONDAY 13th February, 1826. 
 
 Mr. Leslie read in his place a Petition of the Committee of 
 Merchants at Montreal, whose names are thereunto subscribed. 
 
 After which, Mr. Leslie informed the House that His Excel- 
 lency the Governor-in-ehief, being acquainted with the purport 
 of the said Petition, gives his consent that the House may proceed 
 thereon as they shall think fit. 
 
 And then the said Petition was received and read ; setting forth, 
 that the extraordinary efforts making in Great Britain and in the 
 United States of America for the promotion of every improve- 
 ment calculated to advance the objects of Commerce, naturally 
 excite in the minds of the inhabitants of this province correspond- 
 ing sentiments in regard to the means of advancing the trade 
 
and drawing forth the resources of the Canadas. That in conse- 
 quence of the shallowness of the waters of the river Saint 
 Lawrence, at He Platte and in some parts of Lake Saint Peter, 
 vessels from sea are subjected to inconvenience and difficulties in 
 their voyages between Quebec and Montreal, with the exception 
 of such as are performed during the two months immediately 
 following the opening of the navigation. That at later periods of 
 the season, such vessels are either prevented from reaching Mon- 
 treal, or are only enabled to do so after having discharged the 
 principal part of their cargo. That the interest and prosperity 
 of this province, as well as of Upper Canada, require that the 
 obstructions to the navigation of this their great and common 
 channel of communication should be removed whenever practi- 
 cable, and the river to as great an extent as possible rendered at 
 all times navigable to vessels from sea. That with such views of 
 improvement, the merchants of the city of Montreal during last 
 autumn, appointed the petitioners a committee to obtain informa- 
 tion as to the practicability of the object, and in due time to 
 make the necessary application to the Provincial Legislature, to 
 whom peculiarly belong the honour and power of achieving a 
 work of such extensive importance. That the petitioners beg 
 leave to state as the combined result of their investigations, that 
 it is practicable, without great expense, to deepen the channel at 
 the places before mentioned, to a sufficient degree to render the 
 river navigable at those seasons of the year when the water is 
 lowest for vessels of two hundred and fifty tons burthen, with a 
 full cargo. That the petitioners have ascertained by actual 
 survey, that the substances which compose the bed of the river 
 where the obstructions exist are such as can be successfully 
 acted upon, and if any doubt could have been entertained of the 
 practicability and advantage of performing the great public work 
 in question, all such doubts would be removed from the circum- 
 stance that a tender has actually been made by a person of 
 character, possessing the means and able to bring undoubted 
 security for performance, to cut the necessary channel at the 
 places required, viz : of the length of seven miles, of the breadth 
 of twenty-five yards, and of the depth of sixteen feet, at low 
 water, and to maintain the same in good order, during the space 
 of three years from its completion, for the sum of thirty-six 
 
thousand pounds currency. That no undertaking ever offered, 
 for so inconsiderable an expense, a fairer prospect of important, 
 extensive and lasting advantage, both to the Government and to 
 the general commerce and improvement of both provinces, and 
 that it is expected, and the estimate herewith produced will shew, 
 that the performance of the work may probably be procured even 
 for a smaller sum than has been hitherto proposed. That the 
 immediate saving in freights upon the present scale of commerce 
 would be about twenty thousand pounds annually, and when the 
 future certain and rapid growth of trade and the advantage aris- 
 ing to government in cases of urgency from an unobstructed 
 navigation of the river, are taken into consideration, the prospec- 
 tive and ultimate benefits attainable by the execution of the 
 great object in question, must be deemed great beyond many of 
 those which have already received public encouragement. The 
 petitioners therefore humbly pray that the House may be pleased 
 to take their petition and the accompanying document into 
 consideration, and that an act of the Provincial Parliament may 
 be passed granting such aid as may be deemed requisite to be 
 expended in the clearing of the channel of the river Saint Law- 
 rence at the He Platte, and in the Lake Saint Peter, as already 
 mentioned, and to adopt such other measures for the furtherance 
 of the great object in question, as in the wisdom of the House 
 may seem meet. 
 
 On motion of Mr. Leslie, seconded by Mr. Heney. 
 Resolved, that the said petition be referred to a committee of 
 iive members, to examine the contents thereof, and to report 
 thereon with all convenient speed, with power to send for per- 
 sons, papers and records. 
 
 Ordered, that Mr. Leslie, Mr. Cuvillier, Mr. Quesnel, Mr. Heney 
 and Mr. 2s"eilson do compose the said committee. 
 
 Report of Committee on the Navigation of the Lake St. Peter. 
 
 THURSDAY, 23rd. March, 1826. 
 
 Mr. Leslie, from the special committee to whom was referred 
 the petition. of a committee of merchants, of Montreal, reported 
 
that the committee had examined the same, and had come to 
 an opinion thereon, which he was directed to submit to the House, 
 whenever it shall be pleased to receive the same ; and he read the 
 report in his place, and afterwards delivered it in at the clerk's 
 table, where it was again read, as followeth : 
 
 On the twenty-seventh ultimo, your committee ordered that 
 two copies of the plan of Lake Saint Peter and File Platte, be 
 prepared according to the survey made by Mr. Theodore Davis, 
 one of the said plans to be made by the said T. Davis, and the 
 other by Mr. Sax for the information of the committee ; and on 
 the fourteenth instant the said plans were laid before the com- 
 mittee. 
 
 Captain Joseph Defoy then appeared before your committee, 
 and answered the following questions : 
 
 1. Q. Of what nature is the bottom of that part of the Lake 
 which is below 1'Ile Platte at the place called the Bar ? 
 
 A. The bottom is hard and rocky. 
 
 2. Q. Do you think that the bottom could be deepened and 
 cleared ? 
 
 A. I think it could, and the current which is very strong at 
 that place would assist the clearing of the channel, and keep it 
 in good condition. 
 
 3. Q. Of what nature is the bottom of the second shoal oppo- 
 site La Carpe shoal, going downwards. 
 
 A. Sandy. I believe there are no stones there and the current 
 there retains some strength. 
 
 4. Q. Do you think it would be possible to deepen the channel 
 over that shoal with any hope of success ? 
 
 A. No, I am of opinion that the same would fill almost as 
 soon as excavated. 
 
 5. Q. On what do you ground that opinion ? 
 
 A. The sand there is quicksand, and the fluctuation of the 
 waters of the lake would disturb and move it sufficiently to fill 
 up the excavation, and three or four days would suffice for that 
 effect, if the wind were rather high. 
 
 6. Q. Do you know the bottom of the third shoal (proceeding 
 downwards) situate between Eiviere du Loup and Machiche. and 
 what is it ? 
 
A. The bottom is inud and quicksand. There are muddy 
 places, into which a pole may be easily thrust five or six feet 
 deep, and others in which the bottom is very hard. 
 
 Y. Q. Do you think it would be possible to make a channel 
 across that shoal in a durable manner ? 
 
 A. I am convinced, for the reason above stated, that it would 
 not. 
 
 8. Q. Is there any current in that part of the Lake where the 
 shoal in question is situate ? 
 
 A. No ; there is very little. 
 
 9. Q. Do you think a channel made across the shoal would 
 produce a current ? 
 
 H. I do not think it would. 
 
 10. Q. How long have you navigated between Quebec and 
 Montreal ? 
 
 A. Thirty-four years. 
 
 11. Q. Have you observed any change in the shoals above 
 mentioned since you began to navigate ? 
 
 A. I have observed some change in the great shoal situate 
 between Riviere du Loup and Machiche, in some places there is 
 less water than formerly. 
 
 12. Q. Do you attribute that change to the conveyance of 
 sand by the current of the Rivers du Loup or Machiche ? 
 
 A. No, those shoals are too far from the mouth of those 
 rivers to be produced by that cause. 
 
 13. Q. Is there less water on the great shoal in question than 
 on the bar or shoal of Tile Platte ? 
 
 A. Yes ; the difference is about twelve or fifteen inches, and 
 in loading vessels, attention is always paid to the depth of water 
 on the great shoal I have mentioned. 
 
 14. Q Do you think here is any particular mode of improv- 
 ing the navigation of the lake, and can you suggest any such ? 
 
 A. I know of none. 
 
 15. Q. Do you think it would be practicable by means of a 
 dyke or embankment at the entrance of the lake opposite Pointe 
 du Lac to confine the water aud raise it perceptibly ? 
 
 A. I think not ; besides such a dyke could not resist the 
 force of the ice. Besides, such a dyke, assuming its practicability, 
 
would have the effect of increasing the velocity of the current so 
 as greatly to injure the navigation of that part of the lake, where 
 the current is already too strong. 
 
 Mr. L. A. Lagueux then appeared, and to the same questions as 
 those put to Mr. Defoy, he made answer as follows : 
 
 1. The bottom is hard and consists of gravel and stones. 
 
 2. I think so. 
 
 3. The bottom is of sand and mud. 
 
 4. I think it might be deepened, but it would be again filled as 
 soon as the lake became agitated. 
 
 5. The same answer as Mr. Defoy gave. 
 
 6. The same answer as Mr. Defoy gave, adding, I have thrust 
 a pole nine feet into it. 
 
 7. I am sure it would not, for the reasons already stated. The 
 quantity of sand conveyed by the waters when agitated is such, 
 that extensive quicksands are often formed, which are afterwards 
 borne away as they were produced. I remember, that during 
 the late war I ran aground on the point of the shoal opposite the 
 river Machiche, the wind was north-westerly and the mud and 
 sand accumulated ahead of the vessel so as to have only two or 
 three feet water upon it. The next day the wind had veered to 
 the north-west. The mud bank disappeared, and the vessel floated. 
 
 8. The same answer as Mr. Defoy gave. 
 
 9. I do not think so, because of the great breadth of the lake 
 at that place. 
 
 10. I navigated the river during twenty-three years ; but 
 seven years ago I left off doing so. 
 
 11. I have not observed any remarkable change. 
 
 13. The same answer as Mr. Defoy gave. 
 
 14. The same answer as Mr. Defoy gave. 
 
 15. I think an embankment mighC be made which would 
 occasion a rise of water, but I do not know whether that effect 
 would be perceptible in the upper parts of the lake. I think 
 besides that, were such an embankment practicable, it would have 
 the effect of increasing the velocity of the current to the detri- 
 ment of the navigation of that part of the lake. The current 
 there is already considerable, and when the lake ice rushes past 
 that place, it is borne along with great impetuosity and force. 
 
Captain Lambly, harbour master of Quebec, then appeared : 
 
 Q. From your knowledge of lake St. Peter, do you think it 
 would be susceptible of such amelioration as to admit of the 
 navigation of large vessels, and at every season . 
 
 A. I W as never in the Lake but once going upwards and 
 downwards. The only practicable mode of improving it appears 
 to me to make dykes at the eastern entrance of the lake , and if 
 the current should become too strong, a lock should be made for 
 shipping to pass through. 
 
 Mr. Pierre Page, pilot between Quebec and Montreal, then 
 appeared, and the questions to captain Defoy being also put to 
 him, he made answer as follows : 
 
 1. The bottom is hard and rocky. 
 
 2.- I think so. 
 
 3. The bottom is sandy. 
 
 4 & 5. I think it might \be deepened, but it would fill again 
 every high wind. 
 
 6. The bottom consists of mud and quicksand. 
 
 7. It might be done, but would not be very durable. 
 
 8. Not so much as on other shoals. 
 
 Q. I think so. 
 
 10. For seventeen years. 
 
 11. The shoals change every year. The heaving out of bal- 
 last, and the annual action of the ice occasion the shifting of the 
 sand. 
 
 13. The water is one half foot deeper at the Isle Plate than on 
 the shoals of the lake. 
 
 14. No ; I am not aware (the effects of the winds being so 
 great) that there is any. 
 
 15. That would be very difficult; the breadth of the lake 
 being so very great, and the current at RTicolet so strong. 
 
 Your Committee having procured detailed plans of Lake St. 
 Peter, proceeded to examine witnesses as to the possibility of 
 carrying into execution the proposed plan for deepening the said 
 lake. From the evidence hitherto adduced, it appears to your 
 committee manifest that that undertaking would not be crowned 
 with success, inasmuch as any channel which might be exca- 
 vated in the bottom of the lake would be almost immediately 
 
8 
 
 filled up by the quantity of sand conveyed into it by the waters of 
 the lake when agitated by the wind. The matter being never- 
 theless of the utmost importance to the general interest, your 
 committee were desirious of procuring more complete evidence, 
 and of examining a larger number of witnesses conversant with 
 the subject than they have found it possible to do, by reason of 
 the absence at the time of most of the pilots and river craftsmen 
 possessed of information on the subject. 
 
 Your committee are therefore of opinion that the importance of 
 the measure requires that further information be obtained, which 
 many easily be done in the next session of the Legislature. 
 
 It is interesting to note that ignorance of the true 
 nature of the bottom of Lake St. Peter led even the 
 most experienced pilots of that day to the belief that a 
 channel excavated through the lake would be imme- 
 diately filled by shifting sand or by the sides of the 
 dredged channel falling in. Further investigations, espe- 
 cially those in 1855, proved this opinion to be erroneous, 
 and actual experience up to the present time establishes 
 beyond a doubt that a channel once obtained in the St. 
 Lawrence is practically permanent. 
 
 In the year 182*7 the following petition, accompanied 
 by soundings and a report of a survey of Lake St. Peter, 
 was presented to the Legislative Assembly of Lower 
 Canada : 
 
 Extract from Journals of the House of Assembly of Lower Canada. 
 
 TUESDAY 6th February 182*7. 
 
 Mr. Leslie read in his place a petition of the committee of 
 merchants of Montreal whose names are thereunto subscribed. 
 
 After which, Mr. Leslie informed the House that His Excellency 
 the Governor-in-chief, being acquainted with the purport of the 
 said petition, gives his consent that the House may proceed 
 here on as they shall think fit. 
 
And the said petition was received and read, setting forth ; That 
 at the last session of the Provincial Parliament the petitioners 
 had the honor to present a petition praying for a grant of money 
 in aid of deepening the channel of the river St. Lawrence at 
 the Isle Platte and in Lake St. Peter, to which petition they 
 beg leave to refer the House. The petitioners respectfully ask 
 permission further to shew, that for the still better ascertain- 
 ing the practicability of deepening the river St. Lawrence at the 
 aforementioned places, they caused another survey to be taken by 
 persons experienced in the different qualities of soil, well provided 
 with augers and other instruments for boring and bringing up 
 specimens from the bed of the river ; where the excavation is 
 required, which specimens they carefully examined, and after- 
 wards submitted to the inspection of Colonel By, of the Eoyal 
 Engineers, and other scientific persons, who unanimously gave as 
 their opinion that the object in question was perfectly practicable, 
 at a moderate expense, and that from the tenacity of the soil, the 
 channel when once cut would not again fill up; all which will 
 more fully appear on reference to the accompanying document. 
 The petitioners therefore humbly pray that the House may be 
 pleased to take their petition into consideration, and that an Act 
 may be passed granting such aid as may be deemed requisite to 
 effect the deepening of the channel of the river St. Lawrence at 
 Isle Platte,and in Lake St. Peter, and prescribing such other means 
 for the furtherance of the great improvement in question as the 
 House in their wisdom may deem meet. 
 
 A report of a survey of Lake St. Peter, made by the undersigned 
 on the eleventh day of September one thousand eight hundred 
 and twenty-six, from on board the steamboat " Lady of the Lake," 
 for the purpose of ascertaining the practicability of deepening it 
 so that vessels drawing fourteen feet of water may pass at all 
 seasons. The day fine, clear and calm which allowed the mensu- 
 ration to be accurately taken and the results are as follows : 
 
10 
 
 DEPTH OF 
 
 NUMBER 
 QUALITY OF SOIL. OF 
 
 SPECIMENS 
 
 REMARKS. 
 
 WATER. 
 
 BORE. 
 
 Feet. 
 
 Feet. 
 
 
 
 
 22 
 21 
 
 
 
 
 Commenced sounding one 
 mile below Petit Bois 
 
 20? 
 
 
 
 
 de Machiche, and con- 
 
 20 
 
 
 
 
 tinued up Ship Channel. 
 
 19 
 
 
 
 
 
 18 
 
 5 
 
 Clay. 
 
 No. 1. 
 
 Off Petit Bois de Machiche 
 
 18 
 
 
 
 
 
 17* 
 
 
 
 
 
 17 
 
 
 
 
 , 
 
 16* 
 
 
 
 
 
 16 
 
 
 
 
 
 15 
 
 
 
 
 
 15 
 
 
 
 
 
 14 
 
 10 
 
 Clay. 
 
 " 2. 
 
 By weight of the auger in 
 falling from the deck. 
 
 14* 
 
 
 
 
 
 14" 
 
 '9 
 
 
 " 3. 
 
 Grand Bois de Machiche. 
 
 14 
 
 
 
 
 
 13* 
 
 
 
 
 
 13 
 
 
 
 
 
 
 
 Clay and a small 
 
 
 
 13 
 
 7 
 
 part of coarse 
 
 " 4. 
 
 Off Machiche Church. 
 
 
 
 sand. 
 
 
 
 13 
 
 
 
 
 
 13 
 
 
 
 
 
 13 
 
 
 
 
 
 12* 
 
 
 
 
 
 13 
 
 8 
 
 Clay aad sand. 
 
 " 5. 
 
 
 13 
 
 
 
 
 
 13 
 
 
 
 
 
 12 
 
 
 
 
 
 12 
 
 
 
 
 
 12 
 
 
 
 
 
 12 
 
 
 
 
 
 11* 
 
 9 
 
 Clay and sand. 
 
 " 6. 
 
 
 11 
 
 1 
 
 Do. 
 
 " 7. 
 
 Crust at top. hard. 
 
 11 
 
 9 
 
 Do. 
 
 " 8. 
 
 
 11 
 
 8 
 
 Do. 
 
 " 9. 
 
 
 11* 
 
 8* 
 
 Do. 
 
 " 10. 
 
 
 11 
 
 
 
 
 
 11* 
 
 8J 
 
 Clay. 
 
 " 11. 
 
 
 11 
 
 8 Do. 
 
 " 12. 
 
 
 11* 
 
 9 Do. 
 
 " 13! 
 
 
 12 
 
 
 
 
 llf 
 
 8 
 
 Do. 
 
 " 14. 
 
 
 11* 
 
 12 
 
 8 
 8 
 
 Rough sand & clay 
 Do. 
 
 " 15. 
 " 16. 
 
 Top crust hard. "1 Off Riv. 
 Do. J du Loup 
 
11 
 
 DEPTH OP 
 
 QUALITY OP SOIL. 
 
 i NUMBER 
 
 OP 
 
 SPECIMENS 
 
 REMARKS. 
 
 WATER. 
 
 BORE. 
 
 Feet. 
 
 Feet. 
 
 
 
 
 13* 
 
 8 
 
 Clay. 
 
 No. 17. 
 
 Top crust hard. |^ L Riv - 
 
 15 
 
 
 
 
 (. u oup 
 
 16 
 
 
 
 
 
 17 
 
 
 
 
 
 18 
 
 
 
 
 
 30^ 
 
 
 . 
 
 
 
 30 
 
 
 
 
 - 
 
 24 
 
 
 
 
 
 21 
 
 
 
 
 
 18 
 
 
 
 , 
 
 
 18 
 
 
 
 
 
 18 
 
 
 
 
 
 18 
 
 3 
 
 Clay. 
 
 " 18. 
 
 Lower buoy. 
 
 is 1 
 
 
 
 
 
 18 
 
 
 
 
 
 17 
 
 5 
 
 Clay. 
 
 " 19. 
 
 
 17 
 
 
 
 
 
 17 
 
 
 
 
 16* 
 
 7 Clay. 
 
 " 20. 
 
 
 15 
 
 
 
 
 
 15 
 
 5 . 
 
 Clay. 
 
 " 21. 
 
 > 
 
 16* 
 
 
 
 
 
 16} 
 
 
 
 
 
 16} 
 
 
 
 
 
 16* 
 
 
 
 
 
 16* 
 
 
 * 
 
 
 
 15 
 
 
 
 
 
 14* 
 
 
 
 
 
 13J 
 
 9 
 
 Clay. 
 
 " 22. 
 
 
 13 
 12 
 
 
 
 
 Upper buoy. 
 
 11* 
 
 
 
 
 
 13 
 
 
 
 
 
 13 
 
 
 
 
 
 13 
 
 
 
 
 
 12* 
 
 
 
 
 
 13 
 
 
 
 
 4 
 
 13* 
 
 
 
 
 
 13* 
 
 
 
 
 
 13* 
 
 
 
 * 
 
 
 15 
 
 9 
 
 Clay, 
 
 " 23. 
 
 Soft, soapy, blue clay. 
 
12 
 
 A SURVEY OF THE SHOALS OFF LAVALTRIE, COMMENCING HALF 
 
 A MILE BELOW THE BlJOY. 
 
 DEPTH OP 
 
 QUALITY OP SOIL. 
 
 NUMBER 
 
 OF 
 
 SPECIMENS 
 
 REMARKS. 
 
 WATER. 
 
 BORE. 
 
 Feet. 
 
 Feet. 
 
 
 
 
 19* 
 
 
 
 
 
 18 
 
 
 
 
 
 18 
 
 
 
 
 
 lif 
 
 
 
 
 
 19* 
 
 
 
 
 
 18 
 
 
 
 
 
 17 
 
 
 
 
 
 17 
 
 
 
 
 
 16* 
 
 
 
 
 
 10} 
 
 
 
 
 
 16 
 
 2 
 
 Clay. 
 
 No. 24. 
 
 
 15 
 
 3 
 
 Do. 
 
 " 25. 
 
 
 17 
 
 
 
 
 
 17 
 
 
 
 
 
 19 
 18* 
 
 2 
 
 Clay. 
 
 " 26. 
 
 Opposite the buoy. 
 
 18 
 
 
 
 
 
 19 
 
 
 
 
 
 21 
 
 
 ( 
 
 
 
 19J 
 
 
 
 
 
 16* 
 
 
 
 
 
 16 
 
 
 ' 
 
 
 
 17 
 
 
 
 
 
 l|| 
 
 2 
 
 Clay. 
 
 " 27. 
 
 
 15 
 
 
 
 
 
 17 
 
 
 
 
 
 16 
 
 
 * 
 
 
 
 After a most careful inspection of the soil, brought up by the 
 auger in the different borings, we are [unanimously of opinion, 
 that the proposed ship channel can be cut at a moderate expense, 
 and when once cut, the tenacity of the soil is such throughout, 
 there will be no danger of its iflling up again. 
 
 We are also of opinion that the said specimens taken from the 
 lake are not native soil ; but ballast thrown out from vessels. 
 
13 
 
 The specimens are all separately numbered in a box and go 
 addressed to James Leslie Esq., M. P. P. 
 
 T. PORTEOUS, 
 ANDREW WHITE, 
 JAS. GREENFIELD, 
 JOHN COATS. 
 
 MONTREAL, 14th September, 1826. 
 
 Sir : 
 
 I have perused the enclosed report of the survey of Lake St. 
 Peter made on the eleventh September one thousand eight hun- 
 dred and twenty-six, on board the steamboat Lady of the Lake, 
 for the purpose of ascertaining the practicability of deepening 
 the said Lake so that vessels drawing fourteen feet of water 
 may pass at all seasons ; and having examined with attention the 
 accompanying twenty-seven specimens of the soil brought up by 
 the auger at the different borings I have the satisfaction of 
 stating that such is the tenacity of all these specimens that I 
 have no hesitation in stating a durable bank may be formed with 
 the soil excavated in forming the proposed Ship Channel ; and I 
 am of opinion that when this most desirable object is once effected, 
 the channel will remain clear for ages, provided the excavated 
 soil is removed three hundred yards from the proposed cut, and 
 placed on the lower side, so that the wash which will take place 
 from the waves breaking over the bank, may be carried from, 
 instead of into the proposed cut. Wishing every success to this 
 laudable undertaking. 
 
 I have the honor to be, 
 
 Sir, 
 Your most obedient humble servant, 
 
 JOHN BY, 
 
 Lt.-Col Royal Engineers* 
 T. PORTEOUS ESQ. 
 
14 
 
 On motion of Mr. Leslie, seconded by Mr. Quesnel. 
 
 Eesolved. That the said petition be referred to a committee of 
 five members, to examine the contents thereof, and to report 
 thereon, with all convenient speed, with power to send for per- 
 sons, papers and records. 
 
 Ordered. That Mr. Leslie, Mr. Dumont, and Mr. Quesnel do 
 compose the said Committee. 
 
 We next meet with official records relating to the Ship 
 Channel in the year 1831, when the following report of 
 Captain Bayfield's was laid before the Legislature : 
 
 Extract from the Journals of the House of Assembly of Lower 
 
 Canada. 
 
 WEDNESDAY, 14th December, 1831. 
 AYLMER, - 
 
 Go vernor-in-Ch i ef . 
 
 In concurrence with the Governor-in-Chief s communication of 
 the 9th, in answer to the Address of the House of Assembly of 
 the 7th inst., he now transmits the accompanying copy of a 
 report from Captain Bayneld, of the Eoyal Navy, for the in- 
 formation of the House. 
 
 Castle of St. Louis, 
 Quebec, 14th December, 1831. 
 
 QUEBEC, 9th May, 1831. 
 MY LORD, 
 
 At the time when the subject of deepening Lake St. Peter, by 
 the employment of a steam dredging machine, was under the 
 consideration of the Legislature, it was proposed to have a 
 
15 
 
 correct survey made of the lake, with the view of ascertaining 
 the practicability or the best mode of deepening the channel for 
 large vessels. Sir James Kempt did me the honour to consult 
 me on this subject, and I represented to him that there would be 
 no necessity for the Province to incur the expense of the survey 
 required, as it was a part of the labour allotted to me by the 
 Admiralty. I also promised to make the survey at the earliest 
 possible period consistent with my orders, and it was also Sir 
 James Kempt's desire that I should report to him my observa- 
 tions on the nature of the lake, its channels, &c. 
 
 The survey was completed last October, and transferred to 
 paper during the winter; I have, therefore, to offer to your 
 Excellency the following remarks : About two miles above the 
 town of William Henry, the St. Lawrence suddenly expands, 
 and here the Lake St. Peter, in a geographical sense, may be 
 said to commence, its south-western part being occupied by a 
 number of alluvial islands, the lowest visible stratum of which is 
 of a tenacious blue clay, which appears at the water's edge 
 when the lake is low. Over this is a stratum of sand, in which 
 are vegetable remains and fresh-water shells, similar to those 
 existing in the lake. These islands have evidently been formed 
 by the river, which has continued for ages to bring down alluvial 
 matter, which has subsided when it reached the more tranquil 
 water of the lake, which was then no longer capable of holding 
 the earthy particles in suspension. In a distance of several miles 
 back from the present shores of the lake, and all around it, the 
 country is low and flat. Inr digging wells or making other 
 excavations, the two strata, the one of sand and the other below 
 it of blue clay, are met with. This flat country is terminated all 
 round by a ridge, which appears to have been the ancient margin 
 of the lake, when the waters occupied a higher level than at 
 present. These appearances, and others on the islands, lead me 
 to think that there has been a subsidence of the water, and if 
 this be the case, the probable cause is the wearing away of a 
 barrier lower down the river, perhaps at the Eicheiieu Eapid, 
 where there is still a fall of some feet at low water, as appears 
 by the different rise of the tide at the foot and head of that 
 rapid. The operation of the river in forming islands and shoals 
 in the lake is still going on. In the slack water at the lower end 
 
16 
 
 of the islands, fresh accumulations of sand and clay are con- 
 stantly forming. There are some occupied by a thick growth of 
 reeds and other aquatic plants, which serve to bind the mass 
 together, and prevent the loose particles from being washed 
 away. Drift timber lodges and adds to the mass, till at last it 
 becomes a swampy island. The trees which grow in such situa- 
 tions now spring up, whilst every freshet in the spring, at the 
 melting of the snow, covers it with water holding an immense 
 quantity of alluvial matter suspended, which had previously been 
 washed from the higher grounds. This is deposited to a depth 
 of several inches in some situations, so as in some instances 
 which I have observed, completely to cover the leaves which had 
 fallen in the preceding autumn. Hence, and from the accumula- 
 tion of vegetable matter, these islands and the low grounds 
 round the lake are constantly rising. Lower down extreme 
 shoals have been formed, extending several miles from the lower 
 end of the islands to the comparatively slack water. All around 
 the lake similar deposits were observed, and are constantly, 
 although slowly, accumulating and contracting the limits of v the 
 navigable channel. In proportion as it is so contracted, it ia 
 reasonable to suppose that it will deepen, as the current of the 
 river will then be confined within a narrower space. The pro- 
 cess, however, is so slow that a very great period of years must 
 elapse before it can produce any sensible effect. The extensive 
 deposits off the mouth of the Yamaska, St. Francis, &c., aid much 
 in the process of filling up the lake. The tendency of the St. 
 Lawrence itself appears to be, and* to have been for many years 
 past, to gradually shut up the smaller and more northerly 
 channels at their heads by a bank of sand across them. In pro- 
 portion as the operation proceeds, less water can flow down these 
 channels, and out of them into the lake; hence the volume of 
 water is not sufficient to keep open a deep channel through what 
 may be called the bar, and these channels, therefore, decrease in 
 depth at the lower end in proportion as they do at the upper. 
 In several of the smaller channels the process has been completed 
 by their being closed at the upper end. The Berthier Channel, at 
 present used by the smaller steamboats and other vessels, is fast 
 closing at the upper end, having at present only seven feet of 
 water in that part. If the dredging machine should come into 
 
IT 
 
 operation, and from local interests it should be desired to deepen 
 or open any of these smaller channels, it would become a matter 
 of consideration whether such desire should be complied with, as 
 there can be no doubt but the closing of the minor channels, by 
 causing more water to flow through the larger channels, which 
 all meet together below the islands, would tend to deepen the 
 one navigable channel through the lake. 
 
 Having thus had the honour to submit to your Lordship's con- 
 sideration what I conceive to be the natural operation at present 
 going on in Lake St. Peter, and on which the nature of the 
 channel through it in a great measure depends, I have now to 
 describe that channel, and to offer you my opinion as to the 
 practicability of deepening it, limited as it must be, by my 
 acquaintance with the powers of the machine to be used for that 
 purpose. 
 
 The ship channel is sufficiently deep for the largest vessels all 
 the way between the islands, nor does it become shoal until we 
 arrive (descending) at a point about three miles below the most 
 eastern island. Here there is a narrow pass between the shoal 
 which extends off that island, and those off the rivers Yamaska 
 and St. Francis, through which the united waters of the larger 
 channels pass. At this pass, the light-vessel and buoy are placed ; 
 its width is about half a mile, and the depth of water is 14 feet for 
 about the same distance. This is called the bar, and were there 
 no other obstruction it would be easy to deepen the channel. 
 For a distance of about three miles further down, the channel, 
 which becomes much wider, is sufficiently deep. It then expands 
 into an extensive flat for a distance of six miles (always nautical 
 miles) over which, when the waters are low in autumn, there is 
 only 11 J feet of water. The bottom is of a few inches of sand 
 over a tenacious but not very hard clay, similar to that of the 
 islands. There is little doubt but that this might be removed ; 
 but your Lordship will perceive that the distance which requires 
 deepening is very great, and I think that the sand would be con- 
 stantly washing into the deepened channel, so that the dredging 
 vessel would require to be constantly at work. "Whether even 
 then she could preserve a deep channel must depend upon her 
 powers and the result of experiments. 
 
 2 
 
18 
 
 Below the flat just mentioned, the channel is again contracted 
 in width by shoals, and continues deep to the outlet of the lake. 
 
 I have, &c., &c., 
 (Signed) HENKY WM. BAYFIELD, 
 
 Commander Koyal Navy, 
 
 Surveying the St. Lawrence. 
 
 His Excellency Lt.-Gen. Lord Aylmer, 
 &c., &c. 
 
 Eesolved. That the message of his Excellency the Governor- 
 in-Chief, with Captain Bayfield's report relating to Lake St. 
 Peter, be referred to a committee of five members, to examine 
 the same and report thereon with all convenient speed, with 
 power to send for persons, papers and records. 
 
 Ordered. That Mr. Leslie, Mr. Cuvillier, Mr. Quesnel, Mr. 
 Young, and Mr. De Witt do compose the said committee. 
 
 The efforts of 1825 to 1831 do not appear to have in- 
 duced the Grovernment to grant any aid to the enterprise 
 of improving the ship channel in the St. Lawrence and 
 the matter seems to have dropped out of sight or at least 
 remained in abeyance until the year 1836 when the mer- 
 chants of Montreal again petitioned the Legislature for 
 aid to make a survey of lake St. Peter. The following 
 extracts from the journals of the house contain an account 
 of this petition and the action taken thereon : 
 
19 
 
 Minutes of Evidence taken before the Standing Committee of Trade, 
 on the Petition of divers Merchants and others of the City of 
 Montreal, pray ing for a grant of money for the purpose of making 
 an accurate survey of the obstructions in the navigation of Lake 
 St. Peter, and the river St. Lawrence upwards to Montreal. 
 
 (Reported 15th February. 1836.) 
 
 SATURDAY, 16th January, 1836. 
 
 James Leslie, Esquire, in the Chair. 
 
 Captain Henry W. Bayfield, Eoyal Navy, surveying the river 
 St. Lawrence, called in ; and examined : 
 
 Have you been employed by the Lords of the Admiralty in mak- 
 ing a survey of Lake St. Peter, and the river St. Lawrence up- 
 wards to Montreal ? Yes. 
 
 Are the soundings, shoals, channels and soils of the bottom of 
 the lake and river laid down in that survey ? Yes, and the na- 
 ture of the bottom is indicated by the sounding lead. 
 
 Will you furnish the Committee with a copy of the survey ? It 
 is not in my power to do so without a permission from the Lords 
 of the Admiralty. 
 
 From your knowledge of that part of the St. Lawrence, do 
 you think it would be practicable to deepen the channel so as to 
 allow vessels of a greater "burthen to proceed to Montreal than 
 its depth at present admits ? Yes, I think it possible, although I 
 consider it a work of great difficulty. 
 
 In what manner are you of opinion that object could be ac- 
 complished ? Either ^y excavating the present channel through 
 the St. Frangois shoal, for a distance of about two miles, by which 
 however, only six inches, or at most one foot, increase of depth, 
 would be gained, or to obtain a greater depth, a channel must be 
 excavated, through the flats of lake St. Peter, 4J nautical miles 
 in length ; a work that would require so much time and labour, 
 that, with the means contemplated, it is not improbable, that the 
 end first excavated might be filled up by sand washing in, by the 
 the time the other was reached. The magnitude of such a work 
 will be best understood by the statement, that if it were contem- 
 
20 
 I 
 
 plated only to obtain an increase of two feet in depth, and to> 
 limit the width of the excavation to 200 feet, (and it could not 
 well be less to allow vessels to turn in it, and to pass each other 
 without risk,) no less than eleven millions of cubic feet of soil 
 would have to be removed to eifect it. 
 
 Do you consider that a dredging, machine of 40 horse-power 
 would be of utility in such an operation ? I am unacquainted with 
 the nature of a steam dredging machine. I only know that 
 they are employed with success in clearing out small harbours 
 and canals ; from which I conclude that such a machine would be 
 of utility in the operation contemplated ; but whether its powers 
 would be equal to the work under consideration, or not, I can 
 form no opinion. In order to do so, it would be necessary to 
 know how many cubic feet of sand and clay the machine could 
 excavate per day. 
 
 In what manner could the shoals at lie Platte be removed ? In 
 the same manner, and by the same means, as have been contem- 
 plated for lake St. Peter. 
 
 Do you think the strength of the current sufficient to keep 
 clear any part of the lake that might be excavated, or are the 
 there places where, from the bottom being quick sand, it would 
 fill in at short periods by the agitation of the waters ? The 
 current is too weak over the flats to have much effect in keeping 
 a channel clear ; but considering that the excavation would be 
 cut through clay, with only a thin superstratum of sand, I think 
 it probable that the dredging machine would be able to keep it 
 clear. There are no quick sands in the part of the lake which 
 would have to be deepened. 
 
 Do you think a channel made across any of the shoals in the 
 lake or river above would produce a current sufficient to keep 
 the channel from again filling up ? No, certainly not. 
 
 Have you observed any change in the shoals since you were 
 acquainted with this part of the St. Lawrence ? No. 
 
 Do the rivers of Machiche, du Loup and Yamaska, deposit 
 annually in the lake any great quantity of sand or other soil, so 
 as to affect the channels of the lake ? All the rivers mentioned, 
 but particularly the Yamaska and St. Frangois, bring down great 
 quantities of earthy matter, which are deposited when they reach 
 
21 
 
 the comparatively still waters of the lake ; but any effect in the 
 channels of the lake from this cause is insensible, excepting after 
 long periods of years. 
 
 Is there more or less water in the lake than in the shoals at 
 He Platte ? There is very little difference. There may be six 
 inches more water in the shoal part of the channel above Isle 
 Plate. 
 
 Do you think that the sands in the lake are moved by the 
 agitation of the waters from high winds ? Not in so great a 
 degree as to affect the channels. 
 
 Do you conceive that the action of the ice has any effect on 
 the shifting of the shoals ? The ice moves the tops of the shoals 
 where there are only a few feet of water, but does not shift them 
 bodily, so as to affect the navigation. 
 
 Are you of opinion that the soil, stated in your survey as com- 
 posing the bottom of the lake, is primitive, or composed of ballast 
 thrown out by vessels ? The soil, stated in my survey as com- 
 posing the bottom of lake St. Peter, is the natural deposit from 
 the river St. Lawrence and its tributary streams, and not the 
 ballast thrown out by vessels. 
 
 Extract from the journals of the Legislative Assembly of Lower 
 
 Canada. 
 
 17th September, 1836. 
 SURVEY OF THE EIVEB ST. LAWRENCE. 
 
 GOSFORD, 
 
 G-overnor-in-chief. 
 
 With reference to the address of the House of Assembly of the 
 15th of February last, praying the Governor-in-Chief to make 
 application to His Majesty's Government to obtain for the use 
 of the Province, a copy of the survey of that part of the river 
 St. Lawrence from Three Eivers to Montreal, made by Captain 
 
22 
 
 Bayfield of the Royal Navy, under the direction of the Lords 
 Commissioners of the Admiralty, the Governor-in-Chief has great 
 pleasure in communicating to the House of Assembly, that he 
 has been informed by the Secretary of State for the colonies, 
 that as soon as the Chart shall have been engraved, a copy of it 
 shall be transmitted as prayed for by -the House of Assembly. 
 
 GOSFORD. 
 
 Castle of St. Louis, 
 Quebec, 27th September, 1836. 
 
 Again in 1838, the Montreal Committee of Trade peti- 
 tioned the Legislative Assembly of Lower Canada for a 
 grant of money to make a survey of lake St. Peter, as 
 shown in the following extracts from the journals of the 
 special council : 
 
 Extract from the Journals of the Special Council cf Lower Canada. 
 
 May 5th, 1838. 
 
 J. COLBORNE, 
 
 Administrator. 
 
 t 
 
 The Administrator of the Government, in transmitting for the- 
 consideration and adoption of the Special Council, " An Ordin- 
 ance to make provision for the survey of lake St. Peter," ac- 
 quaints the Council, that if it should be deemed of importance- 
 to the interest of the Province, that the projected measure should 
 be passed immediately, he proposes that the Standing Orders, 
 respecting the reading of Ordinances be dispensed with on this- 
 occasion. 
 
 Government House, 
 Montreal, May 5th, 1838. 
 
23 
 
 The following petition accompanied the said message : 
 
 To His Excellency Sir John Colborne, G.C.B., Administrator of the 
 Government of the Province of Lower Canada, etc., etc., etc. 
 
 The petition of the Montreal Committee of Trade, 
 
 Eespectfully sheweth : 
 
 That lake Saint Peter, during the greater part of the season 
 of navigation, is so shallow as not to admit of the passage of 
 vessels through it, drawing more than from ten to twelve feet 
 of water. That the draught of water of the vessels employed 
 in the trade between Montreal and the United Kingdom, aver- 
 ages from fourteen to sixteen feet, which renders it necessary to 
 transfer a considerable portion of their cargoes to enable them 
 to pass through the lake, entailing upon the trade of Montreal 
 an immense annual expense, as well as causing detention to the 
 ships. 
 
 That from the shallowness of the water in lake Saint Peter, 
 preventing any but small vessels from completing their loading 
 above the lake, Montreal does not participate in any of the ad- 
 vantages derived from the trade in timber, the principal staple 
 in Canada. . 
 
 That your petitioners are assured, by scientific men, that the 
 ship channel in lake Saint Peter could be deepened to sixteen 
 feet at no very considerable expense. The advantages that would 
 be derived from such an improvement are too apparent to render 
 it necessary for your petitioners to dwell upon them, and they 
 humbly pray, that Your Excellency will be pleased to recom- 
 mend to the Special Council, that a sum of money should be 
 appropriated to defray the expenses of surveying lake Saint Peter, 
 with a view to ascertain the practicability of its being deepened, 
 so as to admit the passage of large vessels across it. 
 
 And your petitioners as in duty bound, will ever pray. 
 
 On behalf of the Committee, 
 
 (Signed,) AUSTIN CUYILLTEE, 
 
 Chairman. 
 Montreal, 5th of May, 1838. 
 
24 
 
 This petition seems to have been considered imme- 
 diately, and the following ordinance granting <500 for 
 the pvirpose of making a survey of Lake St. Peter bears 
 the same date as the petition : 
 
 1st Vic. Cap. 261838. 
 
 AN ORDINANCE TO MAKE PROVISION FOR THE SURVEY OF LAKE 
 
 SAINT PETER. 
 
 Whereas it is expedient to provide for the survey of lake Saint 
 Peter in this province : Be it therefore ordained and enacted by 
 His Excellency the Administrator of the government of the said 
 province, authorized to execute the commission of the governor 
 thereof, by and with the advice and consent of the special 
 council for the affairs of the said province constituted and assem- 
 bled, by virtue and under the authority of an Act of Parliament 
 of the United Kingdom of Great Britain and Ireland, passed in 
 the first year of the reign of Her present Majesty, intitled, " An 
 Act to make temporary provision for the Government of Lower 
 Canada ;" And it is hereby ordained and enacted by the authority 
 of the same, that it shall be lawful for the governor, or person 
 administering the Government of Lower Canada to advance by 
 warrant under his hand and out of the unappropriated moneys in 
 the hands of the Receiver General, a sum not exceeding five hun- 
 dred pounds currency, as an aid towards causing a survey to be 
 made of lake St. Peter in this province. 
 
 II. And be it further ordained and enacted by the authority 
 "aforesaid, that it shall be lawful for the governor, lieutenant 
 governor or person administrating the government of this pro- 
 vince, to appoint, by an instrument under his hand and seal, one 
 or more commissioner or commissioners to carry this 'ordinance 
 into effect. 
 
 III. And be it further ordained and enacted by the authority 
 aforesaid that the due application of the money appropriated by 
 this ordinance, shall be accounted for to Her Majesty, her heirs, 
 and successors, through the Lords Commissioners of Her Majesty's 
 Treasury for the time being, in such manner and form as Her 
 
25 
 
 Majesty, her heirs and successors shall direct, and that a detailed 
 account of the expenditure of all such moneys shall be laid before 
 the governor, lieutenant governor, or person administering the 
 government of this province. 
 
 J. COLBOKNE. 
 
 Ordained and enacted by the authority aforesaid and passed in 
 special council, under the great seal of the province ; at the 
 Government House in the city of Montreal, 5th May, 1st year of 
 the reign of Our Sovereign Lady Victoria, by the Grace of God 
 of Great Britain and Ireland, Queen, Defender of the Faith, etc., 
 in the year of Our Lord 1838. 
 
 By His Excellency's command, 
 
 W. B. LINDSAY, 
 
 Clerk Special Council. 
 
 Nothing more of an official character appears until 1841 
 when action was taken on the petition of tne Board of 
 Trade of Montreal. We find the following letter from the 
 Hon. Mr. Secretary Daly to the Chairman of the Select 
 Committee of the House of Assembly : 
 
 D. 
 
 NOTE. Referred to in Table of Contents, Appendix to Report of August, 1841. 
 
 Letter from the Hon. Mr. Secretary Daly, to the Chairman of the 
 
 Committee. 
 
 SECRETARY'S OFFICE, KINGSTON, 25in JUNE, 1841. 
 SIR, 
 
 I have the honor to acknowledge the receipt of your letter of 
 yesterday's date in reference to the petition of the Montreal 
 committee of trade which has been entrusted to you for the 
 purpose of being presented to the House of Assembly. In reply, 
 
26 
 
 His Excellency has commanded me to inform you that the impro- 
 vement of the navigation of lake St. Peter will be considered 
 with other public works. 
 
 I have the honor to be, 
 
 Sir, 
 Your most obedient humble Servant. 
 
 D. DALY, 
 
 Secretary 
 THE HON. Cr. MOFFATT, M. P. P. 
 
 The investigations of the Special Committee of 1841 are 
 given in the following report : 
 
 KEPORT. 
 
 August, 1841. 
 
 The Special Committee to whom was referred the petition of 
 the Board of Trade of Montreal, praying that measures may be 
 taken to deepen the ship channel in lake St. Peter, having ex- 
 amined the same, have the honor to report : 
 
 That the importance to the trade of the Province of the subject 
 brought under the consideration of your Honorable House by 
 this petition, occupied the attention of the House of Assembly 
 of Lower Canada at different times previous to the year 1836, 
 without leading to any conclusive opinion as to the practi- 
 cability of the proposed undertaking ; but as the petitioners 
 were officially informed, on the 25th June last, that " the impro- 
 vement of the navigation of lake St. Peter would be considered 
 with other public works," and as Mr. David Thompson is ac- 
 tually engaged in completing the survey requisite to a full con- 
 sideration of the subject, your Committee have not thought it 
 necessary to extend the enquiries already made on this point r 
 and have therefore confined their attention chiefly to two other 
 
27 
 
 points, namely, the extent of the burden imposed on the trade 
 by the obstructions to the navigation which it is sought to 
 remove, and the means of raising a fund, on the completion of 
 the work, to defray the interest and ultimately refund the prin- 
 cipal of the outlay required ; which Mr. Thompson estimates at 
 the sum of thirty-live thousand pounds, to be expended in three 
 years. 
 
 With a view to obtain information on those points, your Com- 
 mittee addressed a series of questions to eighteen persons and 
 firms in Montreal ; they also addressed the Commissary General, 
 and the Naval Commander on this station, and they required 
 from the collector of the port of Montreal, returns of the vessels 
 entered and cleared at that port, for the years 1839 and 1840, and 
 for the present year, up to the date of the return. 
 
 These questions and the answers received, and the returns 
 made by the collector at Montreal, are annexed to this report, to 
 which your Committee beg leave to refer. 
 
 With respect to the first point, the burden imposed on the 
 trade by the existing obstructions, the information communi- 
 cated to your Committee is not so ample as they had reason to 
 expect. During the last year, 97 vessels from sea, burthen 
 28,660 tons, arrived in the port of Montreal of these, the charges 
 for towage and lighterage on 42 only, burthen 14,179 tons, have 
 been furnished ; the charges on the same are as follows : 
 
 Towage upwards 2,546 1 7 
 
 do downwards 1,082 1 8 
 
 Lighterage upwards 1,151 5 
 
 do downwards 1,36117 8 
 
 6,141 5 11 
 
 Without towage upwards, the amount would be 3,595 4 4 f 
 and for lighterage only 2,513 2 8, making in the one case fully 
 5s., and -in the other 3s. 6d. per ton, on the passage of these 42 
 vessels up and down the river, or the one half of these rates 
 each way. But the larger sum would probably prove to be the 
 real saving, because vessels ascending the river frequently en- 
 gage the steamer, although the wind be at the time favorable, 
 
28 
 
 in order to avoid detention in case of grounding in the lake ; 
 and the saving therefrom would probably at least counterbalance 
 any portion of the charge for towage downwards, which, for the 
 sake of dispatch, might be occasionally incurred after the navi- 
 gation had been improved. 
 
 Of the tonnage upon which the foregoing calculations are 
 based, a considerable portion paid neither towage nor lighterage, 
 so that the 42 vessels may present a fair average of the charges 
 to which the whole tonnage of last year, say 28,660 tons in- 
 wards, and 29,439 tons outwards, was subjected ; thus the amount 
 paid for towage downwards and lighterage last year would be 
 7,262 17 6, and for lighterage only 5,084 3 ; and the same 
 rates applied to the assumed scale for the present year : say 
 50,000 tons each way, would give, in the one case 12,500, and 
 in the other 8,750, exclusive of the injury done to property by 
 transhipment, and loss from detention, which the evidence states 
 to be very burdensome to the trade. 
 
 With respect to the second point, the following is the result 
 of the collector's returns excluding therefrom river crafts and 
 coasters : 
 
 P.-G. 
 
 NOTE. Referred to in Table of Contents, Appendix to Report. 
 
 INWARDS. 
 
 Entered in 1839. Vessels 79. Tonnage 22,334 
 
 do in 1840. do 98. do 28,660 
 
 do to 3rd August .... 1841. do 12T. do 33,645 
 
 do 1840. do 54. do 15,428 
 
 do 1839. do 39. do 10,748 
 
 OUTWARDS. 
 
 Vessels 80. Tonnage 22,757 
 
 do 98. do 29,439 
 
 do 116. do 31,457 
 
 do 50. do 14,380 
 
 do 34. do 9,758 
 
 It is probable from this statement, that the arrivals at the port 
 of Montreal during the present season, will equal, if they do 
 
29 
 
 not exceed the estimate made by the petitioners, namely, 200 
 vessels of the average burthen of 250 tons ; and from the evi- 
 dence annexed to this report, little doubt can be entertained that 
 the rendering of the navigation between Quebec and Montreal 
 practicable at low water for vessels of 16 feet draught, would be 
 followed by a progressive accession to that number. 
 
 About ten or twelve years ago, the late Mr. Thomas Porteous r 
 and others, with ample means, would have undertaken to deepen 
 the channel of the lake, and keep it open for three years, for 
 36,000 ; the process of dredging is now better understood, and 
 Mr. David Thompson's estimate, which is also annexed to this 
 report, for a much wider and deeper channel, is only 35.000, 
 including interest on the expenditure to the completion of the- 
 work but say 40,000, the interest thereon at 6 per cent, 
 would be 2,400, and to cover which, a tonnage duty of one 
 shilling (or six pence each way) on 200 vessels of an average 
 burthen of 250 tons, would suffice. This rate would be only 
 2-*7ths of the expense actually incurred last year for lighterage 
 alone, and if found sufficient to create an adequate fund to meet 
 the annual charge, and gradually pay off the principal, it might be 
 increased without being burdensome to the trade ; but in order to 
 draw the produce of the west down the St. Lawrence, it will be 
 expedient to make the transit charges as light as possible ; and 
 when your committee take into view what has been effected for the 
 city of Glasgow, under circumstances somewhat analogous, they 
 feel the greater confidence in the favourable results to be antici- 
 pated from the deepening of lake St. Peter, and believe that the 
 fund proposed to be established, would prove sufficient to protect 
 the provincial funds from loss by the undertaking. 
 
 The tonnage dues collected at Glasgow, on shipping arriving at 
 the Broomielaw amounted in the year 1820. to 6,328 18 10 ; in 
 1830 it was 20,296 18 6, and in 1839, 43,287 16 10. The cus- 
 toms duties collected at Glasgow during the same period, were in 
 the year 1820, 11,000, in 1830, 59,014, and in 1839, 468,9*75. 
 
 In conclusion, your committee beg leave to recommend the 
 prayer of the petitioners to the favourable consideration of your 
 honorable house that measures may be taken to deepen the ship 
 channel in lake St. Peter. 
 
 All which is nevertheless, humbly submitted. 
 
 G. MOFFATT, 
 26th August, 1841. Chairman. 
 
30 
 
 Statement of Towage and Lighterage paid on sundry Vessels entered 
 and cleared at Montreal in 1840- 
 
 
 1 
 
 
 Cost of 
 
 Cost of 
 
 Cost of 
 
 Cost of 
 
 CONSIGNEES. 
 
 > 
 
 1 
 
 Towage 
 
 Lighterage 
 
 Towage 
 
 Lighterage 
 
 
 o 
 
 
 
 
 
 
 
 
 o 
 
 1 
 
 up. 
 
 up. 
 
 down. 
 
 down. 
 
 
 'A 
 
 H 
 
 
 
 
 
 Millar & Co 
 
 14 
 
 4,803 
 
 911 19 10 
 
 590 9 11 
 
 421 8 7 
 
 453 15 4 
 
 Dougal, Irvine & Co . 
 
 5 
 
 1,532 
 
 232 11 
 
 35 14 8 
 
 33 4 
 
 114 16 11 
 
 Gillespie & Co 
 
 1? 
 
 4695 
 
 769 15 4 
 
 396 18 11 
 
 348 2 10 
 
 554 2 4 
 
 A. Shaw 
 
 5 
 
 1,593 
 
 320 5 8 
 
 5 15 
 
 143 11 7 
 
 98 3 1 
 
 Buchanan & Co 
 
 1 
 
 390 
 
 66 5 4 
 
 122 6 6 
 
 44 3 4 
 
 82 10 
 
 Mclntosh & Co 
 
 4 
 
 1,366 
 
 245 4 5 
 
 
 91 11 4 
 
 58 10 
 
 
 
 
 
 
 
 
 
 42 
 
 14,179 
 
 2,546 1 7 
 
 1,151 5 
 
 1,082 1 8 
 
 1,361 17 8 
 
31 
 
 APPENDIX TO EEPOET. 
 
 TABLE OF CONTENTS. 
 
 A. Evidence taken by the Committee. 
 
 B. Letter from Captain Sandom, E. IS"., commanding on 
 
 Canadian waters, in reply to a letter from the Chairman of the 
 Committee. 
 
 C. Letter from Commissary-General Sir E. J. Eouth, do. do. 
 D. Letter from the Honorable Mr. Secretary Daly, do. 
 
 E.- -Estimate of the expense of deepening the waters of lake 
 St. Peter, by D. Thompson, Esq., civil engineer. 
 
 F. List of vessels entered " inwards" at the Port of Montreal, 
 in 1839 and 1840, and to 3rd August 1841, with their tonnage. 
 
 G-. List of vessels cleared " outwards" from do. during the 
 
 some period. 
 
 EVIDENCE TAKEN BEFOEE THE COMMITTEE. 
 
 GENERAL QUESTIONS PROPOSED TO WITNESSES. 
 
 No. 1. Will you furnish, for the information of the committee, 
 a list of the vessels entered and cleared by your house at the 
 Port of Montreal during the year 1839 and 1840, with the tonnage 
 thereof and the charges incurred for lighterage and towage up 
 and down the river stated under separate heads ? 
 
 No. 2. For what portion of the navigable season are vessels 
 of 16 feet draught of water under the necessity of employing 
 lighters in passing lake St. Peter to and from Montreal ? 
 
32 
 
 No. 3. Are vessels drawing 16 feet water a suitable class for 
 the trade to Montreal ? 
 
 No. 4. If the river between Quebec and Montreal were render- 
 ed navigable at low water, for vessels of that draught, would it, 
 in your opinion, induce a greater number to come to the latter 
 port, and tend to reduce the rates of freight, between the same 
 and the ports of the United Kingdom ? 
 
 No. 5. If the navigation were so improved, would any, and 
 what portion of the charge for towage downwards be saved to 
 the trade, and would not the whole of the charge for lighterage 
 be saved ? 
 
 No. 6. Is the lighterage, apart from the direct charge for the 
 same, attended with delay and injury to the property which is 
 very burdensome to the trade ? 
 
 No. 7. Can you state to the committee what would be the pro- 
 bable yearly saving to the trade of the province from lighterage, 
 towage, &c. computed on the scale of the trade for the years 1839 
 and 1840, which would be effected by the proposed improvement 
 of the navigation between Quebec and Montreal. 
 
 ANSWERS OP WM. EDMONSTONE, ESQ., OF THE FIRM OF MILLAR, 
 EDMONSTONE & ALLAN. 
 
 Answer to No. 1. I accompany this with statement of the 
 Tonnage, Register (new and old), draft of the water on arrival in, 
 at and departure out, from Quebec, as well up to and down from 
 Montreal and also the towage and lighterage up and down, of 
 vessels to the consignment of Millar, Edmonstone and Allan, in 
 the year 1839 and 1840. 
 
 Answer to No. 2 The water begins to lower immediately on 
 the moving of the ice, but our spring ships seldom or ever require 
 lighterage up ; the north waters coming down from the middle of 
 May till about the first week in June, (some years later,) raises the 
 water in the St. Lawrence sufficiently to allow ships of 15 or 16 
 
33 
 
 feet draught of water to take their loading at Montreal, requiring 
 but seldom to lighten down ; we get them off in the last week of 
 May and in the first week in June ; so soon as the north waters 
 have passed, vessels of the usual size of our trading vessels 
 require lighterage. This last spring there was no rise on the St. 
 Lawrence from the north water. 
 
 Answer to No. 3 Yessels of 14 to 16 feet draft of water are 
 very well suited for the Montreal trade in the present state of the 
 navigation, except in the middle of the season of navigation, 
 when the water becomes so shallow in the lake and in some 
 places above it, that vessels cannot pass with*a greater draft of 
 water than 11 to 12 \ feet, and some seasons even less, such a 
 class of ships as our regular traders can then take but little freight 
 on board at Montreal. 
 
 Answer to No. 4. If there were a depth of water of 16 feet from 
 Montreal downwards, throughout the season of navigation, there 
 is not a doubt that many more vessels would resort to Montreal 
 than at present, for in the case of their not obtaining full cargoes 
 of flour, wheat, ashes, and such freight, they would take lumber 
 for part of their cargoes, either in the log or in the deal, and as 
 square timber may be stowed in the bottom, no vessel could with 
 advantage take in flour, &c., at Montreal to discharge again at 
 Quebec for the purpose of taking in the lumber part of the cargo 
 required to complete her loading. 
 
 The expectation that there would be very large quantities of 
 flour and wheat for shipment this summer, induced a much 
 greater number of vessels to resort to Montreal than usual, and 
 more came up than were required to carry off such freight ; some 
 took lumber cargoes in Montreal, whilst others, (some of which 
 came from home in ballast,) fell back on Quebec for lumber 
 cargoes, there were others that accepted of such low freights as 
 would not, in any opinion, pay their disbursements. The freight 
 between Montreal and the ports in the United Kingdom would 
 certainly be less were the ships' disbursements reduced by the 
 amount of lighterage and towage that is now paid, and the 
 quantity of lumber shipped at Montreal would increase yearly, 
 and cause a more regular supply of shipping. 
 
 Answer to No. 5. Were the navigation free for vessels of 16 
 feet draft of water, the whole of the lighterage at present in- 
 
34 
 
 curred would, of course, be saved, and the towage would very 
 often be saved also, for the reason that the tow-barges pro- 
 ceed on to Quebec in tow with that part of the cargoes required 
 to be lightened down, which obliges us to send the ships in 
 tow also, as we would have either to pay demurrage on the 
 barges whilst waiting the ships' arrival down under sail, or have 
 their cargoes landed at Quebec, thereby incurring an equal or 
 greater expense. 
 
 Answer to JVo.6 Apart from the expense of lighterage down, 
 it is a great inconvenience to the ships, from the detention 
 it causes, and by increasiEg the disbursement account from ten to 
 fifteen pounds a day ; and such produce as wheat and flour always 
 receives damage and loss by lighterage, and much more so when 
 landed at Quebec. Flour barrels are very subject to lose hoops 
 have the heads staved a loss in the weight of flour follows, and 
 the shippers generally find a deduction in their account of sales 
 for short weights ; wheat is ^nore subject to damage than flour, 
 and it will always lose in quantity by each transhipment. 
 
 It was often the case last season that lighters could not be 
 had, and vessels were detained in consequence for a week or ten 
 days. I would prefer paying 5s. a barrel freight to a vessel 
 taking it in at Montreal, than sending it down to be landed at 
 Quebec and shipping from thence at 3s. 9d. per barrel. 
 
 It is my opinion that the freight for lighterage between Quebec 
 and Montreal might be reduced a third in price, and still leave 
 remuneration enough to the tow-boat companies. 
 
 Answer to No. 7. The cost of lighterage down from Montreal 
 has this season, been from a sixth to a ninth of the full freight 
 of flour from Montreal to the home port, and on wheat from 
 about a, fourth to a sixth. 
 
 It will be observed by the statement in answer to the first 
 question, that on two ships in 1839, (the " Canada" and 
 11 Arabian",) the difference of towage and lighterage up and down 
 244 more on the fall than the spring voyage, or 7Jd. per barrel 
 on flour on their full cargoes out, calculating their stowage at 
 1800 barrels ; the full lighterage alone up and down in the fall 
 was 306 Til, or about 7Jd. per barrel, and the full towage and 
 lighterage in the fall up and down was 487 3 9, or about Is. 3d. 
 per barrel of flour. 
 
35 
 
 And on three ships in 1840, (the " Canada," " Glasgow," and 
 " Favorite,") the difference on spring and fall voyage was 339 
 19 9, or about Yd. per barrel, taking their full stowage at 1200 
 barrels, the lighterage alone 456 113, or 9d. per barrel, and the 
 full amount of towage and lighterage 741 3 0, or about Is. 3d. 
 per barrel. 
 
 The regular trading ships, and a great proportion of the tran- 
 sient vessels, will almost always incur the expense of towage up, 
 notwithstanding any improvement that may be made in the 
 navigation. 
 
36 
 
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38 
 
 ANSWERS OF MESSRS. BUCHANAN, CUNNINGHAM & GLASS, 
 MONTREAL. 
 
 Answer to No. 1. We are unable, at the present moment r 
 to furnish a complete list of the vessels addressed to us in 1839 
 and 1840 ; but, for the information of the committee, we subjoin 
 the charges for lighterage and towage incurred by a regular- 
 trader of 390 tons in the fall of 1840 : 
 
 Towage upwards 66 5 4 
 
 Lighterage upwards 122 6 6 
 
 188 11 10 
 
 Towage down 44 3 4 
 
 Lighterage down.... 82 10 
 
 126 13 4 
 
 315 6 2 
 
 Answer to No. 2. Vessels drawing 16 feet of water are under 
 he necessity, in the generality of years, of employing lighters 
 tin passing lake St. Peter for the whole of the navigable season, 
 saving the month of May and apart of June. 
 
 Answer to No. 3. Yessels drawing 16 feet of water we consider 
 a very suitable class for the trade of Montreal, but still larger 
 vessels might not be objectionable. 
 
 Answer to No. 4 We have no hesitation in affirming that the 
 deepening of the river, as suggested in this query would be 
 followed by the effects contemplated, viz. inducing a greater 
 number of vessels to come to the port of Montreal, and materially 
 reducing the rates of freight between the same and the ports of 
 the United Kingdom indeed we think it cannot admit of doubt. 
 
 Answer to No. 5. We are not prepared to say that if the 
 navigation were so improved, any material portion of the charge 
 for towage downwards would be saved to the trade, inasmuch 
 as we think the. regular traders would generally tow for the sake 
 of despatch ; but undoubtedly the whole charge for lighterage 
 would be saved. 
 
39 
 
 Answer to No. 6. The lighterage, apart from the direct charge 
 for the same, is invariably attended with delay and inconvenience, 
 and with very material injury to the property so shipped; and is conse- 
 quently very burdensome to the trade. 
 
 Answer to No. 7. We have not sufficient leisure at the present 
 time to give a well considered opinion upon the point proposed 
 in this query, but the following hasty calculation will perhaps 
 serve as an approximation to the true result : 
 
 ARRIVALS AT MONTREAL IN 1839. 
 
 Ships, .................. 16 
 
 Barques, ............... 26 
 
 Brigs, .................. 36 
 
 78 
 At an average expense of of 220 each per towage, and 
 
 lighterage is ...................................... 17, 160 17,160 
 
 ARRIVALS AT MONTREAL IN 1840. 
 
 Ships, .................. 11 
 
 Barques, .............. 31 
 
 Brigs, .................. 55 
 
 97 
 At an average expense of 220 each, is., ................... 21,340 
 
 38,500 
 Average per year, 19, 250. 
 
 may add that the arrivals for the present year at Montreal 
 shew a very great increase upon the two past, and the expenses 
 have of course increased in the same proportion. 
 
 ANSWERS OP MESSRS. Y. LESLIE & Co., MONTREAL. 
 
 Answer to No. 1. In 1839 the only vessels we entered' and 
 cleared were of small tonnage, and neither required towage nor 
 
40 
 
 lighterage ; in 1840, the same with the exception of the " Aerial," 
 of 280 tons, towage up, 59 2 8, dues paid by the master at Que- 
 bec no lighterage. 
 
 Answer to No. 2. From two to three months. 
 
 Answer to No. 3. Vessels of the common build, drawing 16 feet 
 water are, in our opinion, large enough for any description of 
 trade to or from the port of Montreal. 
 
 Answer to No. 4. A greater number of vessels would probably 
 frequent the port, and might occasion, by competition, a reduction 
 in the rates of freight, but the expenses of the shipping we do not 
 conceive would be reduced, as the deepening of the channel 
 would not do away with the necessity of towage, and if any tax 
 were imposed upon vessels to pay for the improvements in the 
 river it would increase their expenses. 
 
 Answer to No. 5 The whole of the charge for lighterage would, 
 of course, be saved, but no part of the towage, indeed the latter 
 would be increased by the additional number of feet of water 
 that the vessel, when fully loaded, would draw. 
 
 Answer to No. 6. Yes. 
 
 Answer to No. 7. We have not sufficient data before us to form 
 a correct opinion as to the yearly saving from lighterage, but we 
 would remark that in the summer months, when the water on the 
 lake is lowest, there are, in general, fewer vessels loading at this 
 port than in the spring and autumn. There would, we conceive, 
 be no saving in towage in consequence of the increased depth of 
 water in the channel of the river, but the delay and injury occa- 
 sioned by the transhipment of property would be avoided. * 
 
41 
 
 ANSWERS OF MESSRS. MC!NTOSH & Co., MONTREAL. 
 
 Answer to No. 1 The vessels entered and cleared by us in the 
 years 1839 and 1840, with the charges incurred for lighterage 
 and towage, as under : 
 
 1839. 
 
 1 
 
 Towage up. 
 
 Lighterage 
 
 Lighterage 
 
 Towage down 
 
 
 
 o 
 
 
 up. 
 
 down. 
 
 
 
 
 H 
 
 
 
 
 
 
 Ship. 
 
 380 
 
 69 
 
 102 10 
 
 30 5 
 
 32 10 
 
 
 Barque 
 
 284 
 
 58 13 
 
 000 
 
 29 5 
 
 30 
 
 ' 
 
 Brig....... 
 
 196 
 
 48 5 4 
 
 000 
 
 000 
 
 000 
 
 Sailed down. 
 
 Do 
 
 166 
 
 55 5 3 
 
 000 
 
 000 
 
 000 
 
 Do. 
 
 Barque 
 
 204 
 
 53 15 3 
 
 000 
 
 000 
 
 31 1-3 
 
 
 Do 
 
 380 
 
 72 10 
 
 43 6 8 
 
 22 10 
 
 35 6 3 
 
 
 
 
 
 
 
 
 
 
 1,610 
 
 357 8 10 
 
 145 16 8 
 
 82 
 
 128 17 6 
 
 
 1840. 
 
 
 
 
 
 
 
 Brig. B 
 
 166 
 
 47 17 9 
 
 000 
 
 000 
 
 
 
 Sailed down. 
 
 Barque 
 
 305 
 
 54 8 8 
 
 000 
 
 000 
 
 26 7 3 
 
 
 Ship 
 
 444 
 
 70 8 
 
 000 
 
 25 10 
 
 29 16 3 
 
 
 fDo 
 
 451 
 
 72 10 
 
 000 
 
 33 
 
 35 7 10 
 
 
 
 1,366 
 
 245 4 5 
 
 000 
 
 58 10 
 
 91 11 4 
 
 
 Answer to No. 2 Vessels drawing 16 feet of water are under the 
 necessity of employing lighters to and from Montreal during 
 about four months of the navigable season. 
 
 Answer to No. 3 Vessels drawing 16 feet of water are a suitable 
 class for the trade to Montreal. 
 
 Answer to No. 4. If the river between Quebec and Montreal 
 were rendered navigable at low water for vessels of that draught, 
 it would, in our opinion, induce a greater number to come to the 
 latter port, and tend to reduce the rates of freight between the 
 same and the ports of the United Kingdom. 
 
42 
 
 Answer to No. 5. If the navigation were so improve:!, vessels 
 would generally sail down, and the whole charge for lighterage 
 would be saved. 
 
 Answer to No. 6. The lighterage, apart from the direct charge 
 for the same, is attended with a delay and injury to property 
 which is burdensome to the trade. 
 
 Answer to No. 7. We should think that the yearly saving to 
 the trade of the province from lighterage, towage, &c., computed 
 as required, would be 4,000 to 5,000. 
 
 ANSWERS 0F MESSRS. STEPHENS, YOUNG & Co., MONTREAL. 
 
 Answer to No. 1. We are both but little engaged in shipping, 
 and for the years 1839 and 1840 have only cleared some five 
 schoners for Halifax, N". S. 
 
 Answer to No. 2. Ships drawing 16 feet of water can rarely 
 come to this port without lighterage after the first week of June. 
 
 Answer to No. 3. Ships drawing 16 feet of water are a suitable 
 class for the trade of Montreal. 
 
 Answer to No. 4. The deepening of the channel to 16 feet 
 would, in our opinion, induce a greater number of vessels to 
 come to this port, and would cheapen both inward and outward 
 freights. 
 
 Answer to JVb. 5. Could ships complete their loading at this 
 port, the freight upon that portion sent to Quebec per lighters 
 would be saved, as well as the cost of labor and damage from 
 exposure by transhipment ; while the same proportion of vessels 
 would sail down as now do, which we believe to be about one 
 half of the number. 
 
 Answer to No. 6. The lighterage, apart from the direct charge 
 for the same, is attended with much delay and injury to pro- 
 perty, and is very burdensome to the trade. 
 
 Answer to No. 7. Though we have not the means of replying 
 to this query so satisfactorily as those to whom ships have been 
 
43 
 
 consigned, and who know the actual disbursements yet we are 
 sensible that the amount which would be saved to the trade of 
 the Province by the proposed improvement of the navigation 
 between Quebec and Montreal would be very large, and is one of 
 the many improvements on the St. Lawrence necessary for us 
 successfully to compete with the Atlantic shipping ports of the 
 United States for the western trade. 
 
 ANSWERS OF MESSRS. GILLESPIE, MOFFATT, JAMIESON & Co., 
 
 MONTREAL. 
 
 Answer to No. 1. A statement herewith. 
 
 Answer to No. 2 Vessels drawing 16 feet of water have to 
 employ lighters from about the 10th June to the close of the 
 navigation. 
 
 Answsr to No. 3. Vessels of that draught of water, when 
 otherwise properly constructed, are well adapted for k the trade to 
 Montreal. 
 
 Answer to No. 4. We are of opinion that a greater number of 
 vessels would be induced to come to Montreal, which would tend 
 to reduce the rates of freight to a very great extent. 
 
 Answer to No. 5. The towage down would be saved in many 
 cases, and the lighterage in all. 
 
 Answer to No. 6. Lighterage is attended with considerable 
 delay, more particularly felt towards the close of the navigation, 
 when a few hours are of vital consequence to the safety of a 
 vessel, as instanced in the case of the Eleutheria last autumn ; it 
 is also attended with heavy expense and frequent damage to pro- 
 perty, as in the case of flour. 
 
 Answer to No. 7. "We have not the means to enable us to state 
 what the saving would be to the trade, but we think we are 
 warranted in stating it at 10,000, annually. 
 
44 
 
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46 
 ANSWERS or MESSRS. ATKINSON & Co., MONTREAL. 
 
 Answer toNo.l. Owing to the shallowness of the lake, we have, 
 for upwards of three years back, discontinued loading vessels at 
 Montreal, considering the 'expense of towage and lighterage 
 greater than we could afford ; such vessels as we had consigned 
 to us we sent to load at Quebec ; we had offers repeatedly of 
 vessels to load, both with timber, deals, and other articles, but 
 from the cause above named have invariably declined them. 
 
 Answer to No. 2. We consider that during fully four-fifths of 
 the navigable season, vessels over 12 to 13 feet draught of water 
 are unable to pass lake St. Peter. 
 
 Answer to No. 3. Yessels drawing 16 feet of water are very 
 suitable, under that, they are only fit for coasting voyages. 
 
 Answer to No. 4. We consider that were the river between 
 Quebec and Montreal made navigable at low water for vessels of 
 16 feet draught, it would induce fully double the present number 
 of ships to visit the port of Montreal, and that the freights 
 between Montreal and the United Kingdom would be veiy con- 
 siderably lowered. 
 
 Adswer to No. 5. Were the navigation so improved, one half 
 the ships leaving for the United Kingdom would go down with 
 the wind, without towing, the fear of the water going lower still 
 if too long detained, and of striking, if going a few feet out of 
 the exact channel, causes the greater part to go down by steam. 
 All the lighterage would of course be saved. 
 
 Answer to No. 6. The lighterage apart from the expense, 
 causes -very great injury to the property shipped to flour 
 expecially, not only damage to the barrels, but danger of souring. 
 
 Answer to No. 7. We think that were the trade no greater than 
 in 1839 and 1840, twenty thousand pounds currency per annum 
 would be saved in lighterage and towage by the deepening of the 
 channel between Quebec and Montreal as proposed. 
 
 ANSWERS OF MESSRS. FORSYTE, RICHARDSON & Co., MONTREAL. 
 
 Answer to No. 1. None. 
 
 Answer to No. 2. From the beginning of June until the close of 
 the season. 
 
47 
 
 Answer to No. 3. Yessels drawing 16 feet of water would be 
 suitable to the trade were the proposed improvement carried 
 into effect. 
 
 Answer to No. 4. Unquestionably it would. 
 
 Answer to No. 5. We are of opion that at least three-fourths of 
 the charge for towage downwards and the whole of the charge 
 for lighterage "upwards and downwards would be saved. 
 
 Answer to No. 6. The necessity of lighterage is burdensome to 
 the trade, as besides the direct charge incurred, it creates delay 
 in the shipment, and causes frequent injury to the property from 
 transhipment. 
 
 Answer to No. 7. We are of opinion that the yearly saving to 
 to the trade which the proposed improvement would effect is 
 moderately estimated at twenty thousand pounds. 
 
 ANSWERS OF ANDREW SHAW, ESQ., OF MONTREAL. 
 
 Answer to No. 1 I enclose statement of vessels entered and 
 cleared during 1839 and 1840. 
 
 Answer to No. 2 After the 15th or 20th June, and until the end 
 of the navigable season, vessels of 16 feet draught of water are gen- 
 erally necessitated to employ lighters in passing Lake St. Peter. 
 
 Answer to No: 3. Vessels of 350 to 400 tons are a suitable size 
 for the trade of Montreal, and such generally will draw 16 feet 
 of water when loaded. 
 
 Answer to No. 4 t I am of opinion that 16 feet of water during 
 the season would double the number of vessels in one year, and 
 doubtless tend to reduce rates of freight between Montreal and 
 the ports of the United Kingdom. 
 
 Answer to No. 5. If the navigation were improved to 16 feet at 
 low water, many vessels would not tow downwards, as now the 
 captains generally tow from a fear of being grounded in the lake, 
 as their vessels are almost always drawing as much water as the 
 pilots report on the shoals. Of course all charge for lighterage 
 would be saved. 
 
 Answer to No. 6. Much unavoidable abuse of property takes 
 place from lighterage : oa flour alone the injury is serious, both as 
 regards the costs and contents, from rolling and extra exposure, 
 
48 
 
 and much abuse takes place in transhipping in bad weather, 
 from not being under the eye of the merchant. I have little 
 doubt that a great portion of the flour landed sour in Britain is in 
 consequence of exposure in this Province, and much of that after 
 inspection at Montreal. Eiver barges are generally deck 
 loaded, and exposure often takes place in consequence, all which 
 would be avoided were the navigation deepened to 16 feet. 
 
 Answer to No. 7. I cannot answer this question correctly ; the 
 lighterage would be almost entirely saved, the amount of towage 
 will, I understand, be ascertained by returns from the steam 
 companies. The expense of towage and lighterage in 1841, will 
 be much greater than in any previous year ; in 1840 a very large 
 quantity of flour was of necessity, (from lowness of water,) sent to 
 Quebec by lighters and shipped for Britain, perhaps to the extent 
 of 150,000 to 200,000 barrels, by ship "that did not come to Mon- 
 treal at all. I, as agent, sent 20,000 barrels in that way ; in 1841 
 probably something similar will take place, as there is not at 
 present over 11 or 11 J feet water in the lake. Besides lighterage r 
 there is an expense incurred for Quebec agency. 
 
 (Statement referred to in answer to Question No. 1 of the foregoing evidence.} 
 
 CLEARED. 
 
 VESSEL. 
 
 I 
 
 C 
 
 Towage 
 
 Towage 
 
 Lighterage 
 
 Lighterage- 
 
 
 
 C 
 O 
 
 up. 
 
 down. 
 
 up. 
 
 down. 
 
 
 
 ^ 
 
 
 
 
 
 1839. 
 
 - 
 
 
 s. d. 
 
 s. d. 
 
 s. d. 
 
 s. d. 
 
 June ... 
 
 Ship Bellona 
 
 389 
 
 73 2 6 
 
 40 8 2 
 
 000 
 
 000 
 
 Sept. 18 
 
 Bark Monarch... 
 
 315 
 
 65 4 5 
 
 39 
 
 000 
 
 O 
 
 Nov. 4 
 
 Ship Bellona. ... 
 
 389 
 
 59 12 4 
 
 40 9 4 
 
 49 11 
 
 75 11 3 
 
 
 
 
 
 
 
 
 
 
 1093 
 
 197 19 3 
 
 119 17 6 
 
 4911 
 
 75 11 3 
 
 1810 
 
 
 
 
 
 
 
 May 30 
 
 Ship Bellona .... 
 
 389 
 
 74 4 3 
 
 40 9 11 
 
 000 
 
 000 
 
 June 18 
 
 Bark Monarch . . . 
 
 315 
 
 6413 2 
 
 38 18 8 
 
 000 
 
 000 
 
 Aug. 14 
 
 Brig Leven Lass. 
 
 185 
 
 54 9 
 
 000 
 
 000 
 
 000 
 
 Oct. 12 . 
 
 Ship Bellona 
 
 389 
 
 63 3 3 
 
 3012 
 
 5 15 
 
 56 1 10 
 
 Nov. 18 
 
 Bark Monarch... 
 
 315 
 
 63 16 
 
 3311 
 
 000 
 
 42 1 3 
 
 
 
 
 1593 
 
 320 5 8 
 
 143 11 7 
 
 5 15 
 
 98 3 1 
 
49 
 
 ANSWERS OF MESSRS. DOUGALL, IRVINE & Co., OP MONTREAL. 
 
 Answer to No. 1. List of vessels entered and cleared by us in 
 1840 with their tonnage, and charges incurred for lighterage and 
 towage : 
 
 CLEARED. 
 
 VESSEL. 
 
 Tonnage. 
 
 Towage 
 up. 
 
 Towage 
 down. 
 
 Lighterage 
 up. 
 
 Lighterage 
 down. 
 
 June 2 
 
 Five Brothers 
 
 170 
 
 s. d. 
 Sailed. 
 
 s. d. 
 Sailed. 
 
 s. d. 
 None 
 
 s. d. 
 
 " 26 
 
 
 250 
 
 63 5 9 
 
 33 4 
 
 
 
 July 23 
 
 Wanderer 
 
 234 
 
 54 16 8 
 
 Sailed. 
 
 None 
 
 ^ 
 
 Oct 13 
 
 Lord Panmure 
 
 284 
 
 47 1 11 
 
 Sailed. 
 
 None 
 
 32 9 6 
 
 Nov 14 
 
 
 394 
 
 67 6 8 
 
 B. 
 
 35 14 8 
 
 82 7 5B 
 
 
 
 
 
 
 
 
 
 
 1332 
 
 232 11 
 
 33 4 
 
 3514 8 
 
 114 16 11 
 
 A. Lighterage down agreed to be paid by shipper would cost 12 to 16. 
 
 B. The sum of 82 7s. 5d. is a block sum for lighterage and towage. This ship having 
 sailed down, but having been booked for towing, had to pay this sum to include both 
 charges. 
 
 Answer to No. 2. Vessels drawing more than 12 feet of water 
 cannot calculate on passing lake St. Peter after the 1st of June, 
 vessels therefore drawing 16 feet can only come to Montreal not 
 later than the end of May. 
 
 Answer to No. 3. Vessels drawing 16 feet when loaded would 
 be the most suitable class of vessels for the trade to Montreal ; 
 this class of vessels can be sailed and towed at comparatively less 
 expense than smaller vessels and can thereby take the bulky 
 exports of this port at much lower freights. 
 
 Answer to No. 4. If the river between Quebec and Montreal 
 were rendered navigable for vessels drawing 16 feet of water, it 
 would certainly induce a greater number of vessels or tonnage to 
 come to this port, and tend to reduce the rate of freights between 
 this and the United Kingdom. 
 
 Answer to No. 5. If the navigation were improved probably 
 a third of the present charge for towage downwards would 
 be saved to the trade, and the whole of the charge for lighterage. 
 
50 
 
 Answer to No. 6. Lighterage of vessels on the St. Lawrence is 
 attended with much delay and injury to property. 
 
 Answer to No. 7. On the scale of the year 1840 the saving 
 that would be effected by the proposed improvement of the 
 navigation for lighterage and towage, could not be less, we 
 think than 4,000. During that year 40 vessels of from 300 to 
 450 tons arrived in the port of Montreal, with 98 vessels of a 
 smaller class. Supposing that 30 of this largest class were 
 lightened up and down, 60 tons each, would give 1,500 ; towage 
 down might be dispensed with by the smallar class of vessels to 
 a considerable .extent, and we think on both charges the above 
 saving would be effected. 
 
 ANSWERS OF MESSRS. GILMOUR & Co., OF MONTREAL. 
 
 Answer to No, 1. We beg to state that we have no vessels 
 of our own employed in the shipping trade of this port, and 
 have had so few vessels consigned to us that we cannot furnish 
 the particulars as required, but such will no doubt be given fully 
 by those engaged in the trade and more intimately acquainted 
 with it than we are. 
 
 Answer to No. 4. We would remark, that from what we know 
 of the trade, there cannot be a doubt that the deepening of the 
 channel to the extent named, would have a most beneficial effect, 
 as, if this were done, a class of vessels could then be employed 
 well suited to the trade, and whereby lighterage could be entirely 
 avoided ; but before much benefit could be derived from fchis 
 improvement, the harbor must also be rendered capable of 
 receiving vessels of the draught of water named say 16 feet. 
 
 Answer to No. 5. We do not think the charge for towage of 
 vessels downwards would be much, if any, affected by the deepen- 
 ing of the channel, nor do we think that the number of vessels 
 would be materially increased were the improvement to be 
 carried into effect, but vessels could then leave this port direct for 
 that of their destination with full cargoes, and avoid the heavy 
 charges for lighterage to Quebec of a large portion of their 
 
51 
 
 cargoes (which almost without an exception, is now the case) 
 and which of course would enable vessels to carry at lower freights 
 than at present. 
 
 Answer to No. "We regret that we have it not in our power to 
 place before the committee of the House any estimate of the pro- 
 bable saving to the province from lighterage, towage, etc. 
 
 EVIDENCE. OF W. HALL, ESQ., COLLECTOR OF CUSTOMS, MONTREAL. 
 
 Question. For what portion of the navigable season are 
 vessels of 16 feet draught of water under the necessity of employ- 
 ing lighters in passing and repassing lake St. Peter ? 
 
 Answer. For about five months of the navigable season, 
 vessels of 16 feet draught of water are under the necessity of 
 employing lighters in passing and repassing the lake. 
 
 Question. Can you furnish the committee with any informa- 
 tion as to the amount paid for such lighterage in the years 1839 
 and 1840, and the amount paid for towage during the same 
 period ? If so, state the amount for each service separately. 
 
 Answer. I have applied to the agents of the steam boat com- 
 panies here for this information, from 'whom only it could be 
 obtained, and who have promised to give it to me ; as soon as I 
 receive it it shall be forwarded to the committee. (See F.) [Note 
 appendix F. contains ship's name, towage and date of clearance 
 but no amounts charged for the above mentioned purposes.] 
 
 Question. If the navigation of the St. Lawrence between 
 Quebec and Montreal were rendered practicable at low water for 
 vessels of 16 feet draught, would not the whole of the said 
 lighterage be saved and what proportion of the towage would be 
 saved to the trade of the province ? 
 
 Answer. Were the navigation of the St. Lawrence between 
 Quebec and Montreal rendered practicable at low water for 
 vessels of 16 feet draught, the whole lighterage, and at the least 
 four-fifths of the towage down, would be saved to the trade of the 
 province. 
 
52 
 
 Question. Would the proposed amelioration of the navigation 
 be likely to induce a much greater number of vessels to ascend 
 the river to Montreal, and tend to a reduction in the rates of 
 freight between that port and the United Kingdom. 
 
 Answer. There cannot be a doubt that the proposed ameliora- 
 tion of the navigation will induce a greater number of vessels to 
 come to Montreal, and will most assuredly tend to a reduction on 
 the rates of freight between this port and the United Kingdom* 
 
 B. 
 
 Letter from Captain Sandom, R. N., Commanding on Canadian 
 Waters, in reply to a letter from the Chairman of the Committee. 
 
 HER MAJESTY'S SHIP " NIAGARA." 
 
 KINGSTON, 2nd August, 1841. 
 SIR, 
 
 In reply to your communication of the 30th ultimo, wherein 
 my opinion is requested as to the expediency of rendering the St. 
 Lawrence between Quebec and Montreal navigable at low water 
 for vessels of 16 feet draught, and whether " I think the comple- 
 tion of the work would essentially promote the public service, and 
 what the probable exte'nt of the yearly saving which would be 
 thereby effected in the Naval Department of the Province." 
 
 I beg to acquaint you that I have no local knowledge of the 
 navigation in question, but my conviction is, that the Commercial 
 and Maritime interest of the country would be materially bene- 
 fitted by such a work, though I do not consider, under existing cir- 
 cumstances, any saving would be effected in the Naval Department. 
 
 I have the honor to be, 
 
 Sir, 
 Your most obedient servant, 
 
 W. SANDOM, 
 
 Captain Commanding on the Canadian Waters. 
 
 TO THE HON. Gr. MOFFATT, 
 
 Chairman " Navigation Committee," 
 Legislative Assembly. 
 
53 
 
 0. 
 
 Letter from Commissary General Sir Randolph J. Routh, in reply to 
 a letter from the Chairman of the Committee. 
 
 COMMISSARIAT, CANADA, 
 
 MONTREAL, 4TH. AUGUST, 1841. 
 SIR, 
 
 In reply to your letter of the 30th July, I have the honor to 
 acquaint you that I have never given the subject of your commu- 
 nication any serious or consecutive attention, and which indeed 
 was the consequence of the impressions on my mind, that no 
 well digested plan had been suggested to improve or overcome 
 the difficulties of the navigation which now exist between Mon- 
 treal and Quebec. 
 
 I rejoice to find that the measure has been brought under dis- 
 cussion with a view to its accomplishment, and though I cannot 
 state what would be the saving to be effected, being so subject to 
 the circumstances of the day, and to the transport required to be 
 performed, yet it must be very evident that the convenience 
 would be great in the increased facility for receiving public 
 goods and stores at the head of the navigation, in lieu of landing 
 them at Quebec. The amount of saving would depend on the 
 extent of stores imported, and on this point I could not speak 
 with any certainty unless the committee were to suggest some 
 basis for a calculation. 
 
 I have the honor to be, 
 
 Sir, 
 Your very obedient Servant, 
 
 E. J. EOUTH, C. 0. 
 
 The Hon. George Moffatt, M. P. P., Kingston. 
 
54 
 
 E. 
 
 ESTIMATE OF. THE EXPENSE OF DEEPENING THE CHANNEL OF LAKE ST. 
 PETER. BY DAVID THOMPSON, ESQ., CIVIL ENGINEER. 
 
 NOTE. Original Charts of the St. Lawrence by Mr. Thompson, and doubtless those on 
 which his estimates are based, are in the possession of the Harbour Commissioners. 
 
 p 
 
 Expenses, the first season, of two Steam Dredging Machines and Vessels, 
 each of 16 horse-power, to deepen a Channel in Lake St. Peter to a 
 depth of 16 feet, &c., &c. 
 
 s. d. 
 
 To the cost of two Dredging Machines, each of 16 horse- 
 power, each in a well constructed vessel, ready to 
 work, each machine neatly hammered, not polished, 
 each 6,000 12,000 
 
 To the cost of 6 lighters, each of 50 tons, at 150 each. . 900 
 
 To 10 cords of pine wood per day for each vessel, or 20 
 
 cords per day for both, at 5s. per cord, for 140 days, 700 
 
 To contingencies 450 
 
 14,050 
 
 To wages of 1 Superintendent 450 
 
 2 Engineers, each 150 300 
 
 6 men to each vessel 12 men at 3 10s. per 
 
 month for 6 months 252 
 
 5 men to each lighter, at 3 10s. per month, 
 
 for 6 months, being 30 men 630 
 
 'For 1 set of hands for 12 hours 1,632 
 
 r 
 
 To provisions for 45 persons, at Is. 3d. per day for 6 
 
 months, say 3 per day 540 
 
 Cooking utensils, freight, &c., &c 20 
 
 For 1 set of hands for 12 hours 560 
 
 Total expense, for tlie first season, of dredging a Channel 
 in Lake St. Peter. 
 
 To the cost of two Steam Dredging Vessels, complete for 
 
 operation, 6 lighters, 2,800 cords of wood, &c., &c... 14,050 
 
 To the wages of persons employed 1 set at 12 hours per 
 
 day, 1,632 ; the second set, do., 1,632 3,264 
 
 To provisions for 2 sets of working persons 1,120 
 
 Contingencies 1,566 
 
 20,000 
 
55 
 
 Expense of Dredging a Deep Channel in Lake St. Pet&, the second season. 
 
 s. d. 
 
 To the interest on 20,000 currency, at 6 per cent 1,200 
 
 To repairs of the machines, vessels, &c., &c 500 
 
 To the cost of 2,800 cords of wood, at 5s. per cord 700 
 
 To wages of 90 persons, working 24 hours per day 3,264 
 
 To provisions, &c., for the said persons 1,120 
 
 To contingencies 516 
 
 7.300 
 Expense of the third year. 
 
 To the interest on 27,300, at 6 per cent 1,638 
 
 To repairs of vessels, machines, &c., &c 500 
 
 To the cost of 2,800 cords of wood, at 5s. per cord 700 
 
 To the employment of 90 persons, as before 3,264 
 
 To provisions, &c., &c., for the said persons 1,120 
 
 To contingencies 478 
 
 Expense of the third year 7,700 
 
 Total expense for three years 35,000 cur'ncy. 
 
 If a powerful steam dredging machine, similar to the two vessels now 
 employed at Ballnagher, in Ireland, were brought into operation, Lake 
 St. Peter would be deepened to the above extent and depth in less time 
 than two open seasons, and the expense diminished to less than the 
 present estimate of two years by at least one-fifth of the sum. 
 
 DAVID THOMPSON. 
 
 This report on the petition of the Board of Trade of 
 Montreal seems to have been favourably received, as 
 appears from the following reference in the Eeport of the 
 Board of "Works for 1841, stating that an appropriation 
 for the improvement of Lake St. Peter was inserted 
 among the estimates : 
 
56 
 
 Extract from the Appendix of the Journal of the Legislative 
 
 Assembly. 
 
 EEPORT OP THE BOARD OP WORKS, 1841. 
 
 The improvement of lake St. Peter for deeply laden sea going 
 vessels, is a subject also of very great importance, and has 
 occupied the serious consideration of the Board of Trade of Mon- 
 treal, who have petitioned the parliament for an appropriation 
 to fit out the necessary establishment of dredging vessels etc., 
 and they propose a tonnage upon the vessels trading to the Port 
 to pay the interest on the outlay. 
 
 The Governor General will perceive that this proposed appro- 
 priation is inserted among the estimates, see Appendix ; but it is 
 very desirable that a sum, say, 1000 should be at once made 
 available to make some alterations to the steamer belonging to 
 the Harbour Commissioners, so as to have the nature of the work 
 fully and practically tested, prior to any large expense being 
 entered into. 
 
 It is of interest in connection with the discussions of 
 the present day, as to how the expense of improving the 
 channel should be borne, that in the early agitation of 
 the scheme, all the proceedings of the Legislature, and of 
 the Montreal Board of Trade, show that the deepening 
 was looked upon entirely as a work of public utility, to 
 be carried out and paid for by G-overnment. Nothing 
 else seems to have been thought of, and the surveys and 
 execution of the work were handed over to the Depart- 
 ment of Public Works as a matter of course. 
 
 The greater economy with which the Atlantic trade 
 could be done with the largest vessels of the day, 
 instead of the smaller, was clearly recognized by the 
 merchants who. gave evidence before the Special Com- 
 
57 
 
 mittee of the Legislature in 1841, and it was held that 
 the larger vessels, for the sake of economy, should be 
 brought up as far as possible, i.e., to Montreal. 
 
 For these reasons, and to enable the St. Lawrence suc- 
 cessfully to compete with the United States Atlantic 
 ports, the deepening of the Ship Channel was urged. 
 
 Actual operations soon followed this petition of the 
 Board of Trade of Montreal, and the report thereon of 
 1841, for we find by the following report of Chas. Ather- 
 ton, Esq., Engineer, &c., of August, 1843, that the chan- 
 nels had then been examined. 
 
 Mr. Atherton distinctly recommended the work of 
 improvement to be applied to the old or crooked chan- 
 nel. His advice was not followed, however, for we find 
 in the following report of the Board of Works for 1843, 
 and in Mr. Begley's letter of 20th October, 1843, that 
 the Board, at that time, had not come to any decision in 
 the matter. In January and February, 1844, Mr. Killaly 
 communicated with Captains Bayfield and Douglas in 
 regard to the work about to be begun in Lake St. Peter, 
 and received f v om them answers favouring the selection 
 of the straight channel, but we must wait for an explana- 
 tion until we gather it from the evidence taken before 
 "The Select Committee to whom was referred that part 
 of the report of the Chairman of the Board of "Works 
 which refers to Lake St. Peter." 
 
 This evidence, taken 15th to 30th May, 1846, shows 
 that the straight channel was adopted virtually by Mr. 
 Killaly, for we find that the chief advice received by 
 him respecting it was from Captain Bayfield, whose 
 opinions were avowedly based on Mr. Killaly's repre- 
 sentations. (See Report of Board of "Works, pages 65 to 
 69 ; Mr. Killaly's and other evidence, pages 137 and 149, 
 and Captain Bayfield's report, page 154 ; also Report of 
 Select Committee, page 113.) 
 
58 
 
 In this evidence we also find that a few days' work 
 (two or three) was done at different times in the old 
 channel, late in the autumn of 1843, merely as tests of 
 the machinery, though the Superintendent, Mr. Atherton, 
 evidently expected the work to go on there, as it appears 
 the old channel was buoyed out with that view. (See 
 Mr. Killaly's evidence, pages 143-8, and "William Hunter's 
 evidence, pages 121-2.) From the evidence of Hunter 
 and others taken before the Select Committee, and from 
 the report of the Board of Works, we gather that work 
 was regularly begun in the straight channel in the 
 spring of 1844. 
 
 About this time the question of Channels was hotly 
 discussed. In the following extracts, correspondence, 
 newspaper reports of Parliamentary debates, and reports 
 of Committees, will be found an account of the beginning 
 of regular work in the straight channel in the spring of 
 1844, its continuance until its suspension on the 8th of 
 June, 1846, its resumption in the fall of the same year, 
 and its final suspension on the 16th of September, 184*7. 
 
59 
 
 REPORT ON PROPOSED PROCEEDINC4S IN LAKE 
 ST. PETER. 
 
 BY CHAS. ATHERTON. ESQ., Engineer, &c. 
 
 August, 1843. 
 
 T. A. BEGLEY, ESQ., 
 
 Secretary, Board of Works. 
 
 SIR, 
 
 I have the honour respectfully to submit my further report on 
 the Lake St. Peter Works, now about to be practically entered 
 upon. I also beg to submit Bayfleld's Chart of Lake St. Peter 
 with the proposed line of operations delineated thereon. The 
 Board are in possession of other surveys, but it is necessary to 
 fix upon some one survey as the Map of Reference, and it is 
 my duty to recommend that Bayfield's be taken for that purpose. 
 This Chart, from all the points that have came under my obser- 
 vation, I believe to be admirably correct, and it sets forth the 
 Hydrography of the Lake more fully and satisfactorily than any 
 other document, which I have met with. 
 
 On the general subject, my previous correspondence has already 
 apprised the Board that in my opinion, the only means of attain- 
 ing the object in view, a passage for deep draught vessels, is by 
 selecting the existing channel, tortuous as it is, as the line of 
 operations, limiting our works to the dredging of a narrow cut, 
 I may call it a sunk canal, and the erection of Beacons and 
 lights, whereby the improved channel may be indicated by day 
 and night ; each season's operations to be in a degree beneficial 
 throughout the whole line, and affording a test whereby the 
 propriety of further expenditure may be determined. But on 
 the present occasion of final decision the Board may be desirous 
 of having before them the various views which have been promul- 
 gated, and I may briefly adduce the reasons which have led 
 me to recommend a strict adherence to the improvement of the 
 old channel, in preference to adopting other plans which have 
 been brought forward into public notice. 
 
60 
 
 1st. It has been proposed to form a straight channel through 
 the lake shown by a red line (A B), taking advantage of the 
 stretch of a pool of 13 feet water, which extends from off the 
 mouths of the river St. Francis into deep water at Pointe du 
 Lac. 
 
 I cannot concur in this project, because it involves the ne- 
 cessity of cutting through the main body (not clipping off the 
 extremity) of the St. Francis Bank, which bank extends out 
 into the middle of the Lake opposite Riviere du Loup, thereby 
 causing the present detour round the upper light. The width 
 of the Bank to be cut through would be about 2J- miles. The 
 greatest extent of dredging that can reasonably be contemplated 
 is comparatively too insignificant to divert the flow of the waters 
 of the St. Lawrence, consequently nature might again, in all 
 probability gradually restore the bank to its present condition ; 
 and, after all, the channel thus proposed to be attained by cutting 
 through the St. Francis Bank, gives only from 12 to 13 feet water, 
 and would therefore require dredging over a further extent of 
 about 8J miles, before it meets the 15 feet water opposite 
 Machiche. 
 
 2nd. It has also been proposed to close several of the minor 
 channels between the Island at the head of the Lake, thereby 
 throwing the whole waters of the St. Lawrence into one body, 
 in expectation that a channel would be formed and preserved by 
 the action of the water. 
 
 I cannot concur in this view, for although it be granted that 
 the main body of the St. Lawrence might be confined to one 
 of the main channels, still the scouring effect thus produced 
 would be lost as soon as the water would have liberty to spread, 
 and a shoal would undoubtedly be formed where the scouring 
 effect ceases. 
 
 3rd. Another Plan has been the constructing of a Dam across 
 the outlet of the Lake near Pointe du Lac, whereby the surface 
 of the Lake may be raised to such height as may appear neces- 
 sary for the purposes of the navigation. 
 
 Even admitting that all this were effected, the lake would be 
 converted into a sort of cesspool, having a gradual tendency to 
 equalisation throughout. 
 
61 
 
 These divers opinions being thus disposed of, it becomes my 
 more immediate duty to submit more particularly in detail the 
 course of operations intended to be pursued. Keferring to the 
 Chart (Bayfield's) I have shewn therein the ordinary course of 
 
 deep-draft vessels by a black dotted line Following 
 
 this course it will be observed that the navigation is very intricate 
 at the Buoy (F) about a mile above the upper light : the difficulties 
 here are occasioned by mere protrusions, the bank of which will 
 be easily removed by dredging. 
 
 From the upper to the lower light, a distance of nearly three 
 miles, there is a good channel : this channel appears to con- 
 stitute the natural confluence of the waters of the St. Law- 
 rence after being disposed of among the islands at the head of 
 the Lake. 
 
 After taking a turn at the Lower Light, called the Little Tra- 
 verse, the long flat commences, giving only 11 feet water (six 
 inches less occasionally, according to the season) for a distance of 
 about 2 miles, and subsequently 12 to 13 feet for a space of about 
 5 miles, then suddenly deepening into 15 feet water opposite 
 Eiver Machiche. This shoal ground, extending about 4J- miles 
 from the lower Light to Point (D) nearly south of Machiche 
 Church, which we may call Machiche Point, may be said to com- 
 prise the main labor to be encountered. It is proposed that 
 operations be, first commenced on the 11 feet flat by dredging 
 through it a channel down to 12 feet. This locality being in the 
 very middle of the Lake, in which a channel 100 yards wide 
 is comparatively a mere line on the Plan, it is evident that the 
 operation of dredging would be interminable unless arrange- 
 ments be made by means of leading lights whereby the line 
 operated upon may be accurately indicated. To effect this it is 
 proposed to move the present. Lake Lights at A and B., and 
 establish a third light at (C), the location of C being such that 
 the lights C and A when kept in line shall indicate the course of 
 the improved channel, over the long flat from A to D. It is also 
 apparent that C may be so located in the line D A (projected) that 
 the light C ranging with the upper light B, may also indicate the 
 line of operations on the channel B F. It moreover fortunately 
 occurs that the line of the lights A, C, projected towards the Ber- 
 thier channel will clear the shoal point X at the'entrance thereof, 
 
62 
 
 thereby subserving the useful purpose of facilitating the entrance 
 to the Berthier Channel, independent of its essential utility as a 
 Lake light. 
 
 After the dredging operations on the lines A D and B F shall 
 be completed, the deepened cut will be available only in proportion 
 to the accuracy with which the lights A, B, C, shall be stationed ; 
 it will therefore be highly desirable that piers be established at 
 these points as well as at the point D. For the present, however, 
 whilst the lake dredging is confined to the line A, D, a signal 
 station is proposed to be erected on shore at E, by which the line 
 of operations will be regulated. It may be advisable that the 
 success of the lake works be established by experience on the line 
 A D, before the expense of permanent piers at A, B, C, be incurred. 
 
 By the Plan of operations thus proposed the extent of work 
 required to produce a given result will be as follows : 
 
 At present, the ordinary summer level limits the draft of vessels 
 to 11 feet. 
 
 An improvement to the extent of one foot, giving a channel 12 
 feet deep, would be obtained by dredging one foot over a space 
 of about 2 miles in length, and supposing the required width of 
 the channel to be 100 yards, the quantity of soil to be dredged 
 would be about 120,000 cubic yards. 
 
 A further improvement to the extent of one foot giving a chan- 
 nel 13 feet deep, would be obtained by the additional dredging out 
 of one foot over a space 5 miles long, amounting to 200,000 yards. 
 
 Total quantity of dredging, 120,000+200,000=320,000 yards. 
 
 A further improvement to 14 feet water, would be obtained by 
 the additional dredging of one foot over a space of about 6 J 
 miles, amounting to about 280,000 yards. 
 
 Total quantity of dredging 320,000+280,000,^600,000 yards. 
 
 The channel in all cases being presumed to be 100 yards wide. 
 
 It is also necessary to remark that almost simultaneously with 
 the lake work, a small extent of dredging will be required at 
 Lavaltrie the river improvements, however, will be more con- 
 veniently embraced in a separate report. 
 
 I have the honor to be, Sir, 
 
 Your very obedient Servant, 
 
 CHS. ATHEETON, 
 
 Supg. Eng. of the Lake St. Peter Improvements. 
 
63 
 
 Extract from Report of the Board of Works, 1843. 
 LAKE ST. PETER. 
 
 NOTE. This Report appears to have been made by Mr. Killaly. 
 
 Considerable and unforeseen delay has taken place in com- 
 mencing the operations of this important work, the occurrence 
 of which the Board very much regret, and had no reason to have 
 anticipated. As soon as well could be, after the passing of the 
 appropriation for this work " by the Legislature, the Board 
 instructed the engineer appointed for this service to prepare and 
 forward such documents as were necessary to enable them to 
 agree for the several boats, machinery, &c., and without loss of 
 time the contracts were entered into for the construction of most 
 of them. 
 
 These contracts, with a view to ensure expedition, were 
 parcelled out among the most respectable shipbuilders and 
 founders ; but in the prosecution of sundry details, necessary to 
 their completion and outfit, the engineer was induced to make 
 arrangements with other parties, securing thereby, as he con- 
 ceived, their being furnished with the least delay. It, however, 
 turned out otherwise ; mistakes occurred in making the models 
 in the different shops, the parts did not correspond, and a large 
 proportion of the work so prepared was rejected, and had to be 
 re-made at the cost of the contractors. This circumstance, 
 together with the disappointments which usually take place in 
 such expensive outfits, have prevented the dredge and other 
 establishments from being ready early in the year, as the Board 
 were led to expect, and the season is now so far advanced as to 
 render it imprudent in their judgment to attempt more than to 
 test the powers of the several vessels, and prove experimentally 
 in two or three places the nature of the bottom to be dredged, 
 and ascertain with as much certainty as possible the rate at which 
 the work can be made to progress with our own equipment. 
 
 Having thereby ascertained the precise value of the work, the 
 Board would be enabled to engage such other dredging vessels 
 by contract, as the proprietors may be disposed to employ in 
 this service. 
 
64 
 
 Extract of a Letter from Mr. Begley to Mr. Atherton, dated 
 Kingston, 20th October, 1843. 
 
 "I am instructed to acknowledge the receipt of your letter, 
 received here on the 6th instant, and to make the following 
 observations thereon upon points as they arose in the mind of 
 the Board in the course of perusal. 
 
 "The Board conceive, from the very late period to which 
 unfortunately your commencement was protracted,, that the 
 work this season should be extended to very few days more, so 
 that the entire of the vessels may be laid up on or about the 1st 
 November, at Sorel, and the establishment got rid of. The 
 Board, upon receiving your former letter fixing on the line of 
 dredging as considered most advisable by you, were of opinion 
 that from the reason already stated (viz., the lateness of the 
 season) it was impossible with advantage to do more this year 
 than test the several boats', machinery, etc., etc., and also ascer- 
 tain partially, by a few days' dredging, the nature of the bottom 
 and the effect of machinery upon it as to power and quantity in 
 two or three places. This they are most anxious should be done 
 yet, taking care, however, to have the vessels laid up by the 
 time stated ; but as to the line of future operations they are by 
 no means yet informed sufficiently to decide so very important a 
 point, especially as the South Channel appears to them not yet 
 to have received that consideration which the direction of its 
 course and general depth of its water appear to entitle it to. 
 
 "With this feeling, the Board propose, during the interval 
 between the present and the opening of the working season next 
 spring, to collect from all quarters where knowledge of the Lake 
 and other requisites may appear to them to exist, the fullest 
 advice and information, by the general result of which they will 
 be guided in their decision as to the Channel to be adopted." 
 
65 
 
 The following is the correspondence between Mr. 
 Killaly and Captain Bayfield, in January and February, 
 1844, before dredging was regularly begun, also between 
 Captain Douglas and Captain Vaughan : 
 
 Mr. Killaly to Captain Bayfield. 
 [Copy.] 
 
 MONTREAL, 25th January, 1844. 
 SIR, 
 
 The importance to Canada of the results (if favorable) of the 
 operation of an extensive dredging establishment, prepared to be 
 put to work on the opening of navigation on Lake St. Peter, 
 will, I trust, plead my excuse for thus bringing the subject under 
 your consideration, with the view of having the benefit of your 
 opinion thereon. The great weight and respect to which I con- 
 sider that opinion entitled, from your experience and intimate 
 acquaintance with the Lake, as evinced by the very minute 
 Chart made by you, (the perfect accuracy of which is fully con- 
 firmed by the various soundings and observations that from time 
 to time I have had made,) impels me, although not having the 
 honor of your acquaintance, to request that you will take the 
 trouble of communicating to me your views on the subject. 
 
 Fearing accident or delay by post at this season, I have thought 
 it better to send the bearer, Captain Vaughan, down to you 
 specially, as he will be enabled to explain fully to you my own 
 views, as well as the objections which I entertain against those 
 of others. 
 
 I have been informed, whether truly or not I cannot say, that 
 your opinion was adverse to the work, fearing the establishment 
 of a more capacious channel, by facilitating the discharge, would 
 operate injuriously upon the river above. I admit I have 
 approached it not without some hesitation, and I have therefore 
 been very careful in so arranging the expenditure and dimen- 
 sions of the vessels as to render all available on the river, lakes 
 and harbours above Montreal, where much work of this descftp- 
 tion is required, and I also propose proceeding cautiously with 
 the work on the lake, by which I hope to avoid the risk of 
 injuriously affecting the river in the manner alluded to. 
 
 5 
 
66 
 
 In the outset, I find myself differing as to the line of channel 
 with the gentleman to whom was entrusted by my Department, 
 during the past year, the carrying out of the necessary prepara- 
 tions. He proposes to follow the old channel, as marked by a 
 blue line shown on a trace which Mr. Vaughan brings down with 
 him, and which is taken from your chart. This very circuitous 
 course, with more than one bad turn, I conceive, will every year 
 be found more objectionable and dangerous, in proportion as the 
 trade and employment of fast steamers increase. Frequent col- 
 lisions take place annually, and on comparing this channel with 
 the direct one marked on the trace in red, I find the quantity to 
 be removed in the latter, (to obtain, say, a fourteen feet channel,) 
 but little more than what would be necessary in the crooked one. 
 This direct channel, with at present, in low water, about 13 feet, 
 is only obstructed at the upper end, and I am disposed strongly 
 to think that, by removing this obstruction, the set of a larger 
 proportion of the discharge of the river waters directly down it, 
 would tend effectively to keep it open. Should it be found that 
 the discharge is not sufficient to keep open two channels through 
 the lake, I would expect that the circuitous one will be that 
 likely to be affected by deposits, and that by carefully observing 
 the effect of the work, and governing it accordingly as to breadth 
 and depth, that without injuring the navigation above, the great 
 benefit of a perfectly direct channel at all events can be had, 
 whereby risk of collision, cost of lighting and of pilotage, would 
 be materially lessened. From the calculation I have made, how- 
 ever, I am induced to the conclusion that a channel 15 feet in low 
 water may be ultimately obtained; but in such a case as the 
 present, I am far more inclined to judge and be guided by expe- 
 rience obtained during the progress of the work than by any 
 calculation founded on theory. 
 
 The Legislature having decided on the experiment, the ques- 
 tion to which I respectfully solicit your attention, therefore, is 
 as to the channel which, in your judgment, it would *be most 
 expedient to adopt. The plan proposed as to the deposit of 
 execrated stuff, as well as the line in which it is to be laid down, 
 (see trace,) I am also disposed to differ from. Forming, as it 
 would do, a kind of pier or bar, and extending more than one- 
 third across the lake, I conceive it would create a new direction 
 
67 
 
 of the current immediately; that this would at once affect the 
 channel, and throw it by another bend more towards the north 
 shore. From the present current and prevailing winds, the 
 deposit appears to take place on the south shore, catching on all 
 the jutting points. The effect which would be produced on this 
 inclination to deposit, by the bar already alluded to, and found 
 by the excavation, is obvious, I conceive. 
 
 As stated, my idea would be, first, to obtain a direct channel 
 of moderate breadth, and 12 feet depth throughout, and subse- 
 quently to be governed, in adding to its depth and breadth, by 
 circumstances. The facility that exists for directing a column of 
 water from two or three oT the present channels into the new one 
 is, I think, also much in favor of adopting the straight channel. 
 
 Since I have formed my own opinion on this subject, I have 
 taken much pains to collect those of the pilots and others 
 acquainted with the lake, the greater number of whom appear, 
 as far as I can learn, to support the conclusion I have come to; 
 but I feel most sensibly the importance of having the benefit of 
 your science and practice upon this most interesting subject. I 
 have not considered it necessary to go more into detail, as Capt. 
 Yaughan can fully explain my views, and from his intelligence 
 and long acquaintance with the lake, I consider his opinion 
 highly deserving of attention. 
 
 I beg to subscribe myself, Sir, 
 
 With esteem, your obdt. servt., * 
 
 H. H. KILLALY. 
 
 Captain Bayfield, 
 
 &c., &c., &c. 
 
 Captain Bayfield to Mr. Killaly. 
 [Copy.] 
 
 CHARLOTTETOWN, PRINCE EDWARD ISLAND, 
 
 12th February, 1844. 
 SIR, 
 
 I have received your letter of the 20th January, by Captain 
 Vaughan, whose early departure to-morrow morning, (that he 
 may avail himself of the mail, the only conveyance across the 
 
68 
 
 Strait), leaves me but little time to give you the opinion which 
 you have done me the honor to request. But although my writ- 
 ten communication must thus be necessarily brief, yet I have 
 explained my views fully to Captain Yaughan, and feel that I 
 can rely on his intelligence to explain them to you on his return. 
 
 Indeed, I agree so nearly with the views which you have com- 
 municated to me in your letter, that there remains little more to 
 do than to express my concurrence therein. 
 
 My opinion has never been decidedly adverse to the attempt 
 to deepen Lake St. Peter, as you have been informed ; but I have 
 always viewed it, and still do view it, as a work of too great 
 magnitude, importance and difficulty, to be lightly undertaken, 
 or proceeded in without all the cautious regard to the effect of 
 the work as it proceeds, on the navigation of the river, above, 
 and otherwise, which you have so well expressed. 
 
 I quite agree with you that the old channel shown by the blue 
 line in the trace, should be abandoned and the attempt made in 
 the direction indicated by the red line, because it would only 
 require about two nautical miles of excavation in the upper part 
 of the proposed channel to give it a depth of from 12 to 13 feet 
 at ordinary low water, if the depth has not diminished since our 
 last survey ; and even if the advantage gained should be limited 
 to the attainment of a depth of 12 or 13 feet in a direct instead 
 of a circuitous channel, the benefit to the navigation would, I 
 conceive, be very great. But it would require no less than five 
 miles of cutting by the old route, and nine miles by the proposed 
 new and direct channel, to obtain a depth of 14 or 15 feet, either 
 of which, I confess, appears to me a herculean task. Whether, 
 if it were performed, the channel would not be constantly filling 
 up with mud and sand, is a question which experience only could 
 answer. Much will depend on the practicability or otherwise, of 
 diverting any considerable portion of the main stream from the 
 old and circuitous, into the new and direct channel ; for there is 
 little doubt, I think, that if a current can be formed, it vtill tend 
 to keep the channel open for some distance down, although it 
 might cause a deposit lower down the lake, which might have to 
 be, from time to time, removed. 
 
 The plan proposed for the deposit of the excavation stuff, as 
 shown in blue on the trace, is, I think, very objectionable. It 
 
69 
 
 would, without doubt, direct the current over to the northward 
 so as to form a new bend in the channel. I conceive that the 
 deposit should be made parallel to the south shore of the lake, 
 below the River St. Frangois, and as close in shore as possible. 
 
 The smaller channels between the islands of Lake St. Peter 
 appear to be in progress of filling up, and as it is desirable to 
 direct as much water as possible into one main channel, I con- 
 ceive it would be desirable to assist that process ; but on this 
 -and minor other points, I must, for want of time, refer you to 
 Captain Vaughan for my opinion. 
 
 He will also explain to you the route which I think should be 
 adopted so as to pass the dangerous shoals at the foot of the lake, 
 of which I have sent you a trace. 
 
 You are, no doubt, aware that there is very little more water 
 over the bar of Lavaltrie than over the flats of Lake St. Peter. 
 The obstruction consists of large stones embedded in clay, but is 
 of small extent in comparison. I am, however, in hopes that 
 this may be avoided altogether, by following a narrow but deep 
 and direct channel close along the north shore, from Lanoraie 
 up to Lavaltrie, passing between Lavaltrie Island and the main, 
 as will be explained to you by Captain Yaughan, and as shown 
 in the trace copy of the original survey which we have hastily 
 made for your information. 
 
 I send, for your acceptance, three of the approved sheets of 
 our survey of the St. Lawrence, from Montreal downwards. 
 They have been so reduced in scale as to be of comparatively 
 little use in many parts, but they may serve to give a general 
 idea of the channels and shoals; and if you should wish a trace 
 of any part of the river on a larger scale, I should have much 
 pleasure in sending it to you. 
 
 Believe me to remain, 
 
 Sir, 
 With much esteem, your obd't. servant, 
 
 (Signed) HENRY W. BAYFIELD, Capt., 
 
 Surveying the Gulf of St. Lawrence. 
 
 To Hamilton H. Killaly, 
 
 Chairman Board of Works. 
 Canada. 
 
70 
 
 Captain Douglas to Captain Vaughan. 
 
 STEAMER "UNICORN," 
 HALIFAX, February 17th, 1844. 
 
 My DEAR VAUGHAN, 
 
 According to your request, I lose no time in giving you my 
 views on the question of cutting a straight channel through the 
 Lake St. Peter, as shown by tracing copy of Captain Bayfield's 
 survey. I was with the " G-ulnare," and under the command of 
 Captain Bayfield, R.N., when that survey was in progression, and 
 subsequently in command of a steamer (the "Canada") for nine 
 years, and was always of opinion that the present contemplated 
 cut, as shown in tracing copy from Captain Bayfield's survey, as 
 marked in red ink, was the only one that would give a satisfac- 
 tory result, and I have no hesitation in recording now my 
 unchanged sentiments on that subject. 
 
 And remain, dear Vaughan, 
 
 Yours very faithfully, 
 
 (Signed,) WALTEE DOUGLAS. 
 
 The following is the correspondence between Mr. Kil- 
 laly and Captain Bayfield and others during the progress 
 of the dredging in the straight channel, and the Governor- 
 General's reply to the address of the Corporation of Mon- 
 treal : 
 
 Captain Bayfield to Mr. Killaly.. 
 [Copy.] 
 
 " GULNARE," AT CflARLOTTETOWN, P.E.I., 
 
 1st June, 1844. 
 DEAR SIR, 
 
 I beg to transmit to you a copy of a letter which I have just 
 received from Captain Beaufort, the hydrographer, in which he 
 expresses his own opinion and suggestions respecting Lake St. 
 
71 
 
 Peter, as well as those of J. M. Rend el. They do not differ much, 
 if at all, from your views or mine, but thinking, nevertheless, 
 they might interest you, I send them by post. 
 
 Copy of Captain Beaufort's Letter. 
 
 "DEAR CAPTAIN BATFIELD, 
 
 " I sit down to answer your letters of the 9th and 26th April, 
 and though the latter concerns more immediately my great work, 
 yet the former is of such leading interest that I might begin by 
 Lake St. Peter. 
 
 "A civil engineer of considerable eminence, J. M. Rendel, 
 came in whilst I was reading it, and we have discussed the affair 
 with all the earnestness due to an operation so generous and 
 praiseworthy in the conception, and so big with future import- 
 ance in its issue. 
 
 " It is obvious that the cause of the channel taking a northerly 
 twist, is the action of the two rivers Yamaska and St. Francis; 
 that the first impression on the mind is, adhere to that channel, 
 act in concert with Dame Nature, and she will assist you. But 
 on further reflection, he and I are convinced that the safe and 
 sure process will be to make an artificial groin, from the point A 
 in the direction of the south channel, so as to direct the streams 
 of the two rivers above mentioned and the main stream into it. 
 This groin he proposes to form by a few piles from the adjacent 
 woods, by wattling, if requisite, and by depositing there all the 
 heavy part of the materials which you dredge up. To divert 
 still more effectually the water from the alien channels it has 
 taken between the islands, some attempt might be made to 
 deposit mud, &c., in their necks, and if that is not practicable, 
 the streams of some of those channels might be deflected towards 
 the new channel by groins similar to the above one, as at B and 
 0, &c. 
 
 " After your groins are formed by the product of the dredging 
 machine, he would urge you to dredge no more,' but to rake, and 
 to leave the current to carry off the silt thus loosened and stirred 
 up. The rake has been tried with very happy effects at Liver- 
 pool, where an 11-feet channel has been partly formed and sue- 
 
72 
 
 ccssfully preserved by that instrument.' That employed by 
 Captain Denham, and now used by Mr. Lord, is like an iron har- 
 row, but Mr. Eendel thinks a chequered chain, one with deep 
 teeth at every intersection, would take the lie of the ground 
 better and work better, but this will be a matter of experiment. 
 The enterprise cannot be in better hands than in Mr. Killaly's, 
 and I shall be very much obliged by your telling me, from time 
 to time, about his proceedings, and, I trust, about his success. I 
 take it for granted that he will try his tools and initiate his work- 
 men upon the upper bar of Lavaltrie, before he attacks the lake, 
 and if the distance be not too great for the dredging tug, it would 
 be a good plan to throw what is brought up between the islands, 
 and thus strangle some of those channels. 
 
 " If I can be of any use to Mr. Killaly, in procuring either 
 books or opinions, pray tell me. 
 
 " Very truly yours, 
 (Signed) 
 
 J. BEAUFOET." 
 
 I am in too great haste to comment upon Mr. Beaufort's letter, 
 but I trust you will have the kindness to enable me to tell him 
 of your proceedings from time to time, as he wishes, and I unite 
 with him in wishing you every success. You will not, I hope, 
 hesitate in availing yourself of the offer contained in the last 
 paragraph of his letter, if it can be of any use to you. 
 
 Believe me, dear Sir, 
 
 Yours very truly, 
 
 (Signed) HENEY W. BAYFIBLD. 
 
 To the Honble. H. H. Killaly, 
 &c., &c., &c. 
 
 Mr. Killaly to Captain Bayfield. 
 
 BOARD or WORKS OFFICE, 
 MONTREAL, 27th November, 1844. 
 DEAR SIR, 
 
 Very many thanks for your kind letter of the 1st June last, 
 and I would beg you to believe I am duly sensible of your valu- 
 
73 
 
 able communications upon the subject of that (now to me) most 
 interesting work, the effecting of a direct channel through Lake 
 St. Peter, with an increased depth of water. I fear you must 
 have set me down as undeserving of the trouble my letters 
 respecting it had put you to from my long silence, but the fact 
 is I deferred from day to day writing to you until I could give 
 you, not opinions, but a statement of facts, and communicate to 
 you the result of our season's operations. I was the more anxious 
 to do this, as no doubt, 011 Captain Douglas' return from this 
 quarter of the country, he made you acquainted with the diver- 
 sity of opinions which prevails here, respecting, first, the possi- 
 bility of effecting anything ; secondly, the extent of the probable 
 improvement ; and, thirdly, the propriety of the course adopted. 
 For my part I was perfectly satisfied, after much thought, that 
 whatever is to be accomplished must be in the straight channel, 
 and that the obtaining of a moderately increased depth of water, 
 and of a direct course instead of the present very crooked one, 
 were advantages certain to be derived from and sufficient to 
 justify the experiment. I have not been so presumptuous as to 
 declare to what extent an increase of depth can be obtained, and 
 I have taken good care that the outfit, (which constitutes three- 
 fourths of the past expenditure,) is such as to b applicable to the 
 improvement of .the several portions of the upper navigation, 
 and of the harbours on the lakes which require it. From the 
 very nature and magnitude of the work, practical men would be 
 cautious and slow in coming to a decision, but in such cases, 
 where, as I conceive, experiments in conjunction with theory and 
 science, must be resorted to, before any final and satisfactory 
 conclusion can be arrived at, were they to be deterred from hav- 
 ing any recourse to it by unfavourable predictions, always plenti- 
 ful on such occasions, and often emanating from very ill-informed 
 sources, many of our noblest existing works would never have 
 had being. 
 
 Under all circumstances, you will easily imagine my gratifica- 
 tion, I will say ease of mind, at having my own views sanctioned 
 and strengthened by the scientific and practical observation of 
 such men as Captain Beaufort, Mr. Eendel and yourself. 
 
 In a country situated as this is, no work can be embarked in 
 without affecting directly the individual interests of several, and 
 
74 
 
 holding the position I do, I have much opposition and misrepre- 
 sentation accordingly to encounter. In the present instance all 
 the proprietors of barges for the lightening of the vessels up to 
 and down from Montreal, the steam-tug proprietor, some of the 
 pilots, but especially the Quebec interests, are " at war to the 
 knife" with the project of effecting the channel. They will, no 
 doubt, endeavour, during the approaching session of the Legis- 
 lature, to throw every obstacle in the way they possibly can, and 
 I am sorry to say the opinions of Captain Boxer, much too freely 
 given, (in my judgment,) after a very cursory examination, en 
 passant, without any previous knowledge of the lake, its channels, 
 directions of its currents, their rates, the influence of the rivers 
 discharging into it, &c., &c., will appear to give weight to the 
 views of those who oppose the project. Whatever Captain Boxer's 
 merits may have been before Acre or in such service, (and I dis- 
 pute them not), they do not, in my estimation, entitle his 
 opinions, formed so hastily, and without any previous detailed or 
 personal information, upon a question involving so much scien- 
 tific as well as practical knowledge, to pass current. The station 
 and acquirements of Captain Beaufort and Mr. Rendel, impress 
 at once a standard value upon their suggestions and opinions, and 
 I assure you, on reading the portion of Captain Beaufort's com- 
 munication, quoted in your letter, I felt proud and happy at find- 
 ing the course I have taken so much in accordance with their 
 views. 
 
 J have ever been an advocate for following and acting in con- 
 cert with "Dame Nature," especially in water operations ; it was 
 not, therefore, without a great deal of consideration that I took 
 the direct South Channel. I need scarcely repeat to you the 
 reasons for so doing. The power of diverting such a mass of 
 water down it its being capable of being easily made perfectly 
 straight the only obstructions in it being at the head, where we 
 can bring the force of the St. Lawrence directly to bear on them, 
 the great facility of our working in it, compared with the pre- 
 sent circuitous channel used by the trade, in which our vessels, 
 leading chains, mooring cables, buoys, anchors, attendant lighters 
 and tenders would be constantly in the way or getting foul of the 
 vessels passing at all hours. The same reasons, or very nearly 
 so, appear to have weighed with you and Captain Beaufort, in 
 
75 
 
 coming to the same decision as to the channel to be taken. The 
 results of our operations this year are so satisfactory, and so much 
 beyond what I had calculated on, that I do not hesitate to express 
 to you my conviction that success is certain and will be speedy. 
 I send herewith a section shewing the state of the work at the 
 commencement and termination of the past season. It is formed 
 from soundings taken most carefully by Captain Yaughan, our 
 superintendent of the work, in connection with Captain Eayside, 
 the Harbour Master and Chief Officer of the Trinity Board of 
 this city. Of the experience and capabilities of both these gentle- 
 men, you are, I believe, fully aware. The soundings were taken 
 on the 19th of the present month, on a calm day, and with a pole 
 marked into feet and inches. As the bank stands at its original 
 height on each side the channel, and the depths in it speak for 
 themselves, there can be no mistake whatever in the matter. 
 
 Our apparatus in the commencement of the season was defi- 
 cient in several respects ; so much so, that, from the many un- 
 avoidable interruptions, I consider we in reality worked not 
 much more than half a season ; yet the results, I am sure, you 
 will consider far greater than you would have calculated upon. 
 By taking the most moderate measurement of the quantity which 
 has disappeared, and comparing it with that which the united 
 loads of the number of barges discharged daily, during the work- 
 ing season, (and of which a regular log was kept,) would give, it 
 is certain, that the quantity carried off by the current is equal to 
 that absolutely lifted. The current has obviously and seriously 
 been increased. On commencing work a man sculled across the 
 channel easily with one hand. It now requires stiff pulling to 
 get across it without drifting much. Most of the rafts which 
 used to be carried round the North Channel, are now brought 
 down the direct one by the strength of current, much to our an- 
 noyance, carrying away our moorings, getting foul of our ves- 
 sels, &c., &c. The original buoys we put down to mark our lo- 
 cale, and which floated well up, are now under water from the 
 same cause. 
 
 Not only had the dams and the groins,, suggested in Capt. Beau- 
 fort's letter and referred to in that I had the pleasure of receiv- 
 ing previously from you, been decided on, but the mode of their 
 construction. I had directed that the piles should be cut away 
 
at low water, or a foot under it, so that the Eiver, on the " break 
 up," would float the ice over them, and I had instructed Capt. 
 Yaughan to have "wattled on" among these piles, trees (branches 
 and all.) The stuff excavated has also been deposited,, according 
 to Capt. Beaufort's idea, namely, in stopping up the mouths of 
 the alien Channels, the result of which the greatly increased cur- 
 rent in the direct channel fully shows; and to the effect of a rake 
 which I have had briskly at work, I attribute the disappearance 
 of so great a mass of stuff beyond that actually taken up. The 
 chain harrow of Mr. Eendel is a good idea. The one we use as- 
 similates to it much, as, from being in joints, it accommodates it- 
 self to the irregularities of the bottom. The dredges left a num- 
 ber of ribs in the bottom of the channel of from 1 ft. 6 in. to 2 ft. 6 in. 
 in height, which the rake has prostrated. So far as I can form an 
 opinion the nature of the stuff is of a fortunate consistency. Suf- 
 ficiently tenacious not to threaten silting up, and yet capable of 
 being raked up and carried off by the stream. 
 
 You are aware that the ice on the great surface of the lake be- 
 comes grounded on the shoals, I expect much to be effected by 
 this operation also, as the passage of a large portion of the waters 
 of this vast river, instead of being diverted as heretofore into sev- 
 eral small and crooked channels, will take place down the new 
 and straight one, and I calculate therefore that considerable un- 
 der-cutting will take place. This, I have observed, occurs in the 
 several second class rivers in the Province, wherever the bottom 
 is not rock. The main groin, to throw the united volume di- 
 rectly down the new channel, we cannot complete until the chan- 
 nel is available to the trade. 
 
 When the channel is created, my idea is to construct at each 
 end an isolated substantial pier, with a light-house on each. 
 These, together with the straightness of its course, will enable it 
 to be used at all times, and I have no doubt the constant passage 
 of the steam vessels will much aid the stream in the keeping 
 clear and dressing of the channel. 
 
 Our outfit consists of two steam dredges with two engines and 
 one chain of buckets each, working in the centre of the boats J 
 also two steam-tug vessels ; one of these is employed constantly 
 at the scows, in which the other only assists, but when not so 
 employed she works the rake. I am inclined to believe that we 
 
77 
 
 may be compelled to get a third, for if the dredges work as well 
 next season as .they did towards the conclusion of the past one, 
 the services of the two tug-boats would be required at the scows. 
 We have but one rake, but I will have another made this winter, 
 there being many days during the season when, from the rough- 
 ness of the lake, the dredges cannot work, but the rakes could be 
 used to advantage. The discharging scows, fuel and attendant 
 lighters compose the remainder of our squadron. 
 
 I will now hazard, for your consideration, my ideas generally 
 upon the lake, and the reasons which induce me strongly to 
 entertain the impression that when the channel is once opened 
 it will continue. 
 
 I agree fully with Capt. Beaufort and Mr. Rendel, " that the 
 " obvious cause of the present l Northerly ' twisted channel has 
 " been the effect of the action of the two rivers, the Yamaska 
 " and St. Francis," but as the course of this channel is not that 
 which the resolution of the respective forces of those two rivers 
 combined would, under ordinary circumstances, have been able 
 to establish, so much is it across the line of the greater stream of 
 the south branches of the St. Lawrence ; and keeping in view 
 the fact of the existence of the comparative wide and deep direct 
 channel from the east end of the lake up to the confluence of 
 those rivers, I am disposed to consider that, at a former period, 
 both the north crooked channel and the south direct one existed 
 the former kept open chiefly by the stream of the St. Lawrence 
 passing through the islands ; but that the main channel was the 
 direct one, and that its waters being diverted or turned off into 
 the former, which they now follow, was owing to the effects 
 probably of an unusually heavy and early "break up" of the 
 Yamaska and St. Francis for two or more successive springs. 
 The sources of these rivers are very much south of those of the 
 St. Lawrence, and consequently every season the break up of 
 their frozen surfaces takes place many days before that of the 
 St. Lawrence. I imagine that the effects of some such unusually 
 heavy and premature " breaks up " anticipated the ordinary 
 working of the St. Lawrence and created the nucleus of what is 
 now the outer St. Francis Bank ; that this was added to subse- 
 quently by the St. Lawrence and served as it were as a groin, 
 and caused the waters of the south channels of the St. Lawrence 
 
78 
 
 to glance off into the north channel. Those waters having taken 
 that direction, their operation was to increase the bank, which 
 bank, with the portions called the March Islands, etc., now form 
 a barrier to, and throw the waters of the Yamaska and S[t. Fran- 
 cis down the lake, parallel with the shore. From my own obser- 
 vation and the best information I have been able to collect, I do 
 not find that these lesser rivers are in the present day able to 
 carry the debris, etc., out into the lake for any distance, on the 
 contrary, all the trees, etc., which are annually brought down by 
 them are lodged parallel with the south shore and at no great 
 distance from it ; that the operations of these rivers do not extend 
 far out into the lake is, to my mind, also clear from the fact of 
 the direct south channel continuing for thirty years to which 
 period the experience of my informants extends without the 
 slightest evidence of having shallowed or silted up in any way, 
 notwithstanding the disadvantage it labors under of being 
 dammed across at the up-stream end, and its current therefore 
 acting through it as a scour, so far from being any evidence of 
 this channel having shallowed, it continues precisely, as to depth, 
 direction, width, etc., as laid down in your admirable chart taken 
 in 1830, I believe, except that, at the upper end- of it, the current 
 of the St. Lawrence has since that period evidently acted on the 
 bank, by eating away the head of it and forcing a deep-water 
 channel again down in the straight line for several hundred 
 yards. This being the case, we may be fairly said to bo acting 
 with Dame Nature in cutting through the impediment which 
 was, as I conceive, temporarily thrown across the head of the 
 direct channel. 
 
 In many parts of this Province, especially as connected with 
 the waters of it, are indications of there having been, at no 
 very distant day, forces in operation which do not now exist, 
 or if they do in a very limited degree enormous valleys 
 and ravines worked out where there is not a particle of water 
 now to effect it, the heights and beds of rivers totally changed, etc. 
 
 Near the commencement of this direct channel we have pretty 
 much stopped a large crooked one of several hundred feet in 
 length, which wound to the southward, by the deposit of our * 
 excavation ; its original depth of from fifteen to twenty feet we 
 have in great part reduced to seven or eight. 
 
79 
 
 The winter will be disposed of in sundry alterations in the 
 details of our vessels and in constructing some groins, etc. On 
 the break-up, I will most carefully sound the channel, and I am 
 sanguine in expecting to find it deepened by the undercutting of 
 the current. I will acquaint you fully with the result of the 
 examination, and will take the liberty of keeping you apprised, 
 from time to time, of our progress and prospects. 
 
 I had intended writing to Capt. Beaufort, to express my 
 sense of his kindness, and to give him a general statement much 
 like the foregoing, but the "yarn" is so much longer than I 
 intended to have spun on commencing, and our parliament having 
 assembled, at which I will be very much occupied, I came to the 
 conclusion of sending him a copy of this, in which I trust you 
 will see no objection. Portions of it, no doubt, will be considered 
 irrelevant; but I could not well curtail it without writing it 
 afresh. 
 
 Yours, with much esteem, 
 
 Very truly and obliged. 
 
 (Signed) H. H. KILLALY. 
 
 Captain Becker to Mr. Killaly. 
 [Copy.] 
 
 ADMIRALTY, 1st March, 1845. 
 
 SIR, 
 
 In consequence of Capt. Beaufort's being prevented by a cold 
 from attending to the immediate duties of his office, I am 
 requested by him to express his thanks to you for your letter of 
 the 21st January and its enclosure, relating to the very interest- 
 ing experiment in which you are engaged, of forming a ship 
 canal through Lake St. Peter. Of the method which you have 
 so wisely adopted he has expressed his full approval, and it is 
 with pleasure that I have to add to this letter the copy of one to 
 him from Mr. Rendel, the Engineer, expressing his full concur- 
 rence in the soundness of the plan you are pursuing. You inform 
 him of your intention of communicating to him from time to 
 time the progress and result of your operations, and I am to 
 assure you that he will look forward to your communications 
 with much interest. And wishing you heartily that every sue- 
 
80 
 
 cess may attend your operations in a scheme which has been 
 planned with so much wisdom, and carried on with so much skill. 
 
 I am, sir, your obd't. servant, 
 
 A. B. BECHEE, 
 
 Commander, E. IS". 
 To Hon. H. H. Killaly, &c., &c., &c. 
 
 Mr. Eendel to Captain Beaufort. 
 
 [Copy.] 
 
 16th February, 1845. 
 MY DEAR SIR, 
 
 I have read the papers, (which I return,) with much interest. 
 I have no doubt whatever that the completion of the groins and 
 turn waters, now in course of construction, will not. only have 
 the effect of permanently maintaining the new or rather restor- 
 ing the old channel, but will also materially aid the process of 
 deepening, particularly in the winter season. 
 
 You may at all times command any information I possess in 
 matters of this kind, so pray use me without any scruple. 
 
 I am, &c., &c., 
 
 JAS, M. EENDEL. 
 To Captain Beaufort, E.N. 
 
 Captain Bayfield to Mr. Killaly. 
 [COPY.] 
 
 DORSET PLACE SQUARE, 
 
 London, 3rd March, 1845. 
 DEAR SIR, 
 
 I have not time to do more, this mail, than offer you my 
 thanks for your note of the 21st January, and the very interest- 
 ing documents that accompanied it. I will write more at length 
 if I can find time, next mail; but if I should not, you will never- 
 theless, I trust, not doubt the interest which I feel in the success 
 of the work which you are conducting with so much prudence, 
 and yet with such skill and energy. 
 
 The facts you have stated to me, and which, together with the 
 accompanying plans and sections, prove the success of the experi- 
 
81 
 
 ment thus far, were rendered doubly interesting to me, because 
 I had, on the first January, been called upon by the Admiralty 
 to report fully upon the subject of deepening Lake St. Peter, in 
 consequence of a communication from Capt. Boxer to their Lord- 
 ships, in which he 'decried the work in unmeasured terms. 
 
 My opinion of the work, its utility and its practicability, the 
 direction in which the attempt should be made, the preference 
 of the new and straight over the old and crooked channel, and 
 lastly, respecting the mode in which the work was carrying on 
 were all directly opposed to his, and therefore I was much pleased 
 to find myself borne out by your most gratifying account of the 
 result of the operations of the first season. 
 
 I shall be up, (God willing,) to Quebec and Montreal in the 
 Gulnare next July or August, to measure the meridian distance 
 more accurately, and I am ordered to report to the Admiralty 
 on the information I can obtain, and shall of course have the 
 pleasure of putting myself in communication with you. 
 
 Captain Beaufort has written to you, he tells me. 
 
 Excuse haste, and believe me, 
 Dear Sir, 
 
 With much esteem, 
 Very truly yours, 
 
 (Signed,) HENKY W. BAYFIELD. 
 
 The Honorable H. H. Killaly, 
 &c., &c,, &c. 
 
 Lake St. Peter. 
 
 The following is the reply of His Excellency the Governor- 
 General to the address of the Corporation of Montreal, on the 
 subject of the deepening of Lake St. Peter : 
 
 MR. MAYOR AND GENTLEMEN, 
 
 It gives me great satisfaction to receive your valuable and 
 interesting address. 
 
 I entirely concur with you in estimating the natural advan- 
 
 6 
 
82 
 
 tages of the great route of internal navigation by the River St. 
 Lawrence; and improved as this has been by the magnificent 
 canals now opened, I cannot doubt but that at a very early 
 period, and under a free and liberal system of Navigation Laws, 
 the superiority of this route over all others communicating 
 from the sea to the interior of North America will be univer- 
 sally and practically admitted. 
 
 I do not hesitate to express my opinion that it would not be 
 worthy of a community which has done so much to make the 
 great river of Canada available for navigation, to permit itself to 
 be stayed in its progress by the few difficulties remaining to be 
 overcome before that navigation is perfect or to allow heavy 
 burthens on trade to continue, when these can be obviated by 
 further outlay, the amount of which, under its most unfavourable 
 aspect, must be inconsiderable as compared with its certain 
 advantages. 
 
 Entertaining these opinions, I can the more freely say that 
 you should not be discouraged by the temporary fiscal difficul- 
 ties which prevent present exertion in the way of public 
 improvement. The depression attending the present extra- 
 ordinary crisis has been felt heavily in Canada, but not so as 
 compared with the condition of most other countries, while the 
 profound internal tranquillity enjoyed in the Province is having 
 its effect in restoring public credit, and in opening a prospect 
 for the future, which seems to me fair and bright, beyond all 
 former precedent. 
 
 I assure you that on the important subject of your address, as 
 well as on all others aiming at the improvement of the country 
 and the restoration and advance of its commercial prosperity, 
 you may rely upon my constant and zealous co-operation. 
 
 The following are extracts from the reports of the 
 Board of Works, reports of Parliamentary debates, reports 
 of Commissioners of Inquiry, &c., made during the pro- 
 gress of the work : 
 
83 
 Extract from the Report of the Board of Works. 
 
 MONTREAL, December, 1844. 
 LAKE ST. PETER. 
 
 NOTE. From references in this report, it appears to have been made by Mr. Killaly. 
 
 The progress made during the last season towards the effecting 
 of a direct channel through the lake, with an increased depth of 
 water, has been highly satisfactory, and far greater than was 
 expected. The operations of next year, I feel confident, will set 
 at rest the vexed question as to the possibility of effecting this 
 improvement. Being fully aware of the doubts which were enter- 
 tained respecting it, and looking upon it to be one of those works, 
 the success of which can be satisfactorily determined only by 
 experiment, I took the precaution, long before the work was com- 
 menced, of sending a full statement of my views upon the subject, 
 formed after having given it the deepest consideration in my 
 power, to Captain Bayfield, whose science and intimate knowledge 
 of the lake, with its shoals, channels, currents, &c., justly entitle 
 his opinion to be received with the greatest confidence and respect. 
 I am happy to have it in my power to state, that that officer, duly 
 impressed with the great magnitude, importance and difficulty of 
 the work, and without advancing any opinion for or against the 
 practicability of the undertaking further than " that there is quite 
 sufficient ground of hope to justify the interesting experiment," 
 fully agrees with me as to the course that should be taken. He 
 was pleased to say, " I agree so nearly with the views which you 
 " have communicated to me in your letter, that there remains little 
 " more to do than to express my concurrence therein." I was also 
 desirous of obtaining the opinions of Captain Douglas, of the Uni- 
 corn, which are thus recorded by himself: "I was with the Griil- 
 " nare and under the command of Captain Bayfield, E. N., when 
 " the survey of the lake was in progress and subsequently in com- 
 " mand of a steamer (the Canada) for nine years, and was always 
 " of opinion that the present contemplated cut, (the direct one), 
 " was the only one that would give a satisfactory result, and I 
 " have now no hesitation in recording my unchanged sentiments 
 " on that subject." The interest taken by Captain Bayfield in the 
 
84 
 
 undertaking, led him to communicate with Captain Beaufort, the 
 Government hydrographer, on the subject, by which the benefit 
 of that gentleman's opinion has also been obtained. Captain 
 Beaufort states that while reading Captain Bayfield's letter, "a 
 " civil engineer of considerable eminence, J. M. Rehdel, Esq.,'' 
 entered, and that they discussed the affair " with all the earnest- 
 " ness due to an operation so generous and praiseworthy in the 
 "conception, and so big with future advantages in its issue," 
 the result of their deliberation he states to be, that the straight 
 channel should be adopted, the shoal at the head of it to be 
 dredged and the channel generally deepened by the use of rakes ? 
 and that by means of " groins," formed of piles, interlaced with 
 large brush, with the excavated stuff deposited around them, the 
 waters of the several " alien channels " should be turned into the 
 direct course as much as possible. Among other practical and 
 pertinent observations, Captain Beaufort states that the " rake 
 has been tried with very happy effect " as well in the forming as 
 in the successful preservation of channels. 
 
 In proportion as I had to contend with preconceived ideas and 
 mis-statements was I gratified at finding my opinion supported 
 by such high authority as the foregoing, and as it is necessary 
 that the plan of operations adopted should be fully stated, I take 
 the liberty of here giving two or three extracts from a communi- 
 cation I lately had the honor to make to Captain Bayfield on the 
 subject, which explain at large the principles on which the selec- 
 tion of the channel and the course of proceedings were governed. 
 
 " For my part I was perfectly satisfied, after much thought, that 
 11 whatever is to be accomplished must be in the straight channel, 
 " and that the obtaining of a moderately increased depth of water 
 " and of a direct course instead of the present very crooked one, 
 " were advantages certain to be derived from, and sufficient to 
 " justify the experiment. I have not been so presumptuous as to 
 " predict to what an extent an increase of depth can be obtained, 
 " and I have taken good care that the outfit, (which constitutes 
 " three-fourths of the expenditure up to the present time,') is such as to 
 " be applicable to the improvement of the several portions of the 
 " upper navigation and of the harbours on the lakes, which so 
 " much require it. From the very nature and magnitude of the 
 " work, practical men would be cautious and slow in coming to a 
 
85 
 
 " decision, but in such cases where, as I conceive, experiment in 
 '* conjunction with theory and science must be resorted to before 
 " any final and satisfactory conclusion can be arrived at, were 
 " they deterred from having recourse to it by unfavorable pre- 
 " dictions, always plentiful on such occasions, and as often emi- 
 " nating from very ill-informed sources, many of our noblest 
 " existing works would never have had being." 
 
 Again " I have ever been an advocate for following and acting 
 " in concert with "Dame Nature" especially in water operations, 
 " it was not therefore without a great deal of consideration that 
 " I took the direct south channel. I need scarcely repeat to you 
 " the reasons for so doing ; the power of diverting such a mass of 
 " water down it, its being capable of being made perfectly 
 " straight, the risk of collision being thereby much lessened, the 
 " only obstructions in it being at the head where we can bring 
 " the force of the St. Lawrence directly to bear on them the 
 "great facility of our working in it, compared with the present 
 " circuitous channel used by the trade, in which our vessels, lead- 
 " ing chains, mooring cables, buoys, anchors, attendant lighters 
 " and tenders would be constantly in the way of and getting foul 
 " of the vessels passing at all hours." 
 
 " The results of our operations this year are so satisfactory, 
 " and so far beyond what I had calculated on, that I do not hesi- 
 " tate to express to you my conviction that success is certain and 
 " will be speedy. I send herewith a section shewing the state of 
 " the work at the commencement and termination of the past 
 " season. It is formed from soundings taken most carefully 
 " by Captain Yaughan, our Superintendent of the work, in con- 
 junction with Captain Rayside, the Harbour Master and chief 
 " officer of the Trinity Board of this city. Of the experience and 
 " capability of both these gentlemen, you are, I believe, fully 
 " aware. The soundings were taken on the 19th of the present 
 " month, on a calm day, and with a pole marked into feet and 
 " inches. 
 
 11 Our machinery, at the commencement of the season, was 
 " deficient in several respects, so much so, that from the many 
 " unavoidable interruptions, I consider we in reality worked not 
 " much more than half the season ; yet the results, I am sure, you 
 u will consider far greater than you could have calculated upon. 
 
" By taking the most moderate measurement of the quantity of 
 " stuff which has disappeared, and comparing it with that which 
 " the united loads of the number of barges discharged daily dur- 
 " ing the season, (and of which a regular log was kept,) would 
 " give, it is certain that the quantity carried off by the current is 
 " equal at least to that absolutely lifted. The current has obvi- 
 " ously and seriously been increased ; on commencing, a man could 
 " scull across the channel easily with one hand, it now requires 
 " stiff pulling to get across it without drifting much. The origi- 
 " nal buoys we put down to mark our local, and which floated 
 " well up, are now kept under water from the strength of the 
 " current. ~Not only had the dams and groins, suggested in Cap- 
 " tain Beaufort's letter, and referred to in that I had the pleasure 
 " of receiving previously from you, been decided upon, but the 
 " mode of their construction. I had directed that the piles should 
 " be cut away at low water or a foot under it, so that the river on 
 " the " break up " would float the ice over them, and I had 
 " instructed Captain Yaughan to have " wattled in " amqng these 
 " piles, trees with their branches. The stuff excavated has also 
 " been deposited according to Captain Beaufort's idea, namely, 
 " in stopping up the mouths of the alien channels ; the result of 
 " which the greatly increased current in the direct channel fully 
 "shows, and to the effects of a rake, which I have had briskly at 
 " work, I attribute very much the disappearance of so great a 
 " mass of stuff beyond that actually taken up. So far as I can 
 " form an opinion, the nature of the stuff is of a fortunate consis* 
 " tency, sufficiently tenacious not to threaten silting up, and yet 
 " capable of being raked up and carried off by the current. 
 
 " You are aware that the ice on the great surface of the lake 
 " becomes grounded on the shoals. I expect much to be effected 
 " by this operation also, as the passage of a large portion of the 
 " waters of this vast river, instead of being diverted as heretofore, 
 " into several small and crooked channels, will take place down 
 " the new straight one, and I calculate therefore that considerable 
 " undercutting will take place ; this I have observed invariably 
 " occurs in the second class rivers of this Province wherever the 
 " bottom is not rock. The main groin to throw the united 
 " volume directly down the new channel we cannot complete until 
 " the channel is available to the trade. 
 
87 
 
 " When the channel is created, my idea is to construct at each 
 " end an isolated, substantial pier, with a lighthouse on each ; these, 
 " together with the straightness of its course, will enable it to be 
 " used at all times, and I have no doubt the constant passage of the 
 " steam vessels will much aid the stream in the keeping clear and 
 " deepening of the channel. 
 
 " Our outfit consists of two steam dredges, with two engines and 
 " one chain of buckets to each, working in the centre of the boats, 
 " also two steam tug vessels ; one of these is employed constantly 
 " at the towing of the scows, in which the other also assists, but, 
 "when not so employed, she works the rake. I am inclined to 
 " believe that we may be compelled to get a third, for if the dredges 
 " work as well next season as they did towards the conclusion of 
 " the past one, the services of the two tug-boats would be required 
 " at the scows. We have but one rake, but I will have another 
 " made this winter, there being many days during the season 
 " when, from the roughness of the lake, the dredges cannot work, 
 " but the rakes could be used to great advantage ; the discharging 
 " scows, fuel and attendant lighters compose the remainder of our 
 " squadron. 
 
 " That this channel when once opened throughout and with the 
 " greatly increased volume of water passing through it, will keep 
 " open, I have no doubt. The trees and other debris now annually 
 " brought down by the Yamaska and St. Francis rivers are not 
 " carried out far, comparatively, into the lake, but are deposited 
 " parallel with the south shore, and that the effects of these rivers 
 " will not be to obstruct or silt up the channel, I am of opinion is 
 " evident from the fact that they have not for the last thirty years, 
 " to which period my information extends, affected it in any sens- 
 " ible manner, although it has for that time labored under the 
 " disadvantage of being stopped at the upstream end, and had 
 " therefore no " scour " through it." 
 
 I trust I will be excused for the length of these extracts from 
 my communication to Captain Bayfield, but public attention being 
 much drawn to this work, I felt it to be incumbent on me fully to 
 explain all the details connected with it; this I could not do 
 more simply than in the foregoing. 
 
 The whole amount of the appropriation for this work is 65,000, 
 the sura expended 32,770, 9s 3d, of which 27,291 has been the 
 
88 
 
 cost of the outfit of every description, applicable to any other 
 work, leaving but 5,534 actually chargeable to this work. This 
 balance will be sufficient to provide fuel, meet repairs, and main- 
 tain the full establishment at work for two years more, long before 
 the expiration of which, satisfactory evidence will be afforded of 
 what can be done. 
 
 I beg leave to draw attention to the chart of the lake and sec- 
 tion of the channel, which will be found in the appendix (letters 
 F and G). 
 
 Extract from the PILOT. 
 Sept. 2nd, 1845. 
 
 To His Excellency the Eight Hon. Charles Theophilus Baron 
 Metcalfe, etc., etc. : 
 
 The Petition of CHARLES L. ARMSTRONG, of the Borough of 
 William Henry, Mariner, humbly sheweth 
 
 That your Petitioner has been since the year 1813 engaged in 
 the navigation between Quebec and Montreal, respectively. 
 
 That your Petitioner is now commander of a steamboat running 
 between the said cities, of the largest class. 
 
 That your Petitioner, being often called upon by private indivi- 
 duals to express his opinion upon the works now going on in 
 Lake St. Peter, conceives it his duty to lay before your Excellency 
 the following observations : 
 
 That the chart of Lake St. Peter, as printed in the Report of the 
 Chairman of the Board of Works, lately submitted to the Legisla- 
 ture, does not convey a correct description of the present channel. 
 That the present channel is neither "very crooked " nor "very 
 circuitous," that it is sufficiently straight for the purpose of navi- 
 gation, ships having come up in tow of steamers several times 
 during the night when drawing as much water as there was in the 
 lake. 
 
 That with the exception of a bar of one hundred and fifty feet 
 there is, at the lowest water in Lake St. Peter in the present chan- 
 
89 
 
 nel as far as the second light vessel placed nearly opposite Kiviere 
 du Loup, from 18 to 20 feet. That the said bar could be dredged 
 in a few days. 
 
 That after the said " straight " channel is completed as far as 
 Kiviere du Loup, it will cost as much to continue it to deep water as 
 it will to deepen the present channel. That all the dredging, piling, 
 etc., attending the new channel through the batture of St. Francis 
 to opposite the light vessel at Kiviere du Loup, will be lost, as the 
 depth of water, and the distance from that point downwards, are 
 the same in either channel, and consequently would be attended 
 with the same expense in deepening. 
 
 That had the same quantity of work been done in the old chan- 
 nel below Eiviere du Loup as reported to have been done in the 
 new one, it would have been partially available next season ; 
 whereas the "straight " channel will take a much longer time in 
 the completion of it, and be subject to all the risks of being filled 
 up by sand. 
 
 That the distance to be saved by making a "straight" channel, 
 in preference to deepening the present channel, is not more than 
 one mile, a distance too trifling to be, in the opinion of your Peti- 
 tioner, a satisfactory reason for the expenditure of several thou- 
 sand pounds over and above that which is necessary. 
 
 That the soundings, as given by the Board of Works, are incor- 
 rect, more particularly where part of the proposed channel is com- 
 pared to the "traverse" in the present channel. That with 
 reference to the opinion given by Captain Douglas of the steamer 
 Unicorn, or quoted in the report of the Chairman of the Board 
 of Works, your Petitioner has to state that Captain Douglas has 
 acknowledged in a most straightforward and satisfactory manner 
 in November last, that he was mistaken in giving the opinion 
 quoted in the above report. 
 
 That the experiments made under Mr. Atherton, Civil Engineer, 
 employed by the Board of Works, show that more work could be 
 done in a given time in the present channel than in the one now 
 attempting to be made, and with less injury to the machinery. 
 
 That the damming up of the different navigable channels 
 between the Islands of Madame, Ours, etc., may cause the inunda- 
 tion of valuable farms around the Lake St. Peter. Your Petitioner 
 would remark that a strong current in a narrow channel fre- 
 
90 
 
 quently causes a jam or bank of ice, and in proof of this he would 
 mention the Chaudiere, Richelieu, and Cap-a-la-Roche ; a jam in 
 the latter place being felt at Sorel in 24 hours. 
 
 That the dams erected, or to be erected, at the mouth of the 
 St. Francis and Yamaska rivers, will cause these rivers to be filled 
 up, in a very short time, by making shoals opposite the said rivers. 
 Your Petitioner is supported in these views by Mr. Killaly, who 
 states in his report, already mentioned, that " the trees, and other 
 debris now annually brought down by the Yamaska and the St. 
 Francis Rivers, are not carried out far, comparatively, in the 
 lake, but are deposited parallel with the south shore. 
 
 Wherefore your Petitioner prays that an inquiry may be insti- 
 tuted by your Excellency, and that your Petitioner may be exam- 
 ined with such others as your Petitioner will summon, to prove 
 the allegations above made to your Excellency. 
 
 And your Petitioner, as in duty bound, will ever pray. 
 
 C. L. ARMSTRONG. 
 Sorel, 5th April, 1845. 
 
 About a month after the petition was sent to the Provin- 
 cial Secretary's office its receipt was acknowledged. The fol- 
 lowing letter was afterwards addressed to Mr. Daly, dated : 
 
 MONTREAL, 4th August, 1845. 
 SIR: 
 
 At the request of Captain Charles L. Armstrong, of the Borough 
 of William Henry, I, early in the month of April last, addressed 
 to you a petition of Captain Armstrong's, the receipt of which was, 
 during the month of May, acknowledged by the Assistant Provin- 
 cial Secretary East, who at the same time stated that the petition 
 had been sent to Hon. Hamilton A. Killaly, for his report thereon. 
 Not having heard any further respecting his petition, Captain 
 Armstrong is desirous of knowing if any action has been had upon 
 it, and if an opportunity is to be allowed or denied him of estab- 
 lishing the allegations therein made by him. 
 I have the honor to be, 
 
 Sir, 
 Your most obedient servant, 
 
 JAMES ARMSTRONG. 
 
91 
 
 Extract from the MONTREAL GAZETTE. 
 October 9th, 1845. 
 
 We copy the following from the Transcript. Our own opinion 
 of the value and probable cost, and period of completion of the 
 new channel is altogether different, but it is desirable that on so 
 important a question all sides should he heard : 
 
 " A great deal has lately been said respecting the works going 
 on in lake St. Peter, and we now purpose to make some observa- 
 tion on them. We learn from Quebec that the Bark " James 
 Campbell" has passed through what is called the "new channel," 
 drawing as much water as there is in the shallowest part of the 
 present channel. This has been accomplished after twelve months 
 work being spent in making a channel 12 or 13 feet deep, three 
 miles long and sixty feet wide we say sixty, though we have 
 been informed it is not more than forty. Yet although this has 
 been done, and some thousands of pounds have been spent, it will 
 be a saving of a great many more thousands, if the works now 
 going on be abandoned, and the present natural channel be 
 deepened. A channel less than 1500 feet wide will be use- 
 less, and even if it be made of that width, it will not be 
 so useful as the present channel. The matter is now before- 
 the commissioners of the Board of Works appointed to in- 
 quire into the state etc. ; it is therefore unnecessary to make 
 any lengthened remarks upon it. It is, however, proper to notice 
 a communication which has already appeared in the Pilot. It is 
 contended by the writer that in the present channel, with the 
 exception of a " bar of one hundred and fifty feet," there is, at the 
 lowest water in lake St. Peter, as far as the second light vessel, 
 placed nearly opposite Eiviere-du-Loup, from 18 to 20 feet. 
 
 After twelve months' labour for the works were begun in May, 
 1844, thirteen feet have been attained in the "new channel" of 
 sixty feet wide. At this rate, it will be the labour of more than a 
 half dozen of years to make a new channel of proper width to 
 Riviere-du-Loup, while the present channel could be made navi- 
 gable to Riviere-du Loup for ships drawing eighteen feet of water 
 by the labor of a few days. We will suppose that two companies 
 were formed in May, 1844 one for deepening the present channel, 
 another for the making of a new one ; the first would, in a week,. 
 
92 
 
 have had a channel to Riviere-du-Loup on both sides of which 
 the water is very deep. The second, after working till October, 
 1845, would have had a channel of 13 feet of water and sixty feet 
 wide, and shallow water on both sides of it. It is also to be 
 borne in mind that when the new channel is made as far as Riviere 
 du-Loup, it will cost as much to continue it to deep water as to 
 deepen the present channel ; and that it cannot, unless made of an 
 extraordinary width, be so useful as the present channel. There are 
 other objections to the works now going on, which may hereafter 
 prove of serious importance, if the works are persisted in, as at 
 present." 
 
 The following narrative of the master of the James Campbell, 
 appeared in the Herald of yesterday : 
 
 " I left Montreal at *7 o'clock on Thursday morning, under sail, 
 my ship drawing 12 feet 5 inches water. On passing Flat Island 
 we rubbed the ground hard a circumstance which will satisfy 
 all persons acquainted with the navigation of the river that, without 
 lightening the vessel, we could not have succeeded in passing the 
 -old channel, there being always some four inches less depth of 
 water in Lake St. Peter than upon Flat Island. At 1 o'clock p.m. 
 we reached the head of the lake and the entrance to the new 
 channel. Captain Vaughan, however, was not prepared for us, 
 and we, accordingly, lay-to, until he had lifted the anchors of 
 the dredging vessels out of the channel and then opened it for 
 our passage. It was close upon sundown before this was effected 
 and at this time Captain Yaughan returned to where we lay, with 
 the small steamer St. Peter, to take us in tow. As I was very 
 anxious to proceed, I, notwithstanding the lateness of the hour, 
 urged upon Captain Yaughan that we should endeavour to get 
 through the channel that night, and in justice to him, I must say 
 that he only attempted it at my earnest desire and against his 
 own better judgment. On entering the channel we found the cur- 
 rent, (running about two miles an hour,) stronger than we had ex- 
 pected, and, partly in consequence, in turning the upper buoy, the 
 ship sheered to the south and grounded forward upon the bank. It 
 was then too late to attempt to preceed until day light in the 
 morning, when, having without difficulty got off the ship," we 
 passed through the entire channel without grounding or meeting 
 with any accident whatever. The channel is perfectly straight, 
 
93 
 
 (no trifling advantage,) is, I think, about two miles in length, aver- 
 age about 120 feet in breadth, and, where the dredging has been 
 carried on, is about 14 feet deep. Below, where the dredges have 
 not yet been worked, we found 12 feet 9 inches of water, gradu- 
 ally deepening as we proceeded down the river. 
 
 I here tried the bottom and drove a pole four feet into a soft 
 adhesive clay, very easily removed, and which, from its consis- 
 tency, appears a guarantee that, when once made, the channel 
 will not be apt to be filled up by the action of the stream, as would 
 be the case were the bottom of sand. 
 
 I cannot conclude this short statement of facts, without thank- 
 ing Captain Vaughan for his kindness and attention, congratulat- 
 ing him on the successful result of his labors in the public service, 
 and the merchants and ship masters, upon the great facilities 
 which this channel, when completed, will give to the trade of 
 your rising port." 
 
 EXTEACT FEOM THE EEPOET OF THE CHAIEMAN OF 
 THE BOAED OF WOEKS, 1846. 
 
 LAKE ST. PETER. 
 
 NOTE- This Report appears to have been made by Mr. Killaly. 
 
 The operations towards the obtaining of a straight and deep 
 channel throughout the Lake have progressed most satisfactorily 
 during the present year. The general repairs and alterations in 
 many respects which the machinery has undergone rendered it 
 infinitely more effective, so that in fact it was capable of doing 
 nearly twice the work it had previously done. 
 
 In addition to the dredging, a vessel was chartered for a month 
 for the purpose of working a heavy rake, which, during the short 
 time it was in use, accomplished a great deal towards the levelling 
 of the ridges which were left after the dredges. The channel is- 
 now buoyed out in a most effective manner, and the current has 
 taken the direction of it. 
 
 The first object aimed at is to open from end to end a channel 
 of 150 feet in width, with not less than 14 feet in the lowest water, 
 
94 
 
 which will be fully 3 feet more than the depth afforded by the old 
 channel. A favorable time during last winter was selected, when 
 the lake was low and the surface smoothly frozen over, to have 
 the channel longitudinally measured off into lengths of 200 feet, 
 and at each division, at right angles across the channel, holes were 
 cut and soundings accurately taken at every twenty-five feet by 
 Mr. Keefer, accompanied by the Superintendent of the work. 
 From the result of these measurements, an accurate chart has been 
 made, which shews very satisfactorily the precise state of the work. 
 The relative progress made is as follows : 
 
 In the first three and a half miles there have been removed 40t>,- 
 111 cubic yards. In two or three places, for a short distance, the 
 breadth is little over 100 -feet. To open the channel to the breadth 
 of 150 feet, and continue it uniformly of that breadth throughout 
 to the eastern end of the flats, and having not less than 14 feet 
 at lowest water, requires the removal of but 303,525 cubic yards. 
 Besides the above quantity, 406,111 yards, already removed in the 
 line of this breadth, a large quantity has been taken up in the first 
 one and a half miles at the western end, outside of the breadth 
 stated, so that I see no reason whatever to doubt but that if our 
 machinery works as well this season as it did last, a perfectly 
 straight channel of 150 feet in width, with 14 feet in depth, will 
 be had at the close of the year. This being effected, the channel 
 so obtained will be available to vessels towed, or sailing with a 
 leading wind. It has also been ascertained, by accurate measure- 
 ment, that to add another 150 feet to the width of the channel 
 would require the removal of but 433,342 cubic yards, being not 
 much over half of what was required to be moved in the first 
 breadth. This is owing to the quantity of excavation removed 
 during the first season on the south side of the channel, as well as 
 to some natural deep holes or channels which will fall into the 
 breadth of 300 feet. 
 
 The sum of 61,403 2s. 5d. has been expended, of which the 
 large proportion of 38,000 was upon the dredge, tug vessels, 
 scows, lighters and other machinery, all of which are now in the 
 most effective order, and prepared for work. Assuming the outfit 
 to be suited to and required for the removal of various shoals in 
 other parts of the navigation and for the improvement of several 
 of the Harbors, (which is the case,) the sum of but 23,403 2s. 5d. 
 
95 
 
 would be chargeable to the work already effected on Lake St. 
 Peter ; the cost of this season's operations, including fuel, wages, 
 -&c., and allowing 1,000 for contingencies, will be but 8,500, so 
 that if, as I expect, a channel of 150 feet in width and 14 feet in 
 depth at lowest water is obtained by the end of this season, it will 
 have been obtained at a cost of 31,903 2s. 5d. The amount of 
 stuff to be removed to obtain an additional breadth of 150 feet as 
 before stated, is but 433,342 cubic yards, little more than half of 
 what will have been taken out by the close of the season, so that 
 it seems to me safe to calculate on its being effected at an additional 
 oost of two years more work, estimated at 17,000 or say 20,000. 
 
 The aggregate expense therefore of effecting a channel of three 
 hundred feet in width and fourteen in depth at lowest water, from 
 the deep water at the west of St. Francis Bank to the deep water 
 at the east of the flats, a distance of upwards of eight miles, will 
 be 51,904. 2s. 5d. 
 
 When a channel of three hundred feet in breadth and fourteen 
 feet in depth has been so obtained, I would then recommend the 
 suspension of the operation of dredging, and to work heavy rakes, 
 by means of the two tug boats, for a season, having no doubt but 
 that important advantages would be obtained thereby in additional 
 depth and otherwise. 
 
 To enable some opinion to be formed as to the advantages to be 
 had therefrom, I take the liberty of furnishing a copy of a state- 
 ment carefully prepared by W. Hall, Esq., Collector of Customs 
 for this port, who has taken a good deal of pains to inform him- 
 self upon the subject, to which he has given much consideration 
 for many years. 
 
 " Question A. vessel of 370 or 400 tons, drawing 11 feet 9 
 inches water, what number of tons will it require to sink her down 
 one foot ?" 
 
 " Answer. In answer to the above, we consider that it would 
 require between 60 and 70 tons weight to sink the vessel another 
 foot. 
 
 " Question. In reference to the foregoing question, supposing 
 it would take between 60 and 70 tons weight, how many tons of 
 measurement goods, taking the average of cargoes coming to the 
 Port of Montreal, to answer the same purpose ? 
 
96 ' 
 
 " Answer. We beg to state that it is impossible to answer this 
 question accurately, but we would suppose it would take double 
 the quantity of measurement, goods from London, i.e., 80 feet to the 
 ton, and from Liverpool one and a half, i.e., 60 feet to the ton to 
 have a similar effect." 
 
 (Signed,) W. T. CHALMERS, 
 
 . Master of " Pearl" 
 
 J. DUFFILL, 
 
 Master of " Lady Seaton." 
 
 J. MORTON, 
 
 blaster of " Margaret." 
 
 A. S. SMITH, 
 
 Master of " Save-guard." 
 
 " Calculations made on the preceding statement, showing the 
 " advantage and gain to the trade of Montreal from what has now 
 " been done in Lake St. Peter by obtaining one foot more water 
 " in the proposed new channel than there is in the old one, viz : 
 
 "Upwards, lighterage from Quebec to 60 tons 
 " weight, equal to 100 tons measurement at 10s. per 
 " ton 50 
 
 * 60 tons weight, equal to 670 barrels of flour, 
 " freight to Quebec at 7d. each/is 20 18 9 
 
 70 18 9 
 a Out of 200 vessels coming to Montreal, say 80 
 
 " between 300 and 400 tons which have to lighten, 
 " will save by drawing one foot more water, 70 
 " each as above, will be 5,600 
 
 " Say 20 vessels of a smaller class which have also 
 " to lighten, by drawing one foot more water, will 
 " save say one half of the above, 35 each, which will 
 "be... 700 
 
 " Saving to the trade on lighterage up and down .... 6,300 
 Customs, Montreal, 17th Oct., 1845. 
 
97 
 
 Second Eeport of the Commissioners of Enquiry into the Management 
 of the Board of Works. 
 
 22nd May, 1846. 
 LAKE ST. PETER IMPROVEMENTS. . 
 
 To His Excellency the Eight Honourable Charles Murray, Earl 
 Cathcart of Cathcart, in the County of Renfrew, Governor- 
 General of British North America. 
 
 The Commissioners of Enquiry into the state and management 
 of the Board of Works beg leave most respectfully to report that 
 the Commissioners had scarcely entered upon their duties when 
 their attention was directed to the works in progress on Lake 
 St. Peter for the improvement of the navigation, by persons 
 proffering their testimony to prove that the straight line adopted 
 by the Board of Works for the new channel would never answer 
 the purpose intended; that it would require fifteen or twenty 
 years for its completion, at a great outlay of money, and that it 
 would fill up nearly as fast as it was taken out. From these 
 objections, and others not necessary here to recapitulate, the 
 parties making them gave the preference to the improvement of 
 the old channel over the new line adopted by the Board. The 
 subject, too, had attracted general attention, and various dis- 
 cussions had, from time to time, taken place in the public prints 
 on the merits of the respective channels. 
 
 Considering it to be a matter of great importance, and falling 
 within the scope of their commission, they deemed it their duty 
 to enter into a careful examination of all the different opinions, 
 letters and other documents connected with the works in ques- 
 tion that were submitted to them by the Board of Works. 
 
 In the month of October last, the Commissioners requested the 
 Chairman of the Board of Works to cause an accurate plan and 
 sections of the newly-dredged channel through the upper bank, 
 or shoal, to be taken after the work should be suspended for the 
 season, with a view to ascertain whether the spring flood would 
 have any effect in filling up the channel. 
 
 This was correctly done by Mr. Keefer, the engineer of the 
 Board, after the formation of the ice upon the lake, and the 
 sections then made accompany the present report. 
 
 7 
 
98 
 
 On the 24th day of April last, (the high water of the spring 
 had subsided), the Commissioners proceeded to the lake for the 
 purpose of ascertaining the effects of the spring flood upon the 
 new cut, and of examining the operations going on and the pro- 
 gress of the work. In this visit they wero accompanied by a 
 deputation from a committee of the Board of Trade of Montreal. 
 
 The first thing they examined was the cut through the upper 
 bank at the entrance of the Lake, upwards of two miles in 
 length, and from the soundings which they took across the 
 different sections through the whole length of the excavation, 
 they found that no perceptible filling up had taken place, but 
 that the cut remained in the same state as the dredges had left 
 it the previous fall, as appears from the accompanying sections. 
 
 The Commissioners next proceeded to examine the operation 
 of the dredging boats, and found them working in the most satis- 
 factory manner, the two dredges, according to a close calcula- 
 tion, removing on an average about 2321 cubic yards per day. 
 The bank is composed of a blue clay, sufficiently tenacious to 
 remove all apprehensions as to the channel having any tendency 
 to fill up. The upper bank is of the same material, except as to 
 the upper surface, in which there is a slight mixture of river 
 sand, but the composition possesses equal tenacity with the other. 
 
 The dredges have commenced operations at the upper end of 
 the shoal, nearly opposite to the Upper Light in the old channel, 
 distant about two miles to the north. The distance from this 
 point to the deep water at the lower end is about six miles, and 
 requires to be dredged the first four miles requiring the 
 removal of about two and a half feet on an average to give a 
 depth of fourteen feet at lo w water, as proposed by the Board of 
 Works ; and the last two miles requiring one-fourth to give the 
 same depth. To make the channel, therefore, 150 feet wide, as 
 proposed for this year, would require the removal of 352,000 
 cubic yards, which, at the rate of 2321 yards per day, would take 
 about 152 working days to complete. 
 
 The Commissioners also examined the old channel now in use, 
 from the deep water at the lower end of the shoal to the light at 
 the upper end, and found by sounding that there is scarcely any 
 difference in depth on a parallel line across the Lake between 
 the present circuitous channel and the new and direct line. 
 
99 
 
 The Commissioners, after mature consideration of the informa- 
 tion derived from the various sources, have come to the following 
 conclusions : 
 
 That the new and straight line adopted by the Board of Works, 
 and now in progress, is preferable to the old and circuitous 
 channel, and that the Board is fully borne out in the adoption of 
 this line by the valuable opinion of Captain Bayfield, and other 
 scientific men in England. 
 
 The Commissioners have no doubt that the first cost of im- 
 proving the old channel would have been less than that of the 
 new, as the length of the cut necessary for the one is two miles 
 and a half less than that for the other. But that difference of 
 cost will, in the opinion of the Commissioners, be far more than 
 counterbalanced by the great advantages of the straight line over 
 the circuitous channel, both from greater facility of navigation, 
 and in the keeping of the channel clear hereafter. 
 
 They are furthermore of opinion that the difficulty of obtain- 
 ing a correct estimate of the total expense is now in great 
 measure, if not entirely, removed, by the experience in the pro- 
 gress of the work for the last two years, from which the cost of 
 dredging now in successful operation can be calculated to some- 
 thing like a certainty. 
 
 The plans and sections of the work which were made during 
 the last winter, exhibit the amount of work that had been done 
 to the close of 1845, and what still remained to be done, from 
 the opening of the season of 1846, in order to complete the 
 channel to the width of 150 feet, with a depth of 14 feet at low 
 water. The calculations founded upon them have been verified 
 by the actual admeasurements above referred to, the difference 
 in the two resulting estimates of quantity arising from the 
 Commissioners having made a more ample allowance than the 
 Engineer of the Board. 
 
 From the same sections, calculations of the time and expense 
 necessary to extend the channel to 300 feet wide by 14 feet deep 
 have also been made, and form the basis of the last report of the 
 Chairman of the Board of Works on this subject. 
 
 From these it appears that the sum of 30,000, over the present 
 apppropriation, will be required to obtain this desirable end, to 
 be spread over a period embracing three seasons of which only 
 
100 
 
 8,000 will be required during the season now commenced, to 
 make a complete channel of 150 feet in width, and render it at 
 once available for vessels which, from their draft of water, are 
 prevented from using the old route. 
 
 The trade would thus be in possession of two channels, of 
 which the one might be made to serve for vessels for whose draft 
 of water it is suitable, and the other to serve for vessels of a larger 
 draft. The risk of collision would thus be very much reduced, 
 and the arrangements .could easily be carried into effect by a 
 By-law of the Trinity Board. The Commissioners are also con- 
 fidently informed, that the operations necessary for extending 
 the channel to 300 feet wide will not in the least incommode the 
 passage of vessels through the new cut, while such operations 
 are in progress. 
 
 The gross amount expended on the Lake improvements by the 
 Board of Works, up to the close of the work last season, was 
 59,994 Is., but of this there was an amount of 37,93? 9s. 5d, 
 laid out upon steamers, dredging boats, scows, machinery, and 
 other outfit. 
 
 This apparatus, although of course not now equal to that value 
 in consequence of wear and tear, will be available to the province 
 for other improvements in the deepening of the shoals, &c., on 
 the various lakes, and, if the original cost be deducted from the 
 gross amount expended, the actual expense of the excavation of 
 the new channel when made to 300 feet in width will not greatly 
 exceed the original appropriation. 
 
 Before concluding, the Commissioners think it their duty to- 
 advert to an objection which has been made against the new 
 channel from the danger to be apprehended of rafts getting into 
 it and impeding the navigation through it. This objection they 
 consider as being not founded on considerations which require 
 much notice. They cannot see that in a Lake of such width any 
 more danger is to be apprehended from collisions from this cause 
 than now exists. Kafts do not generally draw more than three 
 feet and a half of water, and consequently can float over the 
 whole surface of the lake without difficulty. 
 
 The Commissioners, in conclusion, beg to state that they have 
 deemed it to be their duty to make a special Keport to Your 
 Excellency on this work, in consequence of the conflicting opin- 
 
101 
 
 ions which have been set forth regarding it, and the conviction in 
 their minds that any delay in the execution of the work would 
 effect most injuriously the commercial and agricultural interests 
 of the country. They feel convinced that from none of the public 
 works now in progress will greater advantages be obtained to 
 the country in proportion to the cost, and that its speedy com- 
 pletion will tend greatly to diminish the high rates of tonnage, 
 and the still greater expense incurred by lighterage, thus lessen- 
 ing the heavy cost to which vessels are now subjected in clearing 
 from the Port of Montreal, a result desirable at any time, but 
 more especially at this crisis of our commercial relations when 
 the protective duties on Colonial produce are likely to be either 
 entirely withdrawn or greatly reduced. 
 
 The Commissioners consider it their duty to mention, in con- 
 nection with the above work, that there are two narrow shoals in 
 the River at Lavaltrie, which should be deepened during the pre- 
 sent season to the same depth as the new channel, since without 
 that, the important improvements of the Lake will not be avail- 
 able. 
 
 The whole, nevertheless, respectfully submitted. 
 
 F. A. QUESKEL, 
 M. J. HAYS, 
 T. REDPATH. 
 
 Montreal, 14th May, 1846. 
 
102 
 
 GENERAL STATEMENT of Expenditure upon Lake St. Peter, from 
 December, 1841, to December, 1845. 
 
 OUTFIT. 
 
 Millar, Edmonstone & Allan Steamers, &c. 
 David Vaughan, " 
 J. & J. Nesbitt, 
 Tobin & Murison, " 
 
 g. d. 
 
 2,802 
 3,737 7 10 
 4,146 18 
 25,00 
 
 Q fJfJK 10 -I 
 
 B. d. 
 
 Ward Brush & Co " * 
 
 A QQA Q A 
 
 
 William Kerr " 
 
 *t,OO4 O 4 
 
 2 473 Q ^ 
 
 
 John Armstrong " 
 
 1 233 9 ^ 
 
 j 
 
 William Parker, " and Buoys. 
 Sundries for Outfit in 1842-3-4-5 
 
 1,200 14 1 
 3049 15 8 
 
 
 
 2070 11 11 
 
 
 H. E. Scott Materials 
 
 173 13 8 
 
 
 
 
 
 Total for Steamers, Dredges & other Outfit. 
 
 
 37,937 9 5 
 
 650 2 7 
 
 Plans 
 
 
 56 9 
 
 
 
 10 723 8 11 
 
 
 
 69 12 7 
 
 Freight and Towage 
 
 
 969 19 6 
 
 
 
 16 6 3 
 
 
 
 21 5 
 
 
 
 9 195 14 g 
 
 
 
 IfiK 1A A 
 
 
 
 2 259 19 
 
 
 
 57 7 6 
 
 
 
 m2 
 
 
 
 2 246 13 2 
 
 
 
 156 5 
 
 
 
 2405 18 10 
 
 
 
 
 
 
 60,092 15 8 
 98 14 8 
 
 
 
 
 
 
 59 994 1 
 
 
 
 
 With Second Report of the Commissioners of Enquiry into the manage- 
 ment of the Board of Works, dated Montreal, 14th May, 1846. 
 
103 
 
 Extract from Parliamentary Debates, reported by the " Mirror of 
 Parliament of Lower Canada." 
 
 15th May, 1846. 
 
 MR. ARMSTRONG moved for a committee to inquire into certain 
 surveys said to be made on Lake St. Peter. He said he under- 
 stood that besides the report of the committee appointed by the 
 Board of Trade to enquire into the works on Lake St. Peter, 
 another report had been presented to the Board of Trade by Capt. 
 Boxer and five other gentlemen, which he understood was to be 
 suppressed. 
 
 Mr. Cayley said that he thought that the hon. member had 
 made use of a very uncalled for expression as to the suppression 
 of the report; (Hear, hear.) The report of the Commission of 
 Enquiry would be presented next day to His Excellency, and 
 would, of course, be very shortly afterwards submitted to the 
 House. For anything which might have been done by the Board 
 of Trade, of course, the Commission was not answerable, but he 
 could assert that there was no desire whatever for any conceal- 
 ment on the part of the committee. 
 
 Mr. Armstrong was not a little surprised that the hon. Inspec- 
 tor-General should offer any opposition to the motion after the 
 interview he (Mr. A.) lately had with him. He could well 
 understand the hon. member when he said that certain persons 
 went down to survey Lake St. Peter, but that they were invested 
 with no authority by Government, and that he (the Inspector- 
 General) invited Captain Boxer to accompany the Commissioners. 
 But he (Mr. A.) took it that when the hon. Inspector-General 
 took the part he did on that occasion he acted as the Government, 
 and he would put the question, did he (the Inspector-General) 
 not invite Captain Boxer to aid in surveying Lake St. Peter ; 
 did not the Board of Trade request one of their body to join in 
 the survey, and did not Captain Armstrong, one of the oldest 
 navigators of our waters, and two other experienced pilots also 
 take part in it. He (Mr. A.) did not exactly expect an official 
 yea or nay, but he thought the hon. Inspector-General could not 
 deny that he was cognizant of the fact ; be that as it might, he 
 (Mr. A.) would, in consequence of the unexpected opposition he 
 
104 
 
 had met with, state facts which he would not otherwise have 
 been induced to refer to. Messrs. Hays and Redpath, as commis- 
 sioners to inquire into the proceedings of the Board of Works, 
 proceeded to examine Lake St. Peter, accompanied by certain 
 gentlemen who, according to the hon. Inspector-General, were 
 volunteers, viz., Captain Boxer, R.N. ; Captain Armstrong, of the 
 steamer " Sydenham ;" John Young, Esq., a member of the Board 
 of Trade; Messrs. Cot and Hamelin, two most experienced 
 pilots. Now it is currently stated that the report of Messrs. 
 Hayes and Redpath, although diametrically opposed to that of 
 the other gentlemen, has been accepted by the Board of Trade, 
 and the other disallowed. The object of the motion was to pro- 
 cure both these reports, and to examine parties in reference to 
 the work ; and he (Mr. A.) believed that no hon. member of that 
 house who valued his independence, would resist an enquiry so 
 obviously called for. 
 
 Mr. Cayley said those five gentlemen of the Board of Trade 
 who accompanied the commissioner and Captain Boxer, were not 
 recognized by the Board of Trade, but went upon their own 
 responsibility. 
 
 Mr. Moffat said that, as a member of the Board of Trade, he 
 knew nothing of the proceedings referred to, and begged to 
 assure the hon. member for Berthier that any report presented to 
 the Board of Trade could not be suppressed, but must appear on 
 the journals, and could be seen at any time by a member of the 
 Board, and even copied from the book. 
 
 Mr. Armstrong knew that the report drawn up by John Young, 
 Esq., Captains Boxer, Armstrong, Cot and Hamelin, was refused, 
 that is, not adopted by the Board of Trade, and that by Messrs. 
 Hayes and Redpath was adopted. 
 
 Mr. Moffatt Whether adopted or not, every report presented 
 was on the journals and could not be suppressed. 
 
 Atty.-Gen. Smith considered the motion to be premature. 
 The report of the commissioners appointed to examine into the 
 affairs of the Board of Works had been laid before His Excellency 
 that day, and would be communicated to the house either on 
 Monday or Wednesday: then if the statements which were made 
 in that report, with respect to the works on Lake St. Peter, were 
 
105 
 
 not satisfactory, it would be perfectly legitimate for the hon. mem- 
 ber for Berthier to move for a committee to examine the subject. 
 
 Mr. Armstrong said it would be remembered that during last 
 session he (Mr. A.) objected to and condemned the plan of the 
 Board of Works to shut up the different channels leading from 
 the north and south shores; piles were brought in great quanti- 
 ties, piling had actually commenced, as drawn on the map, but 
 lo and behold, when the absurdity of the work became too 
 notorious, the Board of Works had the effrontery to say that it 
 was never in contemplation to stop up the channel. He (Mr. A.) 
 would predict that after another year's expenditure, the work 
 now going on in Lake St. Peter would als o be stopped ; but he 
 would have the satisfaction of knowing that he had done his duty, 
 that he had raised his voice against waste. It might be asked 
 why he took such interest in the work in question^ It was 
 because he lived in its immediate locality, and was cognizant of 
 all that was going on ; and he felt that it was due to his country, 
 his conscience, and that House, to state the facts he had stated ; 
 he would repeat that he did not see why the motion he had sub- 
 mitted was opposed ; it was to enquire into a large expenditure 
 of money which he (Mr. A.) denounced as useless ; yes, he would 
 assert that ten years' work and ten times the money expended 
 would not make the contemplated new channel as good as the 
 old. He (Mr. A.) would declare in conclusion that he had no 
 feeling against the Board of Works except on public grounds ; 
 he believed that he had not an enemy on the Board, and he had 
 much respect for many of its members whom he knew,- and as 
 regarded his county, there was no reason to complain, but he 
 believed some great error existed about Lake St. Peter. 
 
 Motion agreed to. 
 
 The following evidence taken by the Select Committee 
 of the House of Assembly in May, 1846, contains various 
 opinions for and against the straight channel. From this 
 investigation it appears the straight channel had been 
 excavated to a depth about equal to the old natural chan- 
 nel with a width of from 100 to 150 feet. The vessel 
 James Campbell passed through it in October 1845. 
 
106 
 EEPORT. 
 
 1st June, 1846. 
 
 The select committee, to whom was referred that part of the Report of the 
 Chairman of the Board of Works which refers to Lake St. 
 Peter, Beg leave to report to your Honorable House : 
 
 That your committee proceeded to examine into the subject 
 submitted for their investigation on the 16th day of May, 1846, 
 and continued their sittings from day to day receiving the 
 evidence of numerous individuals immediately interested in this 
 controversial question or who are qualified to give an opinion in 
 reference to the navigation of the said Lake ; your committee 
 also examined a great mass of documentary testimony in relation 
 to the same subject. 
 
 Your committee embraced with avidity an offer made by the 
 chairman of the Board of Works to place at their disposal a small 
 steamer usually employed in the Board's operations on lake 
 St. Peter, to convey them down to that place, for a personal 
 inspection thereof: but your committee sincerely regret that any 
 circumstances should have prevented Mr. Killaly from accompa- 
 nying them to the locality of the disputable ground, your 
 committee experienced every facility in furtherance of their 
 design ; and the weather proving propitious, the poundings on the 
 lake were taken with great accuracy and precision, which was 
 accomplished most satisfactorily by passing and repassing 
 entirely through both the old and the new channels,sounding every 
 four minutes ; the result of which operation tested the general 
 accuracy of Capt. Bayfield's survey and sounding. 
 
 Your committee, assuming that any channel made by dredging 
 the bottom of the lake ought not to be of less dimensions than 
 150 yards wide, and fourteen feet in depth, at the driest season of 
 the year, have based all their calculations on such capacity. 
 
 The accompaning charts of the sa'd old and new channels of 
 the lake are accurately made by your committee, and the sound- 
 ings thereon are those made by them on the 25th day of May last, 
 and the estimate of the amount of excavation required to com- 
 plete either channel, is predicated on such soundings. 
 
107 
 
 Excavation required to improve and complete the present ship channel 
 from deep water to deep water, the little Bank before you reach 
 the first light vessel. 
 
 Feet Inches. 
 
 Average, 
 
 2 
 
 6 
 
 for 
 
 81 
 
 u 
 
 3 
 
 2 
 
 u 
 
 2640 
 
 a 
 
 2 
 
 4 
 
 u 
 
 do 
 
 u 
 
 1 
 
 9 
 
 u 
 
 do 
 
 u 
 
 u 
 
 6 
 
 a 
 
 1100 
 
 Yards, 
 
 Cubic Yards. 
 
 10,150 
 
 Miles. 418,000 
 do 307,950 
 do 231,105 
 do 27,500 
 
 994,705 
 
 Amount of excavation required in the new channel from near 
 the seventh Buoy down to the deep water. 
 
 Feet Inches. 
 
 Cubic Yards. 
 
 Average, 2 10 for 1760 Yards, 1 Mile. 249,333 
 
 226,286 
 190,882 
 176,200 
 132,000 
 22,000 
 
 do 
 do 
 do 
 do 
 
 880 
 
 do 
 do 
 do 
 do 
 
 996,701 
 
 The dredges now remove 2321 cubic yards per day, (see commis- 
 sioner's report on page 4.) It will therefore take 418J working 
 days to complete the present ship channel throughout ; and allow- 
 ing, by a fair computation, that the dredges commence operations 
 in the spring on an average of years on the 10th day of May, and 
 retire from the autumnal operations on the 10th day of November, 
 which makes a period of six months, and allowing on an average 
 of months, that in each month there will be twenty-one working 
 days, we have 126 working days in the year ; and, as the chair- 
 man of the board of works estimates that the whole establishment 
 on lake St. Peter, including 1000 a year for contingencies, costs 
 8,500 a year, (see the chairman of the board of work's report for 
 the year 1846, page 13,*) it follows that the entire excavation for 
 completing the present old ship channel throughout may be fully 
 accomplished for the sum of 28,473. 
 
 * See page 95 of this pamphlet. 
 
108 
 
 The above estimate of required excavation is taken from the 
 actual soundings of the lake made by your committee, on the 25th 
 day of May, 1846, in presence of several other members of your 
 Honorable House, and may be relied on ; and it affords them 
 peculiar gratification to be borne out in their statement by an 
 authority (on all matters of this nature) as distinguished as it is 
 deserved, (see Capt. Bayfield's minutes of Evidence taken before 
 a committee of the House of Assembly of Lower Canada, on the 
 16th day of January, 1836, Appendix to volume 45, in reference to 
 the improvement of the navigation of lake St. Peter,*) where that 
 officer is asked the following question : " From your knowledge 
 " of that part of the St. Lawrence, (namely lake St. Peter,) do you 
 11 think it would be practicable to deepen the channel so as to 
 " allow vessels of a greater burden to proceed to Montreal than 
 41 its depth at present admits ?" He replies : " yes, I think it 
 " possible, although I consider it a work of great difficulty." 
 "Captain Bayfield then proceeds to observe that it may be done 
 " by excavating the present channel through the St. Francis 
 " shoal for a distance of two miles, by which, however, only six 
 ft inches or at most one foot increase of depth would be gained. 
 " To obtain a greater depth, a channel must be excavated through 
 " the flats of lake St. Peter four and a half nautical miles in 
 " length, a work which would require so much time and labour, 
 " that, with the means contemplated, it is not impossible that the 
 " end first excavated might be filled up by sand washing in by the 
 " time the other was reached. The magnitude of such a work will 
 " be best understood by the statement that if it were contemplated 
 " only to obtain an additional increase of two feet in depth, and 
 "to limit the width of the excavation to, 200 feet, (and it could 
 " not well be less to allow vessels to turn in, and to pass each 
 " other without risk,) no less than eleven millions of cubic feet of 
 11 soil would have to be removed to effect it." 
 
 Eleven millions of cubic feet for a channel 200 feet wide is 
 equal to 916,666 cubic yards for a channel of 150 yards wide, 
 which makes only the trifling difference of 1 13th part less than 
 the estimate made by your committee. 
 
 As a further corroboration of the accuracy of the present 
 estimate, your committee refer your Honorable House to the 
 
 *See pages 19 to 21 of this pamphlet. 
 
109 
 
 authority of a civil engineer, who has the reputation of being a 
 man of great practical experience in his profession, and one 
 whose position, in relation to the Works in question, gave him rare 
 opportunities of acquiring the most perfect knowledge of every 
 essential requisite on which to form an accurate judgment. Your 
 committee allude to Mr. Atherton, superintendent of the works 
 on lake St. Peter, in the year 1843. That gentleman states, 
 in his report to the board of works, and dated the 23rd August r 
 1843, that the present ship channel may be improved to carry a 
 depth of 14 feet at the lowest water, and 100 yards wide, by 
 excavating 600,000 cubic yards ; now 600,000 cubic yards at 100 
 yards wide is equal to 900,000 at 150 yards wide, which makes 
 on ly i nth part less than your committee's estimate, and only 
 1 55th part less than the estimate of captain Bayfield. 
 
 If any additional testimony to the foregoing be requisite to 
 convince the most sceptical^ the accuracy of the present state- 
 ments in relation to the amount of excavation required to com- 
 plete the navigation of the present ship channel, your committee 
 refer them to the Keport of John Young Esq., of this city, a gen- 
 tleman whose reputation for honor, integrity, and sound judg- 
 ment, is unquestionable. The report in question is made to the sec- 
 retary of the board of trade of Montreal, and states "that having 
 " been apppointed by the board to accompany the commissioners 
 " of enquiry into the management of the board of works, on their 
 " intended survey of Lake St. Peter, I was informed by the 
 " secretary of the commissioners on Thursday, the 23rd ult., that 
 " those gentlemen would leave on Monday night, and requesting me 
 11 to invite any parties who felt interested in the works. Deeming 
 " it a matter of importance that the parties who had objected to 
 " the work as now carried on, should have an opportunity of 
 " maintaining their views, I requested the permission of the 
 " government to enable captain Boxer, K.N., captain of the port 
 " of Quebec, to accompany me, which was immediately granted ; 
 " I also invited captain C. L. Armstrong, of the steamer Lord 
 "Sydenham, and the branch pilots, Cot4 & Hamelin. 
 
 " On Tuesday we held the survey, and the following remarks 
 
 " are based upon the information obtained during that survey : 
 
 " The whole length of the straight channel now being dredged 
 
 " is about nine and a half miles from deep water to deep water. 
 
110 
 
 " Up to the present time, three and a half miles have been dredged, 
 " and in about two or three months, I think that a channel of the 
 " above length will be completed 150 feet in width and fourteen 
 " in depth, that is, when there is eleven feet of water in the shal- 
 " lowest part of the lake." 
 
 Mr. Young then estimates that the excavation, required in the 
 natural channel, to make it navigable the entire length for vessels 
 drawing 14 feet of water, (with the exception of a bar of 150 feet 
 wide which would only require a few days more to deepen,) 
 and 150 feet wide, to be 352,000 cubic yards, which is equal to 
 1,056,000 cubic yards for a channel 150 yards wide, making it 
 one sixteenth part more than the estimate made by your 
 committee. 
 
 After this concurrent testimony in reference to the amount of 
 excavation required to complete the navigation of the old 
 channel, your committee may now safely be permitted to refer to 
 the expense for completing the new channel. By the report of 
 the board of works for the year 1846, at page 12, (page 93-4 
 of this pamphlet), under the head of lake St. Peter, it appears 
 " that the object aimed at is to open from end to end a channel 
 " of 150 feet wide, with not less than 14 feet at the lowest 
 " water." The said report also states " that on the three and 
 " a half miles the excavation has been made of the required 
 " breadth, with the exception of two or three places for a short 
 " distance, in which the breadth is little over 100 feet ;" it further 
 states " that the sum of but 23,403 2s. 5d. would be chargeable 
 " to the work already effected, and 38,000 for the outfit." Now 
 presuming that the channel for that distance be fully 150 feet in 
 breadth, it would require the sum of 46,806 4s. lOd. in addition to 
 that already expended, to complete it to the required capacity of 
 150 yards in width, and from the end of the said three and a half 
 miles down to the deep water, the amount of excavation required 
 is 996,701 cubic yards which may be accomplished, (by the same 
 principle of calculation as that adopted on estimating the expense 
 of the old channel,) for the sum of 28 ; 531, making the amount 
 for excavation on the new channel 98,740 7s. 3d., to which must 
 be added, in the case of either channel, the diminished value of the 
 outfit of 38,000 before mentioned, in proportion to the time 
 occupied in perfecting the operation of the respective channels. 
 
Ill 
 
 It also appears by a return (bearing date the 20th day of May, 
 1846,) to an address of your Honorable House to His Excellency 
 the Governor-General, praying that His Excellency would cause 
 to be laid before your Honorable House the particulars relative to 
 the expenditure of the sum of 58 ; 000 sterling, granted by the act of 
 the 4th and 5th Victoria, chapter 28, for deepening Lake St. Peter, 
 that the balance of that appropriation unexpended is 4,907 4s. 3d. 
 Your committee now refer to the report of the Commissioners of 
 Enquiry into the management of the Board of Works to His 
 Excellency the Governor General, dated the 14th day of May, 
 1846, and in page 81 (page 99 of this pamphlet,) we find it thus 
 stated, " from the same sections, calculations of the time and 
 " expense necessary to extend the new channel to 300 feet wide 
 u by 14 feet deep, have also been made, and form the basis of 
 " the last report of the chairman of the Board of Works on this 
 " subject." 
 
 From this document it also appears that the sum of 30,000, over 
 and above the present appropriation, will be required to obtain 
 this desirable end-so says the report. 
 
 Your committee will now recapitulate the respective sums 
 expended, or in anticipation of being expended on this new 
 channel. 
 
 From the report of the Board of Works for 1846, to which your 
 committee have before alluded, you have the sum of 23,403 2s. 5d. 
 already expended, for labour, 4,907 4s. 3d. on hand unexpended, 
 and 30,000 the additional sum required, making an aggregate 
 amount of 58,310 6s. 8d. ; and all this to complete a channel 
 only 100 yards in width, which is equal to 87,465 10s. for a 
 channel 150 yards wide, which is only l-8th part less than 
 the estimate made by your committee, and this, be it remem- 
 bered,. is gleaned from your official documents furnished by the 
 chairman of the Board of Works. 
 
 Your committee will now allude to the evidence given before 
 them by a gentleman who stands deservedly high in his profession 
 as an experienced officer, and seaman; Captain Boxer, E. N., 
 states : " That he fully agrees with Mr. Young on the general 
 "view he takes of the subject," and further proceeds to observe : 
 " I am decidedly of opinion that it would be dangerous in the 
 " extreme for vessels to pass through a channel of about 3 miles 
 
112 
 
 " in length and no greater breadth than 150 feet wide, under 
 "almost any circumstances; indeed it would be madness to 
 " attempt it, taking into consideration the variable winds and 
 " sudden squalls prevalent on the lake during the period when 
 " this channel would be required, and I consider a channel in a 
 " straight line with the river above, would be more dangerous as 
 " a ship channel than the old one ; and I am still decidedly of 
 " that opinion, for the rafts and river craft of every description 
 " would then be compelled to use it, from the increase of current 
 " that must naturally take place when that channel is madenavi- 
 " gable for large vessels." 
 
 The judicious observations made to your committee by J. D. 
 Armstrong, Esq., master of the steamer Montreal, are worthy of 
 particularization. He states " that in consequence of the shal- 
 " lowness of the water on the bank of a certain portion of the 
 " new channel, passage steamers and small craft could not give 
 " sufficient room to tow steamers with ships, to ensure safety to 
 " both ; that a ship at anchor, riding athwart the current with 
 " a strong easterly wind, would so far block up the channel as 
 " to render it dangerous for other vessels to pass her, and that 
 " rafts passing through the new channel, which at times would 
 " be inevitable, would completely block it up ;" aud in reference 
 to the old channel, he observes that " if the small bar above the 
 " first light-vessel were removed, a channel of 1,500 feet wide 
 " and 17 feet in depth would be obtained down to the lower 
 " light-vessel ; thus affording for a distance of 4J- miles a channel 
 " 1,050 feet more in breadth and fully three feet more in depth 
 " than is contemplated to be dredged in the new channel. I 
 " am therefore decidedly of opinion, laying aside pecuniary con- 
 " siderations, that the old channel should be improved from the 
 " lower light-vessel down to deep" water." 
 
 Your committee, therefore, always keeping in view monetary 
 considerations, (that the trade of Montreal may not be unneces- 
 sarily burdened,) have failed to discover any rational motives for 
 the adoption of the new cut, in preference to the improvement 
 of the old channel, and can only imagine that such decision 
 may have been made, and the work proceeded with, without any 
 estimate of the relative expense of the respective channels. 
 
 The increasing importance of the trade of the port of Montreal 
 
113 
 
 makes it imperative to prosecute with vigour the improvement 
 of the navigation of the lake, and render it accessible to ships 
 of greater burden ; the practicability of which is evidently appa- 
 rent to your committee. 
 
 Your committe were, and still are, most anxious to obtain 
 copies of the communications, made by the Chairman of the 
 Board of Works to Captain Bayfield, Captain Beaufort, and J. M. 
 Rendel, Esq., Civil Engineer, which drew from these gentlemen 
 their approval of the new cut in preference to the old ship chan- 
 nel, but have failed to obtain them, although the Chairman and 
 Secretary of the Board were respectfully desired to furnish 
 them. Your committee are apprehensive that, from some source 
 unknown to your Committee, those eminent authorities have 
 been impressed with some misapprehension in relation to the 
 subject submitted for their consideration ; and your committee 
 are the more impressed with this belief on referring to Mr. 
 Renders communication to Captain Beaufort, dated the 16th 
 February, 1845, wherein he terms the new cut rather a restor- 
 ing of the old channel, and speaks of going on with the excava- 
 tion % on the lake during the winter season. 
 
 Your committee are of opinion that if the new channel be 
 completed, that, in consequence of the extreme shallowness of 
 many parts of its extreme verge on either side, on which there 
 will not be four feet of water, rafts, particularly stave rafts, 
 which frequently draw considerably more water than four 
 feet, will ground and block up the channel ; but the old ship 
 channel is not open to such objection, having no less than 11 
 feet on its margin throughout the entire route. 
 
 Your committee, in summing up the statement herein con- 
 tained, take leave to represent to your Honourable House the 
 result of their investigations ; which thus appears : If it be deter- 
 mined on, now, to abandon the new channel and improve the 
 navigation of the old ship channel, as contemplated and recom- 
 mended by your committee, an expenditure of 44,^88 may be 
 saved to the province. 
 
 All of which is, nevertheless, most respectfully submitted, 
 
 J. T. WILLIAMS, Chairman. 
 COMMITTEE BOOM, June 1st, 1846. 
 
 8 
 
114 
 MINUTES OF EVIDENCE. 
 
 COMMITTEE EOOM, 
 
 18th May, 1846. 
 
 Committee met. Mr. Armstrong in the Chair. 
 Mr. JOHN MILLAR, called in, and examined : 
 
 1. Were you master of the ship or barque " James Campbell," 
 in the beginning of October last ? I was. 
 
 2. Was your ship towed through the new channel in Lake St. 
 Peter, and by what steamer, and were you on board, and did the 
 same steamer take you to Quebec, and what was the amount of 
 tonnage and lighterage paid by you ? I sailed to the head of Lake 
 St Peter, and there a small boat belonging to the Board of 
 Works towed my ship through the new channel, and to Quebec. 
 No tonnage or lighterage was paid by me. 
 
 3. Have you ever stated that there were ten inches more 
 water in the new channel than in the shallowest part of the old 
 one, and by what authority did you make this statement ? As 
 far as I can recollect I stated that there was about 4 inches more 
 water in the new channel ; my reasons for saying so, are that 
 my ship struck hard on both bars of Flat Island. 
 
 4. Are you aware that tides influence the rise of water in Lake 
 St. Peter, and is it not known among pilots that, apart from the 
 influence of the tides, the water in Lake St. Peter and the 
 Flat Islands is the same ? With easterly winds the water rises 
 in the lake, but with westerly winds and dry weather there is 
 very little difference. 
 
 5. Admitting the depth of water to be the same in both chan- 
 nels and admitting the new channel to be 300 feet wide, would 
 you prefer being towed, in company with two or three other 
 vessels, through the new channel rather than through the old 
 one ? I would, and 300 feet would be large enough for three 
 vessels, but not to meet. 
 
 6. From the experience you have had of passing through the 
 new channel, would you consent to have your ship towed through 
 it by one of our fastest tug-boats at her best speed? Yes, I 
 would, and would also sail through. 
 
115 
 Mr. ZEPHIRIN BOUDREAU called in, and examined : 
 
 7. Were you the pilot of the "James Campbell" when she 
 went through Lake St. Peter in October last ? Yes, I was. 
 
 8. Do you know the nature of the banks on both sides of the 
 new channel at its upper entrance and what is it ? At the 
 entrance I was told it was sand, but Capt. Millar and myself 
 sounded on each side of the 150 feet, and found 4J feet of water 
 with mud bottom. 
 
 9. Would you undertake to pilot the ship " James Campbell" 
 through the new channel in tow of one of the strongest tug- 
 boats, or would you undertake to sail the " James Campbell " 
 through, or any other ship of her tonnage ? I would not con- 
 sent to be towed at full speed, nor would I undertake to sail 
 through. 
 
 19th May, 1846. 
 Mr. PIERRE COTE, a " Branch Pilot," called in, and examined : 
 
 10. Were you present at a survey of Lake St. Peter on or 
 about the 28th April last, and by whom were you requested to go 
 down ; and have you, in any way, a knowledge of the report 
 drawn up by John Young, Esq., to be correct ? I was present on 
 the 28th April, and was requested by John Young, Esquire, to go 
 with him. I have acknowledged Mr. Young's report to be cor- 
 rect, and have also signed it. 
 
 11. Were you informed by Mr. Atherton that he had made a 
 report to the Board of Works, in which, after making two 
 surveys of the channel now dredging and the old channel, he 
 stated that the old channel should be deepened ; and do you 
 think that opinion correct ? I was, and I sounded the lake three 
 or four times over, and I am decidedly of opinion that the old 
 channel is the best. Mr. Atherton reported the same to the 
 Board of Works, with whom I was surveying, and being at the 
 same time in the employ of the Trinity House, I reported to 
 them that the new channel could never be made to meet the 
 expectations of the trade. 
 
116 
 
 12. What will be the distance saved by the proposed new 
 channel ; and are there any places between Quebec and Montreal, 
 which are more crooked than the old channel, and name the 
 most prominent ? The distance saved will be about half a mile, 
 and there are a great many places more circuitous, viz. : Pointe- 
 aux-Trembles, He a la Bague, Pointe a Picot, Cap a Laroche, 
 Eichelieu. 
 
 13. Did you try the strength of the current in the new chan- 
 nel on the 28th April last, and what is the difference between 
 the rate at which it runs, and that of the old channel ? The 
 current in the new channel is not so strong as in the old channel. 
 
 14. Would you undertake to pilot a vessel of the tonnage of 
 the James Campbell through the new channel in tow of one of 
 the strong tug-boats, or would you undertake to sail through ? 
 I would not undertake to do so upon my own responsibility, 
 
 15. When you pass the little bank, called the Traverse, near 
 the lower light-vessel, do you steer in a direct line for Pointe du 
 Lac, and if so, is there as much water in this channel as if you 
 kept farther to the southward, on a straight line with the 
 new channel ? After passing the Traverse, we steer direct for 
 Pointe du Lac, and there is quite as much water as in keeping 
 farther southward in a straight line with the new channel. Ships 
 in tow and under canvas frequently take this direction, and we 
 never go to the southward for deeper water. 
 
 CAPT. EAYSIDE, called in, and examined : 
 
 16. By the report of the Chairman of the Board of Works- 
 laid before the House last session, it appears that you, on the 
 19th November, 1844, accompanied by Capt. Yaughan, pro- 
 ceeded to sound Lake St. Peter ; by what authority did you do 
 so, and which of the pilots branched for the navigation of the St. 
 Lawrence between Quebec and Montreal, accompanied you ? 
 By the request of Capt. Yaughan, I proceeded to Lake St. 
 Peter, and took the soundings. On that occasion no branch 
 pilot accompanied us. 
 
117 
 
 17. On that 'occasion you -gave the difference of water between 
 the natural channel and that now dredging as being 12 feet 7 
 inches in the former, and from 13 feet 6 inches to 14 feet 6 
 inches in the latter. Did you on that occasion, to arrive at the 
 conclusion to which you came in the said report to the Chairman 
 of the Board of Works, sound the old channel ? "We did not on 
 that occasion sound the old channel ; we only sounded the new 
 channel, and found the soundings as laid down in the chart of 
 the Board of Works. 
 
 18. Can you state what the depth of water is, at low water, 
 from the Sorel Islands to the lower light at Kiviere du Loup in 
 the old channel, and what its breadth is, and what is the depth of 
 water in the channel now dredging from the Sorel Islands to a 
 point opposite Kiviere du Loup ? I cannot state. 
 
 19. Can you state what the depth of water is, at low water, 
 from the lower light at Kiviere du Loup to deep water in the old 
 channel, and what is the depth of water in the line of the chan- 
 nel now dredging from the point opposite to Kiviere du Loup 
 to deep water ? I cannot say. 
 
 20. Have you been master of steamers on the St. Lawrence ; 
 if you have, will you inform the Committee if it be the case that 
 you have frequently towed up three or four square-rigged vessels, 
 and sometimes more at one time ? I was master of a tug steamer 
 for two years, and towed nearly all . the ships coming to Mont- 
 real; I haved towed seven vessels at one time. 
 
 21. Are not ships liable to sheer about when they come in 
 shoal water, and do not accidents frequently arise from their so 
 sheering ; what breadth would you consider necessary for the safe 
 passage of such vessels ? Ships do not steer so well in shoal water. 
 
 22. Does it not frequently happen that, owing to storms, fogs 
 and gusts of wind, a steamer is obliged to let go her tow 
 and come to an anchor, and even passage boats ? Yes, it fre> 
 quently happens. 
 
 23. Do you think it possible that square-rigged vessels could, 
 in stress of weather, ride with safety in a channel of 150 feet or 
 even 300 wide, on each side, of which there was not more than 
 four feet of water, and how could these vessels be got under way, 
 once at an anchor? I do not think so. 
 
118 
 
 24. Would you think it safe for steamers coming from Quebec 
 and Montreal respectively, each with vessels in tow, to meet in 
 a channel of 150 feet wide ? Yes, I think steamers with vessels 
 in tow could easily pass each other. 
 
 25. Are you aware that the breadth of the generality of rafts 
 going to Quebec is from 700 to 1,200 feet? I cannot say. 
 
 26. From your experience, are you not aware that rafts gene- 
 rally range towards the southern shore where the channel is now 
 dredging? It depends altogether on the wind. 
 
 27. Would it be possible for the master of a steamer or ship 
 entering the new channel to see whether a raft was at the other 
 extremity of it, and, in the event of meeting a raft, how would 
 the steamer or ship get out of the new channel ? The answer 
 does not appear in the minutes. 
 
 28. Is the old channel correctly drawn in the chart of Lake 
 St Peter, published in the report of the Board of Works, laid 
 before the House last session ? I cannot say. 
 
 29. What is the nature of the soil at the upper extremity of 
 the new channel, and what is the depth of water on its banks 
 when there is eleven feet in the shallow part of the lake ? The 
 upper part of the channel is clay ; I cannot say anything about 
 the depth of water. 
 
 30. Do you conceive that the line now pointed out to you on 
 the map of the Board of Works, which leads from the small tra- 
 verse opposite to Riviere du Loup into the line of the new chan- 
 nel now dredging, or otherwise called the new channel, is correct, 
 and that ships must follow that course to have the deepest water 
 down to Point du Lac ? I conceive that the line referred to- 
 indicates the proper channel for ships, and, in fact, that is the 
 course that ships do and must follow. 
 
 CAPTAIN YAUGHAN called in, and examined : 
 
 31. Are you Superintendent of the works going on in Lake St, 
 Peter, and how long have you been in that employ ? I am, and 
 have been since January, 1844. 
 
119 
 
 32. Did you not, accompanied by Captain Rayside, take sound- 
 ings in Lake St. Peter, in what is called the new channel, or the 
 channel now dredging ? I did. 
 
 33. Did you not furnish the Board of Works with those sound- 
 ings, and have they compiled them in the map found in their 
 report of 1845 upon your report ? These soundings were fur- 
 nished by me ; I cannot state positively whether the map found 
 in their report was compiled from the report sent in by Captain 
 Ray&ide and myself, but I believe it was. 
 
 34. Were you accompanied by a branch pilot when you took 
 the soundings ? I was not, as the pilots were unacquainted with 
 this channel, -it being the straight one marked out by Captain 
 Bayfield and Mr. Killaly. 
 
 35. When you got the pilots to sign a petition in favor of a 
 straight channel, did they or any of them make no observations 
 as regards the merits of the old and new channel, or rather the 
 dredging of a new channel ? The pilots whose signatures I 
 obtained to the petition would, at that time, prefer the straight 
 channel when made as marked out by Captain 'Bayfield and Mr. 
 Killaly ; the chart was one traced from Captain Bayfield's. I 
 beg to state, however, that the pilots, apprehensive that the 
 straight channel would tend to reduce their rates of pilotage, 
 have since endeavoured to oppose the new channel, as they state 
 that it resembles a road balised. 
 
 36. What is the distance from where you are now dredging, in 
 a parallel line, to the lighthouse opposite Riviere du Loup ? 
 About If or 2 miles. 
 
 37. Can you state the number of days lost in 1844, from 
 derangement of machinery ? Not without referring to the log- 
 book of that year. % 
 
 38. From evidence before the committee it appears that you 
 victual the men does not this take up a good deal of youi % time ? 
 It does not, as provisions are served out to them every Saturday 
 night after work, but I may state, as a reason for victualling the 
 men, that, on my return from Prince Edward's Island with Cap- 
 tain Bayfield's report to Mr. Killaly, I found several accounts 
 were sent to him by Mr. McNee, of Sorel, and others, who had 
 given provisions to the parties who victualled the men employed 
 
120 
 
 on the different vessels ; these parties received the amount of 
 their claims from the Board of Works* and to this dav, have not 
 settled with Messrs. McNee and others. Mr. Killaly, thus finding 
 that the persons who victualled the men did not pay up their 
 accounts, stated to me that he would hold me responsible for all 
 accounts in future. I may also state that the board of the officers 
 at that time was from 3 to 4 per month. I stated to Mr. 
 Killaly that engineers, captains, and officers should fare alike, 
 and that 2 10s per month was sufficient, which is the amount 
 they have received since that period. The men's board amounts 
 to 2 per month. 
 
 39. Do you conceive that the line now pointed out to you on 
 the map of the Board of Works, which leads from 'the small tra- 
 verse opposite to Eiviere du Loup into the line of the channel 
 now dredging, or otherwise called the new channel, is correct, 
 and that ships must follow that course to have the deepest water 
 down to Point du Lac ? The line is not correct, as it is not at 
 all necessary for ships to steer for the new channel, and so far as 
 my experience has gone, (and I have had a good deal,) I have 
 never witnessed ships taking such a course, and I must suppose 
 the line in question has been the result of an error on the part of 
 the person or persons who drew up the map referred to, and now 
 before me. 
 
 EOBERT McKiNN, Master of the steamer St. Peter, belonging 
 to the Board of Works, employed in Lake St. Peter, called in, 
 and examined : 
 
 40. Are you aware that a raft got aground early in the spring 
 of 1845, on the piles laid down by the Board of Works in one of 
 the channels ? Yes, I am aware that rafts have grounded on the 
 piles as laid down in the map, on the south side. 
 
 41. Can you inform the committee why the dams and groins, 
 as proposed to be made in the report of the Chairman of the 
 Board of Works, laid before the House of Assembly last session, 
 have not been made ? I cannot say. 
 
 42. Have you reason to believe that when Captain Millar, of 
 the James Campbell, passed through the new channel early in 
 
121 
 
 October last, that there was four inches more water in it than in 
 the old, as stated by him ? I have reason to believe that there 
 was four inches more water. 
 
 43. When did you cease working last autumn, and when aixd 
 where did you begin this spring ? We left off working at the 
 south buoy last autumn, and we commenced at the third buoy. 
 
 44. Have you this spring* dredged where you left off last fall ? 
 We have, but it was to deepen still more, and to widen the 
 channel. 
 
 WILLIAM HUNTER, engineer, called in, and examined : 
 
 45. Were you in the employ of the Board of Works, in Lake 
 St. Peter, in the year 1843, and in what capacity ? Yes, I was. 
 
 46. Were you in the same employ in the year 1844 ? Yes, I was. 
 
 47. Do you consider that the dredging can be done faster in 
 the old than in the new channel, and would the wear and tear of 
 the machinery be more or less ? I consider that excavation could 
 be done much easier in the old than in the new channel, and 
 much less wear and tear would take place in the old than in the 
 new channel on account of the soil. 
 
 48. What amount of time was lost in the year 1844 from bad 
 weather and from repairs to be done to the machinery ? Three 
 and at most four weeks from May to close of navigation. 
 
 49. To what cause do you ascribe the fact that the machinery 
 got out of order ? From the fact that sand grinds down 
 machinery more than any other clay substance. 
 
 50. Are you of opinion, from the nature of the soil where you 
 dredged, that the channel will not fill ? Cannot give an opinion 
 founded on experience. 
 
 51. How long will it take to make the new channel 600 feet 
 wide and 14 feet deep at low water, from the Sorel Islands to 
 Kiviere du Loup ? Cannot say ; but my opinion is, if as much 
 stuff had been taken from the old channel as what has been 
 dredged from the new, we would now have as perfect a channel 
 
122 
 
 in Lake St. Peter as is required to meet the difficulties found in 
 other parts of the river, and I believe that this would not have 
 cost as much, as the soil is more favorable for dredging in the 
 old than in the new channel. 
 
 WILLIAM HUNTER, again called in, and examined : 
 
 52. Were you employed for any length of time by the Board 
 of Works, and will you state how long and at what time ? I was 
 employed from the 15th February, 1843, to December, 1844, in 
 the Board of Works, and left of my own accord. 
 
 53. Do you remember what dredging was done in 1843, and 
 where it was done ? We dredged about three days work at dif- 
 ferent times and periods in the old channel, not however with a 
 view, as I understand, to commence a regular line, as the season 
 was too much advanced, but as all our guiding buoys were laid 
 down in the old channel, we fully expected to commence 
 early in the spring ; at least so I understood from Mr. Atherton. 
 
 JOHN YOUNG, Esquire, called in, and examined : 
 
 * 
 
 54. Were you appointed by the Board of Trade to visit the 
 works on Lake St. Peter ? Yes. 
 
 55. Did you proceed to these works, and when, and what per- 
 sons accompanied you? On the 28th ult. I proceeded to the 
 works going on in Lake St. Peter, in company with Capt. 
 Boxer, K.N., and Capt. C, L. Armstrong, of the steamer Lord 
 Sydenham, and the branch pilots Cote and Hamelin. All these 
 parties went at my request, except Captain Boxer, who refused 
 to go, unless by command or permission of His Excellency the 
 Grovernor-General, and that I obtained. Messrs. Bedpath and 
 Hayes, Commissioners of Enquiry into the management of the 
 Board of Works, Mr. Ferres, their Secretary, and Mr. Killaly, 
 President of the Board of Works, were also present. 
 
 56. Did you draw out a report of your proceedings ? Yes. 
 
 57. Was the report concurred in by all the persons who 
 accompanied you ; if not by all, state by whom ? Capt. Boxer 
 
123 
 
 and Capt. Armstrong concurred in my report, so also did the 
 pilots Cot and Hamelin. in so far as it related to the soundings. 
 
 58. Can you furnish a copy of the report in question to the 
 Committee ? The report was given to the Board of Trade, and 
 is now subject to their orders. 
 
 59. Were copies of that report transmitted by you or any other 
 person to the Board of Works and to the Board of Trade ? A 
 copy of my report was asked for by the Commissioners of Inquiry 
 aud refused, on the ground that the Board of Trade did not wish to 
 interfere with any report which the Commissioners might deem 
 it their duty to make. 
 
 60. As a member of the Board of Trade, can you state what 
 action was taken upon your report ? The report was received 
 and entered upon the minutes of the Board, and is now open to 
 the inspection of all members. 
 
 61. Can you state whether any observations were made as to the 
 rate the current runs in the channel now dredging ? A log was 
 taken on purpose to ascertain the current, and upon trial by 
 Captains Boxer and Armstrong it was found to be about 1J knots. 
 
 62. Can you state whether you made any inquiries from the 
 Superintendent of Works, whether he had dredged this spring in 
 that part of the channel where he had dredged last season ? 
 Enquiry was made, and the reply was that there had not been any 
 dredging this spring in the place referred to. 
 
 63. Are you of opinion, from your observations, that it would be 
 better even now to deepen the natural channel ? Previous to my 
 visiting the works referred to, I was under the impression both 
 by the reports of the Superintendent, and from a chart of the lake 
 published by the Board of Works, that there was now at least one 
 foot more water in the new than in the old channel ; observation 
 has satisfied me that this is not the case, and that for about 6 miles 
 below -the lowermost point where dredging has been done, there 
 is in both channels, as near as possible, an equal depth of water. 
 I believe the agricultural interest of Upper Canada is deeply 
 involved in having the communication between Quebec and 
 Montreal made navigable for ships of large burthen, and it is of 
 vast moment to the trade that this should be done in the most 
 permanent way. Scientific men, who understand the laws regti- 
 
124 
 
 lating currents and deposits, may see in this opening up of a new 
 channel, results that I cannot. A large sum of money has been 
 expended in making a channel through banks of clay, 3J- miles 
 long by 150 feet wide and of 14 feet deep in low water, which it 
 will require some three months to finish, and as by the report of 
 the Board of Works it will require to be made 300 feet wide. I am 
 of opinion that it would be better to lose all that has been done in 
 the new channel and deepen the old one, for, on a parallel line 
 with the 3J miles referred to, the old channel is 1,500 feet wide, 
 and from 18 to 20 feet deep (with the exception of a bar of about 
 150 feet). Were the work to begin on the old channel, I have no 
 doubt from calculations which Mr. Eedpath made, that it could be 
 made available to the trade for 14 feet in low water by eight 
 months' work. 
 
 64. Can you give any further information to the Committee ? 
 If there is any other question which the Committee might wish 
 to ask me upon this subject, I shall be happy to answer it. 
 
 CAPTAIN BOXER, R.N., called in, and examined : 
 
 65. Have you at any time been engaged in sounding Lake St. 
 Peter previous to the operations of the Board of Works in dredg- 
 ing 'out the new channel ; if so, state when, by what authority, 
 and the result of such examination ? I was never engaged sound- 
 ing Lake St. Peter previous to the operation of dredging out the 
 new channel, but I had several conversations with Mr. Atherton 
 on the subject, and I approved of the plans proposed by him, 
 although T always had had my doubts as to the practicability of 
 keeping the channel open, without a considerable after expense 
 for raking and dredging ; and having subsequently been to 
 England, I brought out with me a model of a rake (whrch was 
 used in cleaning out the new channel in Liverpool Harbour) given 
 to me by that able surveyor, Lieut. Lord, E.N. This model I 
 gave to Mr. Atherton. 
 
 66. Have you at any subsequent period been engaged in the 
 examination of the old and new channel ; if so, by whom were you 
 
125 
 
 accompanied, and what was the nature of the report of such exam- 
 ination ; and to whom did you report such examination ? In 1844 
 I was employed with Colonel Holloway on an important survey 
 of the River St. Lawrence, by direction of the Home Government 
 and sanction of the G-overnor General, and in the course of our 
 proceedings we sounded very particularly both the new and old 
 channels in Lake St. Peter, and finding a very great difference 
 between my soundings and those on the plan furnished us by the 
 Board of Works, I felt it my duty to call the attention of His 
 Excellency to the subject, which was acknowledged by the Civil 
 Secretary, who informed me His Excellency had forwarded my 
 letter to the Board of Works for their information. I herewith 
 enclose, with two plans of my soundings, an extract of my letter 
 to him. In that survey I was accompanied by two very intelli- 
 gent officers, Lieut. Moody, R E., and Mr. Taylor, late Master 
 Attendant at Kingston Dockyard, by whom as well as by myself, 
 every possible care was taken to be correct in our remarks, by 
 taking a sufficient number of angles at different points where we 
 sounded to secure accuracy. I beg to observe that from the time 
 we sounded the new channel, a week elapsed, before we sounded the 
 old, and found the waters of the Lake had in that time risen a foot, 
 which must, of course, be added to the soundings on the plan of 
 the work of the preceding week. On the first day of our survey 
 the Great Britain passed down the old channel, drawing 11 feet 
 5 inches, without touching the ground ; at the same time we found 
 not more than 12 feet throughout the lake, thus corroborating my 
 view that there is not more than a few inches less in depth than in 
 the lake, and that only in the small traverse. 
 
 Extract of a letter from Captain Boxer, R.N., to Captain Higginson, 
 civil secretary , for the information of His Excellency the Governor 
 General. 
 
 " Since we had the honor of forwarding the memorial above 
 " alluded to, I have examined and sounded the intended new 
 " channel in Lake St. Peter, having been furnished by the Board 
 " of Works with their survey, which I understand was taken in 
 " the winter, on the ice, but it differs so much from my sounding, 
 
126 
 
 41 (and as this is a question purely naval and commercial, and of 
 " so much importance for those purposes) that I also consider it 
 " my duty to forward to His Excellency my survey, which shews 
 " clearly, (and I was very particular in sounding), that there will 
 " not be more than a few inches water gained by the new over 
 " the old channel, and even then it is a question whether it will 
 " not fill in again, or be materially altered by the spring freshets 
 " of the Yamaska and St. Francis rivers. I am of opinion it will; 
 " at the same time, the gain will be so trifling that it cannot be 
 " worth the immense outlay (at least 150,000) in dredging 
 " through the shoal water, (it being surrounded with difficulties) ; 
 " for when a ship is unloading or loading to 12 feet, it is of little 
 " consequence whether it does so to a few inches lower, and that 
 " only in their second voyage, there being sufficient water in the 
 " spring; and it appears to me it would be a dangerous experiment 
 u to attempt to deepen the channel to 17 feet, for, if successful, it 
 " would in my opinion lower the water at Montreal, for the shoal 
 " now acts as a dam for the river above in the dry season, and there 
 " are shoals in that harbor with no more water than in the lake. 
 " It must be observed also that a channel in a straight line from 
 11 the river would be more dangerous as a ship channel, as the 
 " whole of the rafts and river craft of every description would 
 " then use it, and it might be blocked up occasionally, if not" of 
 " sufficient width, whereas, at present, the old channel is quite 
 " clear of them. 
 
 " Under all these considerations it appears to me of great im- 
 " portance that before any further outlay takes place the new 
 " channel should be regularly sounded, buoyed and examined by 
 " professional and competent navigators, to ascertain the extent 
 " of the difficulties to be contended against, and the superiority 
 " of the new over the old channel, and whether the gain, when 
 " achieved, would be sufficient to justify this great expenditure ; 
 " and should such survey be thought advisable, it should be 
 " taken at the lowest water in the dry season, and the two chan- 
 " nels sounded at the same time, as on my examination, a rise of 
 " water took place very suddenly, being affected by strong easterly 
 " gales and the spring tides, which I understand affect the waters 
 " on the lake at all times, and if Captain Bayfield could be spared 
 " from his professional duties in the Lower Province, to attend 
 
m 
 
 " this examination, the question might at once be set at rest, for 
 " there is no officer in Her Majesty's service so well acquainted 
 " with the localities of the lakes, rivers and Gulf of St. Lawrence 
 " as that officer, from his laborious and important surveys in this 
 " country. 
 
 " (True copy.) 
 
 " EDWARD BOXER, 
 
 " Captain, E. N: 
 
 67. Have you seen the report of John Young, Esq., on the deepen- 
 ing of Lake St. Peter, and do you coincide as to the facts stated 
 therein; or, if you differ from that gentleman, will you inform 
 the committee upon what points ? I have seen Mr. Young's 
 report, and fully agree with the general view he takes of the 
 subject, except in some of the minor details, as I think he has 
 underrated the time and expense which would be required to 
 complete the new channel to 150'feet width and 14 feet depth. 
 It is necessary your committee should be informed that, at the 
 request of Mr. Young ; by the direction of the Board of Trade of 
 Montreal and the sanction of the Governor-General, and also at 
 the request of the Commissioners of Enquiry, I accompanied the 
 party, but took no active part in the examination, which was 
 taken by the commissioners, Mr. Young, Captains Vaughan and 
 Armstrong and two pilots ; I merely tendered my advice as to 
 the best mode to effect a complete and satisfactory examination ; 
 I have no doubt the survey taken by these, gentlemen will be 
 found very correct, as the greatest pains were taken to obtain the 
 desired object, and the weather was extremely favourable for that 
 purpose. 
 
 68. Is it not essential to the navigation, for sailing vessels, 
 that the new channel must be made at least six times its present 
 breadth to enable them to stay, or ride, at anchor without danger? 
 Most certainly. 
 
 69. If the new channel were completed throughout, to its pre- 
 sent breadth, would you prefer it to the old one ? As this is a 
 
128 
 
 question which none but sailors can decide, it will be proper to 
 examine pilots and masters of vessels on that particular point. 
 I am decidedly of opinion that it would be dangerous in the 
 extreme for vessels to pass through a channel of about 3 miles in 
 length, and no greater breadth than 150 feet, under almost any 
 circumstances ; indeed it would be madness to attempt it, taking 
 into consideration the variable winds and sudden squalls prevalent 
 on the lake, during the period when this channel would be 
 required. 
 
 70. Do you know the strength of the current in the old and 
 new channel on the 28th April ? It could not be ascertained 
 very exactly by the log at the time mentioned, but it certainly 
 did not exceed 1^ miles per hour, both channels being as nearly as 
 possible of the same force. 
 
 71. State your principal objections to the public expenditure 
 on the new channel ? The answer to this question requires 
 serious consideration, for the expense of making a new channel 
 of sufficient width and depth of water to answer the general 
 purposes of the trade would, Jin my opinion, be so great as to 
 justify its immediate abandonment, taking into consideration 
 that the old one could be made, with but little expense, a safer 
 and better channel, its breadth being 1500 feet, and deep water to 
 the Little Traverse except a small bank above the first light-house,, 
 which would require very little expense in dredging; the expense, 
 therefore, of clearing a channel from that point, from which the 
 water is of the same depth throughout, until you arrive at tha 
 deep water in the lower part of the lake, would be of no material 
 difference in either channel. I beg also to refer the committee to 
 my letter before alluded to, wherein I have stated that I consider 
 a channel in a straight line with the river above would be more 
 dangerous as a ship channel than the old one, and I am still 
 decidedly of that opinion, for the rafts and river craft of every 
 description would then be compelled to use it from the increase of 
 current that must naturally take place when that channel is 
 made navigable for large vessels, whereas at present, the * old 
 channel is generally clear of them, and it would be absurd to 
 suppose any law made to prevent it could be put in force, which 
 the Commissioners of Enquiry consider could be done. I beg also 
 
129 
 
 to observe that a curve channel has an advantage over a straight 
 one at night, from the facility it affords of ascertaining whether 
 vessels are approaching or going from you, which is difficult to 
 ascertain in a straight one, and collisions would be likely to take 
 place in consequence. It is also of importance that no time 
 should be lost in completing a channel through the lake, not only 
 for the commercial interests, but for the general defence of the 
 province ; this also is another strong argument, why the old 
 channel should be preferred to the new ; as it can be completed 
 in a much shorter space of time. 
 
 72. Are you aware that Messrs. Redpath & Hayes, the commis- 
 sioners on the Board of Works who proceeded to lake St. Peter, 
 pronounced any opinion as to the merits or demerits of the old 
 or new channel previous to their entering upon its survey ? I 
 am not aware of any such opinion having been expressed by 
 either of these gentlemen, although they appeared decidedly in 
 favor of the new channel. 
 
 73. Was every assistance given you by the commissioners to 
 enable you and others to ascertain the facts necessary to be 
 known, to come to a correct conclusion? Every assistance was 
 afforded. 
 
 74. Are you acquainted with one William Hunter, an engineer, 
 lately in the employ of the Board of Works, and now in that of 
 the Commissariat Department ; if so, will you state how long you 
 have known him, and in what capacity, and if you think him a 
 credible witness? I have only known Mr. Hunter since his 
 engagement as engineer of the Union ; I have found him a very 
 steady, trustworthy man, and an attentive clever engineer. 
 
 75. Did you hold any further correspondance with the Home 
 or Provincial Government in consequence of the letter of the 
 Chairman of the Board of Works to the Governor General on 
 your representation of the different works carried on in the Pro- 
 vince ? Yes, and I herewith enclose an extract of my letter to 
 the Governor General in reply to one received from the Civil 
 Secretary, dated the 15th May, 1845, enclosing a letter from Mr. 
 Killaly, and a letter from the Secretary of the colonies, calling 
 upon me for explanation upon some remarks I had made on the 
 general works of the Province, but more particularly that of lake 
 St. Peter to which I received no reply. 
 
 9 
 
130 
 
 Extract of a letter from Capt. Boxer addressed to the Civil Secretary, 
 in reply to a letter received from the Governor-General, dated 
 15th May, 1845, enclosing a letter from Mr. Killaly, and one 
 from the Secretary of the Colonies. 
 
 JUNE 4Tii, 1845. 
 
 " On our survey down the river from Montreal to the Pillars, 
 "we examined Lake St. Peter, and I was very particular in 
 " doing so, as I felt satisfied from much that I heard, as well as 
 " from documents then in our possession, which had been 
 " furnished to us by the Board of Works, that Mr. Killaiy had 
 " been deceived by the reports which had been made to him ; 
 " and which was proved as by sounding, when I found only 12 
 " feet where 17 was laid down, and only 6 or 7 inches difference 
 " in depth, between the two channels ; whereas the survey we 
 " had received from the Board of Works, shewed a difference of 2 
 "feet; and in the Plans, in the Appendix to the Board of Works' 
 " general report, dated December, 1844, from a survey taken 
 " November last, about 18 months subsequently to the comraence- 
 "ment of the works, 11 inches difference, only is laid down. 
 " These discrepancies shew the incorrectness of their plans. 
 
 "I again felt it my duty to report to the Governor General, 
 " accompanying my report, with plans, having my soundings 
 " marked on them, signed by myself and certified by Lieut. 
 "Moody, E. E. 
 
 11 With reference to my remarks as to the cost of deepening 
 < of lake St. Peter and the other shoals adjacent, it was of course 
 " prospectively, and under the impression that the work was 
 " intended to be, as originally proposed, of a width and depth, 
 " for a practicable channel for loaded ships to pass through, at the 
 " driest season of the year ; and I am still of opinion that such a 
 fl channel cannot be completed under any less sum than I have 
 " named : in the general statement of the Board of Works' report, 
 " the sum of 32,893 19s. 3d. is set down, as the total amount 
 " expended to the 1st July, 1844. In the body of the report 
 " itself the sum of 5,534, only, is named as the amount actually 
 " chargeable to this work ; credit having been unfairly taken for 
 " 2*7.291, for the value of vessels and materials applicable to 
 
131 
 
 u other works, whereas, all these may be worn out, and useless, 
 tf long before the present work is completed ; and from the great 
 " draught of water of most of the vessels, they can be of little or 
 " no service in the shoal parts of the lakes St. Louis and St. 
 " Francis ; the statement thus made of 5,534 as the amount of 
 " expenditure actually chargeable to this work up to the 1st 
 u July, 1844, is singularly at variance with Mr. Killaly's obser- 
 " vations dated 21st February 1845, wherein I find the following 
 " statement " In addition to what is there stated, I have only to 
 " say, that an actual expenditure upon the work, to the present, 
 " is about 5,000," notwithstanding a period of seven months 
 11 has passed, during which very considerable expense has been 
 u incurred. 
 
 " EDWARD BOXER, 
 
 Captain, JR.E." 
 
 STEPHEN YARWOOD, Esquire, called in, and examined : 
 
 76. Have you been engaged in the works now going on in 
 Lake St. Peter ; and where and by whom are you now employed ? 
 Early in the year 1843, the works on the Gosford Road, where I 
 had been employed the preceding year as paymaster, being near 
 completion, I received an appointment to the Lake St. Peter 
 establishment, by a letter from the secretary of the Board of 
 Works, dated 22nd April, 1843 ; and I am now employed under 
 the said Board as paymaster of the Arthabaska and other roads 
 on the south side of the St. Lawrence. 
 
 77. What cause was assigned for dismissing you from the 
 employment in Lake St. Peter ; by whom were you succeeded ? 
 In the month of September, 1844, I most unexpectedly received 
 a letter from the secretary of the Board of Works, acquainting 
 me that my services would no longer be required ; a copy of said 
 letter I furnish herewith, as the most proper reply I can afford 
 to the first part of this question. Shortly after I had closed my 
 accounts I learned that Mr. R. J. Begley had succeeded to the 
 duties which had formerly been entrusted to me as paymaster of 
 the Lake St. Peter establishment. 
 
132 
 
 78. Have you any knowledge who was the contractor for the 
 feeding of the men employed by the Board of Works in Lake St, 
 Peter in the year 1844 ? In the year 1844 Captain Yaughan had 
 the entire management of the victualling of the people employed. 
 in the Lake St. Peter service. 
 
 79. Is the David Yaughan you mention the same who is the 
 superintendent of the works? Captain Yaughan was at that time r 
 and -is, I believe, now, the superintendent of the works. 
 
 80. Do you think it proper that the Superintendent should be 
 the contractor ; or do you not think these offices incompatible? 
 With every deference to the authority which decided otherwise, 
 I am of opinion that the duties of superintendent and of contrac- 
 tor for victualling should not be confided to the same person ; my 
 long service in the civil and military departments, and of the 
 navy may perhaps have induced this opinion, as in the naval 
 departments every care is taken to keep separate command from 
 inferior responsibilities. 
 
 81. Did you ever mention the subject to Captain Yaughan and 
 to the chairman or secretary of the Board of Works ? The for- 
 mer superintendent, Mr. Atherton, having been much dissatisfied 
 with the modes of victualling which had obtained during the 
 season of 1843, and prior to his supercession, consulted me on the 
 subject, and I suggested that it would be well that the manage- 
 ment of the victualling and charge of the stores should be 
 imposed on the paymaster; this was approved of by Mr. Ather- 
 ton. After I found he had been relieved from his duties I con- 
 sidered it a duty, (not being aware that any other satisfactory 
 mode had been proposed), to submit my views on the subject, 
 which I did in a letter to the secretary dated 9th February, 1844. 
 
 82. Which, in your opinion, would be the best plan to feed the 
 men employed in the lake ? I am of the same opinion now that 
 I entertained at the time I wrote my said letter of the 9th Febru- 
 ary, that the paymaster should furnish the provisions and all 
 other stores under properly authorized requisitions; that he 
 should cause the provisions to be carefully and timely issued 
 through the medium of the storekeeper and a trustworthy 
 steward afloat; and a strict accountability should be required 
 from every one to whom any description of stores may be issued, 
 
133 
 
 by which the paymaster's return of supply and expenditure 
 would clearly show how and for what purpose every article had 
 been consumed or converted : all of which appears to me might 
 be done under proper regulations, at no greater cost than at pre- 
 sent incurred for the same service, and thus leave the superin- 
 tendent free to administer the executive duties of his office, 
 un-embarrassed with the detail of distribution of provisions, and 
 even to satisfy the people under his orders. 
 
 83. Can you furnish any information to the committee respect- 
 ing the works going on in Lake St. Peter ? I have no further 
 information to furnish the committee respecting the works going 
 on in Lake St. Peter. 
 
 [COPY.] 
 
 Board of Works, Montreal, 16th Sept., 1844. 
 SIR, 
 
 As the works in your section of the Province, which require 
 the services of a paymaster, are now completed, or rapidly draw- 
 ing to a close, I am instructed to inform you that after the 1st of 
 November next the Board consider it will not be necessary to 
 retain any person in that capacity, and will not from that date 
 require your services. 
 
 In notifying you of your discontinuance, I am directed to 
 express the satisfaction of the Board at the manner in which you 
 have discharged the duties of your office, and the zeal and atten- 
 tion you have at all times evinced in forwarding the public 
 interest. 
 
 I am further desired to state that the Board will feel happy 
 should a future opportunity offer in rendering your services 
 available. 
 
 I have the honor to be, sir, 
 
 Your very obedient servant, 
 
 THOMAS A. BEGLEY, 
 
 Secretary. 
 To S. Yarwood, Esq., 
 
 Paymaster Lake St. Peter Service. 
 
134 
 OLIVIER EAYMOND, branch pilot, called in, and examined : 
 
 84. When you pass the little bank called the Traverse, opposite 
 Riviere du Loup, near the light vessel, do you steer in a direct 
 line for Point du Lac, and if so, is there as much water in the 
 channel as if you kept further to the southward in a line with 
 what is styled the new channel ? Quite as much water as any- 
 where to the southward, and, in piloting ships, I have never 
 thought of seeking more water to the southward of a straight line 
 to Point du Lac from the south of the little traverse. I seldom 
 have been so far south in coming up or going down as to be in a 
 line with the line of the new channel. 
 
 85. Did you not, along with many other branch pilots, sign a 
 petition in favour of what is styled the new channel ? In the 
 winter of 1844 Mr. Vaughan called upon me with a petition, 
 which he represented as bearing a desire to have a straight chan- 
 nel in Lake St. Peter ; I said I had no objection to sign the peti- 
 tion for a straight channel from the little traverse, opposite 
 Eiviere du Loup down to Point du Lac, and, if that part of the 
 channel* in the lake was dredged,more ships would go to Montreal, 
 inasmuch as above the Eiviere du Loup light there was from 16 
 to 20 feet water to the Sorel Islands, with the exception of a bar 
 of about 150 feet, which could be dredged in ten days, as it is but 
 a hog's back. I never would have signed for the channel as now 
 dredging, as I had expressed my opinion of the absurdity of the 
 scheme, and I know that all the pilots who signed the petition 
 were under the same impression that I was, and are further con- 
 vinced that the new channel will be the means ultimately, if per- 
 sisted in, to prevent that alone Which is required to make the 
 channel good from Montreal to Quebec, and analogous to other 
 parts of the river, by the deepening of the channel from Eiviere 
 du Loup to deep water in a line with Pointe du Lac. 
 
 JOSEPH BOYER, Pilot, called in and examined : 
 
 After hearing the evidence of Eaymond, he concurred in all he 
 said ; he further states that it would be impossible for any ship, 
 from his knowledge of the ground, to find its way in a line, a& 
 
135 
 
 drawn in a chart by the Board of Works, which leads from the 
 old channel below the light at Riviere du Loup to the new 
 channel, because there are several small sand banks. 
 
 86. Did you not, with several other pilots, sign a petition in 
 favour of the new channel, at the requisition of Capt. Vaughan ? 
 I did, but previously' remarked that if a straight channel were 
 cut it would cost a great deal of money. He answered that 
 money was no object, all he wished to know was whether I did 
 not prefer a broad and straight channel. If I had known that 
 this money was to come out of the provincial chest I would never 
 have signed the petition, but I consider that it will never be equal 
 to the old channel, and I further believe that the best line of 
 work would be to abandon this new channel and start from the 
 lighthouse opposite Riviere du Loup in a line to Pointe du Lac. 
 I have frequently seen rafts ashore there. 
 
 DAVID BOYER, Pilot, called in, and examined : 
 
 87. Were you engaged in surveying Lake St. Peter with Mr. 
 Thompson, and how long ? I was, and for six or seven weeks. 
 
 Answer to Ques. 84. Yes, and there is more water. 
 
 Answer to Ques. 85. Same as Raymond that a schooner was 
 lost on those banks, and that the sand covered her over. 
 
 20th May, 1846. 
 
 LAURENT JUSTINIEN, Master of the Queen, called in, and 
 examined : 
 
 88. Are you a pilot branched for , the navigation of the St. 
 Lawrence between Quebec and Montreal, and what is your 
 present employment? I am a branched pilot, and am now 
 master of the steamer Queen. 
 
 89. Did you at any time sign a petition in favor of the channel 
 now dredging in Lake St. Peter ; what were your reasons for so 
 doing, and at whose instance did you sign it ; and are you aware 
 if the said petition was signed by others, and at whose instance 
 and for what reasons ? Same answer as by Joseph Boyer. 
 
136 
 
 First question put to Eaymond, read ; the same answer given. 
 
 90. What difference is there in the depth of water in Lake St. 
 Peter in the month of May, or thereabouts, and in the month of 
 September or thereabouts? It varies in different years from 
 eight to ten feet. 
 
 MR. JOSEPH Ross called in, and examined : 
 
 91. Have you not for many years employed men to unload 
 rafts of timber and staves, and can you state the depth of water 
 rafts of timber and staves generally draw ? I have been in that 
 trade for many years, and from experience I have found rafts to 
 vary from two to five feet, but most generally from three and a 
 half to four feet. 
 
 CAPTAIN SWINBURN called in, and examined : 
 
 92. Are you aware that the old channel in Lake St. Peter is 
 1,500 feet wide, and that the new channel is 150 feet wide ? I 
 cannot say. 
 
 93. Would you prefer to have your ship sailed or towed down 
 to Riviere du Loup or the lower light-vessel in the old channel or 
 by the new channel now dredging ? I would prefer a straight 
 channel if it is broad enough. 
 
 94. Would you consider a channel of 150 feet wide a safe 
 passage for several ships in tow of a steamer ? I cannot say. 
 
 . 95. Are you sufficiently acquainted with the depth of water in 
 Lake St. Peter to state the soundings in different parts, and 
 especially the depth in the new and old channels ? I cannot say. 
 
 96. Do not ships steer wild when near the ground? Yes, ships 
 do steer wild when in shallow water. 
 
 97. What breadth of channel do you suppose would be neces- 
 sary for steamers to meet, with each several ships in tow ? A 
 channel of 600 feet. 
 
13? 
 
 CAPTAIN MORTON being called in, and the six immediately pre- 
 ceding questions put to him, gave the same answers as Captain 
 Swinburn. 
 
 DANIEL MCCARTHY called in, and examined : 
 
 98. Were you ever engaged in sounding Lake St. Peter, and, 
 if you were, with whom ? I was, previously to the spring the 
 dredging commenced, in the month of March ; I accompanied 
 Capt. Yaughan and took soundings through the ice at distances 
 of from 250 to 500 feet, in the new channel only. 
 
 99. Did you sound the old and new channels ; if not, will you 
 state why? I only sounded the new channel. 
 
 100. Were these soundings correctly reported by you to Capt. 
 Yaughan, and were they transmitted to the Board of Works as 
 given by you ; or were they in any way altered by you or by any 
 other person to your knowledge ? I cannot state whether my 
 soundings were correctly reported, but I can now produce the 
 soundings as then taken. 
 
 101. Do you know if the Board of Works have a yard opposite 
 Sorel ; what is the value of the yearly rent thereof, or of a yard 
 which would be as suitable ? I cannot state. 
 
 102. Is the repairing of the dredging machine or the building 
 of new ones done by contract ; if not, do you think it advisable 
 that it should ? I cannot state. 
 
 28th May, 1846. 
 
 THE HON. H. H. KILLALY, President of the Board of Works, 
 called in, and examined : 
 
 103. Will you favor the committee with the perusal of copies 
 of all correspondence had by you with Captains Bayfield and 
 Beaufort, of the Eoyal Navy, and also with James Eendel, Esq., 
 C.E., in relation to the deepening of the channel of Lake St. 
 Peter ? I have already laid before the committee, in compliance 
 
138 
 
 with their request, all the communications between me and these 
 gentlemen ; and those letters, together with my previous reports, 
 contain all the correspondence that passed between us. 
 
 104. Did you submit to the gentlemen mentioned in the last 
 question an estimate of the improvements you suggested on Lake 
 St. Peter, distinguishing the amount required to complete the 
 present ship channel to 14 feet depth, and th e amount required to 
 complete the channel subsequently adopted by you ? No, I never 
 furnished any estimate of either of those channels; the amount 
 set down in the appropriations was not in any manner suggested 
 by me, but had been, as I believe, embraced in the estimates by 
 the request of the mercantile interest of this city. 
 
 105. Has any portion of the second 150 feet in the new chan- 
 nel been excavated ? Yes. 
 
 106. What number of cubic yards have been excavated on the 
 second 150 feet of the new channel ? I had a measurement made 
 of the amount excavated in the second breadth of 150 feet. The 
 amount I do not correctly recollect, but I will furnish the com- 
 mittee with it. 
 
 10*7. Look at the plan of the section now under the operation 
 of the dredges, furnished by you to the commissioners appointed 
 to report on the works of lake St. Peter, (exhibit 1,) and inform 
 the committee if that be correct ? It is perfectly correct, to the 
 best of my knowledge. 
 
 108. Will you inform the committee who is the author of the 
 chart of the new cut on lake St. Peter, furnished by you to this 
 committee, and in which the soundings of Capt. Boxer, E. N., are 
 in red ink, (Exhibit No. 2) ? The chart referred to in this ques- 
 tion was furnished to the Board of Works by Captain Vaughan, 
 and the soundings marked in black ink are his. Those in red ink, 
 1 understand to have been marked by Captain Boxer, E. N. 
 
 109. Do you believe the soundings thereon marked, in black or 
 in red ink to be most correct? Not knowing the relative period 
 at which these soundings were taken, I cannot give a decided 
 answer to this question ; but, judging from the depth of water I 
 see marked on the shoal, I would think that the water must have 
 been very high in the lake when the soundings which the black 
 figures indicate were taken. And from the red figures I consider 
 
139 
 
 that the lake must have been at or near its lowest period, when 
 the soundings marked in red were taken. The difference in the 
 levels of the lake would account for the discrepancy. 
 
 110. Have you seen the evidence of Captain Bayfield, E,. N. r 
 given before a Committee of the House of Assembly of Lower 
 Canada, on the 16th January, 1836, on the subject of improving 
 the navigation of lake St. Peter ? Yes, I read it about two years 
 ago. 
 
 111. Do you coincide in the views expressed by Captain Bay- 
 field in his examination before the said committee ? There are 
 some parts in his evidence in which I agree with him and in others 
 I dissent. 
 
 112. Are you of opinion that it would require eleven millions of 
 cubic feet of excavation to improve the present ship channel in 
 lake St. Peter, as contemplated by Captain Bayfield, or do you 
 think that that officer's estimate is overrated ? I think it very 
 much overrated. 
 
 113. Have the goodness to refer to that part of your report to 
 the Legislative Assembly for the year 1844, which relates to lake 
 St. Peter, where you state that by a moderate calculation the 
 quantity of soil carried off by the current is equal to that lifted 
 up, and state to the committee whether you now affirm that asser- 
 tion ? The opinion referred to in this question was based upon 
 the comparison between the amount of excavation done, as ascer- 
 tained from the measurements furnished me, compared with that 
 of the aggregate amount of scow-loads discharged would appear to 
 give, and as the latter did not at all equal the former, I concluded 
 that the surplus quantity must have been carried off by the 
 stream. I do not think that the proportion is by any means as 
 great as is therein stated, but I believe a large percentage is car- 
 ried off, which percentage I calculate will increase according as 
 the cut is carried clear through. 
 
 114. Eefer also to that part of your report wherein you state 
 that it requires stiff pulling to get across the cut of the new chan- 
 nel without drifting much, in consequence of the obvious and seri- 
 ous increase of the current. Do you now give your affirmation to 
 that assertion ? I do. 
 
 115. What depth of water do you expect to have in the sum- 
 
140 
 
 mer season, when the waters of lake St. Peter are at their lowest 
 level, on the north line of your new cut at section 14, when the 
 channel is completed ? The plans submitted to the committee 
 will show four feet two inches, which I believe to be true. 
 
 116. And what depth of water, at the same season of the year' 
 when the new channel is completed, will you have on the south 
 line of section 16? The chart will show. 
 
 11*7. And what depth of water, at the same season of the year, 
 when the new channel is completed, will you have in the north 
 line of section 21, to section 24, and on the south line from 25 to 
 30 ? From section 21 to 24 would vary from 6 feet 2 inches to 
 6 feet 9 inches, and from 25 to 30, 7 feet 6 inches. 
 
 118. And what depth of water at the same season of the year, 
 when the new channel is completed, will you have on the south 
 line of section 14 ? Five feet six inches. 
 
 119. And what depth of water at the same season of the year, 
 when the new channel is completed, will you have in the north 
 line of section 16? Four feet eleven inches. 
 
 120. And on the south line of section 17 ? Four feet two 
 inches. 
 
 121. And on the north line of sections 18, 19 and 20? Five 
 feet 2 inches, 5 feet 2 inches and 5 feet 4 inches. 
 
 122. And what water on the south line of section 18? Four 
 feet eight inches. With reference to the shallow depths immedi- 
 ately on the sides of the cut stated in answer to the foregoing 
 questions, I am of opinion that the navigation of the channel will 
 be rendered very much more facilitated thereby, as I conceive 
 that did the water shoal away gradually from the channel, that 
 vessels would be much more likely to get out of it and run 
 aground. 
 
 123. "What is the greatest depth of soil through which you have 
 excavated in the new channel? I believe the greatest depth to 
 be between nine and ten feet, on the highest point of the St. 
 Francis shoal. 
 
 124. What is the nature of the soil so excavated ? Generally I 
 would pronounce it to be a bluish clay, with a small portion of 
 very fine sand. 
 
141 
 
 125. Are you apprehensive that it will continue to maintain the 
 depth of the excavation ? I am persuaded that the channel will 
 be annually improving ; when once opened clear through, the 
 current will be permitted to pass through it. 
 
 126. Do you conceive the blue clay to be the natural bed of the 
 lake or is it of recent deposit ? I am of opinion that the soil, such 
 as I have described it, is a deposit of very old date, and I have 
 not been able to discover any traces of recent deposit. 
 
 127. How remote a period do you attribute to this deposit ? I 
 cannot say. 
 
 128. Eefer to that part of your Keport which states that the 
 Buoys on the new channel, which mark the locality, are now kept 
 under water from the strength of the current ? The buoys that 
 marked the channel at this period of the Keport were solid, (of 
 timber,) and several of them were kept down by the strength of 
 the current. 
 
 129. Are the present buoys in that channel so affected by the 
 influence of the current ? The present buoys are fourteen feet in 
 length, formed of boiler plate ; they are immersed in about 6 feet, 
 and having very heavy weights attached to make them stand. 
 
 130. Is the ice in the winter season, in the general surface of 
 the lake, frozen on the shoals down the bottom ? I have been 
 informed that it is, and I believe it is so. 
 
 131. Was dredging ever commenced in the old channel, and can 
 you state why it was discontinued in the year 1843 ? One of the 
 steam vessels was reported to me, by the then Superintendent, to 
 be ready to make trial very late in the fall. He received instruc- 
 tions to test the perfection of the machinery, and having found all 
 fit for use, immediately to lay the boats up at Sorel. I am not 
 aware in what part of the lake the trial took place. I know of no 
 dredging having been done except in the new channel ; but in 
 compliance with the directions referred to in the foregoing, the 
 Superintendent reported having tried the vessel, but whether this 
 trial was made in the line of the old channel or new I cannot say. 
 
 132. Was it not then decided by the Board of Works what line 
 of operation on Lake St. Peter was to be dredged ; and was Mr. 
 Atherton instructed to dredge in any particular part when his 
 
142 
 
 machinery would be completed ? The line was not decided ; on 
 the contrary, Mr. Atherton was informed that the Board were by 
 no means satisfied with the course he proposed to take, but as the 
 time had arrived for the laying up of the boats, every means to 
 procure information during the winter would be taken, and full 
 consideration given to the line to be adopted prior to the com- 
 mencement of operations in the spring. 
 
 133. What depth of water did you find on the flats referred to 
 in the answer to the third question, and what depth will there be 
 in what is considered low water ? From five to seven feet of water, 
 which I consider to be the lowest found on that bank. 
 
 134. Who was the person'employed to take soundings on Lake 
 St. Peter, by the authority of the Board of Works? Captain 
 Yaughan and Captain Bayside, on one occasion, to verify the 
 soundings taken. 
 
 135. Has any portion of the groins, as laid down in the map 
 furnished by the Board of Works, been completed, and is it the 
 intention of the Board of Works to stop the different channels and 
 outlets leading north, from the north and south shores of the River 
 St. Lawrence ? A portion of the groin is completed so far as the 
 timber materials are concerned!; it is intended to discharge more of 
 the dredge stuff in the front of them ; it is not now intended to stop 
 any other channels but the two main ones, which are now piled. 
 
 136. What depth of water at the driest season of the summer do 
 you believe to be on the little bank in the Old Ship Channel a 
 short distance this side the^first light vessel ? I believe it is about 
 11 feet 4 inches. 
 
 29th May, 1846. 
 Hon. Mr. KILL ALT'S examination continued : 
 
 * 137. Are you of opinion, after the experience of two years opera- 
 tions on Lake St. Peter, that you were correct in selecting the New 
 Cut in preference to improving the Old Ship Channel ? Every 
 hour's experience convinces me more and more in the propriety 
 of the present. 
 
143 
 
 * 
 
 138. What is the greatest depth of soil that would require 
 removal by dredging in the present Ship Channel, to attain 14 
 feet of water in the dry season. The greatest depth is 3 feet 2 
 inches. 
 
 139. What is the greatest depth of the soil excavated or to be 
 excavated in the New Channel ? The greatest depth that has 
 been excavated is, I believe, between 9 and 10 feet ; speaking of the 
 channel, the committee inform me that by the channel they mean 
 a breadth of 300 feet ; I find on the extreme verge of the channel, 
 in section 16, about 3 feet 8 inches, consequently, on that particu- 
 lar point there would be 10 feet 4 inches to be excavated ; but at 
 that same section, the water ranges from 15 to 19 feet. 
 
 140. Have you made an estimate of the expense of completing 
 the present ship channel to 14 feet deep, at the lowest water 
 mark, and if so, what is the amount of such estimate ? No, I have 
 made no estimate, but from my knowledge of the shoals and 
 depths in the Lake, I am of opinion that a channel of 14 feet depth 
 could be made through the present Ship Channel at about the 
 same cost as the completion of the straight channel ; but I can 
 see considerable difficulty in carrying on the operations in the 
 present Ship Channel, arising from these operations being neces- 
 sarily carried on in the immediate line of the trade, nor do I 
 think the channel, if completed, so likely to be kept clear by 
 natural and artificial means as the straight one. 
 
 141. Will you have the goodness to inform the Committee, of 
 the nature of the difficulties you now allude to ? The difficulties 
 would be created from the circumstances of the works being neces- 
 sarily proceeded with on the line that vessels are hourly passing, 
 thereby interfering with our moorings, &c. 
 
 142. Have you made an estimate of the expense of completing 
 the new Channel throughout, as contemplated by you, and will you 
 favor the Committee with such estimate ? I have an estimate of 
 completing the new Channel throughout upon two principles; one, 
 confining its breadth to 150 feet, the cost of which would be, 
 (as stated in my report), about 8,500 in addition to what has 
 already been laid out. I also estimated the cost of making the 
 Channel three or four hundred feet wide, which would amount to 
 20,000 beyond the cost of completing the 150 feet channel. 
 
144 
 
 
 143. How many cubic yards of excavation would it take to 
 make the present Ship Channel 150 yards broad, and 14 feet deep 
 at low water ? I would require a detailed measurement of the 
 whole channel to answer this question. 
 
 144. And what number of cubic yards would require to be ex- 
 cavated from the commencement of the operations on the new 
 Channel, to its completion, to make it of equal dimensions 
 with that specified in the preceding question ? It would require 
 also, in this case, a detailed measurement to answer this question. 
 This measurement has never been made, inasmuch as it was not 
 contemplated by the Board to increase the Channel beyond the 
 breadth of three hundred feet by means of dredging. 
 
 145. And what quantity of excavation would it require to 
 make it 300 feet wide, and 14 feet deep ? This quantity has 
 been measured and stated in my report to the commissioners; 
 with regard to this information practically it may be gathered 
 from my statement that the operations for two years after this 
 season would effect it, the remainder of the season being neces- 
 sary to complete the 150 feet channel. 
 
 146. If it has been stated by you to the commissioners, then 
 state it to the committee. I would require to look at the report 
 to answer this question. 
 
 147. What report do you allude to, and of what date ? I 
 allude to my report to the commissioners as already stated, of a 
 recent date, a copy of which I can furnish to the committee, if 
 not before them. 
 
 148. When can you furnish the committee with such report ? 
 To-morrow. 
 
 149. Previously to commencing the work in the new channel 
 did you lay before the Legislature your plans and estimates of 
 costs for the new channel, and did you state the reasons why you 
 differed from Mr. Atherton in his report in favour of the old 
 channel ? I stated in reply to the question yesterday, that the 
 appropriation for lake St. Peter did not proceed from any report 
 of mine, nor was it based on any estimate of mine ; but it 
 originated with representations from the mercantile interest of 
 the city. With respect to either channel, I had no communica- 
 tion with the Legislature. The amount having been granted, (as 
 
145 
 
 I conceive), towards the effecting of a deep and navigable channel 
 through the lake, and upon receiving Mr. Atherton's report in 
 preference of the crooked channel, I immediately expressed my 
 dissent, and it being at the very close of the season, instructions 
 were given him merely to test the machinery, and to lay up the 
 boats, and during the winter, prior to the season for the commen- 
 cement of operations, the Board would collect the best informa- 
 tion they could as to the channel to be taken. 
 
 150. Did you then collect informations on the subject, and 
 from whom ? I sent a special messenger to Prince Edwards 
 Island, in order to have the benefit of Captain Bayfield's opinion 
 upon the subject ; I also had the opinion of Captain Douglas and 
 of some of the most intelligent pilots and ship-masters, all of 
 which confirmed me in the propriety of making the straight 
 channel. 
 
 151. The dredging being evidently of a description not difficult 
 to be done, what is the worth per cubic yard for dredging ? 
 Last year it cost about Is. 5d., but this year I think it could be 
 done for Is. or Is. 2d. 
 
 152. Why was the work on lake St. Peter not done by contract, 
 as all other public work has been, and thereby saved the great 
 expense of 38,000 for the outfit ? I was of opinion that, whether 
 it were done by contract or otherwise, the cost of the outfit must 
 in reality have been borne by the Province, inasmuch as the 
 work is so situated that no suitable dredge or other vessels could 
 be brought to it, and must therefore have been built expressly for 
 it ; any person coming forward to contract for the work would of 
 course have covered the cost of his necessary outfit by his prices. 
 Moreover, no man would enter upon the cost of such outfit with- 
 out having ensured to him a certain amount of work by which 
 the country would be tied to the undertaking, however it might 
 be found likely to turn out. By the course adopted, the power is 
 had of stopping at any moment, and the whole of the outfit could 
 be transferred to the dredging and improvement of the harbours 
 upon the lake, almost every one of which stands in great need 
 of it. 
 
 153. By what authority was the work on the lake St. Peter 
 undertaken on the present system of day's work was it upon 
 
 10 
 
146 
 
 the authority of the Executive Government, or had the matter 
 been first submitted to the Government, and its sanction obtained? 
 There were several discussions upon the matter at the time by 
 the Board of Works, the members of which were also members 
 of the Executive Government. 
 
 154. --As there are many other parts of the navigable channel 
 of the river not straight, why was it necessary to dredge a 
 straight line in this particular place ? I have already given at 
 large in my report the reasons that induced the Board to adopt 
 the straight channel, the principal of which are, 1st. The power 
 of working unobstructed by the passing trade. 2nd. The much 
 greater probability of the stream of the river acting with bene- 
 ficial and increased effect. 
 
 155. As it is admitted a wide, though somewhat crooked 
 channel is to be found running nearly parallel, and with an equal 
 depth of water with the straight one now making, why did you not 
 
 'therefore commence dredging at the point where the two chan- 
 nels meet at the lower end, and dredge downwards through the 
 shallow water, which must be deepened in any case leaving the 
 part now making until it was clearly ascertained the old or 
 crooked channel would not answer ? A considerable portion of 
 the work was calculated upon to be effected by diverting as large 
 a body of water in the line of the proposed channel as possible, 
 to effect which the channel was commenced with considerable 
 increased width, and the groins undertaken as recommended by 
 Captains Bayfields and Beaufort. 
 
 156. Was Mr. Atherton acting as engineer of the works on 
 lake St. Peter, from the 18th September, 1841, to the 31st. 
 August, 1843, at the sum of 300 per annum, and also from the 
 1st. September, 1843,, to the 29th of February, 1844, at 400 per 
 annum ?- He was. 
 
 157. Was Mr. Atherton during any of the period included in 
 the preceding query employed in any other capacity under the 
 Board of Works, and if so, in what capacity, and at what salary 
 or other remuneration. ? He was, as engineer to the Lachine 
 Canal, at the same period, at a salary of 400 per annum. His 
 united salary was, I think, either 750 or 800 per annum. 
 
 158. It is stated in your return to the commissioners, that the 
 
147 
 
 services of G-. Meldrum, as dredge master, have been dispensed 
 with by Captain Yaughan, while it appears that John Cass & 
 William Fleming have succeeded to similar appointments. Can 
 you state the cause why you return " the officer (dredge master) 
 dispensed with by Captain Yaughan," when in fact the officer 
 has not been dispensed with, but changed ? The office has been 
 dispensed with ; when employed, was not attached to either boat, 
 but was appointed as a description of general dredge master, 
 which office was considered supernumerary, and therefore dis- 
 pensed with. 
 
 159. David Yaughan is returned as superintendent of the works 
 on lake St. Peter at a salary of 500 per annum. Will you inform 
 the committee, if Mr. Yaughan is a civil engineer or a scientific 
 man, or why he was chosen in lieu of Mr. Atherton, and at an 
 increased salary of 100 per annum, exclusive of perquisites ? 
 David Yaughan was appointed at the express request of Sir 
 Richard Jackson ; he was considered the most eligible man for 
 the situation, from his knowledge of the lake, his having acted as 
 steamboat captain; had the confidence of government for being a 
 man of great energy of character. The salary was increased by 
 my authority without reference to the Executive Government 
 It was considered just to do so in consequence of rates paid to 
 men who had much less duty to perform. 
 
 160. Stephen Yarwood is returned as " Paymaster " to the 
 works of lake St. Peter, in 1843 and in 1844. Can you inform the 
 Committee why a Paymaster was required for this particular 
 work, and if required, why his salary was increased from 30 
 per annum in 1843, to 200 per annum in 1844 ? Tho salary 
 was increased in consequence of increased duty on other works. 
 
 161. Denis O'Brien and James State are returned as " Store 
 Keepers " to the works on lake St. Peter. Can you inform th 
 Committee what are the particular duties they have to perform 
 as such Store-Keepers? There is but one Store-Keeper; the 
 former was dismissed, the latter replaced him. He has in charge 
 the yearly supply of coals and firewood, iron, steel, oil, and all 
 ship stores. 
 
 162. Wm. Hunter is returned as " Superintendent of Ma- 
 chinery," from P^ebruary, 1843, to 30th November, 1844, and as 
 
148 
 
 having his services afterwards dispensed with. Can you inform 
 the Committee why his services were dispensed with, while the 
 services of Asa Martin, of David Hood, and of John Tuck, were 
 subsequently, (to wit in August and September, 1843), taken on 
 as Engineers ? Hunter was in much the same position as Mel- 
 drum, and was considered as a supernumerary officer. 
 
 MB. BEGLY, Secretary of the Board of Works, called in ; and 
 examined : 
 
 163. Are all communications made to the Board of Works, 
 whether regarding works under contract or performed by the 
 Board of Works, and all letters whether of complaints against or 
 to the Board of Works, regarding any officer or officers of that 
 Board, and applications for employment in the Board of Works, 
 in your custody, or are they, or any part of the said documents, 
 left with the Provincial Secretary ? All letters previous to the 
 latter part of December, 1845, were received by me and kept in 
 my custody ; since that period the letters have been received 
 and opened by the Chairman of the Board of Works, and I believe 
 that they do not all come into my hands. Eelative to letters 
 referred from the office of the Board of Works to the Secretary 
 of the Province, they are sometimes returned and sometimes re- 
 tained by that officer, as the interests of the public service may 
 require. 
 
 164. Have you any knowledge of any communications made 
 by the Chairman of the Board of Works to Capt. Bayfield or to 
 Capt. S. Beaufort, or to James M. Eendel, Esq., Civil Engineer, 
 in relation to the improvement of the navigation of lake St. Peter 
 previously to or subsequent to the adoption of the line of the New 
 Channel, portions of which communications appear in the report 
 of the Chairman of the Board of Works for the year 1844, page 
 8 ? I am not aware of ever having seen the original letters, but 
 I have seen extracts from them in the report of the Chairman of 
 the Board of Works. 
 
 165. Was an estimate made of the expense of completing the 
 New Channel on lake St. Peter previously to the commencement 
 of the work ? I don't remember having seen any estimate. 
 
149 
 
 166. Then you cannot say that the Chairman of the Board of 
 Works furnished the Commissioners of Enquiry with any such 
 estimate? I cannot say, as I have never seen it, but can 
 ascertain. 
 
 16*7. Have you any book in your office in which such docu- 
 ments are entered, and if so, will you furnish the Committee with 
 such estimate ? There is such a book, and, if there is an entry 
 of such a document, I will furnish the Committee with a copy of 
 it, with all convenient speed. 
 
 30th May, 1846. 
 MR. BEGLY re-examined : 
 
 168. Have you examined the books and documents in your 
 office of the Board of Works, and have you found the estimate 
 mentioned to you in the examination of yesterday ? I have exa- 
 mined the books, and don't find any such estimate. 
 
 169. Have you examined the records in your office, and have 
 you found copies of the letters from the Chairman of the Board 
 of Works, to Capt. Bayfield, Capt. Beaufort or James M. Eendel, 
 Esquire, Civil Engineer, on the subject of the improvement of 
 lake St. Peter? I have made the examination, and do not find 
 .any such record. 
 
 JAMES Mora FERRES, ESQ., called in ; and examined : 
 
 170. Are you Secretary to the Commissioners of Enquiry into 
 the management of the Board of Works ? I am. 
 
 171. Has any preliminary estimate of the expense for com- 
 pleting either the Old or New Channel in lake St. Peter, been 
 furnished by the Chairman of the Board of Works to the said 
 Commissioners, during any period of the sittings of the said 
 Commission ? No. In addition, I beg to say that Mr. Killaly, in 
 his letter transmitting his papers relative to lake St. Peter, ex- 
 plained that, from the nature of the work, it was considered im- 
 practicable to make out estimates of the nature mentioned in ques- 
 tion, until they should have some experience of the work. 
 
150 
 
 QUESTIONS TO J. D. ARMSTRONG, ESQ., MASTER OF THE STEAMER 
 
 " MONTREAL." 
 
 1*72. From the experience you have of towing ships to and 
 from Montreal to Quebec, will you state to the Committee the 
 relative advantages of the proposed New Channel now dredging 
 in lake St. Peter, allowing the New Channel to be fourteen feet 
 in depth, and one hundred and fifty yards (450 feet) in breadth, 
 as compared to the Old Channel, allowing the Old Channel alsa 
 to be deepened in such places as it may be required to fourteen 
 feet, and be widened to one hundred and fifty yards also where 
 required. 
 
 CAPTAIN ARMSTRONG'S REPLY. 
 
 MONTREAL, 30th May, 1846. 
 
 SIR, In reference to certain questions put to me by your 
 Committee as to the relative advantages of the New and Old 
 Channels in lake St. Peter, I beg leave to give the following 
 answers : 
 
 I. As regards the New Channel : That ships when near the 
 ground, sheer about a good deal, and would be in danger of run- 
 ning aground or foul of each other in a Channel of one hundred 
 and fifty yards wide, that such danger would be very much 
 increased when two tow steamers would meet with several ships 
 in tow, each, that in consequence of the shallowness of the 
 water on the banks of certain portions of the New Channel, pas- 
 sage steamers and small crafts could not give sufficient room to 
 tow steamers with ships, to insure safety to both ; that a ship at 
 anchor, riding athwart the current with a strong easterly wind, 
 would so far block up the Channel as to render it dangerous for 
 other vessels to pass her, that rafts passing through the said 
 New Channel, which I consider at times to be inevitable, would 
 completely block it up. 
 
 2. In reference to the old channel : That if the small bar, 
 .(which I understand can be dredged in six days), above the first 
 
151 
 
 lighthouse were removed, a channel of fifteen hundred feet in 
 breadth would be obtained, and of seventeen feet in depth down 
 to the lower lighthouse, thus affording for about four and a half 
 miles, a channel of one thousand and fifty feet more in breadth, and 
 fully three feet more depth than is contemplated to be dredged 
 in the new channel. As to the circuit or bend as I would style 
 it, it has its inconvenience in distance only ; the new channel 
 would be a saving in that particular, of three-fourths of a mile. 
 In other respects, and especially in running at night, vessels 
 could be seen with more accuracy in the old than in the new 
 channel, as in the latter they would necessarily be in a straight line. 
 I am therefore decidedly of opinion, laying aside considerations 
 of cost, that the old channel, from its having throughout at all 
 seasons of the year, not less than eleven feet water, and in 
 breadth no place less than fifteen hundred feet, should be 
 improved from the lower lighthouse down to deep water. I have 
 come to this conclusion, from the first part of my answer, and 
 because there would then be a channel of fourteen or fifteen feet, 
 for four miles and a half of one hundred and fifty yards in breadth, 
 on each side of which would be found eleven feet water, sufficient 
 for steamers, rafts, (and even ships except in the months when 
 the water is low,) and for five miles above the lower lighthouse 
 there would always be sufficient water for ships to ride to their 
 anchors, and to get under way, and from my experience in taking 
 ships in tow, this wide and deep channel I consider indispensable, 
 and should not therefore, in my opinion, be condemned. 
 
 I am, sir, 
 Your obedient servant, 
 
 J. D. AKMSTRONG. 
 
 To the Chairman Committee of Inquiry, on Lake St. Peter. 
 
 Extract from the ci MIRROR OF PARLIAMENT." 
 5th June, 1846. 
 
 Mr. Williams went into a long detail of statistics to prove the 
 expediency of improving the old channel in preference to the new 
 channel. His proof was altogether drawn from the report of the 
 Committee of that House on the subject. 
 
152 
 
 Mr. ARMSTRONG : It was used as an argument in favor of the 
 new channel, that it would save seven miles, when now it turns 
 out there will only be a saving of half a mile, or at most one mile, 
 and there is now much less current in the new channel than in 
 the old. Mr. A. read part of the evidence of Captain Kayside, 
 and showed how it was contradicted hy the evidence of other 
 parties and the soundings taken by the hon. member for Durham, 
 who had sounded every four minutes, though the Captain of the 
 steamboat did not wish to steer to these particular places, to 
 which he was requested, and he (Mr. A.) was reminded of the 
 quarter deck, when the hon. member (Mr. Williams) ordered 
 him to go to those places that were pointed out to him. (Laughter) . 
 This was the way that other parties had been deceived with res- 
 pect to the depth of the water in the different channels, as they 
 had been steered to those parts only where there was deep water. 
 Captain Yaughan said in his evidence, that the line as given in 
 the report of the Board of Works, was not correct, and yet it was 
 on the faith of the correctness of this line that Captain Bayfield 
 had recommended the new channel as being preferable to the old. 
 By deepening the old channel, you would have given the trade of 
 Montreal a broad channel of 1,500 feet and thereby much time 
 would be saved in towage, as no steamboat would venture to tow 
 up more than one ship through the new channel. Mr. Williams 
 could not exemplify the absurdity of the operations in Lake St. 
 Peter, better than by stating, that in the navigation of the St. 
 Lawrence between this and Kingston, there are several points 
 which project into the river, and an individual, instead of improv- 
 ing the natural channel, should say, " Oh, the Province has plenty 
 of money, and I am determined to get to Quebec in as straight a 
 line as possible." Mr. Killaly complains of not being treated with 
 proper courtesy by the Committee. Now he (Mr. W.) could 
 appeal to every member of the Committee, whether every respect 
 was not paid to him ? Their questions were framed in this spirit, 
 for they said, " Will you favor," " Will you be pleased," etc ? And 
 ft was not until he found that Mr. Killaly would not give them 
 some information that they desired, that he was obliged to say, 
 "You are compelled to answer." He (Mr. W.) wanted to save 
 a useless expense of money, and he had no feelings to gratify 
 further than to show that he was qualified to perform the duty 
 
153 
 
 that the House imposed upon him. He did not consider that the 
 members of the Commission of Enquiry were so competent to give 
 an opinion on the relative merits of the channels as he was, from 
 his profession . The new channel can be carried out the width of 
 150 feet for 9,500, but it will only be a partial benefit. 
 
 Sol. Gen. SHERWOOD did not intend to defend the Chairman of 
 the Board of Works, or to enter upon the discussion with respect 
 to the relative merits of the diiferent channels. But he considered 
 that the House could not decide the question on account of the 
 conflicting reports, and that it was better to leave it to the 
 Government, who will certainly make proper enquiries before 
 going on with the work. 
 
 Mr. EOBINSON. It is some consolation to him and the hon. mem- 
 ber for' North Lincoln, to know that there is a deep cut in Lower 
 Canada as well as in Upper Canada. If they were now about to 
 commence the work in Lake St. Peter, he would certainly be of 
 this opinion that the old channel ought to have been improved, and 
 the work have been begun at the lower part instead of at the upper 
 end, as has been done. The work ought also to have been given 
 out by contract, and it would then have been finished much sooner 
 and cheaper. It would, in his opinion, be advisable to do the 
 remainder of the work by contract ; there was a person in Boston 
 who would do the work for one shilling a yard, and the dredges, 
 which are superior articles could be profitably employed in the 
 Harbours of Upper Canada and Montreal. No contractor would 
 pay 500 to a foreman, as the Board of Works has paid Captain 
 Yaughan, the superintendent of this work, besides allowing a cer- 
 tain sum for the board of the men. He was not inclined to stop 
 the work ; that would be penny wise and pound foolish, but he 
 would test this narrow channel first, and leave it to the Executive 
 to take such steps as will keep the money from being thrown away. 
 MR. MCDONALD OF GLENGARRY: It will require a dredging 
 machine to clear away the rubbish that has been created by the 
 argument on both sides ; he was in favour of the amendment, for 
 it left it with the Government to decide upon the best channel, 
 and they will be responsible to this House. 
 
 Several of the captains of the regular traders of this port have 
 given their opinion in favour of the new channel, and he was 
 afraid that a great deal of the opposition to the new channel was 
 
154 
 
 the result of a combination to. injure the trade of Montreal, by 
 keeping it at Quebec. If 9,500 would make the new channel 
 available, he was very willing to vote that sum ; he did not con- 
 sider that there was any danger of rafts grounding on this new 
 channel, as he knew that very few rafts go to Quebec after the 
 month of August, when the water is low. Mr. Moffatt would 
 feel great reluctance to abandon the straight channel, as such a 
 channel had certainly advantage over a crooked one if it could be 
 made for any thing like a reasonable expense ; he (Mr. Moftatt,) 
 regretted that this as well as other public works had been under- 
 taken before proper surveys and estimates had been made, he 
 would leave it to the government to decide this question after 
 they had caused further examination to be made by competent 
 individuals. 
 
 MR. MERRITT. Spoke in favour of the grant of 9,500 being 
 laid out in continuing the straight line. Mr. Draper said that he 
 felt greatly embarrassed by the question as it then stood. Before 
 the report drawn up by the committee of the House in favor of 
 the old channel was presented, the objections to the new cut had 
 not assumed a tangible shape ; now, however it was different and 
 there was evidently a necessity for further enquiry. After all 
 he had heard, he felt that he had no right to ask the House for a 
 grant specifically for either channel; the appropriation of any 
 further money could only take place after renewed enquiry, and 
 on the responsibility of the government. 
 
 MR. BALDWIN, said that after the conflicting evidence that 
 had* been adduced he could not at that moment pretend to 
 decide as to which channel was most elegible; he would prefer that 
 the sum proposed to be voted should be laid out in such a way as 
 would be available, be the final decision what it might; but as he 
 understood that could not be done, he saw no course but to leave 
 it to be appropriated upon the responsibility of the government ; 
 he did not wish to prevent the improvement of the lake, nor 
 could he, as the case then appeared, consent to tie the minister's 
 hands ; they should proceed upon their own judgment and respon- 
 sibility. 
 
 The vote was then agreed to ; the appropriation to be made by 
 the government in favor of either channel as they might deter- 
 mine upon. 
 
155 
 
 Dredging operations in the new straight channel were 
 suspended on the 8th of June, 1846. The following 
 extracts of correspondence and reports contain an account 
 of the closing of the work and the steps that led to its 
 resumption, by order of the Governor in Council, dated 
 22nd September, 1846 : 
 
 BOARD OF WORKS OFFICE, 30th May, 1846. 
 
 SIR, 
 
 I take the liberty of acquainting you for the information of 
 His Excellency the Governor-General, that the day before yester- 
 day I received a communication from the Secretary of this 
 Department informing me, by direction of one of the members of 
 the executive, that there would be no further grant of money for 
 the works now being carried on on Lake St. Peter ; and that 
 therefore it was necessary that the expenditure should not be 
 allowed to exceed the amount already appropriated. By the 
 statement of the Secretary to me, the balance in hands is about 
 2,070 ; to clear, up to the 31st of the present month, would 
 require about 1,000, and that upon the difference, there might 
 be some demands, at present unforseen. 
 
 Under these circumstances, it becomes my duty to state that to 
 continue to expend any portion of this balance would be utterly 
 useless. No profitable result whatever would be had from it, 
 as unless the sum of 8,500 is granted and expended in complet- 
 ing the channel, nothing whatever of practical utility is obtained, 
 and therefore I humbly conceive any further expenditure of the 
 balance in hands would be unjustifiable. Under these circum- 
 stances, I have to request that I may, as soon as possible, be made 
 acquainted with the decision of the Government as to the imme- 
 diate stoppage of the work and as to the course which is to be 
 adopted with regard to the outfit, vessels, machinery, materials, 
 etc. I trust I will be excused in respectfully recording my 
 opinion of the extreme inexpediency of permitting work to be 
 dropped in its present state of forwardness where, after an expen- 
 diture of 61,000, the comparatively trifling sum of 8,500 only 
 is required to carry a channel of 150 feet in width clear through 
 from deep water to deep water. This, although it would leave 
 the channel of only half the breadth I think it ultimately should 
 
156 
 
 be, would, in conjunction with a small excavation to be made at 
 La Itature, be of great importance to the trade, the interests of 
 which, in its present crisis, cannot be too carefully attended to. 
 
 It would permit deeply laden vessels to pass up to and down 
 from this city, thereby lightening the taxes on the trade result- 
 ing from the cost of lighterage, cooperage, injury to produce, 
 especially flour, from the present frequent transhipments of it, &c. 
 
 It would afford two channels instead of one, lessening the risk 
 of collision thereby. It would render the past expenditure of 
 61,000 available, which, with the exception of the value of the 
 vessels and machinery, will have been utterly thrown away if 
 the work is now abandoned ; and I am satisfied it would establish 
 the fact beyond all question or cavil that this straight channel 
 would not only keep itself open, but would annually improve. 
 In favor of the channel adopted and the course of operations 
 pursued, the highest naval authorities in England have given 
 their opinions. The operations have also received the approval 
 of two members of the executive who personally inspected the 
 work last season. And the special report of the Commission of 
 Enquiry instituted by the Government has very lately, in the 
 strongest manner, expressed their concurrence with all that has 
 been done and recommended that the sum of 8,500 required for 
 this year should be procured. I have not been furnished with a 
 copy of the estimates for this year to be submitted by the execu- 
 tive, but I am respectfully of opinion that, without increasing 
 the amount to be asked for this year, this item might be substi- 
 tuted for some other not so pressing. 
 
 I have, etc., 
 
 (Signed,) H. H. KILLALY. 
 
 To the Honorable the Provincial Secretary, &c., &c. 
 
 BOARD OF WORKS, 8th June, 1846. 
 SIR, 
 
 I have the honor to acknowledge the receipt of your letter of 
 the 8th instant, directing the works on Lake St. Peter to be forth- 
 with discontinued until further orders. I have accordingly had a 
 letter to that effect addressed to the Superintendent of the work. 
 
15Y 
 
 I think it my duty to acquaint you at the same time, for the 
 information of His Excellency the Governor-General, that the 
 only saving which can be effected thereby will be the cost of fuel, 
 oil and tallow, and which is comparatively trifling. While the 
 delay caused by the suspension may have this effect, that should it 
 be finally decided to prosecute the work on the line of the present, 
 the opening of, through this season, will not be accomplished. 
 
 I have also to request instructions with regard to the procura- 
 tion of coals, about 2,000 chaldrons. They were sold last week, 
 I am informed, at, Quebec, unusually low, (20s per chaldron) but 
 if advantage is not taken of the supply brought by the spring 
 fleet, they will no doubt in a few days be higher ; such at least 
 has been the usual course. 
 
 Your obedient servant, 
 
 (Signed,) HAMILTON H. KILLALY. 
 
 Honorable the Provincial Secretary, &c., &c. 
 
 PUBLIC WORKS OFFICE, 18th June, 1846. 
 
 SIR, 
 
 I have the honor to acquaint you, that in accordance with the 
 command of His Excellency the Governor-General conveyed by 
 your letter of the 15th instant, directing that " Captain Vaughan. 
 " should be called upon to come to Montreal without delay, and 
 " bring with him all his papers, etc., required for the closing of 
 " the accounts with the several parties employed on the Lake." 
 Captain Yaughan was immediately written to and is now in 
 Montreal. He has furnished the pay-lists and accounts which 
 are herewith transmitted, and he states that, so far as he knows, 
 they include all the outstanding claims at present due, with the 
 exception of his own salary from 1st March last, and a pay-list 
 marked No. 23 upon which the men will have to be settled with, 
 up to the day of payment. Captain Yaughan is anxious to know 
 if it is necessary that he should remain here. 
 I have &c., 
 
 (Signed,) THOMAS A. BEGLEY. 
 
 Secretary. 
 Honorable D. Daly, Secretary. 
 
158 
 
 MONTREAL, Sherbrooke Str., 23rd Juue, 1846. 
 SIR, 
 
 I beg leave to acknowledge the receipt of the memorandum 
 relative to the Lake St. Peter establishment, with an order 
 endorsed thereon that I should report by whom and under what 
 authority the persons therein mentioned were engaged. With 
 reference thereto I have the honor to state, that upon Captain 
 Yaughan's appointment to the chief superintendentship of that 
 work, (which appointment was made by the special desire of Sir 
 Richard Jackson,) the selection of the Engineer^ Captains of 
 Dredges, and other working officers was left whcply to him, as 
 being the person responsible for-the details of the Working, and 
 best acquainted with the qualifications which were required in 
 those under him. 
 
 On making his arrangements, Captain Vaughan found three or 
 four officers in employment whose services he thought were not 
 necessary, and he accordingly dispensed with them, and made 
 such changes both as to pay and victualling as to effect much 
 saving. 
 
 The nature of the engagements with Engineers and other such 
 officers employed on board steamboats is, I believe, universally 
 by the season, and those men have but little chance of procuring 
 employment after the opening of the season, unless in case of a 
 vacancy created by death, illness, misconduct, or some such 
 cause. 
 
 The men selected by Captain Vaughan are of the very first 
 class, whether as regards their conduct or qualifications, and 
 this was so well known, that prior to the commencement of each 
 season attempts have been made by captains and proprietors of 
 steamboats to seduce them from the service by offers of higher 
 wages, which I presume were declined, on account of the hitherto 
 supposed more permanent nature of their present employ. Those 
 men have been, therefore, held on from year to year, and being 
 good mechanics the necessary alterations and repairs* have been 
 effected by them during the winter without calling in extra aid. 
 As there was a balance of the appropriation sufficient to carry on 
 the work nearly to the middle of this season, and no appearance 
 of any probability of the work being stopped at the proper time 
 
159 
 
 for engaging men, Captain Vaughan, I suppose, considered their 
 continuance as a matter of course, especially from not having 
 heard anything to the contrary from the Board or from me. 
 
 I have the honor to be, sir, 
 
 Your very obedient servant, 
 
 (Signed,) HAMILTON H. KILL ALT. 
 
 E. Parent, Esq. 
 
 MONTREAL, 24th June, 1846. 
 SIR, 
 
 In accordance with the wish expressed to me yesterday by 
 the Committee of the Honorable the Executive Council, I take 
 the liberty of suggesting the course which, in my opinion, would 
 be the most advisable to adopt with regard to the Lake St. Peter 
 worksi 
 
 I conceive that an application should be made to the Admiralty 
 to request that . Captain Bayfield, now on survey in the Gulf, 
 might receive immediate instructions to proceed to Lake St. 
 Peter for the purpose of minutely examining both the channels, 
 the extent of work done, &c., and to make such further observa- 
 tions as would enable him to report, for the guidance of the G-ov- 
 ernment, as to the course it would be most expedient to adopt 
 under all the circumstances. All the men who are employed by 
 the month or day should be immediately paid up and discharged 
 and the boats laid up at Sorel. 
 
 Supposing Captain Bayfield' s decision to be communicated by 
 the latter end of August, there would remain nearly three months 
 of the working season and for this period a supply of coals (about 
 1,000 chaldrons) in addition to what is in hands, would be 
 required. Coals have been selling very cheap this season (at 20s 
 per chaldron). It might be well therefore to instruct Mr. Eyan, 
 of Quebec, to continue to purchase to the extent of 1,000 or 1,500 
 chaldrons, whenever he can buy for 20s and under. 
 
 The principal part of the appropriation for the improvements 
 
160 
 
 in Lake St. Francis and St. Louis is yet unexpended. These 
 improvements consist, in part, of the removal of certain shoals? 
 the erection of lights and the procuring and fixing of buoys. 
 
 For the first I had purposed to fit up the large square scow, now 
 at Sorel, as a horse dredge boat with similar machinery to that 
 now in use in the boat at Beauharnois. This I would recommend 
 to have done at once, the men to be employed in doing so to be the 
 four engineers and blacksmith who are under pay by the season ; 
 they are all good mechanics and can therefore be thus well and 
 profitably employed. The other men engaged by the season, 
 namely masters of the dredges and steamboats, I would put under 
 Captain Yaughan with instructions immediately to continue the 
 survey and soundings and marking out of the channel in Lake 
 St. Louis. This operation was commenced last winter, and the 
 channel, its depth and breadth, very accurately ascertained and 
 laid down, from the Beauharnois canal to the opposite mouth of 
 the Chateauguay Eiver. But thence to the Lachine canal the 
 channel is very intricate and not well known the only charts of 
 the lake are so very incorrect as to be of no use whatever, and 
 now that a larger class of vessels is adopted, the necessity for 
 properly fixing and buoying this channel is very urgent. Within 
 the last month the mail steamers have grounded several times. 
 I conceive therefore that these men will be most usefully occu- 
 pied in the manner I have suggested. Some of the buoys are 
 provided, but until the channel throughout is ascertained, the 
 erection of the light-houses and the mooring of the buoys cannot 
 take place. Mr. McKinn, master of one of the boats, and the 
 mates should be retained, one on each boat, to take charge and 
 attend to their moorings. Such I believe to be the best course to 
 be adopted under the circumstances. 
 
 I am, sir, 
 Your very obedient servant, 
 
 (Signed,) H. H. KILLALY. 
 
 E Parent, Esq. 
 
161 
 
 Copy of a Report of a Committee of the Honorable the Executive 
 Council^ dated 24fA June, 1846, approved by His Excellency the 
 Governor General in Council, the same day, 
 
 On the letters of H. H. Killaly, Esquire, dated 30th May, 8th Jane 
 and 24th June, 1846, relative to the suspension of the works on 
 lake St. Peter, and the several documents connected with the 
 subject. 
 
 The Committee recommend that an application be made to the 
 Admiralty to request that Captain Bayfield, now on a survey in 
 the Gulf, might receive immediate instructions to proceed to lake 
 St. Peter for the purpose of minutely examining both the Chan- 
 nels, the extent of the work done, etc., and to make such further 
 observations as would enable him to report, for the guidance of 
 this government, as to the course which would be most expedient 
 to adopt under all the circumstances. 
 
 All the men who are employed by the month or day to be im- 
 mediately paid up and discharged, and the boats laid up at Sorel. 
 
 Supposing Captain Bayfield's decision to be communicated by 
 the latter end of August, there would remain nearly three months 
 of the working season, and for this period a supply of coals, 
 (about 1000 chaldrons), in addition to what is in hands, would 
 be required; and Mr. Ryan, of Quebec, should be instructed to 
 purchase to the extent of 1000 or 1500 chaldrons whenever he 
 can buy for 20s. or under. * 
 
 The principal part of the appropriation for the improvements 
 in lakes St. Francis and St. Louis is yet unexpended. These im- 
 provements consist, in part, of the removal of certain shoals, in 
 the erection of lights, and in the procuring and fixing of buoys.' 
 For the first, should be fitted up the large square scow, now at 
 Sorel, as a horse dredge-boat, with similar machinery to that now 
 in use in the boat at Beauharnois, the men to be employed in 
 doing so, to be the four engineers and blacksmith who are under 
 pay for the season. 
 
 The other men engaged by the season, namely, the masters of 
 the dredges and steamboats, to be put under Captain Vaughan, 
 with instructions immediately to continue the survey and sou nd- 
 
 11 
 
162 
 
 ings, and marking out of the Channel on lake St. Louis. Mr. 
 McKin, master of one of the boats and mates to be retained, one 
 on each boat, to take charge of and attend to their moorings ; as 
 well as James State, store-keeper, and two watchmen, to take 
 charge of the steamboats. 
 
 Certified. 
 
 (Signed,) E. PARENT. 
 
 To the Provincial Secretary. 
 
 (Copy). 
 
 ADMIRALTY, 25th July, 1846. 
 SIR, 
 
 My Lords Commissioners of the Admiralty having, in conse- 
 quence of an application from Her Majesty's Secretary of State 
 for the Colonies, for an examination to be made of the lake of St. 
 Peter in the river St. Lawrence, ordered Captain Bayfield, R.N., 
 to place himself at your Excellency's disposal, for that special 
 service ; and as the season is already so far advanced, my Lords 
 direct me to inform your Excellency thereof, in case you may 
 have any immediate means of communicating with Captain 
 Bayfield, earlier than that officer may receive their Lordship's 
 orders by way of Halifax. 
 
 I am, etc., 
 
 (Signed,) F. H. WARD. 
 
 His Excellency the Governor-General of Canada, Montreal. 
 
 (Copy). 
 
 DOWNING STREET, 
 
 28th, July, 1846. 
 MY LORD, 
 
 I had the honor to receive your Lordship's despatch No. 81, 
 of the 26th June, in which you represent the difference of opinion 
 which prevails in Canada relative to the best ship Channel 
 
163 
 
 through lake St. Peter, and request that Captain Bayfield, E.N., 
 may be instructed to examine the lake, and furnish you with his 
 report and opinion upon the question. 
 
 Having enquired of the Lords Commissioners of the Admiralty 
 whether Captain Bayfield could be employed in this service, I 
 have the satisfaction of informing your Lordship that the Board 
 of Admiralty have instructed that officer to place himself at your 
 disposal for the object in question. 
 
 I have, etc., 
 
 (Signed,) GEEY. 
 
 The Governor-General, 
 
 Lieutenant-General Earl Cathcart, K.C.B., &c., &c., &c. 
 
 Extract from the " PILOT AND JOURNAL OP COMMERCE." 
 
 MONTREAL, Sept. 1st, 1846. 
 BOABD OF TEADE. 
 
 The following memorial on the subject of lake St. Peter waa 
 presented a few days since : 
 
 To His Excellency the Earl Cathcart, K.C.B., &c., &c., &c. 
 
 The memorial of the Montreal Board of Trade humbly sheweth : 
 
 That it is of the utmost importance to the trade of this province, 
 and more particularly to the interests of the city of Montreal, that 
 the deepening of an adequate channel through lake St. Peter 
 should be accomplished with the least possible delay. 
 
 That your memorialists perceive with regret and alarm that, 
 since the rising of the House of Assembly in June last, the works 
 in lake St. Peter have been entirely suspended and that the sum 
 of ten thousand pounds, which was voted by the legislature for 
 prosecuting those works, remains unapplied. 
 
 That your memorialists conceive it to be their duty, under such 
 circumstances, to point out the loss and injury to trade arising 
 
164 
 
 out of this infortunate delay, and more particularly the hazards 
 to which it exposes the interests of the province at the present 
 critical period. Your memorialists need hardly remind your Excel- 
 lency that, in the short space of two years and a half from the 
 present time, this colony will be deprived of all protection in the 
 market of England, and left to depend, in a great measure, on 
 her own energies and exertions, so that, unless every advantage is 
 taken by the colonists themselves in improving and extending 
 the navigable resources of the province and economising in every 
 possible way in the conveyance and transportation of the produce 
 of the country, that important traffic must desert the St. 
 Lawrence, and the most serious results to the commerce of the 
 colony and the interests of the city must inevitably ensue. Your 
 memoralists would respectfully remind your Excellency that the 
 deepening of lake St. Peter is one of the most important of the 
 improvements referred to, as, on the completion of that work many 
 of the other improvements now in progress, or in contemplation, 
 will depend for their efficiency or their success, in proof of which, 
 they would point to those now going forward in the upper navi- 
 gation of the province, the full benefit of which cannot be reaped 
 without an adequate depth of water in the channel of Lake St. Peter. 
 
 That your memorialists, in conclusion, cannot refrain from 
 respectfully expressing to your Excellency the serious apprehen- 
 sions they must continue to entertain respecting the trade and 
 commerce of Montreal, under the approaching changes, unless all 
 public improvements are pushed forward with a zeal and energy 
 commensurate to the emergency; as upon this must mainly 
 depend whether this colony is to succeed in retaining the carry- 
 ing trade by the St. Lawrence, or whether that trade is to aban- 
 don the St. Lawrence for other and more advantageous channels. 
 
 May it therefore please your Excellency to take the prayer of 
 this memorial into immediate and serious consideration and adopt 
 such measures in the premises as to your wisdom may seem fit. 
 And your memorialists will ever pray. 
 
 (Signed,) GEOEGE MOFFATT, 
 
 President, Montreal Board of Trade. 
 
 (Countersigned,) FKEDEBICK A. WILSON, 
 
 Secretary. 
 
165 
 
 To the above memorial, we are informed, his Excellency made, 
 in substance, the following reply : 
 
 That the government fully appreciate the importance of the 
 work in lake St. Peter. 
 
 That after the House of Assembly made an appropriation for 
 the prosecution of those works, the government, on whom was 
 thrown the onus of deciding which channel should be completed, 
 lost no time in applying to the British Government to send out 
 a competent person to furnish such information as would enable 
 them to come to a final decision. 
 
 That by a recent despatch, the government were informed that 
 Captain Bayfield had been ordered forthwith to repair to Canada 
 to undertake that service ; and, that, so soon as his report was 
 received the government would lose no time in prosecuting the 
 works, the importance of which to the province at large and to 
 this city in particular they were fully alive to. 
 
 Captain Bayfield's services being obtained, he was 
 employed to make a report on the two channels in the 
 lake and to recommend in which of the two any further 
 attempts at improvement should be made. In the follow- 
 ing report he hesitatingly recommends that the work be 
 continued in the new or straight channel. Action was 
 taken on his advice and orders issued for the continuance 
 of the work, as given in the extract of the report of the 
 Executive Council and the letter of Secretary Daly, which 
 follow Captain Bayfield's report : 
 
 Report of Captain Bay field, II. N., on the Channels through 
 Lake St. Peter. 
 
 " GULNARB," LAKE ST. PETER, 
 September, 1846. 
 
 MY LORD, 
 
 Having received the commands of my Lords Commissioners of 
 the Admiralty to place myself at the disposal of the Governor- 
 General of Canada, for the purpose of making an examination of 
 
166 
 
 Lake St. Peter with a view of ascertaining in which of the two 
 channels it would be advisable to continue the excavations, and 
 having in the interview with which I was honored, on the 9th 
 instant, learnt Your Excellency's wishes on the subject, I imme- 
 diately placed myself in communication with the Hon. W. B, 
 Eobinson, Chief Commissioner of Public Works, by whom a 
 steamer was placed at my disposal and every information afforded 
 which his office contained. At his office I also met with the Hon 
 H. H. Killaly, who readily entered into any explanation desired, 
 and who, together with the superintendent of the works, seemed 
 anxious to court investigation. 
 
 The conflicting statements and opinions contained in the docu- 
 ments submitted to me at once convinced me that nothing short 
 of a full personal examination of the lake, such as should enable 
 me to form an independent and unbiassed judgment, could afford 
 me any chance of performing the important duty entrusted to 
 me in a manner satisfactory to Your Excellency or useful to the 
 province. Accordingly on the 10th. llth, 12th and part of the 
 14th instant both channels were accurately sounded by me and 
 my principal assistant, Captain Orlebar, R.N., in the steamer 
 Vulcan and boats of the Gulnare, every precaution being taken to 
 ascertain the actual and relative depths by sounding in both 
 channels on the same day, and also by having a tide-pole regu- 
 larly registered every hour, that no change of level in the lake 
 during our operations should escape notice. The amount of exca- 
 vation already performed in the new channel was closely exam- 
 ined, the direction and rate of the current at various points was 
 ascertained, and, lastly, the soundings thus obtained, the light- 
 vessels and the buoys of the new channel were all laid down by 
 angles taken by myself and Captain Orlebar on the original chart 
 of the lake, a copy of which accompanies this report. 
 
 The following facts were established by our examination : 
 
 1st. That no perceptible change in the relative depths in the 
 present and proposed channel has taken place in the last sixteen 
 years, or since our survey in 1830, excepting at the head of the 
 new channel, where a considerable portion of the shallow bank 
 which formerly existed has been cut away by the action of the 
 current, as shewn by a red dotted line in the chart. 
 
16? 
 
 2nd. That there is, (with the exception of one or two places of 
 small extent where the depth is the same as by the present route)/ 
 from one to two feet more water in the line of the proposed new 
 channel from the fifth buoy down to the point B, than there is on 
 the line of the old or present channel from the lower light-vessel 
 to the same point; thence it follows that if those places of small 
 extent were deepened, and the cut through the St. Francis Bank 
 from the first to the fifth buoy (two miles) completed, an increase 
 of one foot more water would at once be gained. 
 
 3rd. The excavation already performed in the new channel 
 fully equals the amount stated in the report of the President of 
 the late Board of Works and shown on the plan of the soundings 
 taken by Messrs. Keefer and Yaughan. If there be any differ- 
 ence, it consists in an increase rather than a decrease of depth 
 since that plan was made. The state of the 150-feet cut is pre- 
 cisely that which is stated by Mr. Killaly ; it is, for the most part, 
 of the full breadth of 150 feet and of the required depth, namely, 
 fourteen feet, when there are eleven feet over the flats below the 
 lower light-vessel ; in some places it is much wider and deeper ; 
 in one or two places only of less width, and of less depth only on 
 angles and ridges left by the dredging, and which it is said were 
 intended to be levelled by the rake. 
 
 4th. Although the first cut of 150 feet is thus incomplete, and 
 has not been carried much below the sixth buoy, a current of 
 considerable strength has already been established in it, fully 
 equalling, if not rather exceeding in rate, that which obtains in 
 corresponding parts of the old channel ; for instance, at the second 
 buoy of the new channel, the rate was 1J knots, whilst at the 
 upper light vessel it was 1 J knots. At the seventh buoy f knots, 
 and at the lower light vessel ^ a knot. These facts show that 
 there is no tendency in the new channel to fill up, but the con- 
 trary; as might be expected, when we consider what would 
 necessarily be the unimpeded direction of the main streams of 
 the river, which unite a short distance below Stone Island, the 
 resolution of the forces of those streams must evidently be in the 
 direction of the new channel, as is clearly proved, not only by the 
 stream established there, but also by the strong current setting 
 to the southward, past the point of the marshes that extend down 
 
168 
 
 from Monk Island, and lastly by the action of the current in cut- 
 ting away the bank between the red dotted line and the first buoy, 
 as already stated. This southerly inclination of the current is 
 very important, as bearing on the question under consideration, 
 and it appears to have been one of the principal inducements to 
 the selection of the line which has been adopted for the experi- 
 ment determined on by the Legislature. 
 
 The object aimed at appears not only to have been the forma- 
 tion of a deeper channel, by which ships of large* draught of water 
 might pass the lake and ascend to Montreal, but also ultimately to 
 effect a great improvement in the navigation by the substitution 
 of a straight channel sufficient for every purpose, instead of the 
 present inconveniently crooked one. Now, if this latter object is 
 to have any weight it will go far to prove, setting aside pecuniary 
 considerations, that the selection of the new instead of the old 
 channel has been dictated by enlightened views ; and, I may add, 
 that thus far the work has been ably executed. 
 
 The immediate formation, however, of such a channel as I have 
 contemplated would require the cut through the St. Francis 
 Bank to be made, at least, 100 fathoms wider than has been 
 intended, and an additional expenditure of probably 80,000 or 
 90,000, unless great assistance were rendered by the current 
 during the progress of the work. The expense would be great, 
 but the result, I am confident, would be the formation of a noble 
 and safe channel, easily buoyed and lighted, through which the 
 main body of the river waters would flow, and might reasonably 
 be expected to widen it still further. 
 
 The cost of so great a work is far beyond the appropriation 
 made by the Legislature, and such as it may be deemed impru- 
 dent to incur at present, but it is, nevertheless, a consideration 
 of importance that the retention of this new channel would keep 
 in view the possible and ultimate attainment of so desirable an 
 object by the gradual action of the current proved to be going on 
 at its head, and by a limited amount of labor which it might be 
 thought expedient annually to devote to it. Whether this or any 
 other advantages possessed by the proposed new channel afford a 
 compensation for the greater expense of deepening it, I next pro- 
 ceed to consider. 
 
 In order to estimate the expense it was first necessary to com- 
 
169 
 
 pute the amount of excavation that would be required to form a 
 channel 300 feet wide and 14 feet deep in the ordinary low state 
 of the water in summer, that is when there is 11 feet of water 
 over the flats below the lower light vessel. This has been done 
 as follows : 
 
 To deepen the old or present channel from the point C. just 
 above the lower light vesse.1 to the point B. in 14 feet water. 
 
 See Chart. 
 
 From C to A 
 AtoB 
 BtoC 
 CtoD 
 DtoB 
 
 Distance. To deepen. To remove. 
 Yards. Feet. Cubic Yards 
 
 1,500 2 100,000 
 
 2,300 3 230,000 
 
 3,200 2 266,667 
 
 900 2 60,000 
 
 2,180 1 71,667 
 
 Total distance {-4^110,080 
 
 Total, 729,334* 
 
 * Exclusive of the small bar above the upper light vessel, which may be estimated 
 at from 10,000 to 15,000 cubic yards. 
 
 To deepen the new or proposed channel : 
 
 Distance. To remove. 
 To complete the first 150 
 
 feet from the first to the 
 fifth buoy 
 
 To complete the second 
 150 feet from the first to 
 the fifth buoy 
 
 4,000 69,245 
 
 This is taken from the 
 plan of the soundings by 
 Messrs. Keefer and Vaug- 
 han, verified by Captain 
 Bayfield, and is, if any- 
 189,648 j thing, an over-estimate. 
 
 Total to be removed in 1 
 the 300 feet channel! 
 through the bank of St. f &b ' 8y ' 
 
 o remove. 
 160,000 
 378,750 
 146,667 
 45,833 
 
 258,893 
 
 731,250 
 990,143 
 
 Distance. To deepen 
 Yards. Feet. T 
 From the 5th to 7th buoy 3 200 1 J 
 
 7th to 10th" 5,050 .... 2J.... 
 10th to* in chart 2,200 .... 2 .... 
 *toB 2,750 .... .... 
 
 Distance from 5th buoy to B. 13,200 6 \ nautic miles 
 " 1st to 5th buoy 4,000 2 " 
 
 Total, 
 
 Total 
 
 1st buoy to B. 17,200 
 
170 
 
 Now assuming the cost of removing a cubic yard to be one 
 shilling and three pence currency, which is one penny more than 
 the estimate of Mr. Killaly, the expense will be as follows : 
 
 For the old or present channel 
 
 From D to C., 729,334 cubic yards, 45,583 7 6 ^ Requiring 3 sea- 
 Add for small bar above upper ! sons' work at 245,000 
 light vessel, 1,000 J cubic yds. per season 
 
 Total, 46,583 7 6 
 
 For the new channel 
 
 From the 1st buoy to B, 
 
 990,143 cubic yards, . . . . 
 
 1 Requiring four sea- 
 ,61,883 13 9 /sons work. 
 
 Difference, 15,300 11 3 
 
 This difference, however, in favor of deepening the old channel 
 would have to be considerably diminished if it should be decided 
 now to abandon what has been done in the new one; for the 
 expense of removing the buoys and replacing them on a new line, 
 and stopping up the cut already made through and below the St. 
 Francis Bank, would probably cost several thousand pounds. It 
 would be unsafe to leave the new channel .open, because the very 
 considerable quantity of water now passing through it would lessen 
 the chance of any cut that might be made through the flats of the 
 old channel remaining open. 
 
 The expense of such works almost invariably exceeds the esti- 
 mate ; but in this case, if the expense of the establishment for 
 deepening Lake St. Peter be, as stated in the report of the Presi- 
 dent of the late Board of Works, only 8,500 per annum ; and also 
 that from improvements in the machinery and increased experi- 
 ence, much more than 245,000 cubic yards can be removed in a 
 season, then the expense will be considerably less than I have 
 estimated. Assuming, however, the difference of expense against 
 the new channel, without any reduction, to be about 15,000, I 
 next proceed to consider whether there are not counterbalancing 
 advantages in retaining it, considering it as an additional channel 
 for the special purpose of enabling ships of larger draught to 
 pass the lake, the present channel being sufficient for all other 
 purposes. 
 
171 
 
 A channel 300 feet wide is not sufficient for any other than the 
 purpose I have named ; that breadth is sufficient for steamers 
 either with or without vessels in tow, to run along a straight and 
 continuous line of buoys a quarter of a mile apart, and to pass 
 each other with common care in the day time ; and this seems all 
 that can be required for the purpose in view, for it is only in fine 
 and clear weather, and when the water is high, that it is ever 
 attempted to take ships of heavy draught through the lake at 
 night, the few hour's delay that might occasionally occur from 
 waiting for daylight, could never be of much consequence. Regard- 
 ing, then, the channel in this light, all the objections on account of 
 its narrowness fall to the ground, and here I may remark that the 
 facility with which the steamer Vulcan was steered along the line 
 of buoys was such as to convince me that if the present cut of only 
 150 feet in width had been completed, all the ships at that time 
 aground in the lake might have been brought up it simply and 
 with care, although so narrow a channel would be altogether 
 insufficient under ordinary circumstances. The advantages of the 
 proposed new channel then are, that it is straight throughout ;. 
 that from the natural direction of the main stream of the current 
 through, and its action already proved to exist, there is strong 
 reason to expect that the channel, if once completely formed, 
 would, with very little assistance, continue to widen at its head, 
 and for the first two miles, down from the first to the fifth buoy, 
 where it passes through the Bank of St. Francis, and where alone 
 its margins are very shallow ; in the remaining 6J miles it would 
 have the advantage of having never less, and in general from one 
 to two feet more water adjacent to it, than there would be on either 
 side of a cut through the flat below the lower light vessel. It is 
 only in the direction of the new channel that any ultimate im- 
 provement in the navigation, for general purposes, can be reasonably 
 expected. 
 
 Now to set off against this, we have, in the old channel, the sole 
 but important advantage of its breadth, down so low as the lower 
 light vessel; an advantage so great that, if the intention were to 
 make a channel for all purposes it could only be compensated by 
 cutting through the bank of St. Francis, a channel at least 100 
 fathoms wider than has been intended, as I have before remarked. 
 
 The objections to the old channel are its crookedness. In the 
 
172 
 
 thick fogs that so frequently prevail on the lake it is extremely 
 difficult to know when to take the turns, or even to find the lower 
 light vessel, at times, when ascending over the flats. Another 
 objection is the less probability, as compared with the new channel, 
 of any attempt to deepen it being permanent, on account of the 
 weakness of the current from the lower light vessel down to B, 
 which it appears impossible to strengthen by directing any addi- 
 tional streams into it, and which the southerly inclination of the 
 waters described in a previous part of this report seems to 
 threaten with a still further diminution. 
 
 Before I attempt, in conclusion, the somewhat difficult task of 
 balancing these conflicting advantages and disadvantages with 
 the view of giving the opinion required of me, I beg to observe 
 that the question is no longer the same as before the commence- 
 ment of the works, since a large sum has been expended,, and 
 considerable progress made in forming the new channel, and con- 
 siderable experience gained as to the set of the current, &c. 
 
 If, on the first instance, when I was consulted before the com- 
 mencement of the works, it had been represented to me that the 
 amount of excavation required to deepen the new channel, and 
 consequently the expense, would be nearly double of that required 
 in the old channel instead of its having been inconsiderately 
 stated to me by an authority, the competency of which I could 
 not doubt, that on a comparison of the two channels it was found 
 that the quantity to be removed in the straight channel was " but 
 little more than what would be necessary in the crooked one," I 
 might have doubted whether any advantage possessed by the new 
 channel could have afforded a sufficient compensation for so great 
 a difference of expense in the present burthened state of the colo 
 nial revenue, and compelled to decide in favor of the attempt 
 being made in the line of the old channel. But now, under the 
 present altered circumstances of the case, and considering that 
 29,200, (or according to Mr. Killaly 23,000), has been already 
 expended on this work, and very considerable progress made in 
 it, that the experience gained as to the set and strength of the 
 current toward and through the new channel affords a very strong 
 probability not only of its keeping open, but also of its becoming 
 considerably wider, and thus affecting eventually a great improve- 
 ment in the navigation which could not be looked for in deepen- 
 
173 
 
 ing the old and crooked channel, considering also the advantage 
 of having in the meanwhile an additional straight channel for 
 heavy ships, with its numerous and heavy iron buoys out of the 
 way of the small craft and swift passage steamers running in dark 
 nights ; also the necessity, the difficulty and the expense of clos- 
 ing the new channel again, now that it is so far made ; and lastly 
 the small difference, considering the magnitude of the work, in the 
 expense of completing this new channel over what would be 
 required if it were to be abandoned for the old one : I arrive at 
 the conclusion, not, however, I confess, without much hesitation, 
 that it would be inexpedient now to sacrifice the sum already 
 expended, for another route, which however great may have been 
 its advantages in the first instance, in point of economy, is desti- 
 tute of those prospective advantages of the new channel, which 
 may be considered a compensation for the small difference of 
 expense which has been stated. 
 
 I therefore respectfully submit to your Excellency, as my 
 opinion, that the new channel should be completed of the regular 
 depth, namely, 14 feet in the ordinary low water of summer, and 
 300 feet wide ; that breadth being considered sufficient for the 
 special and principal purposes of enabling ships of heavy draught, 
 in tow of steamers, to pass through the lake. For this purpose, 
 the present line of excellent buoys should be kept complete, but 
 until it becomes or is made wider, it will not be necessary to 
 incur the expense of lighting it, since its use by night is not con- 
 templated whilst the present ship channel remains sufficient for 
 the general purposes of the trade. Steamers may use it with ad- 
 vantage by day, saving a mile of distance, but rafts should be for- 
 bidden to use it, lest they should injure the buoys, or get in the 
 way of vessels. 
 
 I have, &c., 
 
 (Signed,) HBNEY W. BAYFIELD, 
 
 ' Captain R. A., 
 
 Surveying the Gulf of St. Lawrence. 
 The Eight Honorable 
 
 EARL OF CATHCART, K.C.B., 
 Governor-General, &c., &c. 
 
1T4 
 
 Extract from a Report of the Honorable the Executive Council, 
 dated 2lst September, 1846, approved by His Excellency, the 
 Governor General in Council, on the same day. 
 
 On the Report of Captain Bay field, dated Vlth September, 1846, 
 of his examining of Lake St. Peter, with a view of ascertaining 
 in which of the two Channels it would be advisable to continue 
 the excavations. 
 
 It appears clear to the committee that, in the present state 
 of the question, Captain Bayfield thinks the new channel should 
 be proceeded with in preference to commencing any improve- 
 ment of the old. It must be borne in mind, however, that Capt. 
 Bayfield is of opinion that the new channel should be 300 feet 
 wide, while the committee understand it has at present been only 
 made 150 feet, and that, on this scale, an expenditure of 60,000 
 will be requisite in order to complete a new channel of 14 feet 
 deep. From a careful consideration of the whole case, the com- 
 mittee think that the report of Captain Bayfield sufficiently es- 
 tablishes the propriety of persevering with the new channel, in 
 preference to commencing an expenditure on the old. They are 
 not prepared, however, to recommend the application to Parlia- 
 ment for so large an additional sum, or to advise that anything 
 should be undertaken at present which will exceed in cost the 
 the appropriation made last session. They, therefore, respect- 
 fully advise that the work be continued on the former scale of 
 150 feet wide along and over the flats, toward the point B, as 
 designated on the chart furnished by Captain Bayfield. For this 
 purpose, they understand the appropriation already made is 
 sufficient. They conceive that this will make the channel 
 available to the trade, although to a limited extent; that the 
 action of the current as explained by Captain Bayfield will be 
 continually widening and deepening the channel so formed and 
 thus slowly diminishing the expense of its completion to the 
 width recommended by Captain Bayfield, whenever the financial 
 state of the Province shall warrant an additional appropriation. 
 
 Certified. 
 
 (Signed,) E. PAKEISTT. 
 
175 
 
 (Copy-). 
 
 SECRETARY'S OFFICE, 
 
 MONTREAL, 22nd Sept., 1846. 
 SIR, 
 
 I have the honor, by command of the Governor-General, 
 to acquaint you that His Excellency in Council has had under 
 consideration the report of Captain Bayfield, dated 17th instant 
 of his examination of Lake St. Peter, with a view of ascertaining 
 in which of the two channels it would be advisable to continue 
 the excavation, and that, on a careful perusal of. the report, 
 His Excellency in Council has determined to continue the work, 
 on the straight channel on the former scale of 150 feet wide, 
 along and over the flats towards the point B, as designated on 
 the chart furnished by Captain Bayfield, which I transmit for 
 your information, and which I am to request you will return 
 to me after having made a copy of it, if you deem it advisable. 
 
 His Excellency in Council understands the appropriation 
 already made is sufficient for the above purpose, and will make 
 the channel available to the trade, although to a limited extent. 
 
 His Excellency is further given to understand that the action 
 of the current, as explained by Captain Bayfield, will be con- 
 tinually widening and deepening the channel so formed, and 
 will thus slowly diminish the expense of its completion in the 
 width of 300 feet which Captain Bayfield recommends when the 
 financial state of the province shall warrant it, but the expense 
 of which His Excellency is not prepared to recommend to the 
 Legislature at present. 
 
 I am therefore to request, that you will be pleased to take 
 the necessary steps for carrying this decision of His Excellency 
 in Council into effect without delay. 
 
 I have, etc., 
 
 (Signed,) D. DALY, 
 
 Secretary. 
 The Honorable 
 
 WM. B. ROBINSON, 
 
 &c., &c., &9. 
 
176 
 Extracts from " QUEBEC GAZETTE," 1846. 
 
 " Montreal, Sept. 19th. H. M.S. "Gulnare," Captain Bay field, 
 arrived here from lake St. Peter yesterday. We do not know 
 whether Captain Bayfield's report will be promulgated imme- 
 diately or not, but we think it ought to be, as the channel 
 through lake St. Peter is a matter of great interest to the people 
 of Montreal." 
 
 " Montreal, Sept. 23rd. Lake St. Peter. We have been in- 
 formed that Captain Bayfield's report recommends the comple- 
 tion of the new channel and that the works are to be immediately 
 resumed." 
 
 "Montreal, Sept. 24th. Lake St. Peter. We are delighted at 
 being able to announce to our readers that orders have been issued 
 from the Department of Public Works immediately to resume the 
 works in lake St. Peter, and proceed to complete the new and 
 straight channel. Captain Bayfield has reported decidedly in 
 favour of this channel, thereby proving the Board of Works to 
 have taken a right view of the matter. We understand that it is 
 not the intention of the government to publish Captain Bayfield's 
 report until it is submitted to Parliament." 
 
 Extract from '-THE PILOT." 
 
 September 26th, 1846. 
 
 We copy from the Gazette the following demi-official announce- 
 ment of the determination of the Government regarding the 
 works at Lake St. Peter : 
 
 " We mentioned in our last that Captain Bayfield's report on 
 Lake St. Peter was laid before His Excellency on Saturday. It 
 was generally known in the city yesterday that the Government 
 had issued orders for the immediate resumption of the excavation 
 of the straight channel, which was suspended in consequence of 
 the report of the committee of the House of Assembly. The pur- 
 port of the report may, therefore, be guessed. It is not probable 
 that it will be published until Parliament meets, when ministers 
 
m 
 
 will rest their /justification on it. We have heard little of its 
 contents, but, we believe, we are cprrect in stating that, though 
 Captain Bayfield expresses a doubt, or something more than a 
 doubt, whether, had correct data been laid before him, he could 
 have originally advised the commencement of the new channel, 
 still, examining the state of the currents, finding that the current 
 through it is more rapid than that through the old channel, and 
 that, in consequence, to give the latter fair play, the new one 
 ought to be blocked up ; looking at the advanced state of the 
 work, he thinks that, on the whole balance of considerations, it 
 is expedient to complete the channel already begun, and this 
 accordingly the Government has decided to do with all practic- 
 able expedition." 
 
 We learn from the above that the report will not be published 
 until the meeting of Parliament. The Gazette declares, "we- 
 have heard little of its contents, but we believe we are correct in 
 stating, etc." Now, according to our notions of justice, either the 
 whole report should have been published, or else none of its con- 
 tents should have been communicated to our demi-official contem- 
 porary for public use. It is to be recollected that for many 
 months back Mr. Killaly's professional character has been- 
 attacked in all quarters with regard to this work. The Govern- 
 ment applied to the Admiralty to select a competent officer, to 
 report on the work, and his report has been received. We pre>- 
 sume, from the Gazette's article, that no copy of the report has 
 been furnished to Mr. Killaly. If this be the case, we- can only 
 say that we believe such conduct is as unprecedented as it is 
 manifestly unjust. What possible object can there be in with- 
 holding this report ? 
 
 The Government has determined on its policy ; it has ordered, 
 the work to be continued, and it announces demi-officially that it 
 ''will rest its justification" in Captain Bayfleld's report. What 
 then is the motive for concealment ? Will the report not bear 
 criticism ? Are ministers afraid that its errors will be exposed,, 
 if it be submitted to public inspection ? This would certainly be 
 the natural inference. But however objectionable it might have 
 been to conceal the report altogether, the course taken by the 
 Gazette is wholly unwarrantable. In a demi-official article it 
 alludes to a report said to be confidential, and which at all events 
 
 12 
 
178 
 
 is withheld from the public, and insinuates that it condemns Mr. 
 Killaly's proceedings. There is a degree of malignity in such a 
 course which leaves no doubt in our mind that the article was 
 instigated by some individual connected with the present Board 
 of Works, and with the palpable object of injuring Mr. Killaly. 
 For our own part we have abstained from all interference with 
 this dispute. 
 
 We find that great difference of opinion prevails in the com- 
 munity, and our great uneasiness has been lest the result of the 
 quarrel should be the abandonment of the whole work, which is 
 just what we think Mr. Robinson would like. We desire to main- 
 tain our position of neutrality, but we are anxious that Mr. 
 Killaly should have fair play. He had a right to expect the pub- 
 lication of Captain Bayfield's report as soon as the Government 
 had come to a decision on the question, but most assuredly after 
 the Gazette's demi-official statement it would be a monstrous act 
 of injustice to conceal it any longer ; it would, however, be quite 
 in accordance with the spirit which presides over the Grovern- 
 ment, and especially over the Board of Works. 
 
 But although work had been resumed in the fall of 
 1846, opposition to the straight channel had not ceased to 
 exist, as appears by the following extracts from the Jour- 
 nals of the Legislative Assembly for July, 1847, which 
 give the report of the select committee appointed to 
 consider the return to an address containing Captain 
 Bayfield's report : 
 
 Extracts from the Journal of the Legislative Assembly. 
 
 5ra JULY, 1847. 
 
 Resolved, That the return to an address, laid before the House 
 on the second instant, containing the report of Captain Bayfield, 
 R.N., and other documents, on the improvement of the naviga- 
 tion on lake St. Peter, be referred to a select committee composed 
 of Messrs. Williams, Petrde, Armstrong, Stewart of Bytown, and 
 Merritt, to report thereon with all convenient speed, with power 
 to send for persons, papers, and records. 
 
179 
 
 13TH JULY, 1847. 
 
 Mr. Williams from the select committee, to which was referred 
 the return to an address, laid before the House on the second in- 
 stant, containing the report of Captain Bayfield, E.K., and other 
 documents on the improvement of the navigation on lake St. 
 Peter, presented to the House, the report of the said committee, 
 which was again read at the clerk's table; and is as followeth : 
 
 Your committee, having attentively and considerately examined 
 the voluminous and important documents submitted to them by 
 your Honorable House, beg leave to make the following report, 
 as the result of their investigations on this momentous and 
 .hitherto controvertible question. 
 
 Your committee have evidence, that the cut through the St. 
 Francis bank, to make an artificial channel through lake St. Peter, 
 was undertaken and proceeded with on erroneous data of the con- 
 templated expenditure, and seriously at variance with what might 
 have reasonably been anticipated, and in contravention of the enact- 
 ment of 4 & 5 Yic. c. 58, sec. 15 ; and on this subject, Capt. Bayfield. 
 in his report of 17th September last, makes the following observa- 
 tions : -"If, in the first instance, when I was consulted before the 
 " commencement of the works, it had been represented to me 
 '' that the amount of excavation required to deepen the new 
 " channel, and consequently the expense, would be nearly double 
 41 of that required in the old channel, instead of its having been 
 41 inconsiderately stated to me by an authority, the competency 
 4t of which I could not doubt, that on the comparison of the two 
 "channels it was found that the quantity to be removed in the 
 " straight channel was but a little more than what would be 
 41 necessary in the crooked one, I might have doubted whether any 
 41 advantages possessed by the new channel could have afforded 
 41 a sufficient compensation for so great a difference of expense, 
 41 in the present burdened date of the Colonial Revenue, and been 
 41 compelled to decide in favor of the attempt being made on the 
 " line of the old channel." 
 
 Your committee are disposed generally to coincide with Capt. 
 Bayfield in his last report, in reference to the following parti- 
 culars : 
 
180 
 
 That if the artificial channel be completed to the full extent 
 contemplated by the late Board of Works, it will not be available- 
 for the general purposes of trade, that neither steamboat nor 
 vessels can navigate the said channel at night. 
 
 That steamboats, with vessels in tow, may navigate the same in 
 day time, but sailing vessels, with a large draught of water, 
 cannot proceed in this channel without being in tow of a steamer r 
 even in the day time, that rafts must not be permitted to pass 
 down the lake by this channel, to interrupt the navigation. Capt.. 
 Bayfield also states that to render this channel available for gene- 
 ral purposes, the cut through the St. Francis bank must be at least 
 100 fathoms wider than has been contemplated, and that to 
 accomplish the same, the cost will be at least 80,000 or 90,000* 
 more than has been appropriated. 
 
 Your committee, however, in reference to the estimated cost of 
 a channel, are decidedly of the opinion that the sum of 400,000- 
 will be inadequate to secure its ultimate completion ; an expen- 
 diture which your committee conceive would be unjustifiable,, 
 when they take into consideration that, on the completion of the- 
 St. Lawrence canals, vessels will proceed from the ports on the 
 upper lakes, with their cargoes, direct to Quebec without tran- 
 shipment; and even if completed to the breadth of 900 feet and 
 14 in depth, as recommended by Capt. Bayfield, at the costs above 
 enumerated, that portion of the old natural ship channel which 
 has a breadth from 1200 to 1500 feet, and a depth of 18 to 20 feet r 
 for a distance of 4J miles down to the lower light vessel, would 
 at all times be more advantageous to vessel of all classes both by 
 day and night. 
 
 Your committee agree with Capt. Bayfield that the current in 
 both channels is nearly the same, and coincide with him in opi- 
 nion that it is no use to light up the new channel when completed - r 
 and also that the new channel should be left open, considering it. 
 an additional channel although to a very limited extent, for the 
 special purpose of ships of large draught in the tow of steamers, 
 in the day time. 
 
 Your committee, however, cannot agree with Captain Bayfield,. 
 that the gradual action of the current in the new channel will 
 annually improve its capabilities, but are more disposed to 
 acquiesce, though with considerable limitation, in the evidence 
 
181 
 
 .given by Captain Bayfield in reference to the improvement of the 
 navigation of Lake St. Peter before a Select Committee of the 
 House of Assembly of Lower Canada, on the 16th Jan., 1836, and 
 reported in Appendix to vol. 45, viz. : " It is not impossible that 
 the end first excavated might be filled up by sand washing into 
 it, by the time the other end was reached; " and further, in the 
 same evidence, in reference to the width of the contemplated cut 
 through the bank of the St. Francis, Captain Bayfield purposes to 
 limit the width of the excavation to 200 feet, "and it could not 
 well be less," says he, " to allow vessels to turn in and pass each 
 other without risk." In his recent report, however, he appears 
 to have recommended a channel of 900 feet in width, which your 
 committee conceive more adequate in magnitude for the purpose 
 contemplated. 
 
 Your committee are, however, conscious that a channel of this 
 magnitude would involve an expenditure of at least 400,000, a 
 sum of 70,000 having already been expended in excavating a 
 channel of fifty yards in width, and there yet remains for excava- 
 tion, to complete this channel of fifty yards, no less than 374,871 
 cubic yards, involving an additional expenditure of 28,500. 
 
 Your committee find appended to Captain Bayfield's report a 
 Report of the Committee of the Honorable Executive Council, 
 dated 21st September, 1846, approved of by His Excellency the 
 Governor-General the same day, ordering that nothing should be 
 undertaken at present that should exceed the cost of the appro- 
 priation of last session. Your Committee trust that this wise 
 determination will be persevered in, inasmuch as the advantages 
 to be attained by a large outlay in this channel will not be, as 
 your Committee conceive, commensurate with any increased ex- 
 penditure. 
 
 With reference to the Report of a Committee of Inquiry held 
 at Sorel in relation to certain charges made against the Superin- 
 tendent of the works on Lake St. Peter, your committee cannot 
 but express their approbation of the promptitude and impartial- 
 ity evinced in this investigation, and the judicious and satisfac- 
 tory decision had thereon. 
 
 Ordered, That the Report of the Select Committee to which was 
 referred the inquiry relating to the Lake St. Peter be printed for 
 the use of the members of this House. 
 
182 
 
 JULY 22ND, 184*7. 
 
 On motion of Mr. Williams, seconded by Mr. Petrde, 
 
 Resolved, That this House doth concur in the report of the- 
 Select Committee to which was referred the return to an address 
 laid before this House on the 2nd inst., containing the report of 
 Captain Bayfield, E. N., and other documents on the improve- 
 ment of the navigation on the Lake St. Peter. 
 
 The work was still in progress when the report of the 
 Commissioners of Public Works was laid before the Legis- 
 lative Assembly in, July, 1847. Extracts from this report 
 here follow. From these it appears that after the suspen- 
 sion of the work in June, 1846, the management was 
 changed, and the execution of the work transferred from 
 the Board of Works to the control of the Commissioners 
 of Public Works. 
 
 Extract from the Report of the Commissioners of Public Works r 
 laid before the Legislative Assembly 12th July, 1847. 
 
 LAKE ST. PETER. 
 
 This work has been in progress since 1844, but had been sus- 
 pended in June last before the Commissioners assumed the man- 
 agement of the Public Works. This was done for the purpose 
 of ascertaining Captain Bayfi eld's views respecting the best 
 course to be pursued in the then state of the work. Captain Bay- 
 field examined the new as well as tne old channel very carefully,, 
 and made his report in September to the Executive Government. 
 Orders were then given to continue the dredging in the channel,, 
 adopted by the late Board of Works, which was done to the end 
 of the season, 1846. During the winter, the dredges and scows 
 were thoroughly repaired and the work commenced on the 17th 
 May, upon the St. Francis bank, this being the only place where 
 
183 
 
 the water was then low enough to admit of the dredges working 
 to any advantage. The Commissioners hope to finish the channel 
 of 150 feet next summer. The average depth of dredging, from 
 the sixth buoy to the lower end of the cut is two feet, but it is 
 evident much requires to be done above the sixth buoy, the 
 channel not being of the full width of 150 feet, as supposed, 
 throughout. A statement is annexed, (Appendix Letter K) r 
 shewing the total expenditure up to this period and as accurate^ 
 an estimate as can at present be made of the amount required to- 
 complete it throughout, on the scale commenced by the late Board 
 of Works, viz.: 150 feet wide and fourteen feet deep. 
 
 Mr. Killaly, in his report to the Legislature dated 2nd April,, 
 1846, states that an additional breadth of 150 feet" can foe effected 
 at an additional cost of two years more work, estimated at 
 17,000, or say 20,000. 
 
 The Commissioners would refer to the expenditure up to 
 this time, to shew, that the amount mentioned by Mr. Killaly 
 would not be sufficient, and that it would require nearly double 
 the sum mentioned by him to effect it. 
 
 Mr. Rubidge has made it amount to 38,698 10s. Od. and 
 has based his calculations upon the minuto survey, taken in 
 the winter season through the ice, by Mr. Killaly's order. 
 
 The exact cost of a work under water cannot be ascertained, 
 but it is evident 20,000 would be quite inadequate to increase 
 the Channel to 300 feet. 
 
 K. 
 
 Report of F. P. Rabidge on Channel thro' lake St. Peter. 
 
 PUBLIC WORKS OFFICE, 
 
 31st MAY, 1847. 
 GENTLEMEN, 
 
 On a careful revision of the Report upon lake St. Peter 
 improvements which I had the honor to lay before you on the 
 23rd March last, and having obtained further data whereon to 
 
184 
 
 found my calculations, I now beg respectfully to submit a 
 corrected statement of the amount of dredging operations up to 
 the present time, from the period of commencement, in 1844, 
 shewing the total outlay thereon, and the extent of excavation 
 yet to be performed to complete a Channel of 150 feet in width, 
 and also one 300 feet broad, being therein detailed, from which 
 it will appear that 520,963 cubic yards of clay and sand have 
 been removed at the assumed rate, slightly exceeding Is. 5f 
 per cubic yard and at a cost of 38,267 7 
 
 And estimating the whole working establishment 
 of steamboats, dredges, scows, barges, ma- 
 chinery, moorings, buoys, anchors, imple- 
 ments, &c., &c., at the reduced value of 20 
 per cent 31,606 9 3 
 
 We obtain the sum expended, of 69,873 16 4 
 
 The bulk of heavy excavation removed as above being about 
 ^750,000 tons. 
 
 Having, at your desire, very recently visited lake St. Peter, 
 or a few days after mooring the dredging vessels for their 
 Spring operations, I am enabled more intimately to describe 
 the nature of the shoals whereon the improvements are being 
 made. The lateness of the season and high floods, had hitherto 
 prevented the works proceeding with much expedition at the 
 period of my visit ; the level of the lake, standing ten feet over 
 ordinary low water, hindered the machinery from working to 
 the best advantage, except in reducing the ridges and isolated 
 spots left from former operations on the St. Francis Bank near 
 the second and third buoys, upon which ridges there were at 
 that time from 17 to 20 feet in depth of water. Upon this 
 bank the dredges have to cut thro' a firmly compacted bed of 
 fine sand, about 3 to 4 feet in thickness, with occasional thin 
 strata beneath of similar character; this material is severely 
 trying to the dredges, frequently breaking the mooring cables, 
 the pins securing the links of the bucket chains, and otherwise 
 deranging the machinery in passing thro' it. 
 
 Beneath the excavation becomes a soft tenacious clay, that 
 hardens readily on exposure to the atmosphere, thro' this yield- 
 
185 
 
 ing substratum the buckets move with facility, frequently lifting 
 to the surface more stuff than their interior limits will contain, 
 and the quantity of this material taken up in one day by the 
 dredges generally doubles the bulk removed from the first des- 
 cribed consolidated bed of sand. 
 
 The lower flats below the sixth buoy consist wholly of this 
 soft blue clay bottom, and the fact that the chief portion of 
 the work yet to be accomplished will be in this facile excava- 
 tion, argues favorably for the future expedition and expense 
 attending the deepening of this Channel. 
 
 The dredging up to the 31st of May of the present year, gives 
 the additional quantity of 13,008 cubic yards removed, but this 
 amount has not been noticed or deducted from the tabular state- 
 ment, owing to the disbursements for the month of May not 
 having been defrayed up to the present time from the balance of 
 money on hand. From the sixth buoy onwards to about midway 
 between the eleventh and twelfth buoys, I have taken the average 
 depth of water at twelve feet, thus giving two feet of general ex- 
 cavation, (calculations of former years have, I perceive, assumed 
 the average depth for this distance to be thirteen feet, affording 
 only one foot of general excavation and yielding less formidable 
 results) ; but on a more thorough examination, this must be held 
 too low an estimate, as appears evident from the following ex- 
 tract from a report of Captain Vaughan, the late Superintendent, 
 dated 8th February last, wherein he states " there will be three 
 feet of cutting of soft blue clay from No. 7 to No. 12 buoys," etc., 
 etc. This labor alone would require 440,000 cubic yards of ex- 
 cavation, and, at the lesser rate of Is. 3d. per cubic yard, would 
 amount to 2*7,500. On mature deliberation, therefore, in taking 
 the mean between the above extremes, of two fdfet depth of cut- 
 ting, (which Captain Bayfield's soundings of last year will I think 
 fully support), I have drawn up the accompanying statements 
 previously referred to. I beg to direct your attention in the 
 next place to the amount of dredging thus arrived at, as requisite 
 to complete a Channel 150 feet broad. See statement No. 3, 
 namely 374,508 cubic yards, which, at the rate say Is. 5d., throw- 
 ing off the fraction, would demand a further sum of 26,527 11s. 
 7d. and at the speed at which the work has hitherto pro- 
 gressed, would occupy the present season and the whole summer 
 
186 
 
 of 1847 before completion. For this additional outlay, a balance of 
 4,619 8s. 2d. from former appropriations, yet remains available. 
 
 Statements No. 2 and No. 3 also indicate the extent of excava- 
 tion to be removed for the additional Channel of 150 feet in 
 width, having 14 feet depth at low water, therein stated at 
 619,176 cubic yards, and estimated at 38,698 10s. currency. 
 These united quantities and outlays, to perfect an ample and suf- 
 ficient Channel of 300 feet wide, giving an aggregate of 993,683 
 cubic yards and a total cost of 65,226 Is. 7d. and to perform the 
 entire task with the present equipment and force employed, re- 
 quiring a period of four years beyond the present season. 
 
 On comparing the quantities detailed in sheet No. 2, yet to be 
 removed for an additional 150 feet width of channel, with the 
 quantities given as already removed, between the first and second 
 buoys, the smallness of the former opposed to the bulk of the 
 latter becomes apparent. This difference arises from the fact of 
 deeper water being found on the St. Francis Bank to the south of 
 the channel first dredged, where holes either exist or the current 
 has succeeded in working out a partial channel, as is shewn by the 
 recent chart of Captain Bayfield, and further corroborated by the 
 chart of soundings in the office of this department, and also from 
 the dredges having occasionally operated too much to the south- 
 ward. The number of cubic yards, however, to be lifted from 
 the south or additional channel, between the first and second 
 buoys, stated as 50,014, would give an average of about three feet 
 five inches depth of general excavation. 
 
 I would here observe that the basis for the foregoing calcula- 
 tions were soundings taken through the ice, (not, however, made 
 by myself, but which, nevertheless, I believe sufficiently correct), 
 and likewise the* annual log-books of the department. 
 
 It is not the object of this report to draw comparisons between 
 the relative merits of the rival channels, but I would observe that, 
 on a calm day, a considerable current is perceptible in the new 
 channel, the more remarkable as occurring in a lake seven miles 
 in width, where it might be supposed all sensible current would 
 be lost in the expanded waters. With reference also to the- 
 assertion that this channel or cut is " filling up," I cannot say,, 
 from my own observations, that I am of that opinion. The last 
 summer, on a favorable occasion for sounding, I found the ridges. 
 
187 
 
 sharp and distinct with two and three feet deeper water on either 
 side. If this " filling" therefore had been going on, these obstruc- 
 tions would naturally have caught the moving sand, and either 
 become less prominent or have been buried in the accumulating 
 drift. Moreover, on the dredges working on the shoalest spots 
 during high water of this spring, the lighter color of the surface- 
 excavation in which rushes were growing abundantly, evidently 
 shows the bottom free from deposit and heretofore undisturbed. 
 I would further mention that on the 20th of August, last year, 
 on a perfectly calm day, the Vesper brig, of 290 tons burthen, in 
 tow of the Princess Charlotte, grounded a little below the lower 
 light-vessel in the old ship channel while drawing 10 feet 6 inches, 
 water. The soundings which I took at the time, at the stem of 
 the brig, giving only 10 feet 2 inches water, and 011 immediately 
 proceeding to the new channel, the flats, in no place, gave a less 
 depth than 11 feet, clearly proving, I think, a slight advantage 
 in depth on the flats, to the south of the present ship channel. 
 And here, again, on these flats, in the line of the straight chan- 
 nel, one description of " filling" might reasonably be looked for, 
 namely, as the dredges disturb the bottom surface they produce a 
 thick muddy stream, which is carried by the current along the 
 narrow cut, until its velocity is checked over the lower flats r 
 where the soil in suspension gradually settles to the bottom. This 
 effect, I take for granted, must be produced to a certain extent. 
 
 In connection with deepening Lake St. Peter, for vessels draw- 
 ing 14 feet at low water, must be taken into consideration the 
 removal of two shoals or flats at Lavaltrie, upon which there is 
 about 11 feet at low water. Not having personally examined 
 these obstructions, my observations are based upon the informa- 
 tion of others, from which I gather that they cover about 150 
 yards in length, and consequently require the removal of 15,000 
 cubic yards ; supposing the channel to be made 300 feet broad 
 with 3 feet average depth of cutting ; this excavation being mud 
 with boulder stones interspersed, I have computed the cost per 
 yard at Is 8d., and which would therefore require a further 
 expenditure of 1,250. 
 
 All of which is respectfully submitted. 
 
 (Signed,) F. P. KUBIDGE, 
 
 Engineer, Public Works. 
 
 The Honorable Commissioners of Public Works, &c., &c., &c. 
 
188 
 
 No. 1. 
 
 Statement of the whole operations performed in the new channel of 
 Lake St. Peter, of 150 feet in width, to obtain 14 feet depth at low 
 water ; also showing the cost of excavation per cubic yard, and the 
 present value of the Dredging Establishment to the Province. 
 
 The dredging and excavation for the years 1844 
 and 1845 (as per statement "No. 2) amounted 
 in cubic yards to 406,111 
 
 The dredging and excavation for about three 
 
 weeks of 1846 114,852 
 
 Total lifted in cubic yards, 520.963 
 
 The cost of outfit and purchase of steamboats, 
 dredging vessels, scows, barges, chains, 
 anchors, buoys, machinery, tools, implements, 
 
 and materials, as per return 39,508 1 6 
 
 Depreciation for three years service, say 20 per 
 
 cent 7,901 12 3 
 
 31,606 9 3 
 520,963 cubic yards of excavation at Is 5fd, 
 
 nearly, or say ... 38,267 7 
 
 Eeing the whole amount of expenditure up to the 
 
 15th May, 1847 69,873 16 3 
 
 (Signed,) F. P. EUBIDGE, 
 
 Engineer, Public Works. 
 
189 
 No. 2. 
 
 Tabular Statement of the amount of Dredging performed in Lake St. Peter r 
 up to the close of the Navigation of the year 1845, with the quantities yet 
 to be removed to give a Channel of 150 feet wide ; also of 300 feet in width,, 
 with 14 feet depth at low water, verified from soundings taken through the 
 ice in 1846, and from the Log Book of the Superintendent up to that period.. 
 
 LOCALITY. 
 
 Distance. 
 
 Quantity 
 removed. 
 
 Yet to 
 remove for 
 50ft. width. 
 
 Yet to 
 remove for 
 an additional 
 150 feet. 
 
 Total to 
 remove 
 for 300 ft. 
 channel. 
 
 
 Mis. 
 
 Cubic yds. 
 
 Cubic yds. 
 
 Cubic yds. 
 
 Cubic yds.. 
 
 Betw'n 1st & 2nd b'oys. 
 
 i 
 
 158,023 
 
 17,119 
 
 50,014 
 
 67,133- 
 
 " 2nd" 3rd " 
 
 i 
 
 141,173 
 
 19,090 
 
 47,273 
 
 66,363- 
 
 3rd " 4th " 
 
 * 
 
 72,478 
 
 18,256 
 
 63,522 
 
 81,778- 
 
 4th " 5th " 
 
 i 
 
 22,553 
 
 14,780 
 
 28,514 
 
 43,294 
 
 5th" 6th " 
 
 1 
 
 11,884 
 
 48,446 
 
 58,185 
 
 106,631 
 
 6th" 7th " 
 
 1 
 
 i * f 
 
 67,576 f 
 
 67,576 
 
 135,152. 
 
 7th," 8th " 
 
 1 
 
 
 67,576 
 
 67,576 
 
 135,152: 
 
 8th" 9th " 
 
 1 
 
 
 67,576 
 
 67,576 
 
 135,152: 
 
 " 9th " 10th " 
 
 1 
 
 
 
 67,576 
 
 67,576 
 
 135,152 
 
 " 10th " llth " 
 
 1 
 
 
 67,576 
 
 67,576 
 
 135,152 
 
 Half-way between llth 
 
 i 
 
 
 33 788 
 
 33788 
 
 67576- 
 
 
 
 
 
 
 
 Removed in 1846 
 
 8 
 
 406,111 
 114 852 
 
 489,359 
 114 852 
 
 619,176 
 
 1,108,535- 
 114 852 
 
 
 
 
 
 
 
 Total up to 1847, cub. yds 
 
 
 520,963 
 
 374,507 
 
 619,176 
 
 993,683. 
 
 * The average depth of these distances, assumed at 12 feet, giving two- 
 feet excavation to obtain 14 feet at low water. 
 
 f NOTE. 150 feet x 2 feet excavation = 300 feet, x 6,082 feet or nautical 
 mile = 1,824,600 = 67,577 cubic yards. 
 
 Signed, 
 
 F. P. RUBIDGE. 
 
190 
 
 No. 3. 
 
 Statement of quantities and cost of excavation, yet to be removed, to 
 complete a Channel of 150 feet, and also of 300 feet in breadth, 
 with 14 feet depth at low water. 
 
 To remove, as per statement No. 2, 374,50*7 cubic 
 of excavation for the Channel of 150 feet 
 wide, at, say Is. 5d., per yard,, 26,527 11 7 
 
 To remove, as per statement No. 2, 619,176 cubic 
 yards of excavation for the additional width 
 of 150 feet (allowing the work to proceed to 
 better advantage) at the reduced rate of Is. 
 3d. per yard 38,698 10 
 
 65,226 1 7 
 To remove the united quantity of 993,683 cubic 
 
 yards for a Channel 300 feet wide with 14 
 depth at low water, would require the gross 
 sum of 65,226 Is. 7d. To meet which there 
 remains a balance available from former ap- 
 propriations unexpended up to the 15th May, 
 1847, of 4,619 8 2 
 
 Balance requisite for a 300 feet Channel 60,606 13 5 
 
 (Signed,) F. P. KUBIDGE. 
 
191 
 
 EXTRACT FROM (APPENDIX Q. Q.) REPORT OP THE COMMISSIONER OF PUBLIC 
 
 WORKS, LAID BEFORE THE LEGISLATIVE ASSEMBLY, 12TH JULY, 1847. 
 
 General Statement of Expenditure on Lake St. Peter, from December, 1841, 
 to December, 1846. 
 
 
 s. d. 
 650 2 7 
 
 s. d. 
 
 Plans 
 
 76 9 
 
 
 
 15274 10 11 
 
 
 ontractors,(cost of Steamboats, Scows, &c.) 
 
 16,224 18 4 
 86 14 5 
 
 QO Q1 O 7 A 
 
 
 
 
 Freight and Towage . 
 
 1 483 10 
 
 
 
 20 783 3 2 
 
 
 
 16 6 3 
 
 
 
 21 5 
 
 
 
 2 195 14 8 
 
 24 4QQ Q 1 1 
 
 
 
 
 
 239 11 11 
 
 
 Accounts (Iron Chains Paints &c ) . 
 
 2 029 18 6 
 
 
 Examining Accounts, &c. (Clerks' salaries) 
 
 102 6 8 
 mo A 
 
 
 Labor in Ship-yard &c 
 
 2246 13 2 
 
 4 77Q 12 3 
 
 
 
 
 Coal 
 
 Q oco 14. q 
 
 
 Steamer " Vulcan " 
 
 2 500 
 
 
 
 OQ1 K A 
 
 
 Investigation 
 
 U10 
 
 6 fttt Q Q 
 
 
 
 
 Deduct amount received for materials sold . 
 
 
 68,246 18 11 
 113 1 3 
 
 
 
 
 i 
 
 
 68,133 17 8 
 
192 
 
 The following extracts from the papers of the day bear 
 on the closing operations in the straight channel. The 
 extract from the Quebec Mercury of 12th August, 1847, 
 contains an official letter from Mr. Begley, showing the 
 nature and object of the work done in the fall of 1847, 
 just before the final suspension of the work : 
 
 (Extract from the Quebec Mercury, July 17, 1847.) 
 
 It has been determined that no additional grant shall be made 
 for the Lake St. Peter infatuation ; we believe that an effort will 
 be attempted to save the Province the remaining 4,000 out of 
 the 74,000 destined to be sunk in the mud of the lake. 
 
 (Extract from the Quebec Gazette, July 23, 1847.) 
 
 It is to be hoped that the following Keport* of a Select Com- 
 mittee of the Legislative Assembly will put an end to the 
 outrageously scandalous job of the Lake St. Peter straight chan- 
 nel. For the loss of the 70,000 already sunk in that channel 
 by the late Board of Works, in violation of positive law and in 
 opposition to the dictates of common sense, the people, out of 
 whose pockets the money came, must console themselves with 
 the reflection that they are in the full enjoyment of " responsible 
 government ;" it would be madness on their part to attempt to 
 recover the 70,000 by throwing in after them 400,000 more,, 
 which the Committee declare would be inadequate for that pur- 
 pose. 
 
 (Extract from the Quebec Mercury, Aug. 12, 1847.) 
 
 The following is a communication from the Department of 
 Public Works to the Board of Trade on the subject of the 
 
 * See page 179. 
 
193 
 
 improvement of Lake St. Peter, and we understand the Board 
 are strongly urging the Department not to delay the re-opening 
 of the Lachine Canal longer than the 15th proximo : 
 
 [Copy.] 
 
 PUBLIC WORKS, 
 MONTREAL, 10th August, 184*7. 
 
 SIR, 
 
 In reference to my letter of the 4th inst., respecting the 
 work on Lake St. Peter, I am directed to state, for the informa- 
 tion of the Board of Trade, that from an examination and report 
 made last week by order of the Commissioners, by Mr. Rubidge, 
 one of the engineers to this Department, it is deemed advisable 
 to excavate a channel through the Flats to deep water this 
 season, of such width as time and the amount remaining of the 
 appropriation will enable the Department to accomplish. This 
 will test the effect of the current passing through the straight 
 channel in preventing deposit taking place. 
 
 I have the honor to be, Sir, 
 
 Your obedient servant, 
 
 (Signed,) THOMAS A. BEGLEY, 
 
 Secretary. 
 F. A. Wilson, Esq., 
 
 Secretary Board of Trade. 
 
 The work of cutting the straight channel was finally 
 suspended on the 16th of September, 1847. (See Mr. 
 Page's report in the report of the Minister of Public 
 Works for 1868.) The following report of the Commis- 
 sioners of Public Works gives the state of this channel 
 on the 27th September, 1848, about one year after dredg- 
 ing operations had been stopped : 
 
 13 
 
194 
 
 APPENDIX J. 
 
 PUBLIC WORKS, 
 MONTREAL, 18th October, 1848. 
 
 The Commissioners of Public Works have the honor to report, 
 for the information of His Excellency the Governor General in 
 Council, that being strongly impressed with the necessity of sub- 
 mitting to the Legislature, at the opening of the next session, a 
 correct report of the present state of the New Channel through 
 lake St. Peter, about which so many contrary statements are in 
 circulation, they have thought it their duty, not to omit taking 
 the advantage of the present low water season to make a per- 
 sonal visit to the works which have been carried on for several 
 years past at the public cost. 
 
 Accordingly, on Wednesday, the 27th ultimo, the Commis- 
 sioners embarked on board the steamer " Vulcan," accompanied 
 by D. M. Armstrong, Esq., M.P.P., Capt. C. Armstrong, Mr. 
 Rubidge, Draftsman, and Mr. Wright, (the two latter having 
 been previously employed on the works), also accompanied by 
 Capt. Dubord, and other assistants, with a view to make a com- 
 plete inspection of the New Channel, and to ascertain with the 
 greatest fidelity and exactness, not only its depth and width 
 throughout, but also whether sand is being accumulated therein, 
 which public rumor has so often stated to be the fact, and in con- 
 sequence of which it will be progressively and quickly filled up. 
 
 The weather was most favorable ; with a calm wind and clear 
 sky, the operation of sounding was continued without interrup- 
 tion for several hours, in every part of the New Channel with 
 great ease and precision. The result has proved that there is but 
 little diiference between the depth of water now and that of last 
 year. As to the sand bank which is said to be forming and in- 
 creasing at the upper entrance of this New Channel, the Com- 
 missioners were unable to discover it ; but on the contrary, from 
 the current being very rapid, it would lead to the belief that no 
 obstruction is in existence there, and from the soundings, an 
 average depth of fifteen feet is given. The excavation at this 
 entrance to the Channel has, indeed, been made through a bank 
 
195 
 
 of sand which is of about a mile and a half in extent, having only 
 four to five feet deep of water thereon ; but the particles of sand 
 are intimately mixed with a soft unctuous clay to which they 
 adhere, and the compound becomes stationary, and does not drift 
 with the current. The Commissioners assured themselves of 
 these facts, as to the nature of the bottom, by plunging a pole 
 therein smeared with tallow. Upon this subject the Commis- 
 sioners refer to the report of Mr. Eubidge. 
 
 The width of the Channel varies in some places from 100 to 150 
 feet. The total length where the dredges have been in operation, 
 is seven miles, and there yet remains from one and a half to two 
 miles to be excavated in order to complete the straight cut. To 
 pronounce an opinion upon the intrinsic merits thereof, or of its 
 relative merits when compared with the old and crooked Channel, 
 for public opinion is nearly tranquil upon this part of the sub- 
 ject, and few persons now refuse to admit that if the money 
 which has been employed in excavating the new Channel (still 
 incomplete) had been expended in improving the old crooked and 
 natural Channel, the commerce of the country would have been 
 in possession of a navigation through lake St. Peter, equal at all 
 seasons of the year to the depth which, can be obtained at other 
 parts of the St. Lawrence between Montreal and Quebec. As 
 before related, the only aim of the Commissioners is to give a plain 
 statement of facts relative to the present state of this new cut, 
 leaving the Government and the public to draw such deductions 
 therefrom as they may seem to warrant. 
 
 E r P. TACHE. 
 M. CAMERON. 
 
196 
 
 Comparison of Soundings in the New Channel of Lake St. Peter, taken on 
 the 27th September, 1848, and the previous years of 1846 and 1847, all 
 reduced to lowest water, or 11 feet on the flats. Old Ship Channel: 
 The results given being the mean depth taken in a cross section of 150 
 feet in width at the places mentioned. 
 
 POSITION OP SOUNDINGS. 
 
 Mr. Keefer 
 and 
 Capt Vaughan 
 1846. 
 
 Capt. McKim 
 1847. 
 
 Mr. Rubidge. 
 1848. 
 
 
 Feet. in. 
 15 o 
 
 Feet. in. 
 14 7? 
 
 Feet. in. 
 15 
 
 Midway between 2nd and 3rd buoys. 
 
 11 9J 
 
 13 8i 
 
 15 
 
 Do. do. do. do. 
 
 12 2 
 12 5* 
 
 13 10J 
 11 3 
 
 13 7 
 11 11 
 
 
 12 54 
 
 nfi& 
 
 12 101 
 
 At 4th buoy 
 
 12 5i 
 
 12 8 
 
 13 6f 
 
 Midway between 4th and 5th buoys. 
 
 12 9} 
 
 
 12 9-fr 
 
 
 113 3 
 12 114 
 
 13 5f 
 12 64 
 
 12 3n 
 13 2 J- 
 
 At 6th buoy 
 
 12 5f 
 11 10 
 
 12 9& 
 
 .. 11 
 
 12 lOlt- 
 
 
 
 
 
 (Signed,) 
 
 F. P. EUBIDGE. 
 
19*7 
 
 Nothing more was done in Lake St. Peter by the Com- 
 missioners of Public Works, and in virtue of an Act 
 passed in August, 1850, the work of improving the Ship 
 Channel was transferred from the Commissioners of Pub- 
 lic Works to the Harbour Commissioners of Montreal. 
 In October, 1850, the Harbour Commissioners instructed 
 Messrs. Wm. Gribbs Macneil, John Child and S. G-zowski 
 as a Board of Engineers, with the assistance of the Pro- 
 vincial G-eologist, Sir "W. E. Logan, to report on Lake St. 
 Peter, with the view of adopting the best means for 
 obtaining a 16-foot channel at the lowest stage of water. 
 Their investigations resulted in their recommending the 
 old or natural channel to be improved, and the straight 
 channel to be abandoned, as seen in the following report : 
 
 Letter of Instructions from the Montreal Harbour Commissioners to 
 the Board of Engineers appointed to survey Lake St. Peter. 
 
 [COPY.] 
 
 MONTREAL, 22nd October, 1850. 
 GENTLEMEN, 
 
 Some five years ago, it was determined by the Provincial 
 Government of Canada to improve the navigation of the St. 
 Lawrence between Quebec and Montreal, so that a vessel draw- 
 ing 16 feet water should be able to sail up or down in any stage 
 of the water. Mr. Atherton, in 1844, then in the employ of the 
 Provincial Board of Works, surveyed Lake St. Peter, and 
 reported in favor of deepening the present natural channel. This 
 was opposed by the President of the Board, Mr. Killaly, who 
 advised the cutting of a new and straight channel. This plan 
 being adopted, the work was placed under the superintendence 
 of Mr. David Vaughan. While this work was going on, a strong 
 party sprung up who opposed the construction of this straight 
 channel, which, they stated, would be unsuccessful, and that at 
 least 600 feet of a breadth, at its upper end, would be required 
 that for the purposes of the trade its very straightness was an 
 objection, &c. An outlay of some $320,000 had been made in 
 
198 
 
 this new channel, when the Government, on the report of a 
 committee from the House of Assembly, stopped the work in 
 1846. We would refer you to the reports of Mr. Atherton, Mr, 
 Young, the Committee of the House of Assembly, Captain Bay- 
 field, and Captain Boxer, R.N. 
 
 The deepening of Lake St. Peter, and the improvement of the 
 navigation, between this city and Quebec, is now placed under 
 our control, and we have called on you, as gentlemen of experi- 
 ence in your profession, to examine fully into the whole matter, 
 and report to us the best means of effectually opening a channel 
 of 16 feet in low water between this place and Quebec, as well as 
 the cost of opening a channel of 13 feet, 14 feet, and 15 feet. 
 
 We have placed at your disposal two branch pilots, Messrs. 
 David Bouillie, Branch Pilot No. 2, Zephirin Mayrand, do., do., 
 on whose statements you can rely, and who are practically 
 acquainted with the towing of vessels, and the various channels 
 and places which require dredging. A steamer is placed at your 
 disposal, and you will be supplied with boats or whatever else 
 you may require in the survey. 
 
 The foregoing remarks, we -believe, embrace the plain facts, 
 and as you are now acting as our Board of Engineers, without 
 and entirely unconnected with local interests or prejudi<|es, we 
 believe you will be enabled to arrive at a comprehensive result, 
 and give us such a report, with your reasons for your opinions, 
 as shall have weight with those who may desire to be convinced 
 of their correctness, before advancing the necessary funds to 
 complete the work; this latter remark is the more necessary 
 from the conflicting views which exist on the subject. 
 
 We are happy to say that W. E. Logan, Esq., Provincial Geo- 
 logist, a gentleman of great eminence in his profession, will 
 accompany you in the hope that he may be of service in deter- 
 mining the character and age of the deposits in Lake St. Peter. 
 
 We are, Gentlemen, 
 
 Yours very respectfully, 
 
 (Signed,) JOHN TEY, Chairman. 
 
 JOHN YOUNG. 
 LOUIS MAKCHAND. 
 
 To General McNeil, Captain Child, and S. Gzowski, 
 
 Board of Engineers to examine and survey Lake St Peter* 
 
199 
 
 MONTREAL, 31st October, 1850. 
 To the Hon. the Board of Harbor Commissioners of Montreal. 
 
 GENTLEMEN, 
 
 Having accepted the responsible trust confided to us as your 
 Board of Engineers, we, on the receipt of your instructions of the 
 22nd instant, proceeded to the discharge of the duties devolved 
 pn us, as specified in those instructions. 
 
 Accompanied by your President and Secretary, experienced 
 pilots provided, in fact, with every facility essential to the speedy 
 and accurate attainment of our object, we embarked in the 
 steamer " Richelieu" that afternoon for Sorel where we had the 
 pleasure to be joined by Mr. Logan and Captain Armstrong, and 
 early the next day (Wednesday, 23rd) reached our main field of 
 operations, Lake St. Peter. 
 
 Under favorable auspices, the calmness and clearness of the 
 weather, and, consequently, smoothness of the lake, we com- 
 menced soundings with a pole graduated to feet and inches, and 
 making such other surveys, examinations, and observations as, 
 in our judgment, would suffice to disclose with sufficient minute- 
 ness all the facts to enable us, as you desire, " to arrive at a com- 
 prehensive result, and to give you such a report, with reasons for 
 our opinions, as shall have weight with those who may desire to 
 be convinced of their correctness before advancing the necessary 
 funds to complete the work." 
 
 1st. To ascertain the nature and character of the materials 
 forming the bars and flats which obstruct the navigation of the 
 river and lake, frequent borings were made, and specimens pre- 
 served for analysis by Mr. Logan, to whose communication on 
 the subject, (hereto appended), we would respectfully refer you; 
 and from the tenor of which it may be confidently assumed that 
 the flats of the lake are an alluvial deposit of a very fine clay, 
 slightly intermixed with sand, formed by the river drifts of the 
 St. Lawrence, and its subsidiary arms, which meander through 
 the islands and debouche at the head of the lake, together with 
 the lateral tributaries, the rivers Yamaska, St. Francis, and others 
 of less capacity. 
 
- 200 
 
 It may be inferred, as experience has proven, that material of 
 such description is easily excavated by dredging and the use of 
 the harrow; and yet its consistency is such that it does not seem 
 from previous excavations to have silted up ; obvious, however, 
 would be the necessity of concentrating the several currents, as 
 far as practicable, into one channel, thereby materially aiding 
 further excavations, and as a permanent security against a re- 
 deposit of obstructions once removed. 
 
 2nd. We proceed to state the direction and character of exist- 
 ing channels, comparing the soundings and the velocities of cur- 
 rents of the old and new channels with each other as determined 
 by ourselves, and also by Captain Bayneld, E.N., and others. 
 
 The facts under this head are summarily exhibited in the fol- 
 lowing table : 
 
201 
 TABLE 1. 
 
 Shewing the Soundings taken in the Straight Cfiannel, in the years 1846, 1847, 
 1848 and 1850 ; also those in the Old Ship Channel, all reduced to low 
 ivater of II feet on the Hats, the results being the mean depth in cross sec- 
 tions of 150 feet in width, commencing at the head of the cut for the New 
 Channel, and at the Upper Bar for the Old. 
 
 
 1846. 
 
 1846. 
 
 1847. 
 
 1848. 
 
 1850. 
 
 
 
 
 S 
 
 d 
 
 | 
 
 ^ 
 
 Soundings 
 of 
 
 
 1 1 
 
 e 
 
 3 
 
 fi 
 
 a s c 
 
 Old Ship Channel 
 
 C: 
 
 si 
 
 *ll 
 
 *irf 
 
 o 
 
 fij 
 
 bo 
 
 c ^ o> 
 
 by 
 Board of Engineers. 
 
 C 
 
 i -j 
 
 3 
 
 1 
 
 PH 
 
 'S ^ 
 
 
 DQ 
 
 * i 
 
 1 
 
 I 
 
 ^ 
 
 III 
 
 
 1 
 
 15 
 
 
 14 7J 
 
 15 
 
 14 2 
 
 On the Upper Bar, 
 
 
 
 
 
 
 
 1st mile, average 15 
 
 
 
 t5 ,Jj 02*0* r* ^ ^ 
 
 
 
 
 feet, 12i feet mini- 
 
 2 
 
 11 91- 
 
 cfijpjl 
 
 13 8J 
 
 15 
 
 13 10 
 
 mum. Thence a deep 
 Channel for 3 miles. 
 
 3 
 
 12 2 
 
 |l|l||| 
 
 13 10J 
 
 13 7 
 
 13 2 
 
 
 4 
 
 12 54 
 
 f|||lll| 
 
 11 3 
 
 11 11 
 
 13 3 
 
 Thence for 2 miles 
 on the 5th and 6th 
 
 
 
 ^5 S.-u ^ ^x 
 
 
 
 
 miles, 11 feet 8 in. 
 
 5 
 
 12 5f 
 
 C ao-C'S s 
 
 11 6f 
 
 12 101 
 
 
 
 6 
 
 12 9f 
 
 
 12 8J- 
 
 J-^rf i V/g 
 
 13 6f 
 
 13 10 
 
 Thence for 1-2 or 
 
 
 
 * 2 d^e^-c a> 
 
 
 
 
 to the 8th mile, 11 
 
 
 
 _3*j * C!'-^^S 
 
 
 
 
 feet 9 inches. 
 
 7 
 
 13 3 
 
 r i ^ ^ ^.S^ ^ 2 3 
 
 
 12 9-ft 
 
 13 9 
 
 
 8 
 
 12 11$ 
 
 iflllilfl 
 
 13 5f 
 
 12 3^ 
 
 13 2 
 
 Thence for 1-2 mis., 
 or to the 10th mile, 
 12 feet 8^ inches, on 
 
 9 
 
 12 5* 
 
 
 12 6f 
 
 13 2 
 
 13 9 
 
 10th mile, 13 feet 9* 
 inches, 10| miles, 13 
 feet 3 inches. 
 
 10 
 
 11 10 
 
 
 12 9f 
 
 12 10H 
 
 13 7 
 
 
 The average depth of water in the straight channel, for a dis- 
 tance of 2J miles from the point to which dredging operations 
 were carried, is 12 feet 9 inches. 
 
 The "position of soundings" by Messrs. Keefer, Yaughan, 
 McKim, and Rubidge, is more particularly stated by localities 
 named by them, answering however very approximately to the 
 distances assumed above by us. 
 
202 
 
 From the foregoing it appears that for a period of five years, 
 from 1846 to 1850, inclusive, the new channel has, to say the 
 least, generally maintained the depth to which it had been 
 dredged. In fact it has increased in depth even beyond that 
 represented by the soundings of Mr. Rubidge in 1848, excepting 
 for a short distance at the head of the channel, where he reports 
 10 inches to 1 foot more water than we do. This, however, we 
 do not deem material, as we think it easily accounted for from 
 the fact that the excavated sand of which that portion of the cut 
 is formed, although displaced in tempestuous weather and by the 
 currents, was yet too heavy to be far removed, and by its gravity 
 was soon deposited where it now is. This seems the more pro- 
 bable, because of the generally increased depth of the channel 
 below, where the bottom consists, as hereinbefore stated, of a very 
 fine clay, which, when disturbed, does not readily subside, but 
 mingles with the waters, and is carried off by the current ; in 
 which supposition we are fully supported by the report of Mi\ 
 Logan, which determined the light and flocculent character of 
 this clay, and which, in our opinion, fully proves that with pro- 
 per concentration of currents and the application of mechanical 
 means, in the first instance, to disturb and remove the material, 
 permanency in the depth of any adopted channel will be secured* 
 
 TABLE No. 2. 
 
 Exhibits the comparative velocities of the currents in the old and new chan- 
 nels per mile, per hour: 
 
 OLD CHANNEL. 
 
 NEW CHANNEL. 
 
 Below the Upper Buoy T58 
 
 per mile, per hour. 
 Half way between the Lower 
 
 Light and Buoy 0-67 
 
 At Lower Buoy 0*81 
 
 At the head of new cut 1'45- 
 
 Lower end 0-59 1 
 
 One mile above lower end of 
 
 cut . 0-54 
 
 The velocity of the current at end of Stone Island in the main channel, 
 1 *58 per mile, per hour. 
 
203 
 
 It may be satisfactory to append, in connection with the fore- 
 going, the following extract from the report of Captain Bay- 
 field: 
 
 "Although the first cut is incomplete, and has not been carried 
 " much below the 6th buoy, a current of considerable strength 
 " has already been established, fully equalling, if not exceeding 
 " in rate, that which obtains in corresponding points of the old 
 11 channel, for instance, at the 2nd buoy of the new channel, the 
 u rate was 1J knots, while at the upper light it was 1J knots ; at 
 " the 7th buoy, knots, and at the lower light vessel \ a knot. 
 " These facts show that there is no tendency in the new channel 
 " to fill up, which is ascribed to the direction of the resultant of 
 11 the currents of the main streams which unite a short distance 
 " below Stone Island, and also to the strong current setting to 
 " the southward past the point of the marshes that extend from 
 " Monk Island, and lastly, by the action of the current, in cutting 
 " away the banks between the red dotted line and the first buoy, 
 " which southerly direction is deemed very important. 
 
 " But with reference to the improvement of the old channel, it 
 " would be unsafe to leave the new channel open, because the 
 " very considerable water now passing through it would lessen 
 " the chance of any cut that might be made through it remain- 
 " ing open." 
 
 We concur with the above-named justly distinguished authority 
 as to the existence of a current of considerable strength through 
 the straight channel and its probable increase, and that there is 
 no tendency to fill up ; but we differ with Captain Bayfield in 
 the fact as stated by him, that a greater velocity of current 
 exists in the new than in the old channel. We find it otherwise, 
 as stated in the foregoing table, from the obvious fact that from 
 the direction of the waters of the St. Lawrence, whether by the 
 main stream, or through subsidiary channels among the islands, 
 and the inclination not southward but northward at the head of 
 the lake, and after it has passed the marshes extending below 
 Flat Island, that the greater volume of water would seek an out- 
 let by the old channel, and the same cause does operate in favor 
 of the velocity of current in the old channel throughout, until 
 when, from the influence of currents from the subsidiary chan- 
 
204 
 
 nels entering the lake north of the main channel a southern 
 inclination from the lower light obtains to the junction of the 
 two channels opposite the river Machiche. 
 
 We also agree with Captain Bayfield that it would be unsafe 
 to leave the new channel open in the event of improving the old 
 one, while the same course of reasoning, will, in our opinion, 
 justly apply to prove the necessity of stopping the old channel 
 should the improvement of the new channel be decided upon. 
 
 In addition to the foregoing considerations, it is proper, before 
 entering upon the estimates of the costs, to announce this prin- 
 ciple of concentration , of water into our channel as the indispens- 
 able guide to a conclusion, upon which we can ourselves rely, 
 and by which the objects as stated in our instructions, viz. : 
 " The best means of effectually opening a channel of 16 feet 
 " depth in low water through Lake St. Peter, as well as the cost 
 " of same, and also the cost of opening a channel of 13, 14, or 15 
 11 feet," can be effectually and satisfactorily secured. 
 
 In fact, no one can doubt that much water now flows through 
 both channels, diminishing the supply in each separately, and, as 
 a consequence, if either were closed, the current through, and 
 depth of the other, would be proportion ably increased. 
 
 In connection then with cost of excavations to deepen either 
 channel within prescribed limits, we must look to the practica- 
 bility and cost of effecting such a concentration. 
 
 For instance, if we would effectually improve the new channel 
 we must direct the waters flowing through the subsidiary chan- 
 nels into the main channel of the St. Lawrence, and by the con- 
 struction of dams and jetties direct the accumulated body of water 
 fairly into it, and also close the old channel. 
 
 If, on the other hand, the improvement of the old channel is to 
 be effected, the same principle of concentration applies ; we have 
 but to allow the waters of subsidiary channels to flow on natu- 
 rally, for they chiefly come down in the desired direction, and to 
 complete the work of diverting the whole of the main current of 
 the St. Lawrence to throw a groin in a north-easterly direction 
 from the flats of Monk Island, and thence by a dam across the 
 new channel to the bar north of it. 
 
 With these considerations we have the means of instituting a 
 comparison of the two channels or, rather to determine in what 
 
205 
 
 direction it may be advisable in our opinion to make a channel 
 answering the conditions specified in our instructions ; for, inde- 
 pendent of all pre-conceived opinions and local prejudices, we 
 regard either channel, or both, as but natural features to be 
 availed of, so far only as they may not impair or conflict with the 
 main object which object is 'the making of the best practicable 
 channel through the Lake St. Peter. Unquestionably, one or the 
 other, the old or the new channel, indicates where the channel 
 in view should be, and to determine which shall be adopted, we 
 proceed to compare them. 
 
 It will be shewn that at each and all of the several widths and 
 depths assumed, the old channel has greatly the advantage in 
 point of cost ; nor does it appear unfavourably on comparison of 
 the soundings or the velocity of currents. 
 
 The new channel being straight throughout, is about three 
 quarters of a mile shorter than the old, which is termed crooked 
 by comparison, but which, nevertheless, is not, from all that we 
 can learn, inconveniently so, as to cause us to attach as much 
 weight to the objection as obtained in the opinion of many others 
 of high authority. In other words, we are satisfied that were it 
 of the desired depth and width for large vessels throughout, the 
 inconvenience alleged would not be experienced. Certainly a 
 new channel would not be sought as a remedy for obstructions 
 caused by river drift, which may be removed as easily from the 
 one as the other. 
 
 In viewing this case de novo, we cannot but observe that nature 
 should be aided by artificial means, and not forced from her 
 ordinary course, and with high respect for the opinions of others 
 we must take her suggestions from the present, rather than a 
 very remote past period of time. 
 
 Although the main channel through the lake may have once 
 been in the direction of the new cut, yet the interposition by 
 nature herself of the extensive St. Francis Bank has for an in- 
 definite period eifectually and permanently modified her own 
 work, and produced the present old channel, which we think may 
 now be justly called the natural channel, it being the deepest, 
 most central through the lake, and drawing without artificial 
 assistance vastly the larger portion of all the waters of the St. 
 Lawrence Eiver. 
 
206 
 
 Again, the risk of vessels coming into collision at the curves of 
 the old channel, or within the new channel, in consequence of 
 its straightness, seems to us to have been unreasonably magni- 
 fied. 
 
 'No channel can be safely navigated without care, and we know 
 from daily experience that where accidents are most apprehended 
 they least often occur. It is clear also, that great width of chan- 
 nel, with moderate crooks, is better, the depth being the same, 
 than a straight and narrow one, as in the present instance. But 
 any improved channel, however narrow or crooked, (far more so 
 than either of these), may be rendered safe by such regulations 
 as may be established by the constituted authorities in illustra- 
 tion of which the Eiver Clyde of Scotland furnishes a prominent 
 example. Furthermore, the adoption and perfection of the new 
 channel involves the stoppage of the old one, and thereby will 
 force the whole trade of the river through the new channel, thus 
 rendering its enlargement at once to a width of 100 fathoms 
 absolutely necessary, while the character of the entire bottom of 
 the old channel, shewn by Mr. Logan to be lime clay, easily 
 removed by harrowing, relieves that channel from the difficulties 
 stated, as apprehended by Mr. Killaly from the entanglement of 
 the passing vessels with the buoys, boats and rigging employed 
 on the work. Nine-tenths, however, of the bottom of the new 
 channel is of the same material as that of the old, and as easily 
 removed by similar means, while the cut through the St. Francis 
 bank is chiefly coarse and fine sand, which must be taken out by 
 dredging. When thus fully excavated throughout to 100 fathoms 
 in width, and the principal part of the St. Lawrence waters 
 turned therein, the new channel would doubtless have a slightly 
 stronger current, and be more acceptable to all concerned than 
 the old one. But the above considerations viewed in connection 
 with the estimates will shew if the advantages of straightness 
 and consequent reduced length will compensate for the greater 
 cost for from our premises it follows that this difference of cost 
 may be so great as to more than counterbalance the slight curves 
 of the old channel. The results of these estimates are as follows 
 in tabular statement : 
 
207 
 
 -ti CO -** 1C O 
 rv. I-H rH i-H rH 
 
 t- r-l 
 
 00 O 
 10 <0 
 
 rH OS 
 03 i-( 
 
 (M ^ r-l 1C 
 
 
 
 
 g 
 
 J O 
 
 O O 
 
 .8 S 
 
 CO O 
 
 01 O O CO 
 
208 
 
 These results show that at 13 feet depth of channel and of the 
 respective widths of 150, 300, 450 feet, the differences in favor of 
 the old channel are 3,935 14s 4d, 10,204 12s 2d, and 16,685 
 3s 7d. At 14 feet depth 5,087 12s 3d, 20,180 18s 4d, and 
 34,934 15s Id. At 15 feet depth, 14,356 8s 6d, 33,625 9s Id, 
 and 49,750 8s 9d, And at 16 feet depth, 19,697 4s 6d, 
 38,580 18s 5d, and 58,812 Is Id. Or the cost by the old 
 channel at 16 feet in depth and 300 feet in width is but 1,722 
 10s 6d more than by the new of half that width ; and at the same 
 depth and a width of 450 feet the cost of the new, (123,852 8s Id), 
 would be double that by the old, (65,040 7s Od). In fact any 
 available amount of money will furnish more improved accommo- 
 dation by the old than by the new channel. 
 
 Viewing, therefore, in any aspect of width and depth, we think 
 that the greatly diminished cost of improving the old channel 
 more than compensates for its few curves and slightly increased 
 distance. 
 
 There are two other considerations worthy of note, one is, that 
 in addition to the diminished cost, a greater volume of water can 
 be diverted into the old than into the new channel, and with a 
 far less risk to the stability of the works required to be con- 
 structed for that purpose. 
 
 2nd. It has not heretofore been contemplated to dispense with 
 the old channel, on the contrary, at the greatest width heretofore 
 proposed for the new channel, to wit, 300 feet, " that breadth 
 " being sufficient for the special and principal purpose of enab- 
 " ling ships of heavy draft in tow of steamers to pass the lake." 
 Rafts are to be forbidden its use, " lest they should injure the 
 buoys or get in the way of vessels, neither is it to be used by 
 night, " the present ship channel remaining sufficient for the 
 general purposes of trade" 
 
 If then, as we have asserted, as much water as can be practic- 
 ally and with ease accumulated should be thrown into one chan- 
 nel, and hence the propriety of closing the other, and 300 feet 
 width be not sufficient for the general purposes of the vast trade 
 destined to seek the St. Lawrence as its favored avenue, it follows 
 that a wider channel is advisable ; and we, on mature delibera- 
 tion, recommend 450 feet as the proper width of the contem- 
 plated channel to be excavated to the depth of 16 feet. 
 
209 
 
 Such dimensions naturally point to the old channel, which, for 
 a distance of about five miles, presents a superabundant width and 
 depth of water, and for the remainder of its extent is as easily to 
 be widened and deepened as the corresponding part of the new 
 channel; and for this and other reasons stated, we are of opinion 
 that you should adopt the old channel for improvement and shut 
 up and abandon the new. We cannot perceive any cogency in 
 the argument that more money should be spent to attain an 
 object for which much has already been ineffectually expended, 
 when, as in the present instance, a less sum applied in another 
 direction will attain that object. 
 
 We estimate that three steamers of 150 horse power each, with 
 properly constructed harrows as large and heavy as can be drawn 
 five to six miles the hour, will produce 13 feet depth of water in 
 the old channel 450 feet wide throughout in one season's work, 
 from the opening to the close of navigation ; also that 14 feet 
 depth will require the same power two seasons ; 15 feet depth 
 three seasons, and 16 feet depth four years. 
 
 The same ultimate effect could not be produced in the new 
 channel in a less period than six years. 
 
 The improvements of the navigation below Lake St. Peter, 
 namely, on the Poulier and English Bars, require for the present, 
 in our opinions, no further expenditure than the placing of buoys 
 designating the position of the bars, but it may be advisable at 
 some future period to make a wide passage through the English 
 Bar, which will admit of vessels taking a direct course. 
 
 At He Platte there are two bars one extending for a distance 
 of 343 feet, the other for a distance of 1666 feet. 
 
 The proper way of permanently improving the navigation at 
 those points is to dredge a channel of six hundred feet in width 
 to a depth of sixteen feet ; the estimated cost of such a work will 
 be 2075. 
 
 The material to be removed on these bars consists of soft clay 
 and sand, and at a short depth below the surface the clay is of 
 the same description as that found in Lake St. Peter, and may 
 be removed by harrows. 
 
 The economy and success of hydraulic works, such as form the 
 subject of this investigation, especially require the superintending 
 care of a scientific and experienced engineer, and as it is far 
 
 14 
 
210 
 
 cheaper in the end to employ skill already acquired, rather than 
 incur the mistakes and current losses of teaching, we recommend 
 that these improvements, when resumed, be placed in charge of 
 a competent civil engineer and an experienced assistant, the lat- 
 ter of whom shall reside constantly on the work. 
 
 Having been informed that considerable piling had been done 
 north of Flat Island, to divert water into the new channel, we 
 were led to look into the condition of the work constructed and 
 its effect upon the current, but found that nearly the whole had 
 been destroyed probably by the ice; we therefore present the 
 annexed section and plan of a piled dam, such as we believe will 
 be both cheap and durable. 
 
 The piles being deeply driven into the bottom of the channel 
 and sunk at least two feet under the surface of low water, and 
 supported by banks of earth and stone (as represented in the sec- 
 tion), thereby giving the ice room to form, and pass over the dam. 
 In conclusion, although it does not come within our province 
 as engineers, yet we cannot, in connection with the subject, but 
 naturally advert to the immense and growing interests to be 
 accommodated and promoted by any and every improvement of 
 the St. Lawrence, nor do we know of any more important than 
 that which you now contemplate. 
 
 The St. Lawrence the natural outlet of the great lakes and 
 they connected by railroads and canals with the Ohio and the 
 "Mother of Waters, the Mississippi," the great, the " far West" 
 is directly and largely interested in its unobstructed navigation, 
 and to an extent that must insure at an early period its safe, un- 
 obstructed and free passage. 
 
 To this condition it will, ere long, come, for it does not consist 
 with right or reason, or the enlightened spirit of the age, that 
 obstacles be permitted to exist against the will and interests of 
 the commercial world. 
 
 We have the honor, 
 
 Gentlemen, 
 
 With the highest respect, to remain 
 Your obedient servants, 
 
 WM. GIBBS MACNEIL. 
 JOHN CHILD. 
 S. GZOWSKI. 
 
211 
 
 [COPY.] 
 
 STEAMER "KICHELIEU," ST. LAWRENCE KIVER, 
 October 21st, 1850. 
 
 To W. B. LOGAN, Esq., F.G.S., Provincial Geologist. 
 
 SIR, 
 
 Having accompanied us during the past week in our 
 examination of Lake St. Peter for the purpose of determining 
 the best mode of deepening the ship channel through said lake, 
 and having witnessed the measurements, water soundings and 
 bottom borings in the two principal channels and elsewhere, we 
 shall now be glad to receive from you, in writing, such informa- 
 tion as you can readily give on the following points : 
 
 1st. The analyses of the following specimens obtained, namely : 
 one from He Platte and two from the new channel being one 
 from the head, and one from a mile above lower end ; three from 
 the old channel, namely from upper bar, lower light, and buoy, 
 and one from the English Bar near Pointe du Lac. 
 
 2nd. The nature or origin of the formation from which these 
 specimens have been taken. 
 
 3rd. Your opinion relative to the effect of the present or 
 moderately increased currents upon the materials constituting 
 the flats, bars, and channels of the lake. 
 
 With the highest respect, 
 
 We are, 
 Your most obedient servants, 
 
 (Signed) *WM. MACNEIL. 
 
 JOHN CHILD. 
 
 S. GZOWSKI. 
 
 Board of Engineers appointed by the Montreal Harbor Commissioners for the 
 examination of Lake St. Peter. 
 
212 
 
 MONTREAL, 30th October, 1850. 
 GENTLEMEN, 
 
 In compliance with the wish expressed in your communica- 
 tion of the 28th instant, I beg to state the results of such 
 mechanical analyses as the time has permitted, of the specimens 
 to which you allude, obtained in your borings in the bed of Lake 
 St. Peter and neighbouring parts of the St. Lawrence. 
 
 1. From the bar of He Platte. The bottom of the river in 
 this part appears to consist of clay, with a thin and probably par- 
 tial coating of silicious gravel occasionally mingled with sand. 
 The auger was with difficulty made to bore 3 feet of the clay, 
 and the specimen obtained gives, after drying, 3 per cent, of sand, 
 the remainder being nearly pure clay. 
 
 2. From the upper bar in the old channel. The bed of Lake 
 St. Peter is here a soft, argillaceous mud, through which the 
 auger was pressed without difficulty to the depth of 12 feet. 
 The material is a blue nearly pure clay. The depth of water was 
 here 14 feet, the rate of current in miles and decimal parts 1.51. 
 
 3. From the lower light ship. The bottom in this part is 
 exactly the same as in the previous instance. The auger was 
 without exertion pressed through 14 feet, and the material is a 
 nearly pure clay. The depth of water was 13 feet 2 inches, the 
 rate of current 0*91. 
 
 4. From the lower buoy. The bottom here much resembles 
 that in the last two instances. The weight of one man was suffi- 
 cient to press the auger through 13 feet of the deposit, of which, 
 the first six inches appeared to be rather tougher than the 
 remainder. The material in the lower part is a nearly pure clay. 
 A specimen taken midway between the lower light ship and the 
 buoy, another two miles below the buoy, and a third four miles 
 further down give nearly the same results. In the three cases 
 the auger with little pressure sank over 13 feet in the mud. The 
 depth of the water at the lower buoy was 14 feet, the rate of 
 current 0-81. 
 
 5. From the head of the new channel. In this place the bot- 
 tom consists of sand ; the auger was with difficulty worked 
 through 5f feet, the top of which holds 48 per cent, of clay, the 
 bottom It per cent, of the same, the remainder in each case being 
 
213 
 
 coarse sand. The larger quantity of argillaceous material at the 
 top appears to arise from the presence of a thin stratum of clay 
 overlaying the sand. The depth of water was 15 ft. 3 in., the rate 
 of current 1 '45 m. 
 
 6. From a point about a mile and a half above the lower end 
 of the new channel. The bottom here is nearly the same as in 
 the instance of No. 4. The borer sank with little pressure through 
 11 feet. The first six inches were rather tougher than the 
 remainder ; they gave a clay with 8 per cent, of sand ; the 
 remainder is a nearly pure clay. A specimen taken a little 
 higher up in the new channel, and another from the lower end, 
 give nearly the same results. At the lower end of the new chan- 
 nel the depth of water was 14ft. 4 in., the current 0-59 m. per 
 hour. 
 
 7. From the Upper or Poulier Bar, near Pointe du Lac. The 
 bottom here consists of tough clay, through which the borer was 
 with difficulty worked 2J- feet. The Lower or English Bar, near 
 Pointe du.Lac, has a covering of gravel on which the borer had 
 no effect ; but from its proximity to the upper bar it seems pro- 
 pable that this gravel is underlaid by a similar clay, and that a 
 partial coating of gravel will be found to invest the upper bar. 
 On the Poulier Bar the depth of water was 18 feet, the rate of 
 current 1 1*7 m. On the English bar the water was 15 J feet, the 
 rate of current 99 m. 
 
 On desiccation, the nearly pure clays, (which still hold a 
 minute portion of fine sand not separable by any ordinary process 
 of washing,) have the aspect of pottery clay, or fuller 's-earth, and 
 when rubbed with the nail or cut with a knife show a glossy sur- 
 face, unctuous to the touch. In the deposits they are in a condi- 
 tion of very minute division ; in those instances in which the 
 auger sank with facility to the various depths mentioned, there 
 is, of course, a large portion of water associated with the clays. 
 In this state they are, by agitation, readily mingled with an in- 
 creased amount of the liquid; and, on experiment, an ounce of the 
 clay thus mixed with about thirty times its bulk of water, and 
 left to subside in a vessel in which the mixture occupied a height 
 of eight inches, (and in which the clay, if pressed into a solid 
 mass, would not present a thickness of more than a quarter of an 
 inch), after resting twenty-four hours, still remains suspended to 
 
214 
 
 the height of three inches in so very light and flocculent a condi- 
 tion, with two and a half inches of opaque, turbid water over it, 
 and half an inch of clearer liquid above, that. the most gentle 
 current would be sufficient to float it away. 
 
 The argillaceous deposits of the lake, notwithstanding their 
 softness, are in most places, and in the new channel more than in 
 the old, covered with a skin holding a small and varying amount 
 of sand, which gives it a sufficient degree of tenacity to resist the 
 wear of the present currents, and it seems to me probable that 
 once brought to a quiescent state, and thus protected, the deposits 
 would resist even moderately increased currents where the bot- 
 tom is free from abrupt inequalities of surface in their direction, 
 but that the skin broken and the deposits by any means disturbed 
 and agitated so as to bring them into suspension, such currents 
 would be sufficient to carry the great bulk of the material to 
 considerable distances. According to the best authorities, a 
 velocity of three inches per second or 900 feet per hour at the- 
 bottom will just begin to work upon fine clay fit for pottery, and 
 however firm and compact it may be, it will eat away the surface ;. 
 yet no beds are more stable than those clays when the velocities 
 do not exceed the rate indicated, for the water soon takes away 
 the impalpable particles of the superficial clay, leaving the par- 
 ticles of fine sand usually associated with it sticking by their 
 lower half in the rest of the clay, which they now protect, mak- 
 ing a very permanent bottom, if the stream does not bring down 
 gravel or coarse sand which will rub off this very thin crust and 
 allow another layer to be worn away. A velocity of six inches 
 per second will lift fine sand ; eight inches will carry off sand as 
 coarse as linseed ; twelve inches will displace fine gravel, and 
 twenty-four will roll along rounded pebbles of an inch diameter ' r 
 to carry away angular fragments of stone as large as a hen's egg 
 requires a rate of three feet per second. 
 
 With the exception of the various islands and their reed-pro- 
 ducing prolongations, constituting the delta at the head of the 
 lake, several of which appear to be composed of sand, it is very 
 probable nearly the whole bed of the lake will be found to con- 
 sist of the soft argillaceous mud which has been described. In 
 some of the borings in this, fragments of one or two species of 
 shells, at present inhabiting the river, were met with near the 
 
215 
 
 surface, and at depths of seven and eight feet, shewing that the 
 deposit is the drift of the river. The argillaceous mud was met 
 with also in some of the numerous channels which intersect the 
 sandy islands, leading to the inference, which, however, requires 
 confirmation, that the clay may extend under the sand. Frag- 
 ments of river shells were found associated with the sand also, so 
 that whether it be over or under the clay, it is alluvial ; and it 
 would thus appear that no parts of the deposits of Lake St. Peter 
 and its islands are the remains in situ of those clays and sands of 
 ancient marine origin, which form a large portion of the immedi- 
 ate valley of the St. Lawrence and through which the main river 
 and many of its tributaries have cut their way for considerable 
 distances. It is from the ruins of these marine beds however of 
 the post tertiary period, brought down by the tributaries and the 
 main river, that the alluvial deposits of the lake are supplied. 
 To pursue the material carried from each or any individual tribu- 
 tary, and point out its distribution and the effect it may have on 
 the waters of the main stream, would require a much more 
 extended investigation than the present; but it does not appear 
 to me to follow, as a matter of course, that because a deposit is 
 near the mouth of a tributary it is of necessity derived from. it. 
 To ascertain, for example, whether the material of the sand bank 
 out in front of the mouths of the rivers Yamaska and St. Francis 
 is supplied by them, would require an examination in to the nature 
 and quantity of the sediment brought by them during freshets 
 and under other circumstances ; and the force and direction of 
 the currents then and at other times prevailing. This bank is a 
 subaqueous continuation of Monk Island, the whole of which 
 island is above the mouths of those streams, and cannot therefore 
 be derived from them ; and though it is not an improbable sup- 
 position that they may have contributed to the material of the 
 subaqueous part, it is not impossible, also, that it may be due to 
 a continuation of the supply which formed the island higher up. 
 But whencesoever the sand is derived, there seems little doubt 
 that the St. Lawrence current in the ship channel on the one 
 side, and the currents of the tributaries on the other, have 
 arranged and modified the form of the bank, and that this has 
 reacted on the currents. It is probable that what is called the 
 ship channel once ran from Monk Island straight through the 
 lake, as it appears from Bayfield's soundings in 1832 there were 
 
216 
 
 then traces of it lower down ; but the transverse action of the 
 tributaries has so modified the distribution of the material as to 
 produce a deflection of the St. Lawrence current in the channel 
 in question, and carry it into what is called the old channel. 
 
 In respect to the soft argillaceous deposits, all the rates of cur- 
 rent ascertained being greater than that sufficient to give to the 
 bottom current the velocity required to remove fine clay, it may 
 be asked by what cause such a retardation of the rate has at any 
 time been effected as to permit the clay to come to a state of rest. 
 According to what has been stated, the clay would fall at any 
 velocity under three inches per second ; this is understood to be 
 French measure. A bottom current of three inches per second 
 would represent a surface velocity of 7 '463 inches, French, per 
 second, or expressed in English miles and decimal parts, 0*47 per 
 hour. The lowest rate of current ascertained was 54 at a mile 
 and a half above the lower end of the new channel. But in the 
 old channel, midway between the lower light and buoy, two 
 trials were made in one spot on different days. In the first 
 instance the rate was 67, and we were informed by the light- 
 man that the water was at the time six inches higher than it had 
 been some hours before, in consequence of the effect of tide. In 
 the se'cond instance the rate was 0'73, when we were informed it 
 was low water, the light-man's guage showing six inches less than 
 on the previous trial. That the lower rate with the higher water 
 was a tidal result, is evident from the fact that if the water had 
 risen from increased supply, the current should rather have been 
 stronger than weaker, unless the channel at the entrance could 
 not carry off the increased supply so fast as the channels at the 
 head gave it, which does not appear probable. If 0*70 be taken 
 as the current when the slope of the river is unaffected by the 
 tide, the retardation produced by an ordinary tide would appear 
 to be between 4 and 5 per cent., and perhaps it is not assuming 
 too much to suppose that some occasional combinations of tidal 
 and fluviatile conditions, such as extraordinary high tides and 
 general low water in the river, with the temporary influence of 
 wind, may effect a retardation of a quarter of a mile per hour, 
 which is about the amount that is required. 
 
 I have the honor to be, with much respect, 
 Your most obedient servant, 
 
 (Signed,) W. E. LOGAN. 
 
217 
 
 The Harbour Commissioners began operations in the 
 present channel in June, 1851, and on the 8th of November 
 of the same year the City of Manchester passed through the 
 channel they had already dredged, loaded down to 14 feet 
 draught, with 12 feet of water on the flats. The channel 
 was then 75 feet wide. 
 
 It will be noticed that in the following report of 
 December, 1852, the dredging done by the Board of 
 Works in Lake St. Peter in 1844-5-6 is estimated by 
 scow measurement to have cost Is. 5fd. (29i 3 *o cents) 
 per cubic yard ; and further, in the report of March, 
 1855, it will be seen that Mr. Keefer found, by admea- 
 surement of the excavated channel, that its actual cost 
 was 2s. (40 cents) per cubic yard. The dredging done 
 by the Harbour Commissioners in Lake St. Peter in 
 1851-2 cost 6Jd. (lOiVo cents) per cubic yard. This was 
 in dredging to the depth of 16 feet. By gradual im- 
 provements and experience in working dredging plant, 
 the cost of dredging in Lake St. Peter had been reduced 
 to 5J cents per cubic yard in 1878, and, through improve- 
 ments applied to the dredges and scows by Mr. Kennedy 
 in 1879, and notwithstanding the dredging was to a 
 depth of 25 feet, the cost was reduced in 1881 to 3 A cents 
 per cubic yard. 
 
 Mr. Glass's Letter to the Hon. A. N. Morin, Provincial Secretary. 
 HARBOUR OFFICE, Montreal, Dec. 27th, 1852. 
 
 SIR, 
 
 I have the honour, by direction of the Montreal Harbour Com- 
 missioners, to transmit to you herewith, to be laid before His 
 Excellency the Governor General, along with this communica- 
 tion, the Annual Reports of their Engineer and Superintendent 
 
218 
 
 of Works, in relation to the operations carried on in Lake St. 
 Peter, the channel of the Elver St. Lawrence and the harbour 
 of Montreal during the past season. 
 
 From these reports, it is hoped His Excellency will observe 
 that the operations have been carried on with energy, economy 
 and success combined. But the Commissioners are desirous of 
 drawing His Excellency's attention more particularly to the fol- 
 lowing facts in relation thereto : 
 
 First That the actual cost of the operations, thus far, is con- 
 siderably within the original estimate. 
 
 Second That the annual cost of excavation is only 6Jd per 
 cubic yard ; while the cost of the same description of work, in 
 1844, '45 and '46, under the superintendence of the Board of 
 Works, was within a fraction of Is 6d per cubic yard. 
 
 Third That the channel, in Lake St. Peter, was deepened to- 
 the extent of 2 feet, and made 75 feet wide, in the first season's 
 operations, and a vessel taken through the same, before witnesses, 
 in the month of November, drawing that extra depth of water. 
 
 Fourth That in the month of August, in the second season's 
 operations, the channel being then made 150 wide, and of the- 
 depth aforesaid was declared available for public use for vessels 
 drawing that extra depth of water, viz., 2 feet more than the 
 water on the flats ; that it is a matter of certainty that vessels 
 drawing that extra depth of water passed through it, and that it 
 was used by all sea-going vessels drawing 10 feet of water and 
 upwards, throughout the fall. 
 
 Fifth That on the 18th November last, the operations for 
 deepening the Channel to 4 feet more than the depth of water on 
 the flats were completed, and that the Channel will be avatfable 
 for public use on and after the reopening of navigation, for ves- 
 sels drawing that depth of water. 
 
 Sixth That the aforesaid improvements in the Channel in 
 Lake St. Peter, and at the other points named in the accompany- 
 ing reports, have been effected at a cost independent of outfit 
 of 20,07*7 4s Id ; while, on the other hand, the Board of Works 
 expended 38,267 7s Od independent of outfit in excavation 
 that yielded no practical result. 
 
219 
 
 Lastly That the channel, according to present appearances, 
 will be completed in November, 1854, from the foot of Lake St. 
 Peter upwards, at a total cost including a large and ample 
 allowance for loss upon the expenditure for outfit of notexceec^ 
 ing 50,000 ; a sum which the Commissioners believe the public 
 will eventually look upon as of no moment, compared with the 
 important results which will flow from the improvements refer" 
 red to results which will be beneficial, not only to the city of 
 Montreal, but also to the whole of the Province lying above it. 
 
 The Commissioners, however, are not unaware that some of 
 their fellow-citizens consider it questionable whether that expen- 
 diture, involving as it does a tonnage duty upon all vessels visit- 
 ing Montreal drawing 10 feet of water and upwards, is for the 
 advantage of the city or not. Those persons seem disposed to 
 maintain that it would have been better to have allowed the 
 channel to remain in its natural state than to have improved it 
 at such a cost. The Commissioners, I am instructed to say, differ 
 entirely from that conclusion, and beg that they may be allowed 
 to submit their views upon the question for His Excellency's con- 
 sideration. 
 
 In the first place, it is well-known that for a long period in the 
 fall of the year, the water on the flats in the Lake St. Peter falls 
 to about 11 feet, and seldom rises above 12 to 13 feet till the ship- 
 ping season is over. It is also known, that a vessel of 500 tons 
 burden (about the smallest vessel that can profitably compete- 
 with the class of vessels now employed on other rival routes, and 
 consequently chosen as the fittest- example to illustrate the pre- 
 sent argument,) can carry very little cargo in her when she has 
 to pass through such shallow water. The consequence is, the- 
 bulk of her cargo, both inwards and outwards, has to be carried 
 for her in lighters to and from Quebec, entailing a very heavy 
 expense upon the owners, and seriously crippling the natural 
 advantages of this city, arising from its position, in other 
 respects. If, then, the necessity for employing lighters in the 
 fall of the year, can be done away with at the cost of a moderate 
 tonnage duty, it seems clear, I am instructed to say, to the Com- 
 missioners, that the city of Montreal will be a gainer from it, 
 provided the tonnage duty is less than is usually paid for light- 
 
220 
 
 erage ; a point which seems to be clearly established by data 
 appended to this communication, under the letter A, to which 
 His Excellency's attention is respectfully invited. 
 
 The statement referred to has been made up with great care, 
 after consultation with many persons of high respectability con- 
 versant with the subject ; and the results shown are that, suppos- 
 ing the channel in Lake St. Peter were not deepened, a vessel of 
 500 tons burden, laden for Montreal, would be obliged to dis- 
 charge fully 600 tons of her cargo, with even 12 feet of water on 
 the flats, and that the cost of lightering the same from Quebec 
 to Montreal, even at the low rate of freight of last season, would 
 be fully 165 ; while, on the other hand, the tonnage duty on the 
 same vessel, passing through the improved channel with her 
 whole cargo on board, will be only at the present rate of tonnage 
 duty 12 10s, showing a saving on the trip of 152 10s ; a saving 
 which seems to be conclusive as respects the question under dis- 
 cussion. 
 
 But it may be answered by objectors that the regular trader 
 makes two voyages in the year, pays tonnage duty both voyages, 
 and yet requires to use the improved channel only in the fall of 
 the year. Granting this as true, it still follows that the vessel 
 will be a gainer in the fall of the year, after deducting the dues 
 for both trips, of 130, as shown in detail by the statement 
 .already referred to. And in the same manner it might be shown 
 that the vessel would profit on her outward trips, from the chan- 
 nel ; but it is considered unnecessary to multiply proofs where 
 the case is so plain. 
 
 It is not, however, to the limited point of view thus far pre- 
 sented, that the Commissioners would wish to confine their 
 examination of this important question. On the contrary, in 
 contemplating the benefits likely to result from deepening the 
 channel, they consider themselves warranted in expecting that 
 vessels of much larger tonnage than those hitherto used in the 
 trade with Montreal will be employed therein after the improve- 
 ments are completed ; and it is from this point of view that they 
 draw the most favorable conclusions as to the benefits to be 
 realized, for it seems to them clear that, if vessels of 800 to 1000 
 tons burthen can be enabled to reach Montreal throughout the 
 season of navigation, without the necessity of employing lighters 
 
221 
 
 as auxiliaries, and thus connecting with the large craft now 
 employed in the inland trade with the West, that then the phief 
 desideratum will be attained for enabling Montreal to compete 
 with the most favored seaports elsewhere for the carrying trade, 
 and the commerce of that immense region ; and that little else 
 will be required to give permanence to her prosperity, except the 
 allowing the vessels of all nations to resort freely to her wharves 
 in the pursuits of commerce. 
 
 With such views, and looking forward confidently to an increase 
 of trade from the causes above referred to, the Commissioners, I 
 am instructed to say, have also thought it their duty to anticipate 
 the actual necessity for increased harbour accommodation ; and, 
 accordingly, some months ago, directed their Engineer, C. S. 
 Gzowski, Esq., assisted by T. C. Keefer, Esq., to make a complete 
 survey of the harbour, for the purpose of ascertaining to what 
 extent accommodation could be provided for the water-borne 
 traffic of the city. That survey has been completed, and the 
 Commissioners hope in a short time to receive the report and 
 plans of the Engineers, which they will do themselves the honour 
 of submitting, on receipt, for His Excellency's consideration. In 
 the meantime, however, I am directed to remark that the survey 
 has demonstrated that it is practicable to provide accommoda- 
 tion within the harbour for any probable increase of trade, at a 
 cost which may be considered not excessive, when compared with 
 the importance of the interests at stake, and the benefits to result 
 from the expenditure. 
 
 I have the honor to be, sir, 
 
 Your most obedient servant, 
 
 JOHN GLASS. 
 
 Secretary. 
 
 Hon. A. N. MORIN, M. P., Provincial Secretary, Quebec. 
 
222 
 
 APPENDIX A. 
 
 
 
 A vessel of 500 tons burthen, loaded with a full cargo for 
 Montreal, will draw, on her inward trip, generally about 16 feet' 
 "9 inches, and will carry, on an average, about 600 tons of dead 
 weight, or 1000 tons composed of weight and measurement goods 
 together. 
 
 The same vessel, drawing only 11 feet of water, (low water on 
 the flats of Lake St. Peter,) would be little more than able to 
 stand upright, and would have very little cargo on board. 
 
 The same vessel, drawing 12 feet of water, might have on 
 board as cargo 250 tons of dead weight, or 350 to 400 tons of 
 weight and measurement goods together. 
 
 These facts have been ascertained from merchants well 
 acquainted with the subject, and form what may be considered 
 the general rules of the case. 
 
 Eeasoning, then, from the foregoing data, it follows that, sup- 
 posing the channel in Lake St. Peter were not improved, the 
 generality of 500-ton vessels, loaded in full for Montreal, would 
 have to lighter up in the fall of the year, with even 12 feet of 
 water in the lake, (a foot more than often prevails,) fully 600 
 tons of cargo, composed of weight and measurement goods 
 together ; and the cost of doing so ascertained from merchants 
 and others engaged in the business would be from 5s to 6s per 
 ton all round, independent of the towage of the vessel. 
 
 Assuming then the cost of freight at the average rate of 5s 6d 
 per ton all round, the charge for lightering 600 tons of cargo 
 would be $165 ; while, on the other hand, the tonnage duty upon 
 the same vessel, passing through the improved channel in the 
 lake, with a full cargo on board, would be, at the present rate of 
 duty, only 12 10s showing a net gain to the vessel from deep- 
 ening the channel of 152 10s on the inward fall trip. But fur- 
 ther; supposing the vessel to be a regular trader, making two 
 voyages in the year, and deducting from the said gain the ton- 
 nage duty paid upon the spring inward trip also, the vessel would 
 still be a gainer on the two trips of 130, from the substitution 
 of tonnage duty for lighterage. 
 
 The above, however, is not the only saving to the vessel ; for 
 
223 
 
 to it must be added, a reasonable allowance for damage done to 
 cargo in the operation of transhipping also the cost of tranship- 
 ping and the expense arising from the vessel's being delayed by 
 it ; all which would involve, in the case supposed, a very consi- 
 derable expenditure. 
 
 The saving effected by a vessel on her outward trips might 
 also be shown in detail ; but it is considered unnecessary to 
 ^enlarge upon so self-evident a point. 
 
 (EEPORTS EEFERRED TO IN MR. GLASS'S LETTER.) 
 
 Report of C. S GzowsU, Esquire, respecting works carried on in Lake 
 St. Peter, the Channel of the River St. Lawrence, and tJie Har- 
 bour of Montreal, for the season 1852. 
 
 MONTREAL, 18th December, 1852. 
 SIR, 
 
 On the withdrawal of the vessels engaged in the work of 
 improving the channel through Lake St. Peter and their removal 
 to winter quarters, I have the pleasure of submitting, for the 
 information of the Harbour Commissioners, a brief report of the 
 operations during the last season, and of the results attained. 
 
 The operations on the lake were commenced in the latter part 
 of May, and prosecuted with the utmost energy during the entire 
 season, until the 18th day of November last. In addition to 
 improving the channel in the lake, several other obstructions 
 existing in the navigable channel between the lake and Montreal 
 have been removed, and a great improvement effected within the 
 limits of the harbour. For the detailed data as to the exact 
 period at which the works were commenced and suspended, as 
 well as to the kind of vessels employed at the different localities, 
 I respectfully refer to a very satisfactory report of Capt. Bell, 
 the Superintendent, which is hereto appended. 
 
 The result of the operations up to the close of the season shows 
 that a channel of 4 feet in depth and 150 feet in width has been 
 made through the flats of Lake St. Peter, which extends from the 
 
224 
 
 lower floating light to the lower buoy, and of 130 feet in width 
 from the buoy to a point about two miles below it, embracing in 
 all a distance of about six miles, and admitting now of a passage 
 through the lake for a vessel drawing four feet more water than 
 the depth of water on the flats. 
 
 In addition to this, the bar which existed above the upper 
 light, and which formed a barrier at the entrance of the channel,, 
 has been removed, and a passage made through it 200 feet wide, 
 and corresponding in depth with that in the channel through the 
 lake. 
 
 The shoals at " He Platte " have also been removed to an extent 
 affording now a channel through both the upper and lower bars, 
 of the same depth with that in the lake, and of not less width 
 than 250 feet on the lower and 150 feet on the upper bar. 
 
 A shoal, found to exist at "He DeLorier," has also been 
 removed, and a channel made through it 250 feet wide, and 16 
 feet deep at low water. In addition to this, much serviceable 
 dredging has been done in the Montreal Harbour, and the entrance 
 to it so far improved that, with but little more work, next season 
 an uninterrupted channel will be secured through the harbour,, 
 admitting of vessel drawing 16 feet at low water. 
 
 The aggregate quantity of material removed at the different 
 points, exclusive of that in the Montreal harbour, is equal to 
 740,892 cubic yards. 
 
 The total amount expended since the commencement of the 
 works, including preliminary survey and all the outfit, is 42,110 
 19s 3d. The amount expended in actual operations, exclusive of 
 the outfit, is 20,077 4s Id. 
 
 By a reference to the report made to the Harbour Commis- 
 sioners by engineers appointed by them to examine and report 
 on the improvements to the navigation through Lake St. Peter, 
 and the selection of a proper channel, it will be found that the 
 cost of making a channel through the lake, between the lower 
 light and below the lower buoy, 150 feet wide and 15 feet deep 
 at low water, that is 4 feet deeper than the depth of water on 
 the flats, was estimated at 22,313 5s 6d. 
 
 The actual cost of operations being 20,077 4s Id shows the 
 work to have been done within the estimates, and to a much 
 greater extent than is even apparent in the mere difference 
 
225 
 
 between the amount estimated and expended, as the sum paid 
 for operations covers the expenditures at "He Platte," " He 
 DeLorier," and in the harbour of Montreal, while the estimate 
 was made for the work in the channel through the lake exclu- 
 sively. 
 
 I attribute the result of having done the work so much within 
 the estimated cost to a due regard to economy in all arrange- 
 ments, and to the active and vigilant supervision of the daily 
 operations of vessels and machinery. 
 
 To show how the present expenditure and amount of work done 
 compare with that made in the straight channel, under the 
 Department of Public Works, I will draw your attention to the 
 following extract from the report of Mr. Eubidge, engineer in 
 the service of the department, dated the 31st May, 1847, addressed 
 to the Commissioners of Public Works, showing the result of the 
 operations in the straight channel during the seasons of 1844, 
 1845 and 1846. 
 
 The report shows that the quantity of work done in the straight 
 channel during those three season is 520,963 cubic yards, that the 
 amount expended for outfit, adding depreciation for three years' 
 
 service, is 31,606 9 3 
 
 And the actual cost of dredging 20,963 cub. yards is. 38,267 7 
 Making the total expenditure up to that period.... 69,877 16 3 
 Or at a cost per each yard of earth dredged equal to Is 5|-d, nearly. 
 
 The operations up to the close of the present (second)* season, 
 under the Harbour Commissioners, show the quantity removed 
 by dredging and rake to be 746,892 cubic yards, and the actual 
 cost of doing that work to be 20,077 4s Id, making the cost per 
 yard 6Jd, currency, or a fraction over one-third what it cost to 
 do the work in the straight channel under the supervision of the 
 Board of Works. 
 
 It is but right to observe also, that the future entire cost of the 
 work will be proportionately less per yard, the outfit being now, 
 I may say, almost complete, and all in good working order ; its 
 cost will bear a less proportion to the actual quantity of material 
 moved, when the channel is made to its full width and depth, 
 than when it is, as now, only one-third done. 
 
 *The operations of the first season were not commenced until the month of July. 
 
 15 
 
226 
 
 Another point, which, without assuming more than the result 
 of the season's work entitles us to, is, that the work has been 
 tested and made use of, and that it has been most clearly and 
 undeniably shown that vessels have passed through the new 
 channe 1 iu the lake this season, drawing more water than what 
 they have ever been known before to do. The width of the 
 channel being only 150 feet, is not yet quite sufficient to allow 
 vessels much lee-way while passing through it, but as long as 
 vessels kept within its bounds, they could pass through it draw- 
 ing two feet more water up to the 17th November, and four feet 
 more of water since that date. 
 
 The result of the operations of the two past seasons, as to quan- 
 tity of work done, and the expense incurred, with the certainty 
 that now exists that a channel of 300 feet in width and 16 feet 
 in depth, at low water, will be secured at the end of two seasons 
 more, are, in my opinion, additional evidences that the channel 
 selected is the proper one, and that the final results will be fraught 
 with very great advantages to the trade. 
 
 I have the honor to be, 
 
 Sir, 
 Your obedient servant, 
 
 (Signed), C. S. GZOWSKI, 
 
 Engineer. 
 
 John Glass, Esq., Secretary Harbour Commissioners. 
 
 [COPY.] 
 
 Report of Capt. John Bell, Superintendent of Works in Lake St. 
 Peter, &c., &c., for the season 1852. 
 
 To the Montreal Harbour Commissioners : 
 
 GENTLEMEN, 
 
 As our operations for the season of 1852 are now closed, it 
 becomes my duty to lay before you a statement of the amount of 
 work done and the good effected. 
 
227 
 
 In the first place the dredges were taken into the lake on the 
 19th May, but, owing to the new boat not being ready, one of them 
 only was kept at work until the 12th June, when the new boat 
 started. From this until the 19th of the same month, they were 
 both wrought without intermission. On this day the main shaft 
 of the new boat broke, which we could not get effectually repaired 
 till the 30th July. The Albion was chartered in her place, but 
 owing to her want of power and the time she was absent with a 
 broken bridge-tree she did not work more than half the time we 
 had her. I mention these things to point out to you the great 
 detention and delay from unforeseen accidents, which we had to 
 contend with in the commencement of our operations this season ; 
 but, notwithstanding these delays, the two dredges have, up to 
 the 18th November, or in 120 working days, removed 498. 720 
 cubic yards, thereby forming a channel, about four miles long, 
 from a little above the lower light vessel to the iron buoy, of 150 
 feet in width, and thence to deep water, about two miles long, of 
 130 feet in width, with four feet more water in it throughout, 
 than the water on the flats. 
 
 The bar above the upper light vessel has also this summer 
 been sufficiently removed to allow vessels to pass drawing 15 feet 
 at low water. This improvement was effected by means of the 
 Aorth America and Harrow. This vessel commenced on the 4th 
 May, and finished on the 18th June, making the channel about 
 200 feet wide, and removing in that time about 44,000 cubic 
 yards. When finished here, her crew was for some time employed 
 in laying down the buoys on the side of the channel, placing 27 
 on the south side of the channel through the flats, and three on 
 the south side of the channel through the upper bar. 
 
 Dredge No. 1 was also very much detained by the breaking of 
 some parts of her machinery ; but, notwithstanding this, I com- 
 menced operations with her at He Platte on the 14th June, 
 improving the channel which she made there last year by deep- 
 ening it two feet, and increasing its width to 250 feet through the 
 lower bar, and 150 feet through the upper bar. To effect this, 
 frhe had to remove 15,000 cubic yards, and it was finished on the 
 28th August. From this place I sent the vessel to He DeLorier, 
 where she cut a channel through the bar there of 250 feet wide 
 and 16 feet deep at low water, removing in that operation 1,400 
 
228 
 
 cubic yards and finishing on the 8th September. She was then 
 removed up to the harbour of Montreal, where she continued to- 
 work until the close of the navigation, improving the channel 
 entering the harbour, which she has not yet finished. 
 
 I may remark here that the improvements made upon the 
 machinery and mode of working this dredge, last spring, have 
 enabled her to do double the amount of work in much less time- 
 than she took last year. I should recommend you to make still 
 further improvements upon this vessel, with the view of adapt- 
 ing her for lifting large boulders, of which there are many yet in 
 the harbour to be removed ; a description of which improvements 
 I will lay before you at any time you may require it. 
 
 The spoon dredge has not done so well as I expected her to do,, 
 principally owing to parts of her machinery being too slight for 
 the hard excavation we had to contend with in the harbour. This 
 I propose to remedy with your permission this winter, by mak- 
 ing certain improvements in her construction. She has, however, 
 effected some improvements in the harbour, more particularly in 
 the Creek Corner, the King's Basin, the Sydenham Basin, and the 
 tipper side of the Island Wharf, which could not have been 
 effected by any other means. 
 
 In my letter to you, dated the llth December, 1851, I stated" 
 that, by following certain plans, a channel of 15 feet at low water 
 could be had by the end of the season of 1 852 ; I am now happy 
 to be able to state that such a channel actually exists, with the 
 exception of one small bar opposite the Victoria Pier, entering 
 the harbour of Montreal, on which there is about six inches less 
 of water than we now have in the channel through the lake.. 
 This can be removed by Dredge No. 1, when the channel from 
 the harbour to the foot of Lake St. Peter will be complete, and 
 safe for vessels to navigate drawing four feet more than the water- 
 on the flats. But as this fact appears to.be by many doubted, I 
 respectfully request that you will appoint some qualified person 
 to sound and examine the channel in Lake St. Peter, and report 
 thereon. This can be done effectively on the ice, as soon as the 
 lake is frozen over, and the length and width of the channel at 
 the same time accurately ascertained. 
 
 The plan for future operations in Lake St. Peter will greatly 
 depend upon the width you intend to make it. For my part, I 
 
229 
 
 should prefer a deep channel 300 feet wide to a wider o'ne con- 
 taining merely sufficient water to float the vessel. 
 
 A channel of 300 feet wide and 16 feet deep, at low water, can 
 be effected by our present means in two years. A channel 
 400 feet wide and 15 feet deep, at low water, can be effected 
 in the same time. To obtain the first mentioned, I should 
 in the spring, when the water is high, commence the widen- 
 ing of the present channel, and as soon as the water fell 
 .sufficiently to admit of our working in the present channel I 
 should begin to make it a foot deeper. A great portion of it 
 -could be put down to this extra depth before the fall vessels 
 would begin to arrive, and they would thereby obtain the advan- 
 tage of it. 
 
 But if the channel of 400 feet wide were preferred, there would 
 be nothing to do but to commence th widening of the present 
 channel, and continue it till finished. 
 
 As respects the channel from the lake to Montreal, it will be 
 necessary, some time next summer, again to place Dredge No. 1 
 at He Platte to widen the channel 100 feet through the upper 
 bar, and deepen the whole of it one foot more. But on the open- 
 ing of the navigation, I would recommend you again to place her 
 in the harbour, as there are many places above the lower wharves 
 where deepening is much required, and where she could work to 
 advantage while the water is high, and as the water falls she 
 could commence and finish the improvement of the channel enter- 
 ing the harbour. 
 
 I may add, in conclusion, that the amount of material to be 
 lifted by calculation to make the channel what it is now repre- 
 sented to be, and the amount lifted by account, agree within a 
 very few yards, which proves that our method of working the 
 dredges is perfect ; that is to say, that they leave nothing behind 
 them which can cause obstruction. 
 
 I am, gentlemen. 
 
 Your most obd't. servant, 
 
 (Signed) JOHN BELL. 
 
230 
 
 In August, 1853, a test of the dredged channel was 
 made, showing that fully four feet had been gained 
 beyond the natural depth, with a width of 150 feet. 
 The following extract from the Montreal Transcript of 
 the 26th August, 1853, gives an account of the test : 
 
 \_From the Montreal Transcript, Aug. 26, 1853.] 
 
 Perhaps the most important subject connected with the local 
 superiority of Montreal is the navigation of Lake St. Peter. 
 Our readers are well aware that this has been the subject of 
 warm controversy for several years. The lake is a great expanse 
 of water, into which rivers flow, principally the St. Francis and 
 Yamaska, at right angles, bringing down a great amount of allu- 
 vial deposits. The bottom of this basin is a blue clay, at a pretty 
 uniform depth of twelve feet, at low water ; but here and there, 
 silted up to a depth of only a very few feet. The natural channel 
 of the main current of the St. Lawrence is to the northern side, 
 where it makes a great curve, and for the largest portion of its 
 course has abundance of water; but there in an interval of several 
 miles, over which the depth used to be about 11 feet 9 inches^ 
 necessitating vessels coming up to Montreal, or loading at it, to 
 employ barges, at great cost and delay, to disembark or to embark 
 a large portion of their cargo at Quebec. With such a light 
 depth of water no sea-going vessel could pass up to Montreal, or 
 down to Quebec, more than half loaded. 
 
 To remedy this great and acknowledged inconvenience, this 
 interruption of an otherwise splendid navigation, the deepening, 
 that is the dredging, of a channel through Lake St. Peter was 
 commenced some dozen or more years ago. The plan adopted by 
 the engineers of the day was to go right through that is, to des- 
 cribe, as it were, a cord of the bow which the natural channel 
 found. We are not going to enter into this controversy sufficiently 
 warmly debated, which is now set at rest ; the decision having 
 been come to, and acted on, to abandon the direct channel and 
 improve the circuitous one. This decision has now been acted 
 on for about three years. 
 
 It is a question of soiue importance, not merely to the people- 
 of Montreal, but to the whole Province, whether the passing 
 
231 
 
 along the cord or of the bow is the best. But the paramount 
 consideration is that there shall be a practicable channel, with 
 water enough permanently to float vessels such as their wants re- 
 quire. It is well known that of late, and particularly within these 
 last two or three years, the tendency of the mercantile marine 
 has been greatly to increase tonnage. Clipper vessels of 1,500 
 tons are now employed where, within our memory, schooners 
 of 150, or brigs of 250, tons would have been thought sufficient, 
 and indeed all that would be profitable. But, it is well known 
 that the larger a ship is the more profitable she is, if she can be 
 loaded ; and, from the vast extension of commerce, large vessels 
 can now be loaded with as much expedition as small ones could 
 formerly. 
 
 From this law Montreal was not exempt ; indeed, she has 
 become daily more subject to it, from the competition of the 
 noble vessels received by the Atlantic ports. However, to all 
 sensible men, the removal of this obstruction to her receiving 
 vessels of large tonnage has been felt to be of primary importance ; 
 though it must be admitted that the people of Montreal, in 
 general, have not paid to it the attention which it deserves. 
 
 There have been various reports recently current of the pro- 
 gress of this work. The representations of the official authorities 
 have been uniformly favorable. Not merely the responsible 
 parties engaged in the work, but these who were officially bound 
 to see that it was done, stated that it was advancing most admira- 
 bly that is, that the channel was deepening, and four feet water 
 had been gained. Our readers are very well aware that the 
 difference of four feet water makes the difference between a 
 small-sized merchantman lightened and a very large one with 
 full draught. 
 
 A few days ago came up the California, Capt. Gall, drawing, 
 we believe, somewhere about 15 feet water, and she ran aground. 
 It was explained that, from the narrowness of the channel, or 
 from some difficulty in the pilotage, the vessel ran aground on 
 the bank ; and we ourselves heard the Captain, who could have 
 no possible bias, and who is now on his way across the Atlantic, 
 declare, that on sounding, there was 17 feet in the channel. Be 
 that as it may, the vessel was got off and brought up to Montreal 
 without damage. The experiment, then, was .fairly tried,-Capt. 
 
232 
 
 Gall himself was so fully satisfied of the capacity of the channel, 
 that he loaded his vessel to her full sea-going draught, which he 
 estimated at 16 feet 2 inches. 
 
 The California started on Wednesday in tow of the steam- 
 tug Alliance, Captain Johnston, which had on board the 
 Chairman and Secretary of the Harbour Commissioners, and 
 several other gentlemen of the city, whose numbers would doubt- 
 less have been larger but for the very early hour of starting. 
 The voyage down presented nothing very particular until near 
 Berthier, where the California slightly grazed several times on 
 shoals of which the existence was previously unknown, being 
 merely little collections of gravel thrown up by eddies. They 
 had not been discovered, because no vessel of the like draught had 
 ever passed over them. As they are, they are no great obstruc- 
 tion, and will be very easily removed. 
 
 The wide natural channel being then passed, the new artificial 
 channel was next made. This we have explained, is an excava- 
 tion of four feet, and something more, in the clay, which lies below 
 the silt, and at an average depth of twelve feet below the surface 
 of the water. The circumstances could scarcely have been less 
 favourable to the experiment. The water was not above its aver- 
 age height ; it was indeed the lowest of the season. It blew a stiff 
 breeze from the south-east, which, as the current always sets over 
 the flats to the northward, not merely diminished the depth of 
 water, but compelled the steamer to lie a point, or a point and a 
 half, south of her true course, in order to hold it against the 
 wind and cross-current that is, to go diagonally. But, in all 
 her course, as we can speak from watching most carefully, the 
 California never touched bottom. The trace of her keel was 
 visible by the muddy water in her wake, for it is not pretended 
 that there was more than a few inches to spare, which the drift 
 of her passage would disturb ; but she went through without the 
 slightest delay or obstruction. Arrived at the deep water, 
 anchor was cast, and the California being carefully measured by 
 the pilots, was pronounced to draw 16 feet 1 inch. Captain Gall, 
 a witness totally disinterested, deserves great credit for the con- 
 fidence, where, after running his vessel aground coming up, on 
 investigation of the channel he decided on bringing her down 
 loaded still deeper. 
 
233 
 
 This event is one of great interest in the history of the Port of 
 Montreal. From 11 feet 9 inch, we believe it raises us to 16 feet 
 1 inch, which actually doubles the tonnage which can use our 
 port without the assistance of lighters, the charge and delay of 
 which has laid so heavy on our commerce. We hope the Harbor 
 Commissioners will now be encouraged by public approbation to 
 persevere. A very little expenditure and patience will give us, 
 through the short distance to which it is obstructed, a clear depth 
 of 17 feet through, to below Three-Eivers. In a general way, 
 this, with some improvements in the inner harbour, would allow 
 us to receive vessels of one thousand tons burthen, and with these, 
 we might command the whole trade of the west. 
 
 Without lavishing compliments on individuals, we should do an 
 act of injustice if we were not to express the sense generally felt 
 of the valuable services rendered by Captain Bell, the superin- 
 tendent of the work. His zeal, industry and vigilance have 
 been beyond all praise. The order in which 'he has all his 
 machinery and the precision with which he has completed his 
 work are admirable. It must be most gratifying to him to find 
 that statements of his, which were at one time disputed, are now 
 fully confirmed, 
 
 (Copy.) 
 
 ON BOARD THE STEAMER " ALLIANCE," 
 Lake St. Peter, Aug. 24th, 1853. 
 
 We, the undersigned, invited by the Montreal Harbour Commis- 
 sioners to witness the experiment of taking a vessel through the 
 improved ship-channel, from the Harbour of Montreal down to the 
 lowest point in Lake St. Peter to which their operations thus far have 
 required to be extended, hereby certify that the California, Capt. 
 Gall, of 487 tons burden per register, drawing sixteen feet one 
 inch (16 feet 1 inch) of water, was successfully towed this day, 
 under the superintendence of Capt. Bell, through the aforesaid 
 channel by the steamer Alliance and that on sounding the 
 " flats" in Lake St. Peter, immediately after the experiment was 
 made, we found only twelve feet one inch (12 feet 1 inch) thereon, 
 
234 
 
 on the track formerly used by vessels thereby proving conclu- 
 sively that the improved channel aforesaid has been deepened to 
 the extent of four feet. 
 
 [Signed.] 
 
 ROBERT GALL, 
 
 Master of the California. 
 
 HECTOR HAMLIN, 
 
 Branch Pilot. 
 
 CHRISTIAN MARAUSE, 
 
 Pilot of the steamer Alliance. 
 
 H. BELMARE, 
 
 Master of the Barge Harmony. 
 
 CHARLES JOHNSTON, 
 
 Master of the steamer Alliance. 
 
 G. L. ARMSTRONG, 
 
 Master of the steamer John Murm. 
 
 J. WILSON, 
 
 Owner of the steamer Alliance. 
 
 J. ARMSTRONG, 
 
 ROBERT ABRAHAM, 
 
 Editor of Montreal Transcript. 
 
 GEO. R. ROBERTSON, 
 
 Advocate. 
 
 LEON DOUTRE, 
 
 Deputy Registrar of Montreal. 
 
 DAVID BELLHOUSE, 
 Agent for the Contractors of the Canadian Ocean Mail Steamers. 
 
 JOHN LEEMING, 
 Alderman of the City, and Merchant of Montreal. 
 
 CHARLES SEYMOUR, 
 
 Merchant. 
 
 DAVID KINNEAR, 
 
 Proprietor of Montreal Herald* 
 
 At the close of the season of 1854 the channel was 
 finished, with the exception of about 10 days' work, to a 
 depth of 16} feet at low water, and of a width of 250 to 
 300 feet, as stated in the following report of 1855, which 
 contains much information, and brings the account of the 
 Lake St. Peter Ship Channel down to the year 1855 : 
 
235 
 
 ENGINEERS EEPOET. 
 
 MONTREAL, 1st March, 1855, 
 
 To THE HONOURABLE JOHN YOUNG, 
 
 Chairman Harbour Commissioners, Montreal. 
 
 Sm, 
 
 I have the honor to acknowledge the receipt of Mr. Glass' 
 letter of 6th January, transmitting the reports of Captain Bell. 
 Superintendent of the Commission, with a request that I should 
 report upon the same review the past progress of the works 
 and give my views with reference to future operations. 
 
 The documents published in February, 1853, give a clear and 
 connected history of the operations of the Harbour Commis- 
 sioners up to that date. Since then, two working seasons have 
 elapsed the scale of operations has been materially enlarged by a 
 decision to carry a depth of twenty feet at low water through 
 Lake St. Peter, instead of one of sixteen feet, which was the 
 maximum aimed at in the instructions to the Board of Engineers 
 in October, 1850 ; and the question of the enlargement of the 
 harbour of Montreal has been presented in a manner which indi- 
 cates that this work cannot be much longer postponed. Moreover 
 a survey of the river has defined the nature and extent and ; 
 demonstrated the practicability of the removal of all the obstacles 
 to the attainment of a depth of twenty feet at low water, above 
 and below Lake St. Peter. 
 
 Under these circumstances the present appears to be a proper 
 occasion for reviewing the proceedings of the past, as the best 
 means of explaining, as well as of vindicating the arrangements 
 the future. 
 
 I will endeavor, (at the risk of repetition,) to present the ques- 
 tion so that strangers, without the aid of charts, may be able to 
 appreciate the extent and importance of the work. 
 
 The rapids of the Eiver St. Lawrence terminate at the city of 
 Montreal, from which point to the sea the current of the river 
 offers no obstruction to the ascent of ocean craft. 
 
 The influence of the tides is felt within fifty miles of Montreal, 
 but their regular rise and fall is not perceptible until we descend 
 
236 
 
 about one hundred miles below this city, where the influence of 
 the tide has been observed, the river expands into a lake about 
 twenty miles in length by nine in width, called Lake St. Peter. 
 This lake is crossed by three "banks" or "bars" which enclose 
 between them two " pools " in which the depth exceeds twenty 
 feet; the first of these pools is one and a quarter miles in length, 
 and 800 feet in average width, and the lower one four and a-half 
 miles in length and nearly half a mile in width. The ship chan- 
 nel is in the general direction of these pools, and near the centre 
 of the lake, between it and either shore, there is a broad margin 
 of shoal water, averaging two miles in width on the north and 
 three and three fourth miles on the south of this channel. 
 
 The main " bank," which divides these two pools, is known as 
 the "flats of Lake St. Peter," and measures, from a depth of 
 twenty feet at low water in one pool to the same depth in the 
 other, eight and seven-eight miles. The top of this bank is very level, 
 having a uniform depth of eleven feet at low water, for a distance 
 of four and a half miles, measured on the line of the ship channel. 
 Across the head of the upper and the foot of the lower pools are 
 two bars which separate the main channel, entering and leaving 
 the Lake, from the two pools above described. The least depth 
 on the Upper Bar, (or Batture du Lac,} was twelve feet at low 
 water, and the distance across this bar between the depths of 
 twenty feet at low water, is nearly one and a-half miles. The 
 depth on the Lower Bar, (opposite Nicolet Eiver,) is sixteen and 
 a-half feet, and its extent, between twenty-feet soundings on the 
 line of the channel, is one and a-fourth miles. 
 
 The aggregate length of dredging at the Upper Bar, the Flats, 
 and the Lower Bar, for a depth of twenty feet at low water, will 
 be about eleven and a half miles, measured on the line of the old 
 ship channel. 
 
 The average depth in the channel of the Eiver St. Lawrence, 
 between Montreal and Lake St. Peter, with the exceptions here- 
 after to be described, may be taken at thirty feet. Below Lake 
 St. Peter the depth in the channel is generally thirty to forty 
 feet, increasing as we approach Quebec, to sixty and one hundred 
 feet and over, with the exception of that portion of the Eiver 
 opposite St. Anne de Parade, where there is a general depth of 
 twenty-four feet at low tide, and where the bed of the river is 
 
237 
 
 strewn with huge rocks or boulders. Here there is a narrow bar 
 of blue clay with only sixteen feet water upon it at low tide. At 
 this latter point there is a tide of six and a half feet at springs, 
 and four feet at neaps, so that at high water there is no obstruc- 
 tion to a twenty feet draught. 
 
 It is not to the purpose here to discuss the origin of the Flats 
 of Lake St. Peter, further than this question bears upon the im- 
 portant one of the permanency of the artificical channel now in 
 progress through the lake. 
 
 If the fine clay, of which the flats are formed, has been swept 
 out of the numerous channels formed by the islands above Lake 
 St. Peter, this has taken place at so remote a period, that the 
 supply from which the flats were then formed has been exhaust- 
 ed, and the river, having cut out its required dimensions of 
 channel, has protected these from further encroachments by a 
 lining of stones, sand, or gravel. The action of the ice bed and 
 slopes of the river lines the shores with a facing of boulders just 
 as the ocean and the lakes heave up shingle and sand as barriers 
 to their own further inroads on the land. 
 
 The direct action of the ice, in this climate, has more influence 
 on the permanence of any artificial channel than this indirect 
 action in staying the descent of detritus. Wherever large masses 
 of ice are grounded upon a yielding substratum they act as tem- 
 porary islands, diverting the course of the current, increasing its 
 intensity, and concentrating its energy on the open spaces between 
 the grounded bergs of ice. To this cause is to be attributed the 
 " shifting of the channel " through sand bars on which the ice 
 rests ; but, notwithstanding the descent of those immense quanti- 
 ties of ice which " pack " and " ground" so as to alter the current 
 during winter below Montreal, it is satisfactory to know that no 
 difficulty is to be apprehended from such action of the ice in Lake 
 St. Peter. The winter level of the lake is raised six feet and 
 upwards, before it freezes over, by the accumulation of ice and 
 the consequent obstruction made to the discharge of the river 
 below the lake. The ice forms of even thickness, and as the 
 depth near the channel is seldom less than eighteen or twenty 
 feet, the winter current is consequently weaker than the summer 
 one. The dredged channel through the lake occupies nearly a 
 central position, both with respect to length and breadth j it is 
 
238 
 
 therefore too far removed from the mouths of the lateral rivers 
 flowing into the lake to receive their detritus ; and as regards any 
 deposits from so clear a stream as the St. Lawrence, these conld 
 only reach the excavated channel by the aid of such a current as 
 would carry them on through the lake. 
 
 The oldest known charts shew that little change has taken place 
 in Lake St. Peter, and from more than half a century's experience 
 ive may come to the conclusion that the maintenance of the 
 artificial channel now in progress is not seriously threatened by 
 the action of any natural causes. An examination of the old 
 dredging done by the Board of Works in 1844, '45, '46, and '47, 
 after a lapse of seven to ten years, shews that the ridges left 
 between the " trench cuttings" are still well defined, and no 
 perceptible change either for better or worse is to be discovered 
 in this part of the lake. 
 
 STRAIGHT AND NATURAL CHANNELS. 
 
 With respect to the question of the route for an artificial chan- 
 nel through Lake St. Peter, that may now be considered as settled ; 
 and, as there is now a navigable channel, two hundred and fifty 
 and three hundred feet wide with sixteen and a-half feet depth at 
 low water, over the flats, where there was formerly only eleven feet, 
 the propriety of the route adopted by the Harbour Commissioners 
 need not be vindicated. The recent determination, however, in 
 favor of a twenty feet navigation, instead of one of sixteen feet, 
 (which was the maximum where the question of the ," straight " 
 and " natural " route was concerned,) may fairly be claimed as one 
 of the most important results of the decision in favor of the " old 
 -channel." To explain this it is necessary to refer to the history of 
 the operations in the lake. 
 
 It will be remembered that in 1845 the Government commenced 
 to dredge a straight channel about ten miles in length, from a 
 point below Stone Island, (at the head of the Lake,) to the head 
 of the lower pool heretofore described. This would have avoided 
 both the Upper Bar and the Flats, and have shortened the route 
 through the lake nearly one mile. After working until September, 
 1847, when 73,955 had been expended for outfit and operations, 
 in removing what now appears to have been less than 350,000 
 cubic yards, measured in excavation, the scheme was abandon- 
 
239 
 
 <ed. In 1850, the two dredges were transferred to the Harbour 
 Commissioners of Montreal, who commenced operations in the 
 following year, in the "old," or " natural" channel, and up to 1st 
 January, 1855, have dredged 1,818,110 cubic yards, measured in 
 the scows, (or 1,298,650 cubic yards, measured iu the cut,) and 
 removed by harrow 85,436 cubic yards, at a total cost of 74,000 
 for operations and outfit, in which is included a sum of 10,000, 
 as the value of the two dredges obtained from the Board of 
 Works. 
 
 In the one case, four years of time and nearly 74,000 in money 
 were expended without any practical result the straight channel 
 remaining now as when abandoned ; in the other, each successive 
 season since the commencement has increased the draught and 
 tonnage of sea-going vessels arriving at Montreal. This difference 
 in result is owing chiefly to better management, and to a superior 
 system of dredging established by Captain Bell, Superintendent 
 to the Harbour Commissioners; and in some measure to the 
 adoption of the old channel, where by taking advantage of the 
 existing pools of deep water a less length of dredging is required, 
 and therefore an additional depth to the channel is sooner given. 
 
 Although the "straight channel" would have shortened the 
 route through the lake, yet as it was wholly an artificial one 
 there was a greater amount of work to be done in it. Captain 
 Bayfield, in 1846, estimated the dredging in the straight channel, 
 for a depth of only fourteen feet at low water, 260,000 cubic yards 
 more than that required to produce the same result in the old 
 channel. In extending the work, however, to a depth of twenty 
 feet, the economy of the old channel is much more apparent. The 
 number of cubic yards to be removed, in order to give three hun- 
 dred feet in width with twenty feet water in the " straight " 
 channel, is no less than 1,180,000 more than is required to produce 
 the same result in the " old " channel ; which, at 7Jd. per cubic 
 yard, (or one-half of Captain Bayfield's estimate,) makes a differ- 
 ence of 36,875 in favor of the route chosen by the Harbour 
 Commissioners. 
 
 ANNUAL PROGRESS IN LAKE ST. PETER. 
 
 Tbe Harbour Commissioners commenced operations on the 12th 
 June, 1851, with one dredge and the harrow, and on the 3rd of 
 
240 
 
 November, in same year, a "channel seventy-five feet wide, two feet 
 deep, and four miles in length, was cut through the highest part 
 of the flats. On the 8th of November the ship City of Manches- 
 ter was loaded down to fourteen feet the depth on the flats then 
 being twelve feet and taken through the lake without slacking 
 speed. Thus, in less than five months, two feet were added to the 
 draught of sea-going vessels trading with Montreal. In the spring 
 of 1852 the harrow was employed during high water, in May and 
 June, upon the Upper Bar, the depth upon which was thereby 
 increased about three feet, leaving a channel one hundred and fifty 
 feet wide and fifteen feet deep at low water or four feet deeper 
 than the flats. The dredges worked on the flats from the latter 
 part of May until the 16th of November, by which time they had 
 widened the channel (from seventy-five) to one hundred and fifty 
 feet, and deepened it (from two) to four feet. The length of the- 
 channel of 1851 was also increased (from four miles) to five and 
 a-half miles this additional length of dredging being required in, 
 consequence of the increased depth. Thus at the close of the 
 second season, or in less than eleven months of actual work, a 
 channel of one hundred and fifty feet in width, and four feet of 
 additional depth, was cut through the flats and the Upper 
 Bar, at a cost of 4*7,250 for operations and outfit (in which 
 10,000 is allowed for the dredges) ; or, in other words, a channel 
 of the same width and one foot greater depth than that which 
 the Government had failed to secure in the new route with a far 
 greater expenditure of time and money. The Harbour Commis- 
 sioners were notified in November, 1852, by the Superintendent, 
 that he was then prepared to take a vessel through the lake- 
 drawing four feet more water than any which had hitherto left 
 Montreal at that season of the year. Throughout the season of 
 1852 the sea-going vessels made use of the new channel, and 
 many of them were loaded down two feet deeper than the water 
 on the flats. 
 
 A vessel of sufficient capacity could not be obtained, (at that 
 late season of the year,) to test the capacity of the channel in. 
 November, 1852, but this was done on the 24th of August, 1853 r 
 by the barque California, which was loaded down to sixteen feet 
 two inches, when there was only twelve feet on the flats, and taken, 
 from Montreal through the lake without delay or difficulty. 
 
241 
 
 At the close of the season of 1853 the channel of 1852 was 
 deepened, thoughout, one foot six inches, giving sixteen and a-half 
 feet at low water ; and a part of it was widened (from one hundred 
 and fifty feet) to two hundred and fifty and three hundred feet. 
 
 The operations of 1854 in the lake have been confined to widen- 
 ing the channel, and there is now, with the exception of about ten 
 days' work, a channel through the flats two hundred and 
 fifty to three hundred feet wide, and having in it sixteen and 
 a-half feet at low water. This has been effected at a total 
 cost of 74,000 including 10,000 as the value of the two 
 dredges obtained from the Board of Works. Thus, within the 
 same period of time, and for the same sum of money as has been 
 expended on an ineffectual attempt to obtain a channel one hundred 
 and fifty feet wide, with fourteen feet water on the straight line, one 
 of two hundred and fifty and three hundred feet in width, with 
 sixteen and a-half feet at low water, has been given through the 
 flats, and one of one hundred and fifty feet in width and fifteen 
 feet water through the Upper Bar. 
 
 OBSTRUCTIONS ABOVE AND BELOW LAKE ST. PETER. 
 
 No subsequent testing of the channel, to that by the Califor- 
 nia in 1853, has since been made, for the following reasons : 
 
 About thirty miles below Montreal, between Lavaltrie Island 
 and He Platte, a broad shoal stretches across the river, consist- 
 ing of blue clay covered with gravel and boulders. The original 
 depth over this shoal, on the line of the channel, was the same as 
 on the flats of Lake St. Peter, viz : eleven feet at low water. 
 
 While the dredges, obtained from the Board of Works, were em- 
 ployed in the lake, the harbour dredge was brought down from 
 Montreal in 1851, and on the 18th August, 1852, she had cut a 
 channel through this shoal two hundred and fifty feet wide and four 
 feet deep. This dredge was then removed to a small bar opposite 
 He deLorier, or St. Laurent, (a little below Yarennes,) which she 
 reduced to the same depth in that year. When the California 
 was taken down, drawing four feet more water than usual, it was 
 found that she u touched " at Point aux Trembles, He & la Bague, 
 St. Sulpice and Lavaltrie Island, although the pilots maintained 
 that she followed the deepest channel in the Eiver. Before any 
 additional advantage, therefore, could be gained for the trade by 
 
 ' 16 
 
242 
 
 increasing the depth in Lake St. Peter and at He Platte, it became 
 necessary to ascertain the nature and extent of all the obstructions 
 between these points and Montreal; and,, particularly whether 
 the channel known to the pilots, and denned by the river lights 
 and beacons, was really the best that could be obtained. 
 
 It will be apparent that, so long as the flats of Lake St. Peter 
 were the guage of the draught of vessels ascending the St. Law- 
 rence between Quebec and Montreal, no vessel drawing more than 
 eleven feet at low water had ever navigated the river above the 
 the lake. The channel known to the pilots, therefore, had never 
 been tested for any increased draught, and as soon as this was 
 done, (in consequence of the deepening in the lake,) the pilots' 
 channel became obsolete, because their actual experince did not 
 extend to a draught greater than eleven feet at low water. 
 
 On the 6th of September, 1853, 1 was requested to report the 
 best means of dealing with the obstructions revealed by the 
 " California" on her passage outward, in the preceding month ; 
 and, in reply, recommended an examination of the river, for the 
 purpose of comparing the existing channel with others indicated 
 on Bayfield's charts, and of ascertaing what scale of navigation was 
 .within the reach of the Commission, in case that, from the success of 
 previous operation in the lake, it might prove desirable to con- 
 tinue these to a greater depth than originally proposed. This 
 .recommendation was adopted, and immediate steps were taken for 
 carrying it out, so that the examination was completed, and on 
 25th of October I reported the result. 
 
 It was found that, between Yarennes and Lavaltrie Island, and 
 between Cap Madeleine, (below Three Elvers,) and Isle Bigot, 
 the route lighted and marked by the pilots did not afford more 
 than sixteen feet at low water, and was not in the main channel 
 or the deepest part of the St. Lawrence. 
 
 The obstructions at Pointe-aux-Trembles were found to be clay, 
 and of trifling extent ; but from Varennes to Lavaltrie, the north 
 channel at present navigated is studded with numerous "ptuls" 
 caused by the loose rocks or boulders, having narrow channels 
 with sharp turns between them, and exposed to cross current of 
 the Ottawa, the greater part of the waters of which flow 
 over into the south channel and pass by Vercheres. The 
 channel south of the Vercheres Islands was then examined, 
 
243 
 
 and found to have a depth of thirty to sixty feet, with the 
 exception of one point opposite Cap St. Michel, where this chan- 
 nel appears to have been partly closed up by a land slide, which, 
 together with the fact that the north channel has had hitherto 
 sufficient water for any vessel which could pass Lake St. Peter, 
 account for its disuse. The bank of Cap St. Michel was bored 
 and found to be clay, much more easily removed than the "pouls" 
 of the north channel. In every respect the south channel is 
 superior to the north one ; its greater depth giving less current, 
 and its bold shore and high hanks making it more easy of naviga- 
 tion at night or in a fog. 
 
 Below Three Eivers the south channel, in front of Becancour, 
 gives a depth of thirty to forty feet without any obstructions 
 requiring more than lights, buoys, and beacons. By adopting 
 this channel, the shifting sand bar, known as the " Provenche* 
 Shoal" will be avoided. This is of great importance, as this sand 
 bar appears to have been formed by the Eiver St. Maurice, and is 
 still acted upon by it, making it doubtful whether a channel could 
 be maintained, for a greater depth than heretofore used, without 
 continual dredging. That the present ship channel over the shoal 
 is not the channel of the St. Lawrence is evident from the fact 
 that the dark waters of the St. Maurice are found in it unmixed 
 with the blue water which flows by Becancour. 
 
 The only place below this where twenty feet draught can not 
 be used at all times of tide is at Pointe & Levraut, (opposite Ste. 
 Anne,) where the bar of blue clay before alluded to is found in- 
 significant in extent, and over which vessels can always pass, 
 drawing twenty feet, by waitng for the tide. 
 
 MODE OF DREDGING. 
 
 On comparing the operations and expenditure of the Board of 
 Works in the four seasons from 1844 to 1847 inclusive, with those 
 of the Harbour Commissioners in the four seasons from 1851 to 
 1854, we cannot fail to be struck with the difference in the cost 
 of dredging per cubic yard, as much as with the immediate and 
 beneficial results to the trade, arising from the latter management. 
 While much is no doubt to be ascribed to the selection of the old 
 channel by the Harbour Commissioners, it cannot be doubted that 
 the system of dredging established by Captain Bell, had it been 
 
244 
 
 applied to the straight route, would have resulted in opening that 
 channel to the trade long before the period at which it was aban- 
 doned by the Board of Works. 
 
 The importance of this system, as well as its bearing on future 
 operations, is such as to call for a description of its advantages ; 
 while the fact that a greater amount of work has been done and 
 a greater result produced in less time and at less cost by the 
 Harbour Commissioners under Capt. Bell's system and superin- 
 tendence than in any other dredging operations heretofore 
 undertaken, makes it a subject of the highest interest to the 
 profession, as well as to corporations or other public bodies or 
 departments requiring a large amount of dredging to be done. 
 
 Under the old cjystem, the dredge was moored to its work by 
 two chains laid out forward in the direction of the channel to 
 be excavated. In going ahead, a ditch was cut the width of the 
 buckets, (and of a depth proportional to the hardness of the 
 material,) as far as the length of the chains would permit ; the 
 buckets were then lifted, and the dredge dropped back to the 
 place of beginning, when the process was repeated by cutting a 
 similar and parallel trench until the proposed width of the channel 
 was attained. Between these parallel trenches a ridge from one 
 to two feet in width was left, it being impossible to cut these 
 trenches without leaving a ridge to sustain the " tumbler," which 
 otherwise would have carried the buckets out of cutting into water, 
 bringing them up empty. After the channel had thus been 
 "grooved" or "fluted" by the ''trench cutting" system, the 
 removal of the intermediate ridges was commenced. To steady 
 the buckets upon the narrow space guys were employed, and in 
 working ahead to feed the buckets the direction of these guys 
 was necessarily altered whereby the dredge immediately lost her 
 hold of the bottom. The bucket frame was then lifted, the vessel 
 again steadied upon another ridge, and, after all, the bottom, 
 instead of being uniform in depth, was left like the teeth of a 
 saw. When it is remembered that these operations were carried 
 on in a wide lake exposed to wind and sea, with a current of about 
 one mile per hour, the great loss of time in raising and lowering 
 the buckets, in " dropping back," " guying out," and " steadying" 
 over the ridges, the cost of fuel, wages and provisions during the 
 loss of time the cost of these items for each dredge, with her 
 
245 
 
 tender, being about 30 per diem, and the utter impossibility of 
 doing anything like true work under such circumstances, will be 
 appreciated ; nor can we resist the conclusion that, under such 
 a system, with any appropriation which Parliament would sanc- 
 tion, failure was inevitable where a channel ten miles in length 
 and three hundred feet in width, with sixteen feet at low water, 
 was attempted. 
 
 When making a survey of the lake upon the ice, in March, 
 1854, I caused to be measured and sounded the channel excavated ' 
 by the Board of Works, taking cross sections at every five hun- 
 dred feet. I annex a cross section at the bottom in this channel, 
 taken in January of this year, and also one, (taken at the same 
 time,) of the channel dredged by Captain Bell, by which the differ- 
 ence in execution of the two systems is strikingly illustrated. 
 The condition of the Board of Works channel, after the lapse of 
 seven years, is satisfactory so far as it indicates that little change 
 has taken place, judging from the clearness with which the ridges 
 are still defined, although from the great discrepancy in the 
 measurement of the excavation done, as made in 1854 upon the 
 ice, compared with the returns made after the suspension of the 
 works in 1847 and 1848, would go to shew either a large error on 
 one of the measurements, or an extensive " silting up" in this 
 channel. I cannot learn that any measurement was made, on the 
 suspension of this work in the manner since done by me, but have 
 understood that the quantities supposed to have been removed 
 were arrived at by calculations as to the contents of the buckets, 
 scows, and the " average work " of the dredges. 
 
 I find the quantity removed in the Board of Works channel to 
 be 332,044 cubic yards, instead of 734,945 cubic yards, which is the 
 sum of the two returns in the reports of the Commissioners of 
 Public Works in 1847 and 1848. The difference may, in some 
 measure, be accounted for by the assumed length of dredging, as 
 determined by the buoys and a nautical survey, proving considera- 
 bly more than the actual length as measured on the ice. I found 
 that the distance across tho flats, between known points in the 
 old channel, measured half a mile less, (in a distance of six and 
 a-half miles 3 ,) on the ice than on the charts. A similar miscalcu- 
 lation may have been made in estimating the Board of Works 
 channel; but this would only account for a portion of the discre- 
 
246 
 
 pancy. If we deduct the whole of the outfit, (making no change 
 for depreciation,) it would still appear that about 33,500 were 
 expended " in operations " in the new channel. Taking the present 
 measurement of 332,044 cubic yards, and setting off any work 
 done in piling groins, &c., against the depreciation of outfit, the 
 actual cost of that dredging, measured in the cut, cannot be set 
 down at less than two shillings currency per cubic yard. 
 
 To have secured a channel on the " straight line," of the same 
 dimensions and of the same water as that which has now been 
 made by the Harbour Commissioners on the old route, would have 
 required the removal of 1,750,000 cubic yards, in addition to the 
 332,044 removed, which, at the same rate of cost, (two shillings 
 per cubic yard,) would have amounted to 175,000, making the 
 total cost of the new or straight channel 249,000 against 74,000, 
 the actual cost including outfit, of an equally efficient channel 
 upon the old route. 
 
 But, inasmuch as the amount of excavation in the new channel 
 would exceed that required in the old, (for the three hundred feet in 
 width and sixteen and a-half feet in depth of water,) by about 
 750,000 cubic yards, if the cost of this amount be deducted,the fig- 
 ures would stand 174,000 against 74,000, as the cost of an equal 
 amount of work in the two channels. If, as appears from present 
 measurements, 2s. per cubic yard was the actual cost in the 
 straight channel,, the difference of 100,000 is the measure of the 
 amount of economy in favor of the improved system of dredging 
 adopted in the old channel, which system I now proceed to 
 describe. 
 
 The system employed by Captain Bell, on assuming the 
 charge of operations in the lake, is that known as " radius cut- 
 ting," as distinguished from the ordinary or " trench cutting," 
 method. The dredge is moored on chains leading from the bow 
 and stern in the direction of the channel, and also by four chains 
 at right angles to the channel, one out from each quarter of the 
 vessel. In this position, she may be compared to a turtle, chained 
 by the head, tail, and the four legs, and floating over the channel 
 to be cut. Instead of cutting a continuous trench, by hauling 
 ahead on the bow chain, the buckets take a feed of two or three 
 feet, after which this chain remains " taut," and the dredge is 
 breasted over, by means of the side chains, broadside on, from one 
 
247 
 
 side of the channel to the other, the buckets crossing the whole 
 width of a channel of 150 feet, and leaving the bottom true and 
 even. When the opposite side of the channel is reached she is 
 heaved forward for another feed, and recrosses the channel in the 
 same manner, cutting from left to right and from right to left 
 alternately. Her bucket frame, sweeping across the channel, acts 
 as a huge plane with revolving cutters ; thus, from the very 
 nature of the system, there is a guarantee that when she has once 
 goite over the ground no obstruction above the level to which the 
 buckets were lowered can have been left behind. The four side 
 winches are worked by the engine. The adaptation of the old 
 Board of Works dredges to this mode of working is due to 
 Captain Bell, and to this arrangement chiefly I attribute the great 
 advance made in dredging. I am not aware of any similarly 
 efficient gearing in use elsewhere. 
 
 In the " trench cutting " method, it is necessary to heave ahead 
 on the bow chain in order to feed the buckets while the latter are 
 cutting. This strain is avoided in the "radius cutting" plan, 
 where the bow chain is only wound up when the dredge has 
 crossed the channel, and remains of the same length while the 
 buckets are cutting. Again, the irregularity of the working of the 
 buckets, when removing the ridges in the trench cutting system, 
 was productive of greater wear and tear on the machinery than 
 occur in the improved method where they are constantly in full 
 work. 
 
 COST OF DREDGING. 
 
 In order to estimate the cost of the dredging, accurate surveys 
 were made on the ice early in 1854, and soundings were taken at 
 Pointe aux Trembles, Cap St. Michel and Lavaltrie, as well as in 
 Lake St. Peter, by which the quantities to be removed for succes- 
 sive draughts of water have been calculated ; the estimate is 
 appended to this report. 
 
 I have analysed the cost of dredging in Lake St. Peter, from 
 which it will be seen that the cost per cubic yard, measured in the 
 scows, for raising and depositing at the distance of half a mile, is 
 under five pence. This price excludes the cost of outfit, which 
 for work already done has amounted to 18,000. The cost of new 
 outfit for the 20 feet draught will amount to about 19,000. As 
 
248 
 
 this machinery is available for many years' work, it is only the 
 depreciation which is needed to shew the whole cost of dredging. 
 If, however, we assumed that the present outfit, (the charge for 
 repairs being embraced in the above annual cost of dredging,) will 
 be annihilated on the completion of the work, that is, when about 
 6,000,000 cubic yards measured in the scows have been dredged, 
 the charge per cubic yard, on account of this outfit, would be 
 under three half-pence per cubic yard. As, however, one of the 
 dredges embraced in the above calculation is perfectly new and 
 has not yet commenced work, and both the others are being 
 lengthened and straightened, there is every reason to believe that 
 the dredging fleet, on the completion of the channel three years 
 hence, will be in a thoroughly efficient state. I consider, there- 
 fore, that an allowance of one penny per cubic yard will be at least 
 a sufficient charge for the depreciation of the outfit, which, added 
 to the average of 4Jd., makes the total cost of dredging 5Jd. per 
 cubic yard, measured in the scow. If an allowance of forty per 
 cent, be made for the difference between the measurement in the 
 scows and that in the cutting, which allowance I find to be ample, 
 the highest cost of raising and depositing (at a distance of half a 
 mile) a cubic yard of solid excavation will be about 7 Jd., a price 
 lower than the same could be done, under the most favorable cir- 
 cumstances on dry land, and far below the cost of dredging and 
 depositing under such circumstances on any work known to me. 
 No account has been taken of the interest on loans for carrying 
 on the work, which interest is paid out of revenue ; an addition 
 of three half-pence per cubic yard, upon the quantities already 
 dredged, covers this item, making the whole cost 9Jd. per c. 
 yard measured in excavation. 
 
 It must be admitted that the material is as favorable for dredg- 
 ing as it possibly could be, and the one circumstance most 
 conducive to economy is that the buckets are always in full work. 
 On the other hand, the working season is short, the price of coal 
 is high, and there has been much detention from the wind and 
 high water. In order to show the actual working time and the 
 delays from every source, I have prepared tables taken from the 
 Superintendent's books which shew the extent of daily interrup- 
 tion and explain the cause of it. 
 
 The investigation and analyses exhibited in the tables are pre- 
 
249 
 
 sented for the purpose of sustaining the estimate I have made of 
 the probable cost of completing the channel through the lake. 
 The principal item which influences the cost, and in which any 
 important fluctuation may be expected, is the price of coals. In 
 this, as well as the items of labor, provisions, &c., I have provided 
 for the extreme high rates of 1854, which are not likely to be 
 exceeded, and from which some diminution may reasonably be 
 expected. It will be seen that the actual cost of dredging in 1854 
 was 4jd. per cubic yard, measured in the scows, and as the quair 
 tity remaining to be removed is measured " in excavation " and 
 not " in spoil," I assume 7|d. per cubic yard as a fair estimate 
 of the probable cost, exclusive of interest, depreciation, or outfit. 
 In January and February, 1854, I measured "in excavation" 
 the whole amount of dredging done by Captain Bell, and found it 
 to amount to 815,000 cubic yards, at a total cost of 22,000, or 
 about six pence half-penny per cubic yard, exclusive of outfit, 
 interest, or depreciation. The return by scows up to this time was 
 as follows : 
 
 In 1851 from 10th July to 14th November, 1 dredge filled 1124J scows. 
 
 1852 " 22nd May to 15th " 2 " " 7159 " 
 
 1853 " 21st May to 23rd " 2 " " 7943 
 
 giving a total of 16,226J scows, at seventy cubic yards per scow, 
 equal to 1,135,855 cubic yards. 
 
 The return by scows of 1,135,855 cubic yards, as correspond- 
 ing with the measurement of 815,000 cubic yards of solid contents, 
 missing from the channel, shews that the excess of the measure- 
 ment u in spoil " is forty per cent., or that fifty yards ;< in excava- 
 tion " will measure seventy yards in the scows. 
 
 The number of scows filled in 1854 was 9663, equal to 676,410 
 cubic yards, making the total quantity dredged to close of 1854, 
 1,812,265 cubic yards measured in scows, or 1,294,475 cubic 
 yards measured in excavation, and if to this be added 85,436, the 
 amount removed by harrow, we have a total of 1,379,911 cubic 
 yards measured in excavation, removed for an outlay of 74,000, 
 (including the full value of outfit), or nearly thirteen pence per 
 cubic yard. The cost exclusive of outfit is 42,300, or about 
 seven pence per cubic yard. 
 
 A similar measurement and calculation, applied to the straight 
 
250 
 
 or Board of Works channel, show the present result of the 
 operations there to have been attained at a cost per cubic yard 
 four times greater than that in the old. 
 
 In the four full months of 1854, July, August, September and 
 October, the two dredges averaged twenty-five working days 
 each month, and filled 7,523 scows, (raising together seventy-five 
 scow loads daily,) which, at seventy cubic yards per scow, gives 
 526,610 cubic yards in one hundred days, or 6,266 cubic yards 
 per diem. In 1846 the daily work of these same dredges in the 
 "straight" channel was reported as "most satisfactory," when 
 removing on the average 2321 cubic yards per diem. In the last 
 year of operations in the straight channel the work of the dredges 
 was considerably improved, and they were reported averaging 
 together forty-four scow loads, or about 3000 cubic yards, daily. 
 
 In order to show the remarkable superiority of the foregoing 
 performance of dredges working on the radius cutting principle, 
 I give some data of the ordinary method furnished by a friend 
 in Plymouth, England : 
 
 " A forty horse-power-dredge at Holyhead, (with a " double set 
 " of buckets,) working in thirty-five feet of water, raised one- 
 " hundred and ten tons in forty minutes. A Government dredge 
 " of thirty horse power, now working here, is said to raise ninety 
 " tons of mud per hour a depth of water from four to twenty 
 " feet. This machine was built at Southampton. 
 
 11 Another, belonging to a contractor, has been working here for 
 " three years; it is called a thirty-horse-power, (cylinder two feet 
 "^six inches, stroke three feet six inches), and has raised sixty 
 ' tons of mud per hour, but its average work in that material, 
 " during three hours, has been only 2000 tons per week. 
 
 "One of the Clyde dredges, (sixteen horsepower, cost 2800,} 
 " raised in twelve hours 160 tons of hard clay. 
 180 " of gravel. 
 230 " of sand. 
 250 " of mud. 
 300 " of soft clay. 
 
 " It consumed in twelve hours one ton of coal, or eleven and three- 
 " quarter pounds per horse-power per hour. Twelve men worked 
 " the machine ; fourteen the punts. 
 
251 
 
 " A twenty-horse-power dredge, built at Newcastle, raised 2000 
 " tons of mud per week, at a cost of 6d. per ton, (unloading' 
 " included)." 
 
 The Holyhead double dredge raised at the rate of one hundred 
 and sixty-five tons per hour. The Clyde single dredge raised at 
 the rate of twenty-five tons per hour. The other performances are 
 under one hundred tons per hour. These may be considered the best 
 work of the dredges quoted. The new forty-horse-power double 
 machine, started in the Clyde in 1851, has raised for the last year, 
 106,848 cubic yards in 1822 hours working time less than sixty 
 yards, or about one hundred tons per hour. 
 
 The ordinary work of the dredges in Lake St. Peter is to raise 
 two hundred and eighty-nine tons per hour, estimating the 
 material dredged to weigh one hundred and twenty pounds per 
 cubic foot, while the best work of these single dredges has been 
 to raise four hundred tons per hour for the whole day ; that is, they 
 have filled fifty-six scows in ten hours, each scow containing 
 seventy yards in spoil, or fifty of the solid deposit. 
 
 I have also prepared a statement shewing the number of vessels, 
 their dimensions and crews, from which the magnitude of the 
 operations maybe estimated; and for the purpose of comparison, 
 I give some statistics of dredging in the Clyde, where the largest 
 operations of this kind have been carried on. From these it will 
 be seen that a greater amount of work has been done in one year 
 at a much less cost in Lake St. Peter than has been done in any 
 one year in the Clyde, or elsewhere. 
 
 A table showing the fluctuations in the depth of water on the 
 Flats of Lake St. Peter, for the last four years, is appended, for. 
 the purpose of showing the dates and duration of the period of 
 low water. 
 
 SURVEY AND ESTIMATE. 
 
 I have already explained the more important objects of the 
 exploration of the different channels, obstructions, &c., above and 
 below Lake St. Peter, made in September and October, 1853, and 
 the subsequent winter survey on the ice, in the lake and at 
 points above it; but in vindication of the expenditure for such a 
 step, I will here allude more fully to it. 
 
 When I assumed the office of Engineer to the Commission, we 
 
252 
 
 were in possession of no other information with regard to our 
 operations in the lake than was to be obtained from Bayfield's 
 charts, and the annual reports of the Superintendent. In con- 
 sequence probably of the failure of previous operations in the 
 straight channel, there was some doubt thrown on the statements 
 made as to the depth and width of the channel already dredged 
 on the old route, and although I had satisfied myself of the cor- 
 rectness of the Superintendent's reports, yet, as the work extended 
 over many miles of surface, was all under water and not easily 
 tested without considerable time and labor, I consider it indis- 
 pensable that there should be placed on record a chart shewing 
 the exact position of the work done, as well as its extent. More- 
 over, without such a chart, none of the future changes which 
 might arise out of our operations, could be traced and estimated ; 
 nor without an actual measurement of the excavation, as deter- 
 mined by the dimensions of the channel, could we establish the 
 ratio of the measurement as computed from the number of scows 
 filled, or ascertain the actual cost of the work done, so as to refer 
 it to a standard by which the value of the work remaining to be 
 done could be estimated. Thus, it is clear that the work remain- 
 ing to be done must be measured " in excavation," while that 
 already done had been measured in the scows ; and as every 
 hundred yards measured in the bottom makes about one hundred 
 and forty yards when measured in the scows, 40 per cent, must be 
 added to the price per cubic yard of that already dredged, (when 
 measured in the scows,) in order to obtain the value of that 
 remaining to be dredged. In all preceding measurements and 
 reports referring to Lake St. Peter, I cannot find that this obvious 
 distinction between the two modes of measurement has been 
 taken into consideration, and this single circumstance alone may 
 account for many of the discrepancies in the returns, and failures 
 in the estimates for the straight or Board of Works channel. 
 
 Lastly, it is highly important, before the full width or depth 
 was given to the proposed channel, to ascertain whether it was 
 uniform in depth and width, and straight in its direction, in order 
 that any necessary trimming or widening could be taken wholly 
 off of one side, or both, as would prove requisite ; and most espe- 
 cially was it desirable that the direction of this new channel should 
 be accurately ascertained with reference to the deep pools with which 
 
253 
 
 it communicated. The boundaries of these pools had hitherto- 
 been loosely defined by the few soundings to be found in Bayfield's 
 charts, but for the purposes of a work of this magnitude, it was 
 important that their contour should be fully developed, which has 
 now been done in the most accurate manner by surveys and 
 soundings on the ice ; and the result shows the correctness of the 
 alignment of the dredged channel with reference to the deep 
 water above and below it. 
 
 The charts of the shoals at Pointe aux Trembles, Cap St. Michel 
 and Lavaltrie, with the measurements and soundings made on the 
 ice, shew the nature and extent of the dredging required. From 
 the strength of the current at these places this result could not 
 have been arrived at as certainly or as economically by means of 
 boats. 
 
 The large chart of the St. Lawrence between Montreal and 
 Quebec has been prepared for the purpose of enabling the public 
 to see at a glance the general capacity of the channel, and to show 
 that the attainment of a draught of twenty feet at low water is as 
 practicable as it is desirable. 
 
 From the estimate annexed it will be seen that the cost of a 
 channel three hundred feet wide, through all the obstructions met 
 with between Montreal and Quebec, is estimated as follows : 
 
 For a depth of 18 feet at low water, 41,743 5 1 
 
 Additional for 19 feet " te " 21,907 19 
 
 " . " 20 feet " " " 25,009 5 3 
 
 Total, 88,660 
 
 Or say 90,000, including the bar at Pointe Levraut, &c., and 
 adding expenditure already made by the commission, (including 
 19,000 for new outfit for the twenty feet line,) at 93,000 we 
 have a total of 183,000 as the cost of adding nine feet to the 
 draught of vessels coming to* Montreal. Of this expenditure 
 40,000 is for outfit, which will be in good order on the comple- 
 tion of the work. 
 
 However large these figures may appear, the sum in my judg- 
 ment bears no proportion to the magnitude of the object to be 
 attained. 
 
254 
 
 CLYDE NAVIGATION. 
 
 As the best introduction to the commercial bearing of the deep- 
 ening of the channel of the St. Lawrence between Montreal and 
 Quebec, I give a short statement of what has been done in the 
 Clyde. 
 
 One hundred years since, vessels drawing three feet three inches 
 to three feet six inches only, could ascend the Clyde to Glasgow. 
 In 1773 certain improvements were commenced, for the purpose 
 of assisting the action of the tide, and, in 1806, vessels drawing 
 eight feet six inches could ascend to Glasgow. In 1824, when the 
 first steam dredge (No. 1*) commenced work, the depth had been 
 increased to eleven feet. The second dredge was started in 1826, 
 a third in 1830, a fourth in 1836, a fifth in 1841 ; and in 1850 a 
 depth of seventeen and a half feet at neap tides had been gained. 
 The value of the working machinery for the improvement of the 
 Clyde was estimated at 39,000 sterling, in 1845, since when, an 
 additional sum of about 18,000 has been expended in new plant. 
 The total expenditure for the river and harbour, by the Clyde 
 Trustees, within the last hundred years, has been about 2,000,- 
 000 sterling. 
 
 In deepening the Clyde, about 6,000,000 cubic yards have been 
 removed, 2,000,000 of which were previous to the commencement 
 of the dredges in 1824, chiefly by the scour of the tide, aided by 
 dykes and jetties. Of the remaining 4,000,000, about 3,500,000 
 have been removed since 1840, at an average cost of about thirteen 
 pence sterling per cubic yard. The annual expenditure for 
 dredging, since 1840, average about 15,000 sterling the sum of 
 212,537 sterling having been expended for B this purpose since 
 that date. 
 
 The depth secured is twelve feet at low and eighteen feet at high 
 water,, and the width of the excavated channel in the narrowest 
 parts is less than one hundred feet. To preserve this depth, an 
 annual dredging of 160,000 to 180,000 cubic yards, and an outlay 
 of about 8000 stg., per annum for dredging and repairs are 
 required on a river eighteen miles in length. A single bank near 
 Bowling accumulates so rapidly that it has cost 1200 a-year to 
 
 * In 1851 a new double dredge of forty-horse-power was substituted for 
 No. 1. 
 
255 
 
 keep it down. The cuts through the several banks are three 
 hundred feet wide the same width as proposed in Lake St. Peter. 
 The " plant" consists of five dredges, aggregate power one hundred 
 and sixteen horses, one eighty horse power tug, (iron), two hun- 
 dred and sixty-two punts, forty boats, a diving bell, and thirty- 
 four buoys with screw moorings. 
 
 The financial and legislative history of the Clyde navigation is 
 not less interesting. 
 
 In 1758 the first Act was obtained for improving the river upon 
 Smeaton's plan. A lock was to be built, with a dam across the 
 channel at Marlinford, (four miles below Glasgow,) by means of 
 which four and a-half feet depth of water was to be secured 
 to the harbour. Fortunately, this plan was not carried out, and 
 in 1768 Mr. Golborne recommended the plan of jetties, &c., to 
 assist the action of the tide. In 1770 an Act was got to deepen 
 the whole stretch of the river, from Dumbarton up to Glasgow, to 
 a, depth of seven feet at neap tides. Powers were given in this 
 Act to levy dues upon shipping to be applied towards improving the 
 river, and in the same year a revenue of 147 sterling was 
 drawn. In 1771 the revenue amounted to 1071 sterling. 
 
 In 1809 an Act was got to deepen to nine feet at neap tides, and 
 to borrow 30,000 on the credit of the trust. Previous to this, the 
 monies necessary to carry on the work had been advanced by the 
 Town of Glasgow, but at this time had all been repaid out of the 
 trust revenues. In 1824, when the first steam dredging machine 
 was set at work, the river had been deepened to eleven and a half 
 feet, the revenues had reached 8500, the size of the ships was 
 increasing, and Glasgow owned one huudred and eleven vessels, 
 amounting to 14,000 tons. In 1825 a fourth Act was got for deep- 
 ening to thirteen feet at neap tides, and in fifteen years therefrom 
 vessels of three hundred and four hundred tons, drawing twelve 
 and thirteen feet water, were numerous in the harbour, although 
 they could not pass the river in neap tides. The number of vessels 
 had increased threefold, their tonnage fivefold, and the revenues 
 had increased fivefold, amounting to upwards of 40,000 per 
 annum, In 1840, therefore, an Act was obtained defining bold 
 lines of river and harbour improvement, and for deepening to 
 seventeen feet at neap tides. 
 
 In 1846 an Act was obtained for increased harbour accommo- 
 
256 
 
 dation ; the number of vessels belonging to the port then amounted 
 to 512, and their tonnage to 134,603 tons. The trust revenues had 
 risen to 51,198 sterling ; the total amount drawn since 1770 being 
 906,554 sterling, and the total expenditure 1,253,951 sterling. 
 
 In 1850 the revenues amounted to 64,000 sterling. The cus- 
 toms of the port of Glasgow have risen from 3000, in 1811, to 
 640,000 in 1850. 
 
 It has been remarked that, under the first Act obtained for the 
 improvement of the Clyde, (that is, for the construction of the 
 lock and dam upon Smeaton's plan,) no dues were to be levied 
 until after the works were completed, thus requiring a heavy out- 
 lay of capital before any return could be made conditions which 
 placed the work in a position similar to that held by our rail ways. 
 The second Act however, which authorizes the levying of dues on 
 ships, created an immediate fund, and the primary cause of the 
 financial success of the Clyde improvements is ascribed to the 
 system of removing ford after ford, and gradually deepening the 
 channel as the revenues increased. 
 
 The revenues of the Clyde Trust for the year ending 1st July, 
 1854, were : 
 
 From Tonnage dues, 50,772 4 3 
 " Quay " 11,582 1 4 
 " Shed " 8,798 6 
 
 " Crane " 923 11 2 
 
 " Weighing " 1,943 10 11 
 
 74,019 8 2 
 
 And from miscellaneous sources 12,560 17 9 
 
 Making a total of. 86,580 5 11 
 
 The progressive gross revenues since 1850 have been : 
 
 In 1850, 64,243 
 
 " 1851, 68,875 
 
 " 1852, 76,077 
 
 " 1853, 77,919 
 
 " 1854, 86,580 
 
 The gross receipts since 1842 have been 774,703 ; the expen- 
 
25*7 
 
 diture in the same period ha^ been 1,422,438, of which the fol- 
 lowing are items : 
 
 Interest on Loans 270,823 
 
 Land for enlargement of Harbour 349,685 
 
 " " widening of Eiver 100,798 
 
 Construction of works in Harbour 222,517 
 
 " " " Eiver 33.895 
 
 Dredging in River and Harbour 126,012 
 
 The debt has increased from 219,119, in 1842, to 811,480, in 
 1854, the interest on which is 29,742. The surplus revenue of 
 
 1851 was 17,754 
 
 1852 " 19,065 
 
 1853 " 19,899 
 
 1854 " ... 21,623 
 
 I have quoted at this length from the history of the Clyde im- 
 provement, because there is a manifest analogy in the position 
 and action of Glasgow and Montreal. Mr. Walker, C. E., 
 reporting to the Clyde Trustees in 1852, says: "Mr. Ormiston 
 states that ' many of the Glasgow outward bound ships load at 
 Glasgow to about 15 feet 6 inches, and either call at Greenock, or 
 anchor at the Tail of the Bank, where they load up to about 18 
 feet ; seldom, if ever, above 19 feet.' " 
 
 That " the lighter ships have (with the exception of the very 
 largest,) nearly all left Greenock and Port Glasgow, and have 
 come up to Glasgow," and " that although Greenock has fewer 
 vessels, the tonnage of these is greater. Vessels drawing 22 feet 
 are common enough, and 2 feet more is not extraordinary." 
 " This," he observes, " shows that all vessels come up to Glasgow, 
 which possibly can, and the larger ones might reasonably be 
 expected to follow, if encouragement were given them, as 
 Greenock and Port Glasgow are, after all, only the deep sea 
 port of Glasgow." 
 
 IMPORTANCE OF THE WORK. 
 
 It may be argued that there is little comparison between the 
 population and commerce of Montreal and Glasgow ; and it may 
 be doubted whether the Clyde improvements have made Glasgow, 
 or Glassgow the commerce of the Clyde ; yet it is evident that 
 
 17 
 
258 
 
 the one cannot exist now without the other, and also that Montreal 
 is in a much better position than Glasgow was when the Clyde 
 improvements were commenced. In the trade of the St. Lawrence 
 and its great lakes we have a future most promising, and a com- 
 merce within our own reach which must be as far before that of 
 the Clyde as the area of the valley of the one river exceeds that 
 of the other. 
 
 The commerce of the lakes west of Buffalo is now estimated at 
 $200,000,000, of the Mississippi $150,000,000, and the steam 
 commerce of the Ohio at $80,000,000. The Mississippi and 
 Ohio are connected with the lakes by canals and numerous rail- 
 ways, made and making, the yearly tendency of which is to draw 
 up commerce from the Lower Mississippi to the St. Lawrence, 
 giving this commerce an outlet to the Atlantic States and the 
 seaboard, via Buffalo^ Oswego and Ogdensburgh, in preference to 
 the natural route via New Orleans. Moreover the propeller is 
 rapidly taking the place of the sailing vessel, and (the St. Law- 
 rence being open to the American trade) the day cannot be far 
 distant when Montreal will become an entrepot, during the season 
 of navigation, for that trade which is rapidly overgrowing the 
 capacity of the enlarged Erie Canal and of all the railways 
 which debouche on the Atlantic from Portland to the Capes of 
 Virginia. The lake propeller will then meet the ocean screw 
 steamer at the head of ship navigation on the St. Lawrence 
 wherever that may be. This point must either be Quebec or 
 Montreal, and it may be supposed that it is a matter of indiffer- 
 ence to the Province at large which becomes the favoured locality, 
 and that therefore the deepening of the St. Lawrence between 
 these two cities is a local or Montreal question. This considera- 
 tion appears to have influenced the Legislature, in 184*7, in 
 abandoning the Provincial attempt to deepen Lake St. Peter. 
 The subsequent granting, however, of powers to levy dues upon 
 the trade of the St. Lawrence for this purpose was an acknowledg- 
 ment of the Provincial importance of the work, and it may not 
 be out of place here to endeavour to show how Canada is interested 
 in extending her deep seaport one hundred and fifty miles further 
 into the interior. This involves the consideration of the problem, 
 " where can the sea and inland trade of the St* Lawrence most 
 economically meet? whether should the lake propeller (the 
 
259 
 
 smaller craft) descend to the lowest possible point to meet the 
 Atlantic ship, or whether the latter (the larger vessel) should 
 ascend to the highest possible point ? 
 
 If we were considering only the through traffic, it would 
 become simply a question whether three or four lake craft could 
 make the additional voyage from Montreal to Quebec cheaper and 
 quicker than one ocean vessel could ascend the additional distance 
 between Quebec and Montreal; and the relative facilities for trans- 
 shipment at the two ports. But, practically, the ocean vessel may 
 wish to discharge part of her cargo at Quebec, and a still greater 
 portion for local consumption or distribution by railways at 
 Montreal, the remainder only being in transitu for more western 
 ports. If it be assumed that the delivery to the railways could be 
 done at Point Levi instead of at Montreal, there would be only 
 the Montreal goods subjected to an extra transshipment, and the 
 additional cost of railway over water-borne transport between 
 Quebec and Montreal on the railway delivery. 
 
 There are, however, two local considerations which affect the 
 general question, which are of much importance and, in my judg- 
 ment, conclusive as to the superior advantages under which the 
 Provincial import trade can be carried on through Montreal as 
 compared with Quebec ; and where the imports are landed, the 
 exports can be most advantageously shipped, excepting of course 
 the timber trade and its peculiar requirements. 
 
 The ocean trade is limited to a certain, number of voyages 
 which may be made between May and November, and the num- 
 ber of these long voyages cannot be influenced by the compara- 
 tively trifling addition of the ascent to Montreal. It may be 
 assumed, therefore, that the same number of ships will do the 
 same business whether they come to Montreal or stop at Quebec, 
 but this cannot be said of the inland voyage. A greater number 
 of inland craft, therefore, will be required to bring down the same 
 amount of produce per annum, if taken to Quebec than if left at 
 Montreal. 
 
 Practically, when lighterage is avoided, the same rate of freight 
 may be expected to obtain between Montreal and European ports 
 as for Quebec, and thus Canada West is brought virtually 160 miles 
 nearer the Atlantic : and Lake Erie has a seaport, on her own 
 waters, at least one hundred miles nearer than New York. 
 
260 
 
 The second consideration is the relative advantages of Quebec 
 and Montreal for the particular trade now enjoyed by each. 
 
 The all important advantage of a high tide will ever give 
 Quebec the preference as the timber shipping port. This trade 
 can be best accommodated by vessels anchoring in the stream, 
 their cargo being floated to them by every tide, while the broad 
 beaches laid dry by every ebb, serve as dressing ground on which 
 the timber is prepared for shipment. The great demand for space 
 for such a peculiar traffic will make coves more profitable than 
 wharves ; and without expensive docks a large commercial busi- 
 ness cannot be carried on to the same advantage as in the undis- 
 turbed level of the tideless harbour of Montreal. 
 
 From Captain Bell's report it will be seen that a depth of six- 
 teen and a-half feet throughout may be obtained for vessels ascend- 
 ing to Montreal, in September, 1855, and one of eighteen feet in- 
 the same month of 1856, provided the south channels at Becancour 
 and Vercheres are lighted .and buoyed. 
 
 The completion of the channel to a depth of twenty feet may 
 be effected in 185*7, but need not be delayed beyond the summer 
 of 1858. 
 
 To Captain Bell's report with respect to lights and buoys, I 
 have nothing to add. On the completion of the deep channel 
 permanent instead of floating lights will probably be established 
 in the lake. 
 
 The requirements in the harbour of Montreal, I propose to 
 make the subject of a separate report so soon as th e plans for the 
 same are matured. 
 
 I have the honor to be, 
 
 Sir 
 Your obedient servant, 
 
 THOS. C. KEEFEE, 
 
 Eng. Harbour Com. 
 
 The work of deepening the channel was continued by 
 the Harbour Commissioners, and in the report of Messrs. 
 McAlpine and Kirkwood, dated 24th March, 1858, we 
 find it stated that " the channel of the St. Lawrence has 
 been deepened, so that sea-going vessels drawing 18 feet 
 
261 
 
 at the lowest stage of water come up the river as high as 
 Montreal." The following extract from this report con- 
 tains items of interest with regard to the ship channel 
 and the St. Lawrence route : 
 
 Letter of Instructions to the Board of Engineers for the purpose of 
 considering on increased accommodation in the Harbour of Montreal. 
 
 HARBOUR COMMISSIONERS' OFFICE, 
 Montreal, 9th Nov., 1857. 
 
 GENTLEMEN, In order to obtain the fullest benefit from your 
 advice on the important question submitted to you as to the best 
 means of providing additional harbour accommodation at this port, 
 and, to give a direction to your investigations, the Harbour Com- 
 missioners would call your attention to the following points : 
 
 1. As a preliminary, Have the Commissioners, in your 
 opinion, acted wisely in deepening Lake St. Peter, and otherwise 
 improving the navigation between Montreal and Quebec. Or 
 whether would it have been more advantageous to the trade and 
 commerce of the Province not to have deepened Lake St. Peter, 
 but to have allowed the interior vessel to proceed to Quebec, and 
 there exchange cargoes with the ocean vessel ? Should you be 
 of opinion, on examination, that no adequate public advantage 
 has resulted, or is likely to result, from improving the navigation 
 below Montreal, so that vessels from sea drawing 20 feet may 
 ascend at the lowest stage of water to this port, it will then be a 
 matter for your consideration and report, whether more exten- 
 sive harbour accommodation should be made at this point, or 
 whether the necessary facilities should be provided at Quebec 
 for the general trade of the interior. 
 
 2.. The Commissioners have prosecuted the improvement of 
 the navigation below Montreal, under the conviction that if a 
 sailing vessel of 2000 or a steamer of 3000 tons could ascend from 
 sea to this port without the necessity of lighterage, there to 
 meet, at the foot of canal and inland navigation, the sailing or 
 steam vessel of the interior, specially adapted to river and lake 
 navigation, the cost of transport on imports and exports would 
 thereby be reduced to a lower rate than if such inland vessels 
 proceeded below this port, on a route which (by a comparatively 
 
262 
 
 small outlay) could be made available for the largest class of ocean 
 steamers and sailing vessels. Your opinion on this point is re- 
 quested. 
 
 3. Another consideration will present itself for your opinion 
 before advising the Commissioners to proceed with any extensive 
 improvements, namely, the magnitude of the trade of the interior 
 and of the West, and whether it is possible to attract any large 
 share of it to this port. The Commission ers desire to direct your 
 attention to the fact, that although the magnificent canals on the 
 St. Lawrence are in perfect order, and have been in operation 
 since 1849, with a system of railways also in operation for two 
 years, running from Quebec, and connecting with all points south 
 and west, yet, up to the close of 1856, the St. Lawrence route 
 had only succeeded in attracting fifteen per cent, of the Western 
 Canadian and Western United States trade, eighty-five per cent, 
 of that trade passing through the Erie Canal and over the rail- 
 ways of the State of New York. Should you, upon examination, 
 find that with the improvements now going forward on the Erie 
 Canal, the route from the West via Buffalo and Oswego is likely 
 to continue to be the best and cheapest to the Eastern States, 
 New York, and Europe, then this opinion must guide you as to 
 the extent of the works which you would propose for further 
 harbour accommodation. 
 
 4. The Harbour Commissioners have been of opinion that the 
 St. Lawrence route, as a means of transport between Europe, the 
 Eastern States, Western Canada, and the Western States, has not 
 yet been fully developed; that if the Welland Canal were en- 
 larged, so as to admit the passage of vessels of 800 tons, and a 
 canal constructed to connect the St. Lawrence with Lake Cham- 
 plain, and suitable facilities created in this port, so as to shorten 
 the stay of the western and ocean vessel, and thus reduce the 
 cost of insurance, storage, and price of handling property, to the 
 lowest possible rates, a vast increase of trade would thereby 
 be attracted to the St. Lawrence, to the great advantage not only 
 of this port, but to the general public interests. It will be found 
 that a vessel from sea in the port of Montreal is 120 miles nearer 
 to the ports on the lakes than are any of the seaports on this 
 continent ; while the distance from Chicago, or from any other 
 lake port, to Liverpool is 480 miles less via Montreal than via 
 the port of New York. To these points your attention is directed. 
 
263 
 
 5. Should your investigations as to the merits of the several 
 channels of trade between the Atlantic and the interior, result in 
 your finding that the port of Montreal possesses superior advant- 
 ages as a depot for the transfer of cargo between the ocean and 
 the upper lake vessel, and that the St. Lawrence route may be 
 made the cheapest to Great Britain and to other European coun- 
 tries, and also the best route to the Eastern States and to New 
 York, then a large increase of harbour accommodation becomes 
 imperative, and the nature and site for the improvements in the 
 harbour will come next in order for your consideration and 
 report, together with an estimate of the probable cost thereof. 
 
 6. On the question of site there has been much public discus- 
 sion. It has been urged by some, that the improvements should 
 be made in or near Hochelaga Bay ; by others that docks could 
 be constructed with advantage to the public at or near Viger 
 Square ; by others that a dock could be made by enclosing the 
 present harbour ; while another party recommends that the space 
 
 ween Windmill Point and Point St. Charles should be enclosed, 
 no one of these schemes have the Harbour Commissioners any 
 opinion to offer. They desire to leave you at full liberty thor- 
 oughly to investigate and report on what seems to you best cal- 
 culated to promote the general trade of the Province, believing 
 that the true interests of this port will thereby be best secured. 
 
 7. The Commissioners would refer you to plans, prepared un- 
 der their directions by their Engineer, Mr. Forsyth, showing 
 the proposed improvements in Hochelaga Bay and at Point 
 St. Charles ; as well as to a report by their Chairman, Mr. Young, 
 dated 23rd April, 1857, on the same subject; and also to a col- 
 lection of various communications, which from time to time have 
 appeared in the public prints in favor of particular localities as 
 sites for such improvements. 
 
 Should any further information be required by you, the Com- 
 missioners will be ready to furnish the same, so far as they may 
 have it in their power to do so. 
 
 JOHN YOUNG, Chairman. 
 ALEX. CLERK, Secretary. 
 To JOHN CHILDE, ^ 
 
 W. J. McALPiNE, >- Esquires, Engineers. 
 JAS. P. KIRKWOOD, } 
 
264 
 
 CHICAGO, March 24th, 1858. 
 Hon. JOHN YOUNG, 
 
 Chairman of the Board of Harbour Commissioners of Montreal. 
 
 SIR, Under your letter of instructions of the 9th of Novem- 
 ber last (a a), the undersigned, together with their late associate, 
 Capt. John Childe, met at Montreal on the 9th day of November 
 last, and proceeded to examine the several sites proposed for an 
 extension of the harbour, and also of the works which have been 
 in progress under direction of the Harbour Commissioners during 
 the last four years for the improvement of the channel of the 
 St. Lawrence below Montreal. 
 
 They also examined the river between Montreal and Quebec, 
 and'the system of lights and buoys which have been placed there 
 by the Trinity Board and Harbour Commissioners of Montreal. 
 
 After making these personal examinations, and discussing the 
 various subjects to which their attention was called by your let- 
 ter of instructions, and deciding upon the general outline of the 
 report, the preparation of its different portions was allotted^) 
 each of the members of the Board. 
 
 An arduous portion of the examination was undertaken by 
 Captain Childe, and was prosecuted with his usual zeal and ear- 
 nestness until his last fatal illness. 
 
 The compilation of the labors of the other members of the 
 Commission, and the final arrangement of the report, was also 
 assumed by Captain Childe ; but his lamented death, in February 
 last, prevented the completion of either of these duties. 
 
 His family have placed in our hands the voluminous notes and 
 memoranda which he had with great industry prepared and col- 
 lected ; and we have incorporated his opinions, both written and 
 verbal, as far as it was possible, in the following report. 
 
 The undersigned have felt it necessary to make these explana- 
 tions in apology for the delay in the final completion of the report. 
 
 The result of their investigations on the several subjects stated 
 in your letter of instructions are given, but not in all cases in the 
 order mentioned. 
 
 In connection with this report, they present various commu- 
 nications which they have received from mercantile gentlemen, 
 
 (a a) See Appendix, note A A. 
 
265 
 
 and from the Trinity Board of Quebec, on several subjects which 
 they have had under consideration. 
 
 They also present the estimates and plans of the proposed 
 harbour at Montreal, prepared by your Engineer, Mr. Forsyth. 
 
 We take pleasure in alluding to the professional skill and abil- 
 ity displayed by Mr. Forsyth in the preparation of these plans 
 and estimates, and in his courtesy in furnishing us with every 
 aid in his power to enable us to examine and readily understand 
 the plans and projects brought before us. 
 
 Eespectfully submitted, WM. J. McALPiNE, 
 
 JAMES P. KIRKWOOD. 
 
 Extracts from the report of Messrs. Me Alpine and Kirkwood. 
 
 ##* The channel'of the St. Lawrence has been deepened so that 
 sea-going vessels drawing eighteen feet at the lowest stage of water 
 come up the river as high as Montreal, and operations are now 
 in progress by which a channel of twenty feet will be given. *** 
 
 Having brought the cost of transport from the interior to 
 Montreal, the next point for consideration is as to the expediency 
 of continuing the lake vessel to Quebec, or of bringing the sea- 
 going vessel to Montreal. Our late associate, Mr. Childe, had 
 fully examined this question, and we quote from his notes as 
 follow : 
 
 It has been already shown that the shortest and cheapest 
 route from Chicago to tide-water is via the St. Lawrence, and it 
 is admitted by all commercial men that unobstructed transport 
 trade will always take the shortest and cheapest route. As a 
 question of practical economy, it must also be admitted, without 
 the necessity of argument, that vessels properly constructed for 
 the lake and river traffic west of Montreal, will be neither safe 
 nor profitable for the gulf and ocean ; nor, on the other hand, 
 would the deeper build of sea-going vessels be suitable for the 
 canals and shallow parts of the river and lakes. It follows, then, 
 that a port of transshipment must be provided. The natural 
 course of Canadian trade and population has from an early period 
 made Quebec and Montreal prominent centres of both upon 
 the river. These cities divide the river trade, and are together 
 capable of affording all the facilities that the future commerce of 
 the river may require. The differences peculiar to each seem to 
 
266 
 
 spring solely from natural causes ; to wit : at Quebec the river 
 harbour is deep and broad, the channel from thence to the ocean 
 has always been unobstructed and sufficient for the largest class 
 of vessels. The changes of tidal level (13 and 18 feet respec- 
 tively for summer and spring) would be detrimental to general 
 traffic, but are of very great advantage in the landing, prepara- 
 tion, and shipment of timber, which is chiefly transported in 
 rafts from the upper country to Quebec. For such reasons the 
 immense timber and lumber trade of the provinces will doubtless 
 continue to be transacted at Quebec. 
 
 Quebec and Montreal must enjoy a very large increase of 
 general traffic by the increase of population in their respective 
 districts, and also by all public works which serve to expedite 
 and cheapen the collection, transportation, and distribution of 
 produce and merchandise whether inward or outward bound via 
 the St. Lawrence route. 
 
 It is apparent that the position of Montreal, at the head of 
 ocean navigation and at the foot of the lowest rapids, possesses 
 certain advantages peculiar to itself. It is surrounded by a more 
 populous and fertile region of country, at the confluence of the 
 St. Lawrence, Ottawa, and Lake Champlain routes of trade, and 
 the focus towards which the continuous influences of railways 
 and the natural and artificial water-channels of the West and 
 Northwest will more and more concentrate the trade of the lake 
 countries. These countries now number eight millions of people: 
 at the close of another century they will probably come up to 
 twenty millions. 
 
 We notice also, as a proof of the eligible commercial position 
 of Montreal, that in the years preceding 1856, during which the 
 corn laws of England and all differential duties favoring the di- 
 rect export and import trade with the Canadas had been repealed, 
 and the bonding system of the United States and the reciprocity 
 treaty with that country established, the ports of the United 
 States became virtually free to Canadian trade, thereby diverting 
 from the St. Laurence route H of the Canadian cereal exports 
 and of all imports. Yet the imports into Montreal increased 
 at the same time fifty per cent, but H of this increase appears to 
 have accrued on the first year of the reciprocity trade with the 
 United States. 
 
267 
 
 In 1855 the total imports by the river are stated 
 
 at $11,494,028 
 
 Total imports from United States ports , 20,825,432 
 
 Making total imports $32,319,460 
 
 of which Montreal absorbed $12,372,580, or over f of the whole; 
 and $878,552 more than the total imports that year by the river. 
 Thus showing Montreal to be largely on the increase, not- 
 withstanding the diversion of the trade from the river to other 
 routes, via Portland, Boston, and New York. (&) 
 
 But the true interests of Canada, and of the North-western 
 Lake States, requires that that trade and its future increase shall 
 be restored to the shorter and cheaper route via the St. Law- 
 rence, not by restrictive governmental enactments, but by per- 
 fected canals, deepened channels, numerous light-houses and well 
 instructed pilots. 
 
 Other local considerations point to Montreal as the sea-port 
 of the West, and as the proper point of transshipment between 
 sea-going and interior lake vessels. 
 
 1st. Because the larger sea-going vessels can continue their 
 voyage from Quebec to Montreal, one hundred and eighty miles, 
 at less cost per ton than would attend running the smaller in- 
 terior vessels from Montreal to Quebec ; for with the completed 
 twenty feet channel and corresponding harbour extension at 
 Montreal, there is no reason to apprehend extra risk or detention. 
 For instance, a steamer of medium size arrives at Quebec 
 fully loaded with 1200 tons of goods, 250 for Quebec and 950 for 
 Montreal and the West, with an average of 100 passengers. 
 After discharging the Quebec freights, her actual expenses to 
 Montreal and back will be as follows, exclusive of lake dues, 
 which ought to be rescinded on the completion of the new chan- 
 nel, if not before : 
 
 Pilotage up and down .> $107 
 
 Wharfage at Montreal 12 days 100 
 
 Coals consumed, average 70 tons ($280) 280 
 
 Sums expended in running up and down and mooring 
 at wharves two days, for which the pay and subsis- 
 tence of officers and men will be 140 
 
 Interest and insurance (2 days) on cost of ship 128 
 
 Total disbursements Quebec to Montreal and back . . . 775 
 Add contingent expenses 75 
 
 $830 
 
 (6) See Appendix, note B. 
 
If we count each passenger as equal in rate and measure- 
 ment to two tons, and that the ships take at Montreal for cargo 
 twenty five passengers and 1000 tons, the total movement up 
 and down will be equivalent to 2200 tons, net cost per ton 38f 
 cents, which is 2J mills per ton per mile, or 3J cents per barrel 
 for flour from Montreal to Quebec. To perform this account of 
 transportation by two medium-sized interior steamers fully loaded 
 with 500 tons each, with passenger accommodations, will be as 
 follows : 
 
 Pilotage for both, up and down $112 
 
 Wharfage at Quebec, 5 days, ct 50 
 
 Coal consumed 40 tons to each =80 320 
 
 $482 
 
 Prominent merchants largely engaged in the forwarding 
 business between the upper lakes and the ports of Montreal and 
 Quebec, object to sending their steamers to Quebec on account of 
 detentions from the want of suitable wharf space, from the tidal 
 changes, and from the risk of grounding at low water at the 
 wharves ; but these evils can be obviated in time by building 
 more wharves and extending them to deeper water, and by a 
 tidal dock for which there exists an admirable site at the mouth 
 of the creek on the north-westerly side of that city. But apart 
 from all local questions, the general accumulation of export pro- 
 ducts at Montreal, as the terminus of 1500 miles of inland navi- 
 gation, is much better security against detention of vessels there 
 either for loading or discharging, than can be had at Quebec at 
 any time. We therefore make allowance of one day for each trip 
 in favor of Montreal, and state : 
 
 Previous amount brought forward $482 
 
 Three days time in running and mooring at wharves 
 and other detentions, for which the pay and subsis- 
 tence of officers and men will be 215 
 
 Interest and insurance 3 days on cost 192 
 
 For contingent expenses $50 each 100 
 
 Total by inland steamers $989 
 
 Which divided by 2200 tons, as before, gives 45 cents per 
 ton = 2tV mills per ton per mile, and 4J cents per barrel of flour. 
 
269 
 
 The above shows the comparison between sea-going steamships 
 of 1200 tons and lake vessels of 500 tons. Steamships of 2400 
 tons are now built for this route, the cost of transport by which, 
 compared with the largest lake craft (800 tons), would show a still 
 larger result in favor of bringing the ocean steamships to Montreal. 
 
 The same comparison of sea-going and inland sailing vessel 
 shews a much larger difference in favor of sending ocean vessels 
 to Montreal, (ci) 
 
 It is evident, as stated by Captain Childe, that there must be a 
 transfer of cargo between the vessels which are employed in the 
 interior trade and those which are employed upon the ocean, and 
 we agree with the opinion expressed by him that this transfer 
 can be made to the best advantage at Montreal. 
 
 As the estimates which have been before given of the cost of 
 transport from the interior, brought the comparison to the two 
 seaports of Montreal and New York, it is deemed proper to con- 
 tinue the comparison across the ocean and to the West Indies 
 and South America. 
 
 It is true that there is but little general trade now existing be- 
 tween Canada and these southern ports ; but it is evident that 
 the large supplies of lumber in its various forms, which are now 
 drawn from the United States to the West India islands, and to 
 the southern continent, can be supplied from the extensive forests 
 of Canada East by direct shipment on more favorable terms than 
 from the north-eastern ports of the United States, and, as the 
 supplies of these articles at those ports are being rapidly ex- 
 hausted, it cannot be long before resort must be had to the 
 St. Lawrence for this article of commerce. 
 
 The wood exports of the United States to the West Indies and 
 to the southern continent in 1856 amounted to four and a half 
 millions of dollars, being sixty per cent, of the whole wood ex- 
 ports of the country. (d') 
 
 The following tables show that the cost of transport from the 
 St. Lawrence to these southern ports does not exceed $1.50 per 
 ton more than from Boston or New York, which, from the less 
 cost of these wooden products at the former place, would enable 
 the Canada merchants eventually to command the market. 
 
 (ci) See Appendix, note Ci. 
 See Appendix, note D'. 
 
TABLES OF THE COST PEE Tox BY SAILING VESSELS. 
 1st. From Montreal to, 
 
 
 HAVANA. 
 
 JAMAICA. 
 
 RIO JANEIRO. 
 
 Distance 
 miles. 
 
 Cost. 
 
 Distance 
 miles. 
 
 Cost. 
 
 Distance 
 miles. 
 
 Cost. 
 
 
 
 $ cts. 
 
 
 $ cts. 
 
 
 $ cts. 
 
 At one mill per mile, add 
 cost from Chicago to 
 Montreal, as before. . . 
 
 Total 
 
 2910 
 1278 
 
 2 91 
 
 2 78 
 
 3095 
 
 1278 
 
 3 10 
 
 2 78 
 
 6800 
 
 1278 
 
 6 80 
 
 2 78 
 
 4188 
 
 5 69 
 
 4373 
 
 5 88 
 
 8078 
 
 9 58 
 
 
 2nd. From New York to, 
 
 
 HAVANA. 
 
 JAMAICA. 
 
 RIO JANEIRO. 
 
 Distance 
 miles. 
 
 Cost. 
 
 Distance 
 miles. 
 
 Cost. 
 
 Distance 
 miles. 
 
 Cost. 
 
 A.t one mill per mile, add 
 the cost from Chicago 
 to New York, as before 
 
 T o tal 
 
 1290 
 1410 
 
 $ cts. 
 1 29 
 
 4 46 
 
 1495 
 1410 
 
 $ cts. 
 1 50 
 
 4 46 
 
 5210 
 1410 
 
 $ cts. 
 5 21 
 
 4 46 
 
 2700 
 
 5 75 
 
 2905 
 
 5 95 
 
 6620 
 
 9 67 
 
 
 The comparison of the distance and cost to Liverpool will be 
 
 as follows (e) : 
 
 Miles. Cost. 
 
 By sail. By steam. 
 
 1st. From Chicago to Montreal, as before. . 1278 $2.78 $4.69 
 From Montreal to Liverpool by Straits 
 
 of Belle Isle 2682 .2.68 5.36 
 
 Add for towage on St. Lawrence 0.30 
 
 3960 $5.76 $10.05 
 
 By sail. By steam. 
 
 2nd. From Chicago to New York, as before. 1410 $4.46 $6.36 
 
 From New York to Liverpool 2980 2.98 5.96 
 
 4390 $7.44 $12.32 
 
 Difference in favor of the St. Lawrence route 430 1.68 2.27 
 (e) See Appendix, note E. 
 
2*1 
 
 The cost of transport from the western interior to European 
 ports is shown by these calculations to be about twenty-five per 
 cent, cheaper by the St. Lawrence than by any other route. The 
 ocean charges are however nearly twice as much now from Mon- 
 treal as from New York. This difference is to a large extent 
 accidental, and must gradually and rapidly decrease with the 
 growth of the Canadian provinces. Various considerations, to 
 which we will now allude, confirm this view. 
 
 The trade of the port of New York has been long well ma- 
 tured. For a great length of time no burthensome restrictions 
 have existed to discourage her commerce. She has been to all 
 the nations of the world a free port, and her position as regards 
 the inland trade of the lake basins, which her canals have con- 
 trolled since 1830, aided by a harbour of easy access, has made 
 her familiarly known to the ships of all nations. Her-connections 
 with the interior are equally well developed, and a long experi- 
 ence has systematized her forwarding facilities and reduced the 
 cost and charges of tranportation from the interior to a minimum. 
 Yessels coming to the port from sea are sure of a cargo of some 
 kind home or coastwise to other ports. In the same way steam 
 vessels and canal barges from the interior lakes and rivers, as 
 well as coastwise, can always count on a return of freight more 
 or less from that accumulation of foreign merchandise which is 
 delivered at New York, to meet the consumption of the Western 
 States, of the State of New York, and of a considerable portion 
 of the Province of Canada. At the port of New York every facil- 
 ity, growing out of a long and large experience in both the in- 
 terior and the ocean trade, is thus well understood. The port of 
 Montreal, on the contrary, is thus far very deficient in similar 
 advantages. It is but nine years since the restrictive laws of 
 Great Britain, as regards foreign shipping entering the Gulf of 
 the St. Lawrence, were removed. Previous to that time no 
 foreign vessel entered that port. The trade was entirely carried 
 on in British bottoms, and was hampered with conditions which 
 cramped and depressed it, increased the costs of foreign stuifs, 
 and, so far as any commercial regulations can produce such 
 effects, suppressed the commercial capabilities of the provinces 
 and discouraged mercantile enterprise. This exclusion of all 
 foreign vessels kept that large portion of the commercial marine, 
 
212 
 
 including all United States ships, ignorant of the navigation of 
 the Gulf. 
 
 The entire absence of lights until very recently gave to the 
 Imperial policy a tendency to discourage a wide knowledge of 
 its waters, and gave to the navigation a bad name which it was 
 the interest of the few ships that monopolized its trade to in- 
 crease. In 1851 there was not one light-house on the North Shore 
 between Quebec and Belle Isle, a distance of eight hundred miles ; 
 add to this that the canal improvements on the St. Lawrence 
 have been but recently completed, and that Montreal could not 
 command an interior trade of any consequence until these were, 
 not merely in regular operation, but well known to shippers on 
 the lakes, and the resources and convenience of the port will be 
 sufficiently understood. The railway communication between 
 Montreal and the interior has been open scarcely two years r 
 while from New York it has been open from ten to fifteen years. 
 Above Montreal the canals around the rapids are on a scale now 
 to pass steam vessels of 800 tons burthen. The enlargement of 
 the Welland Canal to the same capacity, and the construction of 
 the Caughnawaga Canal will render the navigation from the 
 lakes all that can be desired. Below Montreal the river has 
 been depened within the last four years from eleven feet of water 
 on the bars to eighteen feet of water. Ten lights are now estab- 
 lished between Quebec and the mouth of the Gulf, and others 
 are about being constructed, rendering that navigation now com- 
 paratively safe. Steam-tugs, established by Government, are 
 stationed at Quebec, and operate below that city, affording facil- 
 ities equal to any other port to vessels navigating the Gulf 
 waters. 
 
 These improvements are being sensibly felt at the ports of 
 Montreal and Quebec. The number of foreign ships entering 
 the St. Lawrence in 1857 was one hundred and seventeen. A 
 fortnightly line of steamships (fifteen hundred ton ships) from 
 Montreal to Liverpool is now successfully* in operation, and is 
 tending fast to make the peculiar advantages of the place, as re- 
 gards the lake trade, known and appreciated. 
 
 * A weekly line of vessels of twenty-four hundred tons is to commence 
 running in August next. 
 
273 
 
 The necessary facilities for utilising the St. Lawrence Kiver 
 are thus being rapidly furnished by Canadian enterprise, but it 
 will take time to make them known, to concentrate capital upon 
 them, to gather in all the available aids to the growth of the 
 trade, and to establish those lines of transportation with the in- 
 terior which are so essential to the certain, rapid, and econom- 
 ical movement of merchandise, and for preventing undue deten- 
 tion of goods at the shipping port. 
 
 As all these different facilities take shape, and the existing de- 
 ficiencies in these and other respects disappear, it js evident that 
 the port of Montreal will assimilate to the economical position of 
 the port of New York, and will be able more and more to control 
 that portion of the inland commerce for which she is in position 
 so favorably situated. 
 
 In further illustration of these remarks, we will enter into 
 some details. (/) 
 
 During the last six years the Government has been engaged 
 in establishing a thorough system of lights through the Gulf of 
 St. Lawrence, to which allusion has already been made. These, 
 with a more thorough survey of the channels and a more inti- 
 mate acquaintance with the route on the part of the Gulf pilots 
 and navigators, have even now all but entirely removed the ap- 
 prehensions which formerly existed as to dangers of the route. 
 
 The northern coast of Newfoundland, the Straits of Belle Isle, 
 and the route along the coast of Labrador, through the Gulf of 
 St. Lawrence, are certainly more free from those dense fogs 
 which prevail on the Banks for one thousand miles of the pas- 
 sage, followed by vessels from the north of Europe, than the 
 north-eastern coast of the United States, and the ports between 
 New York and Cape Eace. The steamers plying between Mon- 
 treal and Liverpool uniformly take the passage referred to, 
 through the Straits of Belle Isle, and, in proof of its general ex- 
 emption from the fogs which prevail during certain months to 
 the south, and also of the shortness of this route, they make 
 shorter passages than the Cunard or Collins steamers from Bos- 
 ton and New York to the same port. (<?) 
 
 (/) See Appendix, note F. 
 
 (g] See Appendix, note G. 
 
 18 
 
2*74 
 
 The undersigned have made careful enquiries of masters of 
 vessels who have been for a long time engaged in the navigation 
 below Quebec, a few of whom were well acquainted with the na- 
 vigation through the Straits of Belle Isle, and from all of whom 
 they have received the strongest assurances of the safe and conve- 
 nient navigation to the open sea by that route, although hitherto 
 it has not been much used except by the steamers aforesaid. (A) 
 
 The Straits of Belle Isle are more particularly alluded to on 
 account of the shortness of that passage as compared with the 
 route by Cape Race, which is better known and has been more 
 usually taken by sailing vessels. 
 
 The River St. Lawrence between Quebec and Montreal has 
 been well lighted and buoyed under the directions of the Trinity 
 Board and Harbour Commissioners of Montreal. A particular 
 examination of the efficiency of their system of lights was made 
 by the undersigned in November last, under circumstances which 
 gave them an opportunity of forming a correct opinion of its 
 value ; and they are thus enabled to say, from their own observa- 
 tion, that this portion of the river, as now improved and lighted, 
 ^presents no difficulties to its safe and convenient navigation. 
 
 The more northern portion of the St. Lawrence route may lead 
 to the assumption that it remains closed by ice later than the 
 New York routes. But such is not the fact. The great body of 
 water passing down the St. Lawrence, and its derivation from 
 the upper lakes, the waters of which never .attain the low tem- 
 perature of the streams within the same region of country, seems 
 to more than compensate for the more northern longitude of this 
 route. 
 
 The tables in the Appendix will show the dates of the first ar- 
 rivals of sailing vessels at the port of Quebec, (indication of the 
 river being free of ice), and the dates of the opening of the J>ort 
 of Buffalo and of the navigation upon the Erie and the Canadian 
 canals, (i) 
 
 The first has been furnished by the Trinity Board at Quebec, 
 and the others have been taken from the reports of the Canal 
 Commissioners of the State of New York, from the reports of the 
 Canadian Board of Works, and other official reports. 
 
 (h] See Appendix, note H. 
 (i) See Appendix, note I. 
 
275 
 
 It should be remarked that, as respects the downward trade 
 of the lakes, the first and last voyages of the season of navigation 
 upon the canal between Buffalo and Albany occupy about ten 
 days, and between Oswego and Albany about five days, while the 
 voyage between Lake Erie and Quebec by steam vessels would 
 "occupy five days, and from Lake Ontario three days. 
 
 The mean for the last ten years are derived from these tables 
 as follows: 
 
 Straits of Mackinaw Opens Closes 
 
 Port Colborne " " 
 
 Port of Buffalo " " 
 
 Port of Oswego " " 
 
 Port of Albany " " 
 
 Port of Montreal " " 
 
 Port of Quebec " " 
 
 Bic " 
 
 Erie Canal " 
 
 Welland Canal " " 
 
 St. Lawrence Canals....,..,. " " 
 
 Cornwall Canal " " 
 
 Beauharnois Canal " " 
 
 Lachine Canal " " 
 
 St. Lawrence River between 
 
 Lake Ontario, Montreal, 
 
 and Lachine " " 
 
 Do. between Montreal 
 
 and Quebec " " 
 
 Taking into account the difference in time between the voyages 
 from Lake Ontario to Albany or Quebec, and the dates of the 
 opening of the navigation on the two routes, it appears that the 
 navigation is open about five days earlier, and is closed about 
 days on the St. Lawrence route than it is on the Erie 
 
 Canal. 
 
 The large emigrant passenger business which is now concen- 
 trated almost exclusively upon New York, might, we should 
 think, by proper exertions, be shared by the port of Montreal, 
 and much in that way drawn to that port, whence a return cargo 
 of four or grain would be always certain. The emigrant can be 
 
276 
 
 carried to Montreal from Europe for the same charge as to New 
 York with equal profit, and he can be forwarded from Montreal 
 to the Western States for less expense to himself than from the 
 port of New York. 
 
 If with these conditions a share of this business cannot be 
 drawn to Montreal now, there must exist prejudices and draw- 
 backs unknown to us which time will ameliorate or remove. 
 
 The examination of the question of the location of the proposed 
 harbour at Montreal was also very carefully investigated by the 
 late Capt. Childe, and in the following remarks upon that branch 
 of the question his views will be generally quoted : 
 
 The foregoing considerations bring us to the conclusion that 
 the Harbour Commissioners are right in their views respecting 
 the need of an early extension of the harbour of Montreal. As 
 now situated, it is, at best, only a summer harbour, suited to the 
 domestic, coastwise, and river trade, and affording very inade- 
 quate accommodation for even the limited number of sea-going 
 vessels of large size which now visit that port, (j) 
 
 When the channel below Montreal is enlarged to the depth 
 of twenty feet, (which will be done by 1860), the increased num- 
 ber of this class of large vessels together with those of a smaller 
 size from the ocean, and the lake craft which will be attracted to 
 this port by the improvements of the route above Montreal will, 
 more and more, demonstrate that the present harbour accommo- 
 dations are entirely inadequate to meet the increased require- 
 ments of the trade which will year by year be drawn to this 
 point. 
 
 The objections to the present harbour are, that it is too 
 limited in extent to accommodate the present amount of commerce, 
 and that unless it be enlarged and improved it will seriously re- 
 tard the growing trade of the St. Lawrence route ; that it does 
 not possess a sufficient area of deep water to accommodate the 
 number of large vessels now running to that port, and that the 
 increased depth cannot be given without endangering the present 
 wharves and' rendering the construction of new ones neces- 
 sary; that it is subject to the fluctuations of the waters in the 
 St. Lawrence, and exposed at some seasons of the year to driving 
 
 (j) See Appendix, note J. 
 
277 
 
 ice, so that vessels must leave the port in the fall and seek refuge 
 in some of the sheltered bays below Montreal. 
 
 ifc**:*:***** 
 
 This water-route through the St. Lawrence, when improved, 
 has been shown to be cheaper than any other to the sea-board ; 
 and when it shall have drawn to itself the business to which it is 
 legitimately entitled, there must go with it such an amount of 
 passengers and light freight traffic, as to give to the parallel rail- 
 way an increase of business which will be of great value to its 
 revenues. 
 
 The remarks which have already been made on this division of 
 business between the water and railway lines, in a preceding 
 part of this report, will further show how dependent each of 
 these systems of transport is upon the other. In the present 
 conditions of trade in this country, neither, as a general proposi- 
 tion, can be successful without the other ; and although they are 
 competitors for some kinds of business, yet the advancement of 
 each, (and especially of the water-line,) improves the condition 
 of the other. 
 
 The Grand Trunk Eailway is now extended, to Portland, and 
 will soon be completed to Trois Pistoles, on the St. Lawrence, to 
 which latter place the navigation may be rendered available 
 earlier in the spring and later in the fall. . 
 
 The dates of the opening of the Welland and the St. Lawrence 
 canals compared with those of New- York and the length of the 
 voyages through them, together with this extension of the season 
 by the railway to Trois Pistoles, will give to the St. Lawrence 
 route an advantage which has not been adverted to in the preced- 
 ing part of this report. 
 
 This advantage will be largely shared in by the Grand Trunk 
 Eailway, and especially on that portion of it eastward of Mon- 
 treal ; nor is it improbable that the railway system of Canada 
 may be extended through New Brunswick to Halifax in Nova 
 Scotia, and, by a federation of the provinces under one general 
 government, which has already been agitated and will no doubt 
 be accomplished at an early day, together with the circumstances 
 already alluded to, point to the advisability and security of pro- 
 viding the largest accommodation for the trade at a point which 
 may be so admirably adapted to its transshipment and distribution 
 as that of Montreal. 
 
278 
 
 In the examination of these subjects, we have labored under 
 the disadvantage of the want of an intimate acquaintance with 
 the condition of the trade of Canada which a residence would 
 have furnished. Our remarks have therefore taken a wider 
 range, so as to embrace those districts with which we are more 
 familiar, but which are also deeply interested in the improvement 
 of the St. Lawrence route. 
 
 To the people of Canada, however, these are questions of still 
 deeper interest. With a climate, soil and productions at least 
 equal to the contiguous districts of the United States, and having 
 the means of securing not only the cheapest channel to the ocean, 
 but also the cheapest to New England and New York, her future 
 progress must be vastly accelerated. 
 
 The countless emigration from Europe which has hitherto 
 passed almost in sight of her rich, healthy and well-situated lands, 
 to seek abodes in the Western States, far removed from the 
 world's markets, and oftentimes in unhealthy climates, and on 
 lands but little if any better than those which lie unoccupied 
 along the water-courses which discharge into the St. Lawrence, 
 will, when these advantages are availed of, settle within her bor- 
 ders, and greatly add to her wealth and prosperity. 
 
 A liberal expenditure for the completion of the magnificent 
 public works along the St. Lawrence cannot fail to diyert to this 
 route a large share of the trade and travel between the West and 
 Atlantic, and while this will recompense for the expenditure, it 
 will not only add to their commercial prosperity, but will alsa 
 render her unrivalled advantages known to the stream of emigra- 
 tion which, in flowing through her channels, must be largely 
 attracted to her territory. 
 
 The conclusions to which the Board have arrived may be 
 briefly stated as follows : 
 
 1st. That the natural advantages of the route between the 
 western interior and the sea-board by the way of the St. Law- 
 rence are sufficient to warrant the expenditures which have been 
 made, and also those which are proposed to complete the improve- 
 ments along the route ; and that, when thus improved, it will 
 present the cheapest mode of communication, not only to the 
 sea-board, but also to New England and New York. 
 
279 
 
 2nd. That the amount of business which will be drawn to this 
 route by the advantages which it will possess when so improved, 
 will be sufficient to warrant the expenditures necessary in 
 making them. 
 
 3rd. That the port of Montreal is the proper place for trans- 
 ferring cargoes from the interior to sea-going vessels ; and there- 
 fore the Harbour Commissioners are right in their plans for 
 deepening the channel below Montreal, so as to allow vessels 
 drawing twenty feet to come to the latter port. 
 
 4th. That the present harbour facilities of Montreal are entirely 
 inadequate to accommodate the present trade ; and that such an 
 increase as may be expected on the completion of the improve- 
 ments already mentioned, will require a large addition thereto. 
 
 5th. That the location of an enlarged harbour at Point St. 
 Charles is the best site that can be found in Montreal ; and that 
 the facilities which a harbour at this place, upon the plan sug- 
 gested, will amply accommodate the trade in question; and 
 finally, that in our opinion, the improvements in the channel of 
 the St. Lawrence at and near Montreal, and the construction of 
 the proposed harbour, are not local questions, but of national 
 importance, by which the final success of the scheme of Cana- 
 dian public works will be materially influenced. 
 
 The following report by Commander Orlebar gives the 
 state of the St. Lawrence ship channel in the years 
 1858-59 :- 
 
 RETURN 
 
 To an address of the Legislative Assembly, dated 4th April iiist., 
 for copy of Commander Orlebar's report on improvement of 
 the navigation of the River St. Lawrence. 
 
 By command, 
 
 C. ALLEYS, 
 
 Secretary. 
 Secretary's Office, 
 
 Quebec, 9th April, 1861. 
 
20 
 
 Report of the Admiralty Survey of the St. Lawrence above Quebec, 
 
 1858 and 1859. 
 
 CHARLOTTETOWN, P.E.I., 
 
 February 29, 1860. 
 SIR, 
 
 Ably assisted by Commander Hancock and the other officers 
 attached to this survey, I have surveyed and sounded the River 
 St. Lawrence from Lachine Rapids, six miles above Montreal, to 
 Ange Gardien, eight miles below Quebec. 
 
 The result of this work, on the scale of three inches to the sea 
 mile, covering fourteen double elephant sheets, is now before me, 
 of which, four have already been sent to England, and the 
 remainder are being copied to transmit to the Admiralty for 
 publication. 
 
 As an examination of these places would readily enable your 
 Excellency to judge of the truth of what I now proceed to state, 
 I would have preferred delaying my report until their publica- 
 tion ; but aware of the interest taken by the Canadian public, 
 generally, in all works connected with the development of their 
 trade and the improvement of their great river highway, I have 
 decided not to defer submitting to your Excellency my report of 
 the same, and giving my independent testimony to the value of 
 the vast improvements made of late years in the River St. Law- 
 rence above Quebec. 
 
 From my arrival at Montreal 011 the 26th of August, 1858, to 
 the 12th October, 1859, the Montreal Harbour Commission, as 
 well as other public bodies at Montreal -and Quebec, have afforded 
 me every necessary information and assistance. The elaborate 
 surveys and plans of soundings of the Harbour Commission, the 
 reports of the various engineers, etc., were all examined carefully, 
 and afforded me complete knowledge of the whole matter, but I 
 felt that to make our survey of real value to the public generally, 
 it ought to be done independently of local aid. 
 
 Therefore, whilst we have communicated freely with Captain 
 Armstrong, and received from him information from time to 
 time as to the existence and removal of obstructions and the 
 placing of lights and buoys, we have ourselves re-sounded the 
 whole length of the navigable channel of the river, a distance of 
 
281 
 
 150 miles, varying in width from one-third to one-half a mile. 
 These soundings have been carefully reduced to the same level as 
 that adopted by the Harbour Commission, and answering to the 
 depth of ten feet three inches on the flats of Lake St. Peter. 
 
 To carry our chart of the river up to the first real obstacle to 
 its navigation, the survey was extended to the Lachine Eapids, 
 and soundings taken above and below the great Victoria Bridge. 
 Some change in the direction of the channel and set of the cur- 
 rent had been effected by the building of the bridge, but the 
 extensive changes wrought in the harbour and near the wharves 
 of Montreal by the dredges of the Harbour Commission were 
 still more noteworthy, and have been faithfully registered on our 
 six inch plan of the harbour of Montreal. 
 
 Labouring under no common difficulties, owing to the rapidity 
 of the current off the city wharves, the hard, slaty nature of the 
 bottom and the numerous boulder stones, the Harbour Commis- 
 sioners have, by skilful dredging, both increased the wharf accom- 
 modation and the capacity of the harbour to an extent greater 
 than I could have supposed possible. Still, the increased size of 
 the city, its important position as the terminus of the great ocean 
 highway from Great Britain, its numerous steamers, and its 
 vessels of all sizes, overcrowd the present wharves and require 
 additional accommodation far beyond any possible improvement 
 of the harbour, and I cannot but regard the proposed plan of 
 docks at Point St. Charles as eminently calculated to meet the 
 requirements of the growing trade of Montreal and Western Can- 
 ada, and to supply the pressing want of safe winter accommoda- 
 tion for steamers and other vessels, whilst in connection with the 
 railroad and canals, it will aid largely the grand purposes of 
 securing and confining the great western traffic to the valley of 
 the St. Lawrence. The immediate neighbourhood of the bridge 
 and railroad, the security afforded by its embankment from 
 damage by current or encroachment by the ice, and the site being 
 the property of the city, seem to point out that part of the har- 
 bour as by far the most eligible. 
 
 I have now to speak of the river below Montreal. The main 
 channel follows the left bank of the river, deflected occasionally 
 by shoals of boulder stones, more or less towards the middle of 
 the stream, till we arrive at Pointe aux Trembles. Here the dis- 
 
282 
 
 turbing influence of the Ottawa River at the Bout de 1'Ile 
 divides it into three channels ; the main body passes into a 
 narrow channel at one place only 762 feet from shore to shore r 
 and 64 feet deep. At the head of this channel a bank of clay has 
 been cut through and deepened so as to give 20 feet. 
 
 At about half a mile below Yarennes, two lights have been 
 erected on lie Ste. The'rese, under the guidance of which the tra- 
 verse towards Cape St. Michael is made. To maintain a straight 
 channel in the traverse, several obstructions have been carefully 
 removed, and the depth of twenty feet can be carried into the 
 south or Yercheres channel, commencing at Cap St. Michel. 
 
 By the selection of this channel in preference to the old, the 
 Commissioners have shown excellent judgment, for, by doing so r 
 they avoid the cross currents from the Ottawa River and the 
 more dangerous u pouliers " between He a laBague and Lavaltrie. 
 Along this channel, some deepening has been effected to maintain, 
 as far as possible, a straight course, but nothing in comparison to 
 what would have been required in the other channel. To com- 
 plete the conveniences of the Yercheres channel there is still 
 required a light on Plum Island. 
 
 At the end of the Yercheres Islands the flats of Contrecoeur 
 oblige another traverse to be taken towards Lavaltrie; the guid- 
 ance of two lights astern and some dredging has been effected at 
 one or two points to maintain a straight course and the requisite 
 depth of twenty feet. 
 
 Arrived off Lavaltrie Islands, we enter the cut across the 
 Lavaltrie bar, deepened from fourteen to nineteen feet ; upon the 
 lower part of this eanal Captain Armstrong's dredges were at 
 work, and we witnessed with pleasure and instruction the able 
 manner in which the dredges scooped up the stiff clay and stone 
 that form the bed of the river. 
 
 Two lights on Lavaltrie Island lead through this cut until 
 abreast of He Platte, where a white buoy points out a shoal 
 spot, and the course is deflected to the S.E., entering at a distance 
 of two cables the broad, deep, natural channel of the river which 
 continues without obstruction and requiring little notice until we 
 have passed Sorel. 
 
 The ship channel passes in a curve northward between Boat 
 and Stone Island j to lead into this channel a fixed light has been 
 
283 
 
 erected on the east end of Stone Island. A slight change of 
 course, leaving this light on the left hand, leads on to the Lake 
 St. Peter. 
 
 The great work of deepening Lake St. Peter deserves more 
 than a passing notice. This most judicious and well considered 
 scheme persevered in against much opposition, has been deser- 
 vedly crowned with complete success, and reflects the greatest 
 credit for the zeal and ability with which the Commissioners 
 have so successfully excavated a channel of eighteen feet thro ugh 
 the flats, where in the old time there were only eleven. 
 
 The channel over the upper bar, buoyed on the south side, 
 once thirteen feet, we found deepened by dredging to twenty feet, 
 and it lies in a direct line between Eaisin Island light and the west- 
 ern light-ship. One and a half miles N. 62 E. from the light- 
 ship, we enter the new cut through the flats. The dredge of the 
 Harbour Commission has deepened this in the upper part, from 
 fifteen to eighteen feet, and lower down, from eleven to eighteen 
 feet, and nineteen in all, a distance of seven miles in an easterly 
 direction to the lower pool. The cut channel is of the uniform 
 width of three hundred feet, and is buoyed on the south side at 
 short distances of less than half a mile.- 
 
 The lower part of this channel is excellently marked out by 
 the eastern light ship and light on Pointe du Lac, but to mark 
 the requisite change of course, occurring three and a quarter 
 miles below the centre light ship, for safe navigation by night 
 there is something more required than buoys. 
 
 I should propose to place there another floating light or high 
 beacon, removable at the close of navigation. Above and below 
 the eastern light-ship, which is on the lower bar. the channel has 
 been dredged to the depth of nineteen feet for the distance of one 
 mile. 
 
 On passing the light, this channel bends to the southward ; and 
 the course E., S.E., marked out by buoys, leads, at a distance of 
 half a mile from the light-ship, into the deep water of the natural 
 channel, until the lights of Port St. Francis come in line ahead. 
 
 Following the usual channel, which passes close to Three 
 Eivers, at two miles below Cape Madeleine, we arrive at the Pro- 
 venche Shoals. Here the channel used by the pilots only secures 
 a narrow depth of barely nineteen feet, but, following the main 
 
284 
 
 channel to the southward of the shoals, a depth of twenty-four 
 feet can be maintained. This has been recommended by the 
 Harbour Commission, but to make this available by night as well 
 as by day, there should be two lights near the church at Cape 
 Madeline and two lights below one on Bigot Island and one near 
 Champlain church. 
 
 The channel after this follows the north bank of the river until 
 arriving below Batiscan wharf; two lights astern direct a 
 traverse towards Cape Levrard, to avoid St. Anne shoals. 
 
 The skill of Captain Armstrong has been tested to maintain a 
 depth of twenty feet at low water passing Cape Levrard. But by 
 careful dredging he has at last succeeded. From our sounding 
 and on inspection of the original survey, I am disposed to think 
 the rivers Batiscan and St. Anne, entering the St. Lawrence at 
 right angles to its course, may occasionally make changes and 
 cause new obstructions in the channel, and that at the commence- 
 ment of each navigable season, it would be always prudent to 
 examine this and other intricate passes in the river below 
 Montreal. 
 
 Two lights at Grondines in line conduct the vessel from Cape 
 Levrard on the E., N.E. course until two other lights on Cape 
 Charles come in line, E., S.E. Below these, the channel is wide 
 and deep, and a due arrangement of lights leads over the Riche- 
 lieu Rapids, and past the Platon, and so on to Quebec. 
 
 Throughout this remaining distance of thirty-five miles the 
 river maintains a broad deep channel, with the Pointe-aux-Trem- 
 bles shoals extending from the north side. Below Pointe-aux- 
 Trembles the flats or bordage strewed with boulder stones con- 
 tract, and the channel extends nearly from shore to shore. 
 
 Narrowed to half a mile opposite the Chaudie*re and confined 
 between high banks, its depth increases to 174 feet. The great 
 improvement on either bank of the river near Quebec showed 
 the necessity of our re-survey, and a careful re-sounding dis- 
 covered a decrease in the depth as given in the survey of 1827, 
 in many places amounting to thirty-six feet. This is doubtless 
 due to the immense quantity of ballast thrown overboard from 
 vessels frequenting Quebec during the last thirty years. I have 
 always been of opinion that this must prove eventually injurious, 
 and accumulate in those places where the increased width of the 
 
285 
 
 river diminishes the downward current and allows the water to 
 spread. 
 
 To obviate this I would respectfully urge the necessity of a 
 regulation obliging vessels to deposit their ballast in open blocks 
 provided for the purpose along the edge of the bordage, or along 
 the flats of St. Charles. 
 
 In conclusion, when the plans of the river are published, it 
 will be apparent to all how judiciously and successfully have all 
 the late improvements been carried out, and also how entirely 
 the added facilities for the navigation of this river are a benefit 
 to the whole people, and are eminently calculated to increase the 
 trade and commerce of the Canadas with the whole world. 
 
 With great respect, I subscribe myself, 
 
 Your Excellency's humble servant, 
 
 (Signed) JOHN OKLEBAK, 
 
 Commander in charge of the Survey qf Gulf of St. Lawrence. 
 
 "Work was continued on the lake and river to attain a 
 depth of 20 feet with a width of 300 feet, which was 
 accomplished in November, 1865, as shewn by the follow- 
 ing test : 
 
 LAKE ST. PETEE. 
 
 We have received the following telegram from the party who 
 left Sorel on Thursday with the ship Ocean to test the new chan- 
 nel through Lake St. Peter : 
 
 THREE EIVERS, ITth Nov., 1865. 
 
 We beg to inform you that the ship Ocean left Sorel, drawing 
 19 feet 8 inches, and passed through the dredged channel in 
 Lake St. Peter to this point, when, at the same time, there were 
 only 10 feet 6 inches on the flats, or in the old channel, being 
 equal to 20 feet 2 inches, with 11 feet on the flats. Before 
 entering the dredged channel, at a point near light-ship No. 1, 
 
286 
 
 the ship took the ground, although there was plenty of water a 
 few feet to the north, and was lightened 6 inches, but reloaded 
 and passed through successfully, as before mentioned. 
 
 JOHN YOUNG, 
 
 Chairman Harbour Commissioners. 
 
 JOHN G-. SIPPLE, 
 Resident Engineer Public Works Dept. 
 B. STANWOOD, 
 
 Captain Ship Ocean. 
 
 But although the channel had been thus successfully 
 tested, there remained some difficulty in navigating it in 
 certain places. The ship Ocean grounded on a shoal, 
 situated between two pools, at a difficult bend near light- 
 ship No. 1, in Lake St. Peter. This shoal was dredged off 
 in 1866, and the channel thereby improved at that place, 
 by increasing the width from 300 to 800 feet. At Point e- 
 aux-Trembles (en haut) the channel was found to be 
 unsatisfactory, and in 1869 a new location was adopted 
 and improved to 20 feet deep. The operations of 1866-9 
 were of limited extent, and consisted chiefly in clearing up 
 and improving the 20- foot channel which was obtained 
 in 1865. 
 
 The completion of the 20-foot channel marks an impor- 
 tant era in the history of the St. Lawrence route. The suc- 
 cess of the work amply demonstrated that the St. Lawrence 
 could be made available up to Montreal for navigation by 
 the largest class of ocean merchant ships, and the extra- 
 ordinary increase of Canadian commerce that attended the 
 improvement of the channel showed how imperatively it 
 was demanded by the trade of Canada. 
 
 No sooner was the 20-foot channel fairly in use than 
 the rapid increase of ocean traffic which was yearly call- 
 ing forth not only a greater number of vessels, but much 
 larger ones required a further deepening of the channel, 
 
287 
 
 in order to retain, and if possible increase, the share o 
 the St. Lawrence in the carrying trade of the broad West. 
 Agitation to deepen the channel to 24 feet was vigorously 
 commenced, and through the exertions of the late Hon. 
 John Young and able coadjutors the agitation took defi- 
 nite shape in the following resolution of the Harbour 
 Board, passed 30th September, 18^1 : 
 
 HARBOUR COMMISSIONERS' OFFICE, 
 
 MONTREAL, 29th January, 18*72. 
 H. H. WHITNEY, ESQ., 
 
 Secretary Harbour Commissioners of Montreal : 
 SIR, 
 
 On the 30th September last I received yours of that date, 
 accompanied by the resolutions annexed. 
 
 " Resolved, On motion of the Mayor, Mr. Coursol, seconded 
 " by the Hon. John Young, That in pursuance of the resolu- 
 41 tions passed at the last meeting of the Board, relating to the 
 i: deepening of the ship channel to Quebec, the Engineer of the 
 " Board be instructed to make forthwith such an examination of 
 " the ship channel from Montreal to Quebec as will enable him 
 " to furnish the Board with an approximate estimate of the cost 
 " of deepening the same to a uniform depth of 24 feet, and 
 41 widening it to a uniform width of 400 feet ; said estimate to 
 " show also the cost of deepening the channel as above, but 
 " leaving the channel at its present width of 300 feet. 
 
 ' ; Further, That when the above information has been obtained, 
 " consulting engineers be employed, if deemed necessary, with 
 " the consent of the Government. 
 
 " That he also be instructed to furnish the Board with an 
 " estimate of the cost of adapting the harbour for the accommo- 
 " dation of the increased size of vessels which may be expected 
 " to visit the port when the proposed improvement of the chan- 
 " nel is completed." 
 
 On the 4th October I left Montreal, &c., &c. 
 
 (Signed,) A. G-. NISH, 
 
 Engineer Harbour Commissioners. 
 
288 
 
 * The report made in accordance with this resolution was 
 satisfactory, showing the proposed further deepening to 
 be quite feasible at a reasonable cost. It was then 
 decided to continue the work, and the necessary represen- 
 tations were made to the G-overnment. On the 23rd of 
 May, 1873, an Act was assented to, granting a loan of 
 $1,500,000 and permission for "completing the ship chan- 
 nel in Lake St. Peter and the Eiver St. Lawrence to the 
 depth of not less than 22 feet at low water and a width 
 of not less than 300 feet." On the 10th of July, 18f 3, an 
 order-in-council was passed, giving permission to the 
 Commissioners to purchase the plant necessary for 
 carrying on the work. Contracts were forthwith let 
 for the building of the necessary vessels, but these 
 were not received in time for use in 18t4, and during the 
 first season, only one dredge and one stone-lifter were at 
 work. The following extract from a letter from Mr. 
 Young, Chairman of the Harbour Commissioners, to Mr. 
 Patterson, Secretary of the Board of Trade, dated Mont- 
 real, 2nd November, 1874, gives an account of the resump- 
 tion of the work of deepening the Ship Channel : 
 
 * * * The Commissioners have, therefore, resolved to deepen the 
 channel from 20 to 25 feet at lowest water. There was some doubt 
 as to whether this depth could be obtained, as it was known that 
 rock existed in the channel at Cap Charles and Cap a la Eoche, 
 where the tide rises from four to six feet. From an examination, 
 hoAvever, which has lately been made by engineers, there is no longer 
 any doubt that, at these places, (50 miles above Quebec), a 25-foot 
 channel at low tide can be secured, while there is no difficulty in 
 getting the same depth through Lake St. Peter and other parts of 
 the river. A new channel, parallel with that now in use at Lavaltrie,. 
 a distance of seven miles, has been suggested, on the south side of 
 the river, opposite Contrecreur, which is very wide and deep, and 
 which will require so little dredging that it is estimated a saving of 
 |350,000 will thus be made by this change. 
 
 A dredge and a stone-lifter have been working at Cap Charles 
 
289 
 
 since the opening of navigation, and next spring the Commissioners 
 will be prepared and ready to begin their great work of the 25-feet 
 channel, with seven powerful dredges, seven steamers or tenders to 
 same, five spoon-dredges, one stone-lifter and 36 scows, which, 
 when fully manned, will give employment to over 400 men, and the 
 consumption of coal for the season is estimated at 15.000 tons. It 
 is proposed to carry a cut throughout, first of 2J- feet, thus securing a 
 channel of 22^- feet and, when this is done, to go through with 
 another cut of 2J- feet, making the 25 feet. It is supposed that all 
 this will be accomplished during five years. 
 
 I am, Sir, 
 
 Yours very respectfully, 
 
 JOHN YOUNG, 
 Chairman Harbour Commissioners. 
 
 The following extract from the Chief Engineer's report 
 for the year 18*75 gives an account of the dredging plant 
 with which the work was resumed, and with which, 
 with the exception of minor changes in tug-boats and the 
 very important improvements made in the dredges before 
 alluded to, (page 217), the deepening to 25 feet was carried 
 to a successful completion in 1882 : 
 
 Eeport on the deepening of the ship channel between Montreal and 
 Quebec for the year 1875. John Kennedy, Chief Engineer. 
 
 HARBOUR COMMISSIONERS OF MONTREAL, 
 Chief Engineer's Office, 
 
 MONTREAL, 1st March, 1876. 
 H. H. WHITNEY, ESQ., 
 
 Secretary. 
 DEAR SIR, 
 
 I beg to submit to the Harbour Commissioners the following 
 report upon the work done, during the year 1875, in deepening the 
 ship channel of the St. Lawrence between Montreal and Quebec. 
 The improvement of the ship channel between the two cities has 
 
 19 
 
290 
 
 "been so often' and so fully discussed in its commercial and general 
 aspects, and the work to be done in attaining the various depths has 
 been so fully set forth in the professional reports and estimates of my 
 predecessors, and by Government and other engineers, that I presume 
 little more than a record of the work accomplished in the past year 
 is, at present, required. 
 
 DREDGING PLANT. 
 
 It will be remembered that, on the Harbour Commissioners being 
 authorized by Government to proceed with the deepening of the 
 channel to " not less than twenty-two feet," they contracted for the 
 construction of six large elevator dredges, similar in principle to the 
 celebrated Clyde dredges, with which to carry out the work. Five 
 (5) of these were received in the latter part of the summer of 1874 ; 
 but the hull of the remaining one was unfortunately burnt when the 
 machinery was ready to be placed in it, and her completion was, 
 therefore, delayed until June 1st of last year. The six new dredges 
 thus obtained, together with one (No. 3) of similar power, which 
 was employed in the former deepening of the channel, and the old 
 ~No. 1 dredge, the first ever used on the St. Lawrence eiglft 
 machines in all constitute the actual dredging power engaged in the 
 work. 
 
 Two small screw tug boats, to act as tenders to the dredges, were 
 purchased in 1874. Two others were contracted for in the fall of 
 the same year, and were built last winter one by Messrs. J. B. 
 Auger & Son, and the other by Mr. John McDougall and two 
 additional ones were purchased in Buffalo last summer. 
 
 A double-engine, side-wheel steamer, also intended to act as a 
 tender, was built. by Messrs. W. P. Bartley & Co. during last winter, 
 and was delivered over to the Commissioners in spring. 
 
 Four additional barges, to serve as small coal tenders, were pur- 
 chased, as opportunity offered, during the past spring and summer ; 
 and fifteen scows, for the transport of dredgings, were constructed, 
 under contract, in 1874. 
 
 The above-mentioned craft, together with other previously in the 
 possession of the Commissioners, and one chartered screw tug, formed 
 the dredging fleet employed during the summer, and is of the follow- 
 ing strength and approximate present value : 
 
291 
 
 Six new dredges, Nos. 8 to 13, $65,000 each $390,000 
 
 One Clyde built dredge (No. 3) 45,000 
 
 " (No.l) 20,000 
 
 " Side-wheel tug (John Young) 26,000 
 
 Six screw tugs 48,000 
 
 One stone lifter = 2,000 
 
 Five barges (coal tenders and store ship) 7,500 
 
 Two scows, six years old 4,000 
 
 Fifteen scows, two years old 42,000 
 
 Two " one year old 4,000 
 
 Total $588,500 
 
 The crews of the seven large dredges were sixteen in number all 
 told, with board and wages averaging about $550 per month ; those 
 of the screw tugs averaged eight in number, and amounted to about 
 $250 per month, while the entire force on the fleet averaged about 
 two hundred, at a monthly cost of about $7,000. 
 
 The new dredges have all proved themselves to be in the main, 
 well-built, powerfni machines, and the engines and principal parts 
 iiave worked well, and without serious casualty. But while this is 
 the case as regards the chief parts, the actual efficiency of the dredges, 
 as a whole, has been mucn impaired by delays arising from defects 
 and accidents in minor parts of the machinery, and, to some extent, 
 also by the inexperience of the crews with which it was necessary to 
 man them. These drawbacks, which were almost unavoidable in new 
 machines, quite unlike the dredges elsewhere employed on this con- 
 tinent, will, it is hoped, be in a great measure obviated in the future 
 by the repairs and alterations which the present winter has allowed 
 us to make, as well as by the additional experience which has been 
 gained by the crews. 
 
 All the tugs have worked well, and, with the exception of three 
 screws broken in shallow water, they have escaped noteworthy 
 accident or loss of time. 
 
 The fifteen new scows built in 1874 were all of faulty construction 
 and imperfectly fastened, and have involved rather heavy expenses 
 in maintenance and strengthening. Side trusses and extra fastenings 
 have, however, been added to all of them as successively taken into 
 the ship-yard, and it is hoped that their expenses will be materially 
 lessened in future. 
 
292 
 
 Further details as to the various vessels will be found in the tables 
 appended. #*#**##: 
 
 I am, Sir, 
 
 Your obedient servant, 
 
 (Signed) JOHN KENNEDY, 
 
 Chief Engineer. 
 
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294 
 
 The channel was completed to 22 J feet in 18*78, as 
 shown in the following extract from the Chief Engineer's 
 report : 
 
 Eeport upon the Deepening of the Ship Channel between Montreal 
 and Quebec, for the year 18*78. John Kennedy, M. Inst., C.E., 
 Chief Engineer. 
 
 HARBOUR COMMISSIONERS OF MONTREAL, 
 Chief Engineer's Office, 
 
 MONTREAL, 25th February, 1879. 
 
 H. D. WHITNEY, ESQ., 
 
 Secretary : 
 
 SIR, 
 
 I beg to submit, for the information of the Harbour Commis- 
 sioners, the following report upon the work accomplished during 
 the year 1878 in deepening the ship channel of the River St. 
 Lawrence between Montreal and Quebec. 
 
 At the close of 1877 the dredging had so far advanced that it 
 became possible, with another year's work, to attain a depth of 
 22J feet at low water at all points above the reach of tidal assist- 
 ance, and thus to give navigation the benefits of the first step of 
 2J feet in the contemplated increase to 25 feet. The work of the 
 past year was, therefore, arranged with this object in view, and 
 it was attained ; and proof of the fact was made by the Commis- 
 sioners, accompanied by their officers and a number of pilots, in 
 a trip through the Channel, on the 18th and 19th November, as 
 set forth in the appended certificate. * * * * 
 
 I am, Sir, 
 
 Your most obedient servant, 
 
 (Signed,) JOHN" KENNEDY, 
 
 Chief Engineer. 
 
295 
 Test of 22 feet Channel, made November 18th and 19^, 1878, 
 
 ON BOARD THE STEAMER " JOHN YOUNG," 
 
 November 18th and 19th, 1878. 
 
 (OFFTCIAL EECORD.) 
 
 The undersigned, on Monday, November 18th, embarked on 
 the steamer John Young, having spars gauged to a depth of 23 
 feet 6 inches attached to each side, and left the harbour of Mon- 
 treal at 8 o'clock a.m., passing through the ship channel, as 
 improved in the harbour, at Point-anx-Trembles, Varennes, 
 Yercheres, Contrecoaur, Lake St. Peter, the Nicolet Traverse, 
 and Port St. Francis, over the Pouillier Becancour, the new cut 
 between Champlam and Champlain Point, and Batiscan Tra- 
 verse to Cap Levraut, without meeting any obstruction. As 
 the gauge on the Flats in Lake St. Peter indicated 12 feet, this 
 establishes a ship channel of 22 feet at lowest water throughout 
 the whole distance thus traversed, or an increased depth of two 
 feet beyond that hitherto available. At Cap Levraut and down 
 to Cap Charles, by taking advantage of highest tide, no diffi- 
 culty now exists, and below that Point to the Harbour of 
 Quebec the channel is free from danger at a much greater 
 depth than 22 feet at any condition of the tide, so that a reli- 
 able new ship channel of 22 feet now exists throughout between 
 Montreal and Quebec. 
 
 THOMAS CEAMP, 
 
 Chairman Harbour Commissioners. 
 
 HUGH McLENNAN, 
 ADOLPHE EOT, 
 EDWAED MACKAY, 
 
 Harbour Commissioners. 
 JOHN" KENNEDY, Chief .Engineer. 
 A. M. EUDOLF, Harbour Master. 
 THOMAS McKENZIE, 
 
 Superintendent of Dredging. 
 JOSEPH LEYEILLE, 
 
 Superintendent of Pilots. 
 A. NAUD, Branch Pilot. 
 PIEEEE GAGNON, Branch Pilot. 
 
296 
 
 I certify to the foregoing statement, so far as it relates to the 
 channel from Montreal to Three Eivers, at which place I was 
 obliged, by other engagements, to leave the steamer John Young 
 and return to Montreal. 
 
 (Signed,) J. L. BEAUDEY, 
 
 MAYOR OF MONTREAL, 
 
 Harbour Commissioner. 
 
 I certify to the foregoing statement, so far as it relates to the 
 channel from ^Sorel (where I joined the John Young) to all points 
 below. 
 
 (Signed,) C. L. AEMSTEONG, 
 
 Consulting Officer. 
 
 I certify to the foregoing statement, so far as it relates to 
 points below Three Eivers, at which place I joined the John 
 Young. 
 
 (Signed,) P. M. MATHIEU, 
 
 Branch Pilot. 
 
 Certified. 
 
 (Signed,) H. D. WHITNEY, 
 
 Assistant Secretary. 
 
 The depth of 22 J feet being thus accomplished, work 
 was continued to attain the depth of 25 feet at low water 
 resolved on, as seen in the extract from Mr. Young's let- 
 ter (page 288). This was accomplished in the fall of 1882, 
 when a thorough test of the channel was made on the 
 3rd of October. The following extracts from the Chief 
 Engineer's report for the year 1882 and the Montreal 
 Herald of 5th October, 1882, give an account of the formal 
 opening of the 25-foot channel : 
 
297 
 
 Report upon the Deepening of the Ship Channel between Montreal 
 and Quebec for the year 1882. John Kennedy, M. Inst. C.E., 
 Chief Engineer. 
 
 HARBOUR COMMISSIONERS OF MONTREAL, 
 
 Chief Engineer's Office, 
 
 MONTREAL, 5th February, 1883. 
 H. D. WHITNEY, ESQ., 
 
 Secretary- Treasurer. 
 
 SIR. 
 
 I beg to submit, for the information of the Harbour Commis- 
 sioners, the following report upon the work accomplished during 
 the year 1882, in deepening the ship channel between Montreal 
 and Quebec : 
 
 The object kept in view in carrying on the summer's work 
 was to redeem the promise of some years ago that the 25-feet 
 channel should this year be open for navigation, and special 
 efforts were made that this also should be done as early in the 
 summer as possible, so that its benefits to navigation might be 
 felt during the low water of autumn. For this purpose, two of 
 the largest dredges and a stone-lifter, with the tugs attending 
 them, were worked night and day, and the Montreal harbour- 
 dredging fleet was also, as far as practicable, made to assist the 
 ordinary ship channel plant. 
 
 The object was so far attained as to allow of the formal open- 
 ing of the deepened channel, by a trip through it by the Har- 
 bour Commissioners and a number of representative gentlemen, 
 on board the SS. "Peruvian," on the 3rd October last. After 
 the depth had been obtained, most of the dredging plant was 
 kept employed until nearly the close of navigation, in widening, 
 straightening and otherwise further improving the channel at 
 such points as it seemed most desirable to do so. The channel, 
 as it at present stands, may be briefly described as having been 
 deepened and tested to a clear depth of 25 feet at low water, of 
 11 feet on the Flats of Lake St. Peter at all points above Cap la 
 Eoche, but at that point and at Cap Charles adjoining, advantage 
 must be taken of a good average tide to pass with the full depth 
 available elsewhere. 
 
298 
 
 The breadth of the dredged channel is 325 feet in the straight 
 parts in Lake St. Peter between the White Buoy and No. 1 Light 
 Yessel ; 300 feet minimum width in the straight parts elsewhere, 
 with increased width at bends and other places where navigation 
 requires. 
 
 At the test trip of the Peruvian, referred to in the Chief 
 Engineer's report, the Chairman, Andrew Eobertson, Esq., 
 in the course of his remarks to the company on board, 
 said : 
 
 " It has been said that some men are born great, others achieve 
 greatness, while some have greatness thrust upon them. I feel 
 to-day that the latter is my case, and, if Providence had so or- 
 dered affairs, I would have been glad that one who, for a lifetime, 
 gave to this great work his energy, care and thought, had been 
 spared to stand in my place to-day. I refer to the late Hon. John 
 Young. Just seventeen years ago, or to be exact, on November 
 16th, 1865, the gentleman whom I have just named and who was 
 so well known to most of those who now hear me, had. the 
 pleasure in seeing the reward of his labours to that time in 
 bringing down the ship Ocean in what was then called the 20- 
 foot channel, and who I am sure would have been glad to see the 
 completion of another stage of this great work. The position 
 that I occupy to-day is one of no mean honour, and was unex- 
 pected by me ; but being appointed and having accepted the res- 
 ponsibilities as well as the honour conferred, I feel that it would 
 be wrong if 1 did not, on this occasion, remember that others 
 sowed the seed of which we are reaping the fruits to-day. In 
 looking back, what do we find : that in 1850 the natural channel 
 was called eleven feet on the flats of Lake Saint Peter ; in 1853, 
 or three years thereafter, we find the channel deepened to sixteen 
 feet ; in 1859, six years later, eighteen feet was obtained, and the 
 crowning* victory was supposed to be accomplished when in 
 November 1865 twenty feet was obtained. From that time on- 
 wards, for several years, resting on their oars seemed to be the 
 policy of the Harbour Commissioners, till in May 1873 an Act 
 
299 
 
 was passed, the then commissioners being Messrs. Delisle, (Chair- 
 man), Workman, Bernard, Stephen and Hugh McLennan. The 
 first three have been called away, Mr. Stephen regrets his- 
 absence, but we have with us, I am glad to say, Mr. Hugh Mc- 
 Lennan, our senior Commissioner on the present Board and one 
 who was most active in procuring the legislation which has 
 enabled the work to be completed. This Act provided for a loan 
 to be raised by Government of a million and a half of dollars to 
 deepen the channel to not less than twenty-two feet, under the 
 superintendence of the Minister of Public Works, either by the 
 Harbour Commissioners of Montreal, or such other arrangements 
 as the Minister of Public Works might make with them. In 
 November of 1878 the then Harbour Commissioners, of which my 
 friend, Mr. Cramp, was then Chairman, were able to announce 
 that twenty -two feet had been obtained ; so we this day are able- 
 to say that twenty-five has been reached. In looking to the 
 future comes the question, What are we to do, stand still or go 
 ahead, by deepening the channel still further ; and, if so, to what 
 extent ? 
 
 11 Were- 1 sure of the financial question being properly settled, I 
 would have no hesitation in expressing my opinion, which I 
 believe is shared in by my co-Commissioners, as to what should 
 be done, but knowing that for the present, under our greatly re- 
 duced tariff of dues, we have reached the prudential limit of 
 expenditure for our income, I feel that caution is desirable. Yet 
 I must say, (and in doing so, I do not wish for a moment to 
 embarrass my honorable friend, the Minister of Public Works, nor 
 to commit him to any expression of opinion,) that the Harbour 
 Commissioners are unanimously of opinion that the Dominion of 
 Canada ought to assume the debt which has so far been incurred 
 for the deepening of the channel since Confederation, and not only 
 so, but should further grant the sum required to deepen the 
 channel to twenty-seven and a half feet, which can be done so 
 much more cheaply now than at any future time. There are 
 strong reasons why we should not stop now. That of the plant 
 as has been already stated ; next the fact that at all our competitive 
 points on this side of the Atlantic they are carrying on their im- 
 provements to this or greater depth. We must, therefore, keep 
 pace with them or be beaten in the race, the shortness of the 
 
300 
 
 season we cannot overcome ; we mast, therefore, mitigate this 
 drawback as far as possible by improving our facilities in both 
 the river and the harbour. Then we must not forget that in five 
 years' time we are promised that the Canadian Pacific Railway 
 will be completed, which I feel will mark an era for the Saint 
 Lawrence route, and for which we must be prepared. I have no 
 doubt the time is not far distant when all the accommodation 
 that Montreal and Quebec can offer will be taxed to the utmost 
 of their ability. Then for our harbour we must progress, and 
 were the deepening of the channel assumed by the Government, 
 both for the past and for the future, there would be no difficulty 
 experienced by the Harbour Commissioners in borrowing all the 
 money they require for the improvements and extension of the 
 harbour at a reasonable rate of interest ; and, while speaking of the 
 harbour, might I ask the Mayor and those members of the Corpor- 
 ation who are with us to-day, when they expect to import the 
 amount of assistance they are going to give the Harbour Commis- 
 sioners to help making Montreal a free port, so called, and about 
 which so much was said and written a year and a half ago. It is 
 gratifying to say that the Harbour Commissioners, both past and 
 present, are naturally proud of the success which has thus far 
 attended their labours, but they cannot forget their chief engineer, 
 Mr. John Kennedy, but for whose untiring energy and skill the 
 work would not have been so early and successfully accomplished. 
 They are also glad to say that for these improvements so far they 
 have not received from the Government one dollar since Con- 
 federation. It is true that they have advanced the money for 
 the work, but it is equally true that the interest has been regu- 
 larly paid to the Government out of the ordinary revenue, the 
 sum so far being about four hundred thousand dollars, this making 
 the cost of the twenty-five feet channel nearly two and a quarter 
 million of dollars, before the effects of the improvement could be 
 made available ; the beneficial result of which, it is to be hoped, 
 will from this time be apparent. They also congratulate them- 
 selves for the economy with which the work has been conducted. 
 The grant of a million and a half was made for a channel of not 
 less than twenty-two feet, whereas one of twenty-five feet has 
 been obtained for nearly that sum, taking the plant into consider- 
 ation, and for this magnificent result Mr. Kennedy deserves all 
 
301 
 
 the honour. In saying that the channel debt should be assumed 
 by the Government, let me say that I believe that no expenditure 
 which has been made on railways, canals, or other public works, 
 has been, will be, of such vital importance to the Dominion as a 
 whole, or will yet show such splendid results for the amount 
 expended, as that of the wo'rk we this day have officially opened." 
 
 As the work of deepening the channel to 25 feet 
 approached completion, the growth of the St. Lawrence 
 trade was seen to require still further improvement of 
 the channel, and the Harbour Commissioners of Montreal, 
 through the following representations, obtained permis- 
 sion, by an order-in-council passed 14th June, 1883, to 
 proceed with a further deepening to 2tJ feet at low water. 
 Here follow also the memorials and letters from the Har- 
 bour Commissioners, praying that the ship channel debt 
 be assumed by the Government and that the improvement 
 of the channel be treated as a public work. 
 
 Letter from the Acting Chairman of the Harbour Commissioners to 
 the Hon. H. L. JJangevin, C.B., &c., &c. 
 
 HARBOUR COMMISSIONERS OP MONTREAL. 
 
 Montreal, 1st December, 1880, 
 The Hon. H. L. Langevin, C.B., 
 
 &c., &c., &c. 
 DEAR SIR, 
 
 Feeling the importance and the urgent necessity for some 
 action regarding the Eiver and Lake Channel debt, the Board of 
 Harbour Commissioners have prepared a memorial to his Excel- 
 lency the Governor-in-Council on the subject which will be sent 
 up to-morrow. I have the honor now to send you herewith two 
 printed copies of the same, as also copies of the memorandum 
 submitted to the Hon. Minister of Public Works by this Board 
 in 1879. 
 
 I am requested to ask your most favorable consideration of 
 these documents, and I confidently trust the result will be satis- 
 factory to us. 
 
302 
 
 Will you be good enough to let us know when you will be in 
 a position to receive a deputation from this Board on the subject. 
 The time is getting short now, but the Board had hopes that you 
 would desire to take up the question before the meeting of Par- 
 liament. 
 
 Allow me also to ask if you have looked at the draft of the bill 
 sent by this Board to the Hon. Minister of Marine. Eecent 
 events on the river, added to representations by those interested 
 in its navigation, render it necessary that the powers asked for 
 in that bill should be obtained, and we trust you will secure its 
 passage the coming session. 
 
 If you desire it, a few more copies of the memorial will be sent. 
 
 With highest regards, 
 
 I remain, 
 Your most obedient servant, 
 
 HENKY BULMEE, 
 
 Acting Chairman. 
 
 Memorial from the Harbour Commissioners of Montreal to the 
 Governor-General, December, 1880. 
 
 To His Excellency the Eight Honorable Sir John Douglas Suther- 
 land Campbell, Marquis of Lome, P.O., K.T., G.C.M.G., 
 Grovernor-G-eneral of Canada, &c., &c., in Council assembled. 
 
 The memorial of the Harbour Commissioners of Montreal 
 represents respectfully, 
 
 That your memorialists feel it to be their duty to approach 
 your Excellency in Council, with reference to the important 
 work with the direction of which they are charged by the Gov- 
 ernment of the Dominion. 
 
 That on the 31st of March, 1879, they had the honor of sub- 
 mitting to members of your Excellency's Government a memo- 
 randum, (a printed copy of which is herewith enclosed,) setting 
 forth the progress that had been made since the year 1851 in 
 deepening and enlarging the channel through .Lake St. Peter, 
 showing that since the 12th June, 1851, the channel, which at 
 that time had only an available depth of 12 feet, had been so far 
 
303 
 
 improved and enlarged as to have a minimum depth of 22 feet, 
 and a minimum width of 300 feet. And that in order to attain 
 that measure of success, your memorialists had then expended, 
 out of the loan provided for by the 36 Vic., chap. 60, a sum of 
 $1,120,000, of which an outlay of about $500,000 was represented 
 by plant and machinery, all of which still remain on hand. 
 
 That since your memorialists submitted that memorandum, 
 they have continued the works for the improvement of the chan- 
 nel, and in so doing, a further sum of $304,000 was expended upon 
 them during the years 1879 and 1880, by means of which a large 
 portion of this channel has been further deepened to a minimum 
 depth of 25 feet. 
 
 That if your memorialists are permitted to continue their 
 operations during next season, they will be able to complete the 
 deepening of the entire channel to the above stated minimum 
 depth of 25 feet, and that the expenses of so doing will not exceed 
 the amount authorized to be raised, under the act above men- 
 tioned, for the purpose of deepening the channel to a minimum 
 depth of 22 feet at low water. The value of the plant and mate- 
 rials on hand being sufficient to cover the apparent excess of the 
 total expenditure above the sum of $1,500,000 contemplated by 
 the said act. 
 
 That while your memorialists do not deem it necessary to 
 trouble your Excellency with similar observations to those con- 
 tained in the said memorandum respecting the value and advan- 
 tages to the country and to its trade, of the work which they 
 have been mainly instrumental in carrying through during the 
 last 30 years, they beg leave to refer to those observations, and 
 to state that the further experience of two seasons confirms them 
 in the opinion they have expressed, as to the incalculable' impor- 
 tance to the Dominion of the improvement of the great marine 
 highway of the St. Lawrence. And they would urge upon your 
 Excellency's consideration the reasons given in that memoran- 
 dum for regarding the expenses of that improvement as properly 
 chargeable upon the revenues of the Dominion, rather than upon 
 those of the harbour of Montreal. 
 
 Your memorialists desire further to observe that public atten- 
 tion has been forcibly attracted, during the past seasons, to the 
 necessity for lightening the burdens upon shipping frequenting 
 
304 
 
 the harbours of the St. Lawrence accessible to sea-going vessels, 
 and more especially the harbour of Montreal ; not specially in 
 the interest of that harbour, but of the entire trade and shipping 
 of the Dominion, the prosperity of which depends upon estab- 
 lishing the charges upon shipping at rates which will compare 
 favorably with those of the northern and central harbours of the 
 United States. And with this view, some reduction of the exist- 
 ing rate of charges in the harbour of Montreal and its approaches 
 has been urgently pressed, both upon your memorialists and upon 
 the public generally. 
 
 That, as shown by the said memorandum, the interest paid 
 by your memorialists in 1878 upon the amount thus expended 
 under the act of 1873 was $46,949, and that during the year 1879 
 the increased expenditure increased the amount of interest paid 
 in that year to the sum of $54,532.72, while the total revenue of 
 the harbour from ships and steamers during the summer season 
 was only $58,417.50, shewing a margin only of $3,884.33 out of 
 the total receipts from sailing and steam vessels visiting the har- 
 bour, to assist in covering the maintenance of the harbour and 
 the payment of the debt appropriate to it, now amounting to 
 nearly $1,800,000. And that when the returns for the recently 
 closed season of navigation have been received, the results will 
 be in a similar proportion to those of the season of 1879. 
 
 That, from the foregoing statement of facts, it is obvious that 
 no reduction can be made upon the existing harbour dues, so long 
 as the harbour is held liable for the interest upon the expenditure 
 on the Lake St. Peter and river channel. And that, in fact, the 
 expenditure of the entire appropriation will throw upon the 
 harbour an annual payment, by way of interest, greater than the 
 entire present revenue of the harbour derived from sailing and 
 steam vessels. 
 
 That moreover, in order to maintain the position of the har- 
 bour of Montreal as the great terminal port for sea-going vessels, 
 improvements and extensions of various kinds are needed and 
 have been recommended by eminent engineers, which it is 
 impossible for your memorialists to contemplate making while 
 burtheried with the interest of the expenditure upon the river 
 channel. And that such improvements are as essential to the 
 maintenance and encouragement of the shipping trade of the*St. 
 
305 
 
 Lawrence as the reduction of the expenses to be incurred in 
 reaching and using ports on that river, and especially the harbour 
 of Montreal. 
 
 That, in view of the facts already stated, it is impossible for 
 your memorialists to contemplate any material improvement of 
 the harbour, or any reduction of rates, so long as they are 
 burthened with the interest upon the expenditure made in the 
 improvements of the channel of the River St. Lawrence ; and 
 they would respectfully urge upon your Excellency's considera- 
 tion the fact that the cost of those improvements to the channel 
 of the Rivei' St. Lawrence are as properly and justly chargeable 
 upon the country as the cost of the series of canals of which that 
 great highway forms the extension. And that there is no more 
 ground for throwing the burthen of those improvements upon 
 the harbour of Montreal, than there would be for imposing upon 
 the localities at the termini of the various canals of the Dominion 
 the expenses of constructing those canals. 
 
 That in the spring of the present year, your memorialists again 
 brought the said memorandum, and the facts and circumstances 
 which had afterwards transpired, under the notice of your Excel- 
 lency's G-overnment ; and that they then had the honor of receiv- 
 ing from members of your Excellency's Cabinet an assurance that 
 your Excellency's Government would be prepared to submit to 
 Parliament, at its next session, a scheme for the relief of the trade 
 by the St. Lawrence route, which would include the assumption 
 of .the debt incurred for the improvement of the lake and river. 
 
 That your memorialists communicated that assurance to the 
 public through the Board of Trade of Montreal and by other 
 means, and that it was received with great satisfaction. 
 
 Your memorialists therefore would respectfully and earnestly 
 urge upon your Excellency in Council that some measure be 
 taken for the relief of your memorialists and of the harbour of 
 Montreal from the share of the public burthen thus unjustly 
 imposed upon them, in order that your memorialists may avail 
 themselves of the portion of their revenue heretofore appropriated 
 to the payment of interest upon the cost of that public work, in 
 order to reduce the burthens upon shipping and to complete the 
 
 20 
 
306 
 
 improvement of the harbour of Montreal as the central shipping 
 port of the Dominion. 
 
 And your memorialists, as in duty bound, will ever pray. 
 
 (Signed) HENEY BULMEE, 
 
 Acting Chairman. 
 (Signed) H. D. WHITNEY, 
 
 Secretary. 
 HARBOUR COMMISSIONERS' OFFICE, 
 
 Montreal, 1st December, 1880. 
 
 Extract from Mr. Robertson's Statement, made at the Public Meeting 
 
 of the Board of Harbour Commissioners of Montreal, 
 
 12th January, 1882. 
 
 GENTLEMEN, 
 
 In reviewing the proceedings of the year I shall not take up all 
 the subjects in chronological order, but touch only on a few of the 
 more important which have been dealt with during the year. 
 Early in the year the Board made strong representations to the 
 Government that they should assume the cost of deepening the 
 lake and river channel. The Board are unanimous in the belief 
 that this work is fairly chargeable to the revenues of the Dom- 
 inion, and they have repeatedly memorialized the Government 
 accordingly. Deputations were sent to Ottawa and interviews 
 were had with several of the Ministers, who received us most gra- 
 ciously, and some of whom the deputations thought were consid- 
 erably interested, if not quite convinced that the position assumed 
 was defensible. 
 
 It was found, after great labor and trouble, that the Government 
 could not entertain, at that time, the proposal for the assumption 
 of the debt, and, as a temporary expedient, it was ultimately 
 arranged that the Government, in order to facilitate the reduction 
 of the harbour dues, should introduce a bill that the interest on 
 the money advanced for the purpose of deepening the ship chan- 
 nel, should be reduced from 5 to 4 per cent., and also that the 
 sinking fund should be deferred. These two items, amounting to 
 
307 
 
 about $30,000, coupled with the large revenue of the previous 
 year (1880), enabled the Board to consider the question of the 
 reduction of dues on goods and vessels. The tariff of dues on 
 goods was remodelled, simplified and reduced, so as to produce an 
 estimated reduction of about 22J- per cent, on these items. The 
 tonnage dues on ships were reduced exactly 33 j- per cent. ; the 
 total proposed reduction averaged 25 per cent, of the revenue for 
 1880. 
 
 In connection with the reduction of harbour dues, an effort 
 was also made to get the canal tolls reduced on Class 4 or the 
 unenumerated list, the tolls on which yielded but little revenue, 
 being practically prohibitory on many articles. The proposal of 
 the Board was that these goods should, going westward, having 
 paid the St. Lawrence Canal tolls, be free from the Welland Canal 
 tolls, and coming eastward, having paid the Welland Canal tolls, 
 they should be free of the St. Lawrence Canal tolls. The Hon. 
 John Henry Pope, then Acting Minister of Eailways and Canals, 
 reported favorably to Council, and an order-in-council was passed 
 carrying out the recommendation of the Board. The results for 
 the season are not yet obtained, but when compiled will no- doubt 
 prove favorable, and the coming year will doubtless prove still 
 more so, as the change took place too late to be of any great 
 benefit to the early shipping of last season. * 
 
 Report by John Kennedy, C. E., Chief Engineer of the Board, on the 
 further deepening to 27J- feet, 25th January. 1882. 
 
 HARBOUR COMMISSIONERS OP MONTREAL, 
 
 Chief Engineer's Office, 
 MONTREAL, 25th January. 1882. 
 H. D. WHITNEY, ESQ., 
 
 Secretary- Treasurer. 
 
 SIR, 
 
 In compliance with the instructions of the Board, I beg to 
 report upon the further deepening of the ship channel between 
 Montreal and Quebec to 27 J feet, and also to furnish an estimate 
 of the cost. 
 
308 
 
 FROM QUEBEC TO CAP CHARLES, a distance of 50 miles, there are 
 some points where it is rather doubtful if there is a clear depth 
 of 27J- feet at low water in the present course of vessels, but it is 
 believed that there would be no difficulty in obtaining this depth, 
 either by slight changes in the course or by clearing away insig- 
 nificant obstructions. 
 
 FROM CAP CHARLES UPWARD, the extent of the work to be done 
 has been carefully ascertained by special surveys extending over 
 an aggregate of seventy-seven miles of the channel, as also by 
 sweeping over the bottom of the remaining portions with guage- 
 bars set at the required depth. 
 
 The nature of the materials to be dealt with, and the rate and 
 cost at which they can be removed, are also well known from 
 actual experience in the dredging now in hand, and from borings 
 to greater depths at doubtful points. 
 
 This information shows that there would be no special difficul- 
 ties met in the proposed further deepening, and that it would 
 simply be 2J feet deeper cutting in all places already dredged 
 over, and an extension in area due to other places where there 
 are shoals with over 25 and less than 27J- feet depth of water. 
 
 For the larger vessels, which would be expected to use the deeper 
 channel, all bends and places of any special difficulty in naviga- 
 tion would also require to be widened out to one and a half times 
 or to twice the width of the straight-dredged channels, which are 
 generally 300 feet in breadth. 
 
 The floating plant on hand and engaged in the present deepen, 
 ing would be adequate in extent, and in the main, well adapted to 
 the further deepening, but some alterations in the dredges would 
 be necessary to enable them to reach the extra depth without loss 
 of time during high water. It would be wise also, if the increased 
 work be undertaken, to strengthen and improve them, so as to 
 enable them to work more rapidly, and thus lessen both the cost 
 and time for the completion of the work. . Their efficiency has 
 already been improved to about two and a half times greater than 
 at the commencement of the recent work, and though not now 
 surpassed by any dredges of which records are obtainable, they 
 could, at a reasonable cost, and by special adaptations to their 
 work, be still further improved in their working rate. 
 
309 
 
 If this be done, this work could, I estimate, be completed in five 
 summers' dredging. 
 
 As regards cost, the expenses of the dredging fleet for the past 
 few years have averaged about $140,000 per annum; but with 
 heavier repairs, as the vessels grow older, and the increased price 
 of labour and fuel, it would not be safe in future to reckon upon 
 less than $160,000 a year. 
 
 Upon this basis, I estimate that the cost of increasing the depth 
 of the channel from 25 feet at ordinary low water, as now in 
 progress, to 27J feet as proposed, and for a width of 300 feet in 
 the straight portions, and 450 to 600 feet in bends and difficult 
 places, would be : 
 
 For improving the dredging plant $ 60,000 
 
 Working and maintaining the same 5 years, at 
 
 $160,000 per annum 800,000 
 
 $860,000 
 
 I may add, as bearing upon the matter, that the cost of the new 
 dredging plant specially purchased for the deepening to 25 feet 
 now in progress, together with the equipment of the shipyard 
 
 ;and shops at Sorel, is $534,810 
 
 In addition to this there has been appropriated to the 
 work, dredging plant formerly on hand to the value 
 of about 100,000 
 
 $634,810 
 Yours respectfully, 
 
 (Signed,) JOHN KENNEDY, 
 
 Chief Engineer. 
 
 NJ3. Accompanying this is a small scale profile showing the 
 principal points at which deepening would be required. 
 
310 
 
 Memorial of the Harbour Commissioners of Montreal to the 
 Governor-General, November, 1882. 
 
 To His Excellency the Right Honorable Sir John Douglas 
 Sutherland Campbell, Marquis of Lome, P.O., K.T., G.C.M.G., 
 Governor-General of Canada, &c., &c., in Council assembled. 
 
 The memorial of the Harbour Commissioners of Montreal 
 respectfully represents : 
 
 That your memorialists desire again to approach your Excel- 
 lency in Council, regarding the debt incurred in improving the 
 ship channel of the River St. Lawrence, between Montreal and 
 Quebec, and the further prosecution of this work. 
 
 That on the 1st of December, 1880, your memorialists had the 
 honor of making certain representations to your Excellency in 
 Coun&il on this subject, with a view to obtaining some assistance, 
 and they were so far successful that by the Act 44 Yic., chap. 
 7, the rate of interest on the amounts advanced the Commis- 
 sioners by the Government was reduced from 5 per cent, to 4 per 
 cent, and the obligation imposed on the Trust by the Act 36 
 Yic., chap. 60, to provide a sinking fund to pay off the said 
 advances, was cancelled. And, further, by the Act 45 Yic., 
 chap. 44, an additional loan of $280 r OOO was made on the same 
 terms, towards enabling the Commissioners to complete the ship 
 channel to 25 feet at low water. 
 
 That in consequence of this reduction of interest, your memo- 
 rialists were enabled to reduce the tonnage dues on shipping 33J- 
 per cent., to that extent cheapening the St. Lawrence route. 
 
 That the grants made to the Commissioners amounting to 
 $1,780,000, have now been expended, and the 25 feet depth of 
 water has been obtained, except at Cap La Roche, where vessels 
 are obliged to take advantage of the high tide in order to Jiave 
 the full benefit of the improved channel. This should be further 
 deepened two feet, and, at some of the bends and places where 
 cross-currents exist, the channel should be widened to insure 
 greater safety. 
 
 That your memorialists would further desire to observe that 
 although the improvements now made are of great advantage to 
 the trade by the St. Lawrence, it is generally admitted that the 
 
311 
 
 depth of water must still be increased to meet the demands of 
 trade and enable the St. Lawrence route to successfully compete 
 with American ports. 
 
 Your memoralists would also state that they have a large and 
 valuable dredging plant and experienced staff for the further 
 carrying on of these operations, and it would seem injudicious to 
 allow the same to be dispersed, in view of the facts herein stated. 
 That for the further improvements of the river, additional dredg- 
 ing to the extent of 2 feet is required, and it is estimated that 
 this would cost about $900,000 and that the work could be accom- 
 plished in five years. 
 
 Your memorialists would further draw your attention to the 
 fact that of the $1,780,000 expended, $575,000 was paid for plant 
 alone, leaving $1,205,000 as the cost of work already done, in 
 deepening the channel from 20 to 25 feet. Should the deepening 
 be now continued, this plant is available for it, but should the 
 work be stopped, and the plant disposed of, and should it after- 
 wards be found desirable to resume, a similar outlay would 
 require to be made before operations could be again commenced. 
 
 That it is expected, in five years time, that the Canadian Pacific 
 Railway will be completed from British Columbia to the St. 
 Lawrence, when, it is believed, an enormous development of 
 traffic will take place. Your memoralists are, therefore, most 
 anxious that the requirements of this new trade should be anti- 
 cipated and provided for, both by increased depth in the fiver 
 and accommodation in the harbour. Your memorialists are 
 unable to undertake both, but should the Government be pleased 
 to relieve them of the ship channel, they will then be able to in- 
 crease the accommodation in the harbour. 
 
 Your memorialists would also observe that large grants are 
 annually voted by Parliament for the improvements of harbours 
 and rivers in all parts of the Dominion, while Montreal, the 
 central shipping port in the country, has, since confederation, 
 received no grants whatever, and has not only constructed her 
 own harbour works, but has been obliged to incur large obliga- 
 tions for the improvement of the ship channel of the St. Law- 
 rence, a work which they think is as much a public work as the 
 enlargement of the canals, it being part of the great national 
 waterway to Ontario and the Northwest. 
 
312 
 
 That as a further evidence of the additional burdens which are 
 imposed upon the revenues of the Trust, your memorialists would 
 state that, since 1873, it has fallen to them to maintain the buoys 
 and beacons on the river from Montreal to Portneuf, and in doing 
 so, they have expended upwards of $70,000, and have only received 
 from your Excellency's Government the sum of $7,000 on account 
 of said disbursements. Your memorialists would beg to remark 
 that they consider this service should be carried on at the public 
 expense, as is done elsewhere in the Dominion, and should be 
 permanently provided for, as a charge upon the public revenue. 
 
 That your memorialists would also call your attention to the 
 fact that the revenues of the Trust are all required for the due 
 maintenance and improvement of the harbour, the payment of 
 the interest on the harbour debt proper, and of the interest to the 
 Government on the above-mentioned loans, which latter sum now 
 amounts to $71,200 per annum, and on which account nearly 
 $400,000 has been paid to the Government out of revenue during 
 the progress of the work. 
 
 That were the Government to assume the debt and the further 
 deepening of the channel, your memorialists would be enabled to 
 abolish the tonnage dues, which in 1880, the year before the 
 reduction of tonnage dues already referred to took place, 
 amounted to $78,765, and which, if accomplished, would be an 
 important concession to the shipping interests of the Dominion. 
 
 Your memorialists are aware that the Government is having 
 the channel between Cap la Roche and Quebec carefully examined 
 for suspected obstructions, and they urge that a similar examina- 
 tion be made at Crane Island, below Quebec, where deep draught 
 vessels can only pass at certain stages of the tide, and that such 
 improvements as may be found necessary should be made. 
 
 That your memorialists view with considerable anxiety the 
 action of New York State, by the recent vote in proposing 
 to entirely abolish the tolls on the Erie Canal, which will no 
 doubt be carried into effect, and be a direct blow at the St. Law- 
 rence route ; they would therefore respectfully urge your atten- 
 tion to this subject. 
 
 Your memorialists would further call special attention to the 
 fact that at the American seaports, with which the St. Lawrence 
 must compete, the approaches to the harbours are improved 
 
313 
 
 entirely at the cost of the United States Government, and with- 
 out charge against the harbours. Within the past few years, 
 there has been thus expended by them over $15,000,000 for the 
 ports of Boston, New York, Philadelphia, Baltimore, and New 
 Orleans, for works which are exactly analagous to the improve- 
 ment of the ship channel of the St. Lawrence, with which its 
 shipping is now burdened. 
 
 Your memorialists would, therefore, for these and other 
 reasons, most respectfully and earnestly request that the repre- 
 sentations herein contained may receive the serious and favour- 
 able consideration of your Excellency in Council, and that such 
 steps may be taken as will relieve the harbour of Montreal of the 
 burdens above referred to, and at the same time admit of the 
 further improvement of the river, as herein suggested. 
 
 And your memorialists, as in duty bound, will ever pray. 
 
 ANDKEW KOBEKTSON, 
 
 Chairman. 
 H. D. WHITNEY, 
 
 Secretary. 
 Harbour Commissioners' Office, 
 
 Montreal, 15th November, 1882. 
 
 Extract from Mr. Robertson's Statement, made at the Public 
 
 Meeting of the Board of Harbour Commissioners of Montreal, 
 
 Sth February, 1883. 
 
 GENTLEMEN, 
 
 Another year has passed away, but its history will be remembered 
 as one of unusual interest to this Trust. Last year the Harbour 
 Commissioners found that the loan of one and a half million dollars 
 would not complete the channel to 25 feet, and therefore applied to 
 the Government for an additional advance of $280,000, which was 
 granted them ; the Commissioners paying as usual the interest for 
 the same. 
 
 This sum enabled the works to be carried on, and on the 3rd 
 October the channel was formally opened, 25 feet having been 
 
314 
 
 attained all along the river, except at Cap Charles and Cap la Eoche, 
 where it is necessary to pass at high tide, as, at lowest water, there is 
 only 22 feet ; this should be deepened two feet more to make it regularly 
 available at half-tide, so as to prevent delay in waiting for high water. 
 
 The Commissioners again memorialised the Government as to the 
 expediency of their assuming the debt incurred for this deepening ; 
 they also laid the case as strongly as they could before them by a 
 personal visit to Ottawa, where they were courteously received and 
 their arguments listened to, receiving the assurance that it would 
 receive the most favourable consideration of the Government. The 
 Commissioners are not without hope that, if it is not immediately 
 done, the time is not far distant when this measure of justice will be 
 accorded to the great national waterway of the Dominion of Canada. 
 
 In this connection there came into my hands the other day, 
 through the kindness of Sir Francis Hincks, copies of a series of 
 letters on this subject; they show that, forty years ago, the deepening 
 of the channel was then receiving the careful attention of Govern- 
 ment, and was begun as one of the public works of Canada. These 
 are too long to read here, but they are of such historic value that 
 they will be printed as an addenda to the report for this year.* 
 
 The Commissioners also memorialised the Government as to the 
 further deepening of the Channel, and recommended that, seeing the 
 plant was of such consequence and of so great a value, that before 
 disposing of the same and dispersing the well-trained crews, another 
 cut. of 2J feet should be made, at an estimated cost of $860,000, or 
 under $900,000. The nearness of the estimates for the 25 feet chan- 
 nel to the amount expended, considering the value of the plant on 
 hand, was surprisingly close, and they, therefore, had no hesitation 
 in urging this view upon the Government, convinced that the result, 
 when accomplished, will be found within the sum named. 
 
 Mr. Kennedy made a report, dealing with the subject, which was 
 also forwarded to the Government, objections having been made by 
 some that it would be impossible to further deepen, and that it will 
 cost millions, &c., but these are mistaken views, and in corroboration 
 of Mr. Kennedy's views, a report has been received from Thomas C. 
 Keefer, Esq., endorsing Mr. Kennedy's report, and recommending 
 in future even a greater depth. 
 
 * See this pamphlet, pages 65 to 82. 
 
315 
 
 These two questions are now being considered by the Government,, 
 and the Commissioners hope they will be dealt with in a proper 
 spirit ; should all that has been asked for not be granted, it is to be 
 hoped that such measures of relief will be afforded as to further 
 relieve the shipping trade, and help to secure for the St. Lawrence 
 route a fair share of the traffic passing from the boundless West to 
 the eastern continent. 
 
 Under any circumstances, it will be a great mistake to allow the 
 fleet to go to waste and the skilled workmen to be dispersed, should 
 it be afterwards found that it is advisable or become necessary ta 
 continue the work at some future time. * * 
 
 Eeport by T. 0. Keefer, C.E., on the further deepening to 27 J- 
 feet. 25th January, 1883. 
 
 SAX GABRIEL, CALIFORNIA, 
 
 20th January, 1883. 
 JOHN KENNEDY, ESQ., 
 
 Chief Engineer, 
 Harbour Commissioners. Montreal. 
 
 DEAR SIR, 
 
 I beg to acknowledge the receipt of your letter of 21st ult., inform- 
 ing me that you are directed to ask, for the information of the Har- 
 bour Commissioners, my opinion " as to the feasibility of deepening 
 the ship channel between Montreal and Quebec to 27^- fe.et, or pos- 
 sibly to 30 feet at low water the effect of such further deepening on 
 the level of water in the harbour of Montreal and elsewhere and 
 upon any other point I may deem important." I have received, in 
 connection with this, a profile of the river bottom, showing charac- 
 ter of materials met with in dredging for 25 feet depth. I also learn 
 that test-borings have been made at Point-aux-Trembles, Mcolet 
 Traverse, Port St. Francis, Champlain and Batiscan Traverse, to a 
 depth of 30 feet at low water, and that, in all cases, the material is 
 practically uniform to this depth ; that in certain parts of the Con- 
 trecoeur channel, and in many places in Lake St. Peter, screw 
 anchors and poles have been put down to a much greater depth 
 without revealing any change. Also that in the shale rock of Cap- 
 
316 
 
 Charles and Cap la Eoche many borings for " lewis bolts " and for 
 blasts have been made to depths of about 26 feet at low water, and a 
 few to greater depths without meeting strata different from those 
 already dredged. 
 
 There does not seem to be any reason to doubt the feasibility of 
 deepening the ship channel to 27 J or 30 feet (the practicability of 
 doing so is undoubted, as it is at most a question of expense) with- 
 out greater difficulties or greater relative expenditure than have been 
 encountered in the deepening already attained, and without injurious 
 effects on the levels of the river. The only rock encountered is 
 shale removable by dredging ; and as this is a formation known to 
 be elsewhere of great thickness, it is more than probable that it will 
 everywhere extend below the 30 feet line, as I understand it has done 
 in some of the cases where borings have been made. So much of the 
 work of deepening the ship channel has already been done effici- 
 ently and economically, that the cost of completion can be closely 
 determined, and to the alterations in the dredges which will be 
 necessary to enable them to reach the extra depth, those you recom- 
 mend to improve their working rate will no doubt -be added, so that 
 the proportional cost of the new work to that whicn has already been 
 done will not be increased. The great result within the reach of the 
 Harbour Commission can be obtained at a comparatively small ex- 
 penditure, in consequence of the very large and efficient dredging 
 plant on hand, which has cost over $600,000, and is in itself nearly 
 half the battle. 
 
 I do not tjiink that the deepening of the ship channel to 30 feet 
 can have any effect on the level in the harbour of Montreal, because 
 that level is governed by the contraction of the channel at He Ronde 
 and the general condition of the river's breadth and depth thence to 
 Lake St. Peter. The effect at other points (below Montreal) will be 
 extremely slight and local, confined to the points where dredging is 
 done, and will not reduce the navigable depth of the river any- 
 where. In cutting through a shoal of greater or less extent thera 
 will probably be a lengthening of the slope of the surface current or 
 ripple at that shoal at the point where the cutting is made, but no 
 effect will be produced on the surface of the deep reaches above that 
 shoal, the water of which cannot be permanently lowered, so long as 
 there is as much coming into that reach as there is going out of it, 
 which obviously must be the condition of things all over the St. 
 
317 
 
 Lawrence at the same period of time. No amount of deepening at a 
 point can increase the general discharging capacity of the river, 
 which increase could alone lower its levels at that point. Moreover, 
 the dredged channel is insignificant as compared with the general 
 dimensions of the St. Lawrence, a general enlargement of which 
 w r ould be necessary in order to lower its level between Montreal and 
 Lake St. Peter. In this lake, where the greatest length and depth of 
 dredging has been done, no permanent lowering of its level can be 
 artificially produced, on account of the tide and the great expanse of 
 surface, the level of which is not seriously affected by the short dura- 
 tion of the ebb, though subject to variations by freshets, winds and 
 tides. In the 50 miles of river above this lake, there are a dozen points 
 where deepening has been done, aggregating about thirteen miles, 
 between 25 and 30 per cent, of the whole distance. In the reaches 
 between the points of dredging, the depths range between 40 and 50 
 feet generally. The river in these sections cannot be disturbed in 
 its regimen by any local effect produced by the dredge on the shoals 
 below them. If more water passes at the dredged channel, less will 
 pass the shoals at other points, and as all the dredged material is 
 dropped in the river, it is obvious that it can, if found desirable, be 
 so deposited as to leave the discharging capacity at the shoal as 
 before. 
 
 I think, however, that the most satisfactory evidence of the pro- 
 bable effect of increased deepening is that which is afforded by 
 experience. A channel 300 feet wide has been excavated through 
 the bed of Lake St. Peter for a distance of over 17 miles continu- 
 ously, much of it to a depth of 14 feet below lake bottom^ and a 
 similar channel has been cut through all the shoals above, between 
 this lake and Montreal, without disturbing the ordinary levels of 
 the St. Lawrence either in the harbour of Montreal, or elsewhere. 
 If this has been the result of cutting through shoals to the extent of 
 14 feet, in many cases, there is little reason to fear the effect of an 
 additional 2^- or 5 feet of deepening. 
 
 The river level, below Montreal, depends upon the levels of the 
 Ottawa and St. Lawrence rivers above that point, and if lower water 
 than usual has been observed since the dredging operations were far 
 advanced, as in 1879, it will be found to have been general and as 
 unprecedented above Montreal as below it. 
 
 As to the general question the policy of further deepening at the 
 
318 
 
 present time every consideration seems to favour it. Ocean steamers 
 are built and building with a load line requiring more than 25 feet 
 depth of canal, a greater depth being needed in a narrow channel 
 than in a wide one. These vessels should, if possible, be enabled to 
 ascend to Montreal in the interest of the whole Dominion west to the 
 Rocky Mountains. Practically, ocean freight with foreign ports will 
 be the same to and from Montreal as to and from any port in the 
 river below it, perhaps more favourable, as Montreal must continue 
 to be the best point for finding outward cargo. Glasgow has drawn 
 the ocean vessel from Greenock, Manchester is seeking to extend 
 ship navigation from Liverpool, and Paris from Rouen, for economic 
 considerations. 
 
 The possession -of the " plant " enables the Harbour Trust to con- 
 tinue the work now as fast or "as slowly as its available means may 
 determine. 
 
 It would be deplorable if this great work of the ship channel were 
 stopped at a point where it is so near meeting every requisition which 
 may be made upon it, so near making Montreal accessible for any 
 draft of vessel as the best harbours on the Atlantic coast or else- 
 where. The depth' aimed at from time to time during the last forty 
 years has never yet been with the view of meeting every emergency, 
 but has rather been experimental and more a financial than a com- 
 mercial question. Before 1850 the depth provided for was 16J feet 
 at low water. After that date, it was decided to extend to 20 feet, 
 not that 20 feet was the proper figure, but it was as much as could 
 be carried at the time, though only a step in the right direction. Up 
 to this time, opposition was variously based on the assertion that the 
 channel would fill up, but the success attending the attainment and 
 maintenance of this depth extended it to 25 feet, which, valuable as 
 it is, is insufficient at low water for vessels of 25 feet draught and 
 over, such as are now to be found on the Atlantic. Another five 
 feet will certainly be a final demand and no doubt less than that 
 depth will serve for 'some time to come. In all cases when the shoals 
 are very short, it will be as well to go to the fuller depth at once, as 
 the time for reaching the ground, mooring, etc., and the preparations 
 required, form, for a small amount of dredging, so large a proportion 
 of the cost. 
 
 If what has been undertaken, in the past, was warranted by the 
 then condition of things, a fortiori, present prospects and necessities 
 
319 
 
 make it imperative that the chief Dominion seaport should be placed 
 upon a par with any American one, as to its accessibility by the 
 largest ocean vessels. Montreal, a fresh water seaport, 250 miles 
 above salt water, and nearly 100 miles above tide, is nearer to Europe, 
 the market, and nearer to the great grain and provision areas of this 
 continent, the sources of supply for that market, than any of her 
 Atlantic competitors in that trade, not excepting New York, the 
 great emporium of the export and import trade of the United States. 
 She is the terminus of the longest inland water communication 
 between the Atlantic and those areas, and has two distinct railway 
 systems of the first magnitude, to supplement and perfect her com- 
 munication with the interior the Grand Trunk, in full operation, 
 and the Canadian Pacific, an assured reality in the near future, 
 besides the more than probable future extension of the Northern 
 Pacific Eailway to tide water by its shortest route, Sault Ste. Marie 
 and the Ottawa Valley. Nor is it improbable that a trunk line on 
 the south side of the St. Lawrence will sooner or later connect 
 Northern and Western New York, Western Pennsylvania and Ohio, 
 and points beyond, with the coolest route for grain and provisions 
 and the most favorable one for live stock by reason of the extent of 
 river and gulf navigtaion and the minimum of ocean transit. With 
 such a position and prospect nothing but poverty can warrant any 
 delay in making the Canadian New York accessible to the largest 
 ocean steamers. I fully recognize the grave objection to burdening 
 the commerce of the port with an expenditure for a work which is as 
 much a public one as the canals and harbours above or below it. The 
 rivers and harbours of the inland waters of the United States are 
 recognized as Federal works, and this is the case in Canada with 
 respect to the St. Lawrence at all other points, the navigation of 
 which is exclusively under Dominion control. I believe, therefore, 
 that the entire assumption of this work by the Dominion is but a 
 question of time (and that a very short time), and there is certainly 
 no national expenditure to which the surplus revenues of the Federal 
 Government can be more usefully devoted than that which brings 
 the largest ocean vessels within the greatest possible proximity to the 
 heart of the continent. 
 
 I remain, 
 
 Your obedient servant, 
 (Signed,) THOS. C. KEEFEK. 
 
320 
 
 Letter from Andrew Robertson, Esq., Chairman of the Harbour Com- 
 missioners of Montreal, to the Hon. Sir Hector JJangemn, 
 K.C.M.Gr., C.B., inclosing a letter from John Kennedy, Esq., 
 Chief Engineer. 
 
 HARBOUR COMMISSIONERS' OFFICE, 
 
 MONTREAL, 19th April, 1883. 
 
 HON. SIR HECTOR LANGEVIN, K.C.M.G., C.B., 
 
 Minister of Public Works, Ottawa. 
 SIR, 
 
 I -ain instructed by the Board of Harbour Commissioners to state- 
 that at their meeting yesterday, their attention was called to a com- 
 munication which appeared in the Quebec Chronicle, from Joseph 
 Shehyn, Esq., President of the Quebec Board of Trade, addressed to 
 yourself, against the further deepening of the ship channel between 
 Quebec and Montreal, at the public expense ; and while the Com- 
 mission do not wish to trouble you unnecessarily, as you are already 
 so well aware of the facts, yet they are of opinion that Mr. Shehyn's 
 letter should not be allowed to pass without comment. 
 
 You are already aware that the harbour of Montreal is a work 
 entirely apart from that of deepening the channel, and that the 
 expenditures are kept entirely separate. 
 
 In 1867, when Confederation took place, the indebtedness of the 
 harbour of Montreal was as nearly as possible $1,126,000 ; since that 
 time, there has been expended on the harbour proper over $1,520,000, 
 making in all $2,646,000 ; the present indebtedness is $1,881,000, 
 being a difference of $765,000, which has been paid out of the revenue. 
 It may be safely assumed that the harbour of Montreal, which means 
 from Windmill Point to Longue Pointe, has cost over three million 
 dollars, towards which expenditure the Federal and Local Govern- 
 ments have never contributed one cent, nor do the Harbour Commis- 
 sioners propose that they should do anything of the kind. They 
 borrow the money on their own harbour bonds, which have no 
 guarantee from the Government, and they have paid their interest 
 regularly, which at present is a yearly charge of $114,000. 
 
 This statement will at once eliminate any reference in Mr. Shehyn's 
 letter to the harbour of Montreal as a charge upon the Government,, 
 for either guarantee of principal or interest, whereas he admits that 
 
321 
 
 the Harbour Commissioners of Quebec get the money they require 
 advanced by the Government for harbour improvements in Quebec, 
 while the Montreal Harbour Commissioners are obliged to borrow 
 from the public at much higher rates. 
 
 As to the deepening of the ship channel, he says " that from 
 1856 to 1867 the Harbour Commissioners of Montreal had spent for 
 deepening the channel through Lake St. Peter a sum of $1,164,235, 
 which was assumed by the Government." Admit the fact, what does 
 this prove ; that the Government of the day considered the deepening 
 of the ship channel as a public work. 
 
 On the other hand, we cannot look upon the work in any other 
 light than as one of the public works of the Dominion and beneficial 
 to the commerce of the country at large. The work was at first 
 undertaken by the Government and carried out by dredging plant 
 belonging to the Government and under the oversight of the Depart- 
 ment of Public Works,, in precisely the same way as the channel 
 through Lake St. Clair, the St. Lawrence Canals or any other great 
 public works were carried out. Subsequently, the further deepening 
 of the ship channel to 20 feet was handed over to the Harbour Com- 
 missioners of Montreal, but it was inspected by the Chief Engineer 
 of Public "Works, and the cost assumed, as already mentioned, by the 
 Government, thus again placing it on the same footing as other public 
 works. 
 
 Mention has already been made of the deepening of the ship 
 channel between Lakes Erie and Huron, which has been done by 
 Government as a public work, and we think properly so. It is an 
 improvement of the great national water way from the ocean to the 
 upper lakes, and as such is certainly in the interest of the Domin ion 
 at large. The Galops, on the Upper St. Lawrence, is another point 
 being deepened by Government, and at enormous expense in propor- 
 tion to the extent of Avork. And precisely the same reasons which 
 have caused these to be looked upon as public works, apply to other 
 parts of the river. There is no reason for the deepening of the Lake 
 St. Clair Flats, the Detroit River and Upper St. Lawrence by Gov- 
 ernment, which does not apply with tenfold force to the deepening 
 of Lake St. Peter Flats and the St. Lawrence below Montreal by 
 Government. They are simply sections of the same work, but the 
 part between Montreal and Quebec is vastly the most important. 
 
 The authority under which the further deepening to 25 ft. has just 
 
 21 
 
322 
 
 been finished is an Act of the Dominion Legislature passed in May, 
 1873 (36th Viet., chap. 60), authorizing the Government to contract 
 a loan to defray the expenses, and the work to be performed, either 
 by the Harbour Commissioners of Montreal, or in such other manner 
 as the Governor-in-Council might determine, but to be under the 
 superintendence of the Department of Public Works. The authority 
 to proceed was given the Harbour Commissioners of Montreal in 
 terms of this Act, and under it the work has been executed ; that is 
 to say, the Harbour Commissioners have, in fact, acted as the agents 
 of the Government so far as the execution of the work was concerned. 
 
 The money advanced by the Government is now $1,780,000, on 
 which the Harbour Commissioners of Montreal have regularly paid 
 the interest out of the harbour revenue, just as Mr. Shehyn admits 
 that the Government have advanced money for the Quebec Harbour 
 Improvements the difference being that the Government have ad- 
 vanced in the case of Quebec for local improvements and in the ship 
 channel case, we think, for public improvements. 
 
 The lake and river improvements have cost since Confederation to 
 date, including plant, $1,780,000, for deepening the channel from 
 20 to 25 feet, and the Commissioners are of opinion that the same 
 should be further deepened to the extent of 2J feet, at a cost of say 
 $860,000 to $900,000. It is this debt and the further deepening of 
 the channel which the Commissioners wish the Government to assume, 
 as they are fully and unanimously of the opinion that the channel is 
 a public work of benefit to the whole Dominion, and is not a local 
 work, as is the improvement of the harbour of Montreal. Now, sup- 
 posing that the Government were to assume the debt, and to agree to 
 further grant the needed sums to deepen the channel to 27-J feet, it 
 would come to $2,680,000, but as the plant, after 27J feet is obtained, 
 would certainly yield one-third of the cost, deducting say $180,000, 
 would leave two and a half millions as the cost of a 27 J feet channel, 
 at an annual charge of one hundred thousand dollars a year at 4 per 
 cent. 
 
 Mr. Shehyn takes exception to this and says : " It is a well known 
 fact such a work as they propose handing to the Government would 
 likely cost a couple of millions." 
 
 What is his authority for this statement 1 I have given you Mr. 
 Kennedy's report and also Mr. Keefer's, endorsing the same, as you 
 will see in the Harbour Eeports for 1882, pp. 14-22, copy of which 
 
323 
 
 is herewith. The accuracy of Mr. Kennedy's estimates heretofore is 
 a good guarantee that he is again correct, and the Board have implicit 
 confidence in his estimates, but to prevent any doubt, I enclose copy 
 of letter from him on this point, appended herewith. 
 
 The Commissioners regret extremely that Mr. Shehyn should have 
 introduced into his letter so much sectionalism. He seems to forget 
 that it is not the ports of Quebec and Montreal who are to fight each 
 other, but that it is the St. Lawrence ports in summer and the Domi- 
 nion Atlantic ports in winter, as against the Atlantic ports of the 
 United States all the year round. 
 
 It is on this broad ground that the Commissioners base their case, 
 and they consider that, for the money expended and to be spent, the 
 deepening of the ship channel is decidedly the cheapest and most 
 useful work that the Government could undertake. 
 
 I have the honor to be, sir, 
 
 Your most obd't. servant, 
 
 (Signed,) ANDREW ROBERTSON, 
 
 Chairman. 
 
 HARBOUR COMMISSIONERS OF MONTREAL, 
 Chief Engineer's Office. 
 
 MONTREAL, April 18th, 1883. 
 
 Andrew Robertson, Esq., 
 
 Chairman, &c. 
 
 DEAR SIR, 
 
 I beg to acknowledge the receipt of your letter of to-day, calling 
 my attention to the letter of Joseph Shehyn, Esq., President of the 
 Board of Trade of Quebec, published in the Quebec Chronicle of the 
 16th instant; and particularly to that part of the letter relating to 
 the estimate for continuing the deepening of the ship channel 
 between Montreal and Quebec to 27J- feet. 
 
 Mr. Shehyn, I find, questions the sufficiency of the estimate of 
 $800,000 to $900,000, and says that it is a well-known fact that such 
 a work would likely cost a couple of millions. 
 
324 
 
 On this I beg tq remark, and with every respect, that Mr. Shehyn 
 is entirely mistaken, and what he calls a well-known fact is only 
 some one's guess. On the other hand, the Harbour Commissioners of 
 Montreal, from their dredging in the ship channel for over 30 years 
 past, know precisely the extent and character and cost of the work, 
 and from these data, the cost of continuing is readily and accurately 
 estimated, subject only to such variations as may occur in wages and 
 the price of fuel and stores. 
 
 It is not a new work, nor even a work in new and untried places ; 
 but, with insignificant exceptions, it is simply continuing, on well- 
 known ground and by well-tried methods. 
 
 In the eight working seasons just past, we have, as a matter of fact, 
 deepened the channel five feet, that is, from a depth of 20 feet to 
 one of 25 feet, at a cost of $1,780,000, including $534,810 for the 
 purchase of plant, which plant is now on hand for going on with the 
 work. The cost of deepening, apart from the purchase of plant, has 
 therefore been about $625,000 for each 2-J feet, and obviously, with 
 plant already on hand, my estimate of $860,000 is an ample one for 
 the next 2J- feet required to attain the proposed depth of 27J feet. 
 
 Yours respectfully, 
 
 (Signed,) JOHN KENNEDY, 
 
 Chief Engineer. 
 
 Extract from )lfr. Robertson's Statement made at the Public Meeting 
 
 of the Board of Harbour Commissioners of Montreal, 
 
 'nth January, 1884. 
 
 GENTLEMEN, 
 
 The most important matter during the past year which the Com- 
 missioners had to deal with in connection with the Trust reposed in 
 them, was application made to the Government and Parliament to 
 pass an act granting a loan of $900,000 for the further deeping of 
 the channel to 27^- feet. 
 
 This encountered very great opposition in various quarters, the 
 more so as the Commissioners suggested that the deepening in the 
 
325 
 
 past, as well as in the future, should be treated as one of the public 
 works of the Dominion, and not as a local work. 
 
 The President of the Board of Trade of Quebec addressed, under 
 date of 10th of April last, a letter to the Hon. the Minister of Public 
 Works against these views. 
 
 Under date of 19th same month, a letter was addressed by the 
 Board to the Hon. the Minister of Public Works in reply, answering 
 the same (copy which has been already published in the papers, but 
 is hereto appended). The result being, that after repeated deputa- 
 tions to Ottawa as well as considerable correspondence, the Govern- 
 ment brought in a bill granting a loan of $900,000 at 4 p. c., which 
 enabled the Commissioners to proceed with the worl$, and which it 
 is believed will be completed by the time stated and will no doubt 
 be found, when finished, a benefit to the city as well as to the 
 Dominion. 
 
 Some delay was caused, in consequence of the caution of the Gov- 
 ernment to satisfy themselves that the work could be performed for 
 the sum named, and they very properly employed their engineers to 
 enquire into, and report to them, before passing the order-in-council 
 which was required to confirm the act. The reports being favour- 
 able, the order-in-council was finally passed on 14th of last June. 
 
 During my visit last summer to Great Britain, I devoted a portion 
 of my time to seeing the improvements carried on in various quar- 
 ters, and more especially on the Clyde. At Greenock and Glasgow, 
 the mode of operations there is somewhat different to ours, and no 
 doubts suits their circumstances. They use steam Hopper barges, 
 which carry out the dredged material to sea or some of the deep 
 lochs which lie in the Frith of Clyde. 
 
 Greenock has a Hopper dredge, and Belfast was giving a contract 
 for one while I was there. These have not to go so far with their 
 dredged material as the Hopper barges, which have to go 15 to 25 miles 
 or more. The Hopper dredges are by some considered more econo- 
 mical ; I should, however, doubt that, and believe the Hopper barge 
 is the cheapest in the long run. 
 
 So far as I could see, I do not think that we have much to learn 
 regarding dredging and deepening of the St. Lawrence channel. I 
 was most courteously received by all the members and staff of the 
 Glasgow and Greenock Boards. These trusts are conducted very 
 
326 
 
 similarly to our own, "but Glasgow, from its importance, has a larger 
 number of representatives. 
 
 I might here refer to Mr. Kennedy's report, appended hereto, for 
 full information as to the channel operations for the past year. He 
 has been sent by the Board to Great Britain and the Continent to 
 procure steel castings, by which he expects largely to increase the 
 capacity and work of the dredges at Cap La Eoche, &c., as well as 
 to cause greater economy in working, as it is well-known this is the 
 crucial point in our deepened channel ; he is straining every nerve 
 to have it carried through at the earliest possible moment. * * * * 
 
327 
 
 The folio wing is a short account of the principal Dredges that have 
 bee ft, used in deepening the Ship Channel between Montreal and 
 Quebec : 
 
 Elevator Dredge ISTo. 1. The first dredge machinery known to 
 have been used on the St. Lawrence between Montreal and 
 Quebec, and probably the first that was brought into Canada, 
 arrived in Montreal about the 1st July, 1832. In the early part 
 of 1830, the Legislature made an appropriation of 3,000 for the 
 purpose of procuring a dredging vessel for the rivers and harbours 
 of the Province. Sir James Kent, then Governor, communicated 
 with the Harbour Commissioners in 1830, entrusting to them the 
 commission of purchasing said vessel. The Commissioners made 
 extensive inquiries respecting it ; first, as to the practicability 
 of obtaining it in Montreal, where they found it could not be 
 constructed advantageously; rext, as to getting it from New 
 York, where they found it could be procured, but having found 
 that the American di edges were much inferior to those of Great 
 Britain, they turned their attention to purchasing it there. They 
 entered into correspondence with Gillespie, Moftat, Finlay & Co., 
 of Londop, who received estimates and specifications from dif- 
 ferent builders of machinery, viz. : Claude, Girwood & Co., of 
 Glasgow; The Butterly Iron Works, Messrs. Boulton & Watt, 
 and Messrs. Barnes & Millar. The contract was finally given to 
 Claude, Girwood & Co. for engine and dredging machinery com- 
 plete, exclusive of anchors and mooring chains, for 2,800 Stg., 
 delivered at the Broomielaw. This engine and machinery was 
 received in Montreal, per brig "Amity," about the 1st July, 
 1832, and was carted to and stored in a temporary building at 
 the " Cross," near the guard house. The cost of the engine and 
 machinery, including freight, exchange, &c., and a temporary 
 building at 42 ; cartage to " Cross," 31 ; engineer, labourers, 
 and other contingencies, 103, was 4,281 currency. The 
 machinery consisted of a side lever condensing engine of 
 20-horse power, an iron boiler, the buckets, and the necessary 
 driving gear, and was calculated to work to a depth of 16 feet. 
 It was not used nor put into a hull until the spring of 1840. A 
 dredge vessel, which was scow-shaped, and had the well open 
 through to the stern, where the dredgings were delivered, instead 
 
 22 
 
of at the side by a chute, and which was also fitted with paddle- 
 wheels, was built in the winter of 1839-40 by David Yaughan, at 
 the contract price of 1,975 currency. The machinery was put 
 into this vessel and fitted up during the summer of 1840, under 
 the supervision of James Dunbar, being placed at the fore end of 
 the vessel, and connected to the upper tumbler at the after end 
 by a long shaft and gearing, and the dredge was put to work on 
 Sept. 12th near the Island Wharf. The bottom was stony, and 
 the dredge was found incapable of doing much work. During 
 the winter of 1840-41, rather extensive alterations were made, 
 and additional machinery added for the purpose of working the 
 winches and moving the dredge over the bottom by steam instead 
 of by manual labour. She was, in the season of 1841, found still 
 quite inadequate to the task required of her. She continued 
 working, however, during the season ; repairs and improve- 
 ments were made from time to time, and the paddle-wheels 
 being found unable to propel her and being an incumbrance, 
 were removed. Eight of her buckets were broken in the sum- 
 mer of 1842. There was room for thirty-four on the chain, but 
 she was worked with twenty-one, seven of which were provided 
 with teeth. This dredge continued to work in the harbour of 
 Montreal every summer, under yearly loan to the Harbour 
 Commissioners by the Government, until the close of the sea- 
 son of 1849, when it was decided not to work her the next 
 year, and she was sent to winter quarters at Sorel as usual, 
 but was closed up and put in care of Messrs. J. & D. McCarthy 
 for safe-keeping. She was conveyed by the Government to the 
 Harbour Commissioners in 1851, they having been entrusted 
 with the deepening of the channel, and was put to work at 
 He Platte (Lavaltrie Channel) and continued in use in the 
 ship channel. Her hull was lengthened in 1854, and a new 
 hull, at 2,800 currency, was built for the machinery in 1856-7 
 by the Messrs. McCarthy, of Sorel. This hull was of the 
 modern barge shape, with bow and stern alike, and the dredg- 
 ings were delivered at the side by a chute. The machinery 
 having been fitted up, the dredge was again put to work, begin- 
 ning at Pointe aux Trembles (en hauf) 1st July, 1857. She was 
 used at various places in deepening the ship channel up to the 
 end_of the summer of 1881. The hull being unfit for further use 
 
329 
 
 was broken up in October, 1882, the machinery having been 
 removed, still in good repair, but not suited to the most effi- 
 cient dredges of the present times. 
 
 Elevator Dredge No. 2. The engines of this dredge were built 
 in Montreal by Ward & Brush, about the year 1843, for the 
 Board of Works. The links and buckets were made by Hedge & 
 Bonner, of Montreal. The hull, which was also built here, was 
 of wood and barge shaped. She was fitted with a pair of ver- 
 tical condensing engines, coupled by gearing, and also geared 
 directly to the upper tumbler, both engines and tumbler being 
 in the after end of the vessel. She had a single wooden bucket- 
 frame (ladder) and set of boiler-plate buckets without teeth and 
 of about four cubic feet capacity. The winches were worked 
 from the main engines, and fitted for working a bow chain and 
 two thwart chains on each side. When first built the dredge 
 was sent to Lake St. Peter, and employed there by the Board of 
 Works during their operations in the straight channel. She 
 was conveyed to the Harbour Commissioners in 1851, and used 
 on Lake St. Peter in their work there. The hull was lengthened 
 in 1855, and the dredge was conveyed to John Brown, Esq., in 
 an exchange of plant, which took place between him and the 
 Harbour Commissioners in 1866. 
 
 Elevator Dredge, No. 3. This dredge, a sister vessel to No. 2, 
 was built about the same time, and by the same parties, also for 
 the Board of Works, and was used like No. 2 in Lake St. Peter, 
 and conveyed to the Harbour Commissioners in 1851. She was 
 lengthened in 1854, and in 1869 was rebuilt, getting a new hull. 
 She was used in the ship channel improvements until the com- 
 pletion of the 25-foot channel in 1882, and is still the property 
 of the Harbour Commissioners. 
 
 Elevator Dredge, No. 4. The machinery of this dredge was 
 ordered by the Harbour Commissioners from Murdock, Aitken 
 & Co., of Glasgow, and was received in Montreal in August, 1854. 
 The cost in Glasgow was 2,755 sterling. The engine was a 
 side lever condensing engine of 25-horse power. The hull, 
 which was of wood and barge shaped, was built by D. & J. 
 McCarthy, of Sorel, for 2,450 currency. This dredge was of 
 the same pattern as No. 1, with barge shaped hull ; the engines 
 
330 
 
 being placed in the fore end of the vessel, and connected by 
 shafting and gearing to the upper tumbler at the after end. 
 She was used by the Harbour Commissioners in the lake and 
 river until 1866, when she was conveyed to John Brown, Esq., 
 in the exchange of plant which then took place. 
 
 Elevator Dredges, Nos. 8, 9, 10, 11, 12. The machinery of these 
 dredges was built in Montreal, in 1874. Each dredge is fitted 
 with two coupled, vertical, direct .acting, condensing engines, 
 placed in the after end of the vessel, and with a single wooden 
 bucket frame. The winches for working the bow chain and 
 breasting chains are furnished with independent double cylinder 
 reversing engines, and when built each dredge had a set of 
 boiler plate buckets of about four cubic feet capacity. The 
 buckets of No. 10 have since been improved and strengthened, 
 and those of the other four have been replaced. The hulls, 
 which were built in Quebec, are of wood and barge shaped. 
 They are still in use in the ship channel improvements. 
 
 Nos. 8 and 12 were much altered and furnished with buckets 
 of sixteen cubic feet capacity in the spring of 1879. 
 
 No. 9 was altered, enabling her to dig to a greater depth, and 
 furnished with buckets of one cubic yard capacity in the spring of 
 
 1884. 
 
 No. 11 was altered, enabling her to dig to a greater depth, 
 arid furnished with new and very strong cast steel buckets for 
 rock dredging, in the spring of 1884. 
 
 Elevator Dredge, No. 13. The machinery of this dredge was 
 built in Chicago in 1874, and the hull was built in Quebec. She 
 is similar to Nos. 8, 9, 10 11, and 12, and is still in use in the ship 
 channel improvements. Like No. 11, she was altered in the 
 spring of 1884, and furnished with cast steel buckets for rock 
 dredging. 
 
 The following table gives some details of the dredging plant 
 employed in deepening the ship channel between Montreal and 
 Quebec in 1881, and with slight variations, it applies to the 
 plant employed throughout the dredging to 25 feet depth : 
 
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DISTANCES 
 
 Between certain Commercial Centres in America, Asia and Europe, showing 
 the advantages of the St. Lawrence route as to distances, in statute miles 
 and percentages. 
 
 If a line be drawn from Toledo, at the suth-eastern end of Lake Erie, to St. Louis, and 
 thence in a south-westerly direction, passing through the eastern boundary of New Mexico, 
 about two-thirds of the whole area ot the United States will lie to the north-west of this 
 line, and for this portion the St. Lawrence furnishes a shorter route to Europe than any 
 route via New York. This being the general fact, a few examples of the advantages of 
 the St. Lawrence route, in point of distance, are given by the following comparison of the 
 distances between some of the leading points in Europe, America and Japan : 
 
 FROM 
 
 TO 
 
 Statute miles 
 
 Difrence 
 in favor 
 of St. 
 Lawr'nce 
 route. 
 Statute 
 miles. 
 
 N. York 
 route. 
 Per cent, 
 longer 
 than St. 
 Lawr'nce 
 route. 
 
 Yokohama (Japan). . 
 
 
 5 152 
 
 
 2.2 
 
 tt 
 
 Port Moody 
 
 5,042 
 
 110 
 
 
 Port Moody 
 
 New York 
 Montreal 
 
 3,320 
 2 900 
 
 420 
 
 14.5 
 
 
 
 
 
 
 New York 
 
 
 3,504 
 
 
 9.0 
 
 Montreal 
 
 tt 
 
 3,216 
 
 288 
 
 
 Yokohama (Japan).. 
 
 Liverpool, via San Francisco 
 and New York . . 
 
 11 976 
 
 
 7 3 
 
 (( tt 
 
 Liverpool, via Port Moody 
 and Montreal . .... 
 
 " ">" w 
 11 158 
 
 818 
 
 
 
 
 
 
 
 
 New York via P R R . 
 
 912 
 
 
 9 6 
 
 (( 
 
 Montreal via C & Gr T and 
 
 
 
 
 
 G. T R 
 
 832 
 
 80 
 
 
 
 
 
 
 
 el 
 
 Liverpool, via New York. . . 
 
 4,416 
 
 
 9.1 
 
 (t 
 
 " Montreal 
 
 4 048 
 
 368 
 
 
 
 
 
 
 
 San JFrancisco 
 
 Liverpool via Chicago and 
 
 
 
 
 
 New York . . 
 
 6 824 
 
 
 5.7 
 
 
 
 Liverpool via Chicago and 
 
 
 
 
 
 Montreal .... ... 
 
 6 456 
 
 368 
 
 
 
 
 
 
 
 Portland (Oregon) . . . 
 
 New York, via Minneapolis 
 
 3,234 
 
 
 9.6 
 
 t( t( 
 
 Montreal, via N. Pac., Sault 
 Ste. Marie and Cnn . Pac. R 
 
 2,950 
 
 284 
 
 
 CC (( 
 (( (S 
 
 Liverpool, via Minneapolis, 
 Chicago and New York . . 
 Liverpool, via Sault Ste. 
 Marie and Montreal 
 
 6,738 
 6,166 
 
 572 
 
 9.3 
 
 
 New York, via Chicago .... 
 
 1,332 
 
 
 20.5 
 
 K 
 
 Montreal, via Sault Ste 
 
 
 
 
 
 Marie 
 
 1 105 
 
 227 
 
 
 
 
 
 
 
 ti 
 
 Liverpool via Chicago and 
 
 
 
 
 
 New York 
 
 4 836 
 
 
 11 9 
 
 (C 
 
 Liverpool via Sault Ste 
 
 
 
 
 
 Marie and Montreal 
 
 4,321 
 
 515 
 
 
 Winnipeg 
 
 Liverpool, via Chicago and 
 
 
 
 
 
 New York 
 
 5 278 
 
 
 13.5 
 
 t( 
 
 Liverpool, via Can. Pac. R'y 
 
 
 
 
 
 
 4,651 
 
 627 
 
 
 
 
 
 
 
333 
 
 The following are taken from the Eeport of the Board of 
 Trade of Montreal, 1880-1882 distances reduced to statute 
 miles : 
 
 With two exceptions, the distances in this table are measured through 
 the English Channel. An asterisk (*) indicates the course to be round the 
 North of Scotland. All the routes to Montreal are calculated via tJie Straits of 
 Belle Isle. The information has been kindly furnished by E. Devilk, Esq., 
 Deputy Surveyor-General, Ottawa. 
 
 
 
 
 vor of the 
 5 route. 
 
 k 
 
 FROM 
 
 To 
 NEW YORK. 
 
 To 
 MONTREAL. 
 
 g 
 
 S g 
 
 1 ! 
 
 
 
 
 s 
 
 f & 
 
 
 3 608 
 
 3395 
 
 
 60 
 
 
 3 827 
 
 
 91 Q 
 
 61 
 
 Rotterdam 
 
 3 839 
 
 
 91 Q 
 
 6f\ 
 
 
 f 4,150 
 
 f 3,931 
 
 J219 
 
 f 5.6 
 
 
 1*4,046 
 3 994 
 
 1*3,689 
 
 1357 
 
 U.7 
 
 97 
 
 
 3 735 
 
 
 
 nn 
 
 Trondheim 
 
 3 838 
 
 q 424 
 
 414 
 
 19 1 
 
 South-west end of Scilly Isl'ds 
 
 3,320 
 
 3,101 
 
 219 
 
 7.1 
 
 North end of Orkney Islands. 
 
 3,424 
 
 3,066 
 
 358 
 
 12.0 
 
334 
 
 GEEAT CIECLES OE AIE LINES, 
 
 As per Map of the Dominion of Canada published by order of the 
 Hon. the Minister of the Interior, November 1st, 1878. Dis- 
 tances reduced to statute miles. 
 
 FROM 
 
 To 
 
 Geo. 
 Miles. 
 
 Statute 
 Miles. 
 
 Yokohama (Japan) 
 
 Port Simpson 
 
 3 8G5 
 
 4 455 
 
 u 
 
 Port Moody (Burrard Inlet) 
 
 4 374 
 
 5 042 
 
 ft 
 
 San Francisco 
 
 4 470 
 
 5 152 
 
 San Francisco 
 
 New York 
 
 2 228 
 
 2 568 
 
 c. 
 
 Montreal . 
 
 2 202 
 
 2 538 
 
 
 tt 
 
 1 992 
 
 2 296 
 
 
 st 
 
 2 194 
 
 2 529 
 
 St. John (Newfoundland) . . 
 
 Cape Clear 
 
 1,670 
 
 1,925 
 
 tt 
 
 
 1,693 
 
 1,751 
 
 
 
 139 
 
 160 
 
 <c 
 
 Cape Race (via St Paul) 
 
 1 007 
 
 1 161 
 
 ft 
 
 Belle Isle . 
 
 886 
 
 1 021 
 
 Belle Isle 
 
 Tory Island 
 
 1 657 
 
 1,910 
 
 
 Ct 
 
 1 736 
 
 2,001 
 
 u 
 
 Cape Clear 
 
 1 708 
 
 1,969 
 
 Tory Island 
 
 
 240 
 
 277 
 
 Cape Clear 
 
 tt 
 
 310 
 
 357 
 
 Halifax 
 
 Cape Race 
 
 470 
 
 542 
 
 Portland 
 
 it 
 
 767 
 
 884 
 
 Boston ..... 
 
 (C 
 
 808 
 
 931 
 
 New York 
 
 tt 
 
 1 010 
 
 1,164 
 
 
 
 
 
335 
 
 DISTANCES 
 
 Of places between Montreal and Quebec, measured along the 
 centre line of the Ship Channel. 
 
 English 
 Statute Miles. 
 
 Montreal, Island Wharf, opp. Custom House. .. 
 
 Longue Pointe 
 
 Pointe-aux-Trembles, en haut 
 
 Varennes , 
 
 Cap St. Michel 1 
 
 Vercheres 21f 
 
 Plum 'Island Light 22$ 
 
 Contrecoeur Channel, upper entrance 
 
 Lavaltrie 30 
 
 Contrecoeur Channel, lower end 36 
 
 Lanoraie 
 
 Sorel, opposite Light House 45 
 
 Isle de Grace LigEt 
 
 Stone Island Light , 52 
 
 Light Ship No. 1 57| 
 
 " No. 2 6(4 
 
 White Buoy 64 
 
 Light Ship^ No. 3 71 
 
 Port St. Francis 75 
 
 Three Rivers | 811 
 
 Becancour, Iron Buoy at Bend | 87: 
 
 Ohamplain | 93s 
 
 Batiscan Wharf lOli 
 
 CapLevraut 105i- 
 
 Cap la Roche, centre of new Channel 108 
 
 Cap Charles . I 110J 
 
 Richelieu Rapids 120 
 
 Platon Wharf 124$ 
 
 St. Croix 130J 
 
 Ecureuil, I 132 
 
 Pointe-aux-Trembles, en bas I 139 
 
 Cap Rouge | 151 
 
 Quebec, Custom House Wharf I 160 
 
 Nautical 
 Miles. 
 
336 
 
 SHIP CHANNEL DKEDGING, 
 
 UP TO THE OPENING OF THE 25-rooT CHANNEL. 
 
 Distance from Montreal to Quebec, 160 English statute miles. 
 
 Dredging for the ship channel begun in the straight channel 
 in Lake St. Peter in 1844, suspended in 184*7. Straight channel 
 subsequently abandoned. 
 
 Dredging begun in the present ship channel in 1851 and 
 continued to 1869. 
 
 Dredging resumed in 1875 to attain 25 feet depth. 
 
 Depth of ship channel at low water before dredging . . 10 feet. 6 inches. 
 Increase of depth effected up to 1869 (see page 286) . . 9 " 
 
 Depth attained in 1869 (see page 286) 20 " 
 
 Depth attained in 1878 22 " 
 
 Depth attained in 1882 , 25 " 
 
 Expenditure for 20 feet depth (exclusive of the aban- 
 doned channel) $1,164,366 
 
 Additional expenditure for 25 feet depth 1,780,000 
 
 PLACES AT WHICH DKEDGING HAS BEEN DONE. 
 
 Length of 
 dredging 
 
 25 FOOT CHANNEL. in English 
 
 miles. 
 
 Montreal Harbour Gravel and sand 90 
 
 Hochelaga Stones and gravel 22 
 
 Pointe aux Trembles channel Clay and boulders 3.15 
 
 Poulier Varennes opposite Varennes Clay and boulders 15 
 
 Varennes to Cap St. Michel Clay and boulders 1.20 ( 
 
 Curve at Cap St. Michel Clay and boulders 1.35 
 
 Pointe Marie Clay and boulders 47 
 
 Vercheres Clay and boulders 05 
 
 Plum Island Clay and boulders 22 
 
 Contrecoeur channel upper entrance . Clay and a few boulders . . .51 
 " " main portion. . . Clay and a few boulders . . 3.10 
 
 He St. Ours Hard Silt and clay 85 
 
 He de Grace Sand and some clay 50 
 
 Lake St. Peter, including Nicolet Tra- 
 verse Chiefly soft clay 17.47 
 
 Port St. Francis Hard pan and boulders ... .22 
 
 Becancour Traverse and Bend Hard pan and boulders ... .32 
 
 Champlain Village Clay and boulders 35 
 
 Point Citrouille Coarse sand 25 
 
 St Ann's Shoal and Cap Levrant Tough clay and boulders . . 1.47 
 
 Cap la Roche Shale rock and boulders . . .93 
 
 Poulier Rayer Boulders and clay 17 
 
 Cap Charles Shale rock and boulders . . .40 
 
 Total for 25 feet channel 34.25 
 
 20 FOOT CHANNEL. 
 
 Lavaltrie channel Clay and boulders 5.00 
 
 Total length dredged.... 39.25 
 
337 
 
 In the straight parts of the channel, between No. 1 lightship 
 and the white buoy, Lake St. Peter, the dredging is 325 feet 
 wide ; in the straight parts elsewhere it is generally 300 feet 
 wide, but in bends and all important places it is widened out to 
 450 feet or more. At all places above Cap la Roche the depth 
 of the dredged channel is 25 feet at low water, and at Cap la 
 Roche and Cap Charles it is 25 feet deep with a good average 
 tide. In the Lavaltrie channel which is independent of the 25 
 foot channel the depth is 20 feet at low water. 
 
 PLANT EMPLOYED. 
 
 Eight elevator dredges (single set of buckets, endless chains). 
 Two spoon dredges (employed part of time). 
 Two boulder grappling barges. 
 Nine tug boats. 
 Five coal tenders. 
 
 Nineteen hopper scows, 80 to 90 cubic yards capacity. 
 Four hopper scows, 150 cubic yards capacity. 
 Daily capacity of dredges varies with the nature of work, from 
 150 cubic yards shale to 4,000 cubic yards soft clay. 
 
 QUANTITIES DREDGED. 
 
 From the nature of the work the quanties dredged in excavat- 
 ing the ship channel in the St. Lawrence to the depth of 25 feet 
 are not known exactly, but a close approximation is obtainable. 
 By admeasurement in excavation, T. C. Keefer, C.E., found the 
 quantity excavated to attain 16 J feet depth to be 1,379,911 cubic 
 yards (see page 249.) In deepening from 16 \ feet depth to 20 
 feet depth, it is estimated there was excavated 3,000,000 cubic 
 yards. To attain 25 feet depth there was an additional quantity 
 of 8,509,793 cubic yards excavated, making a total for the 25 foot 
 channel of 12,889,704 cubic yards. 
 
 In order to realize more fully the the magnitude of the work 
 done, for the comparatively small outlay, it may be useful to com- 
 pare it with some works on land where the results are visible 
 and more easily comprehended. 
 
338 
 
 On the North Shore Railway, for instance, between Montreal 
 and Quebec, of 172 miles in length, the total quantity of excava- 
 tion is 3,060,853 cubic yards. 
 
 On the prairie section of the Canadian Pacific Railway, west 
 from Winnipeg, the quantities of excavation are an average of 
 16,300 cubic yards per mile. 
 
 In the 25-foot channel the quantity of excavation is therefore 
 somewhat more than four times that on the North Shore Railway 
 between Montreal and Quebec, and equal to the excavation on 
 the Canadian Pacific Railway for 791 miles west from Winnipeg. 
 
 By this excavation the ship channel in the St. Lawrence has 
 been deepened from an available depth of 10 feet 6 inches in 
 1851 to a depth of 25 feet in 1882, at a total cost of $2,944,365.91, 
 including plant, which cost $534,809.65. Allowing one-third 
 for depreciation from wear and decay, which is sufficient, as the 
 plant has been kept in a good state of repair, its value in 1882 
 was equal to $356,539.77 for the further deepening of the channel, 
 thus reducing the total cost of the 25-foot channel to $2,587,826.15. 
 Regarding the amount of work done, the circumstances under 
 which it has been done and its cost, the execution of the improve- 
 ments in the ship channel of the St. Lawrence, in point of econ- 
 omy, will compare favourably with that of any other public 
 work, and the advantages arising from the improvements will 
 compare no less favourably with the benefits derived from any 
 other work. At the original depth of about 10 feet 6 inches 
 as low water, which was not increased until the year 1851, 
 vessels of 250 tons burden could not pass Lake St. Peter 
 with a full cargo, and the class of vessels suitable to the 
 trade about the year 1840 were vessels of about 350 tons to 400 
 tons burden, which, when fully loaded, generally drew about 16 
 feet of water. These, at a draft of 10 feet 6 inches, could carry 
 little or no cargo, being scarcely able to stand upright, and it was 
 therefore impracticable for them to run in the St. Lawrence 
 trade during the time of low water. 
 
 Accompanying the available improvements in the ship channel 
 begun in 1851, the ocean ships visiting Montreal have increased 
 rapidly in size and number. The first ocean mail steamship 
 between England and Montreal, the " Grenova," of about 600 tons 
 
339 
 
 burden, arrived in port in 1853, and since that time the growth 
 of commerce on the St. Lawrence has been such, that in 1882 there 
 were twenty regular lines of ocean steamships, besides transient 
 vessels, successfully engaged in the St. Lawrence trade. Amongst 
 the ships of the regular lines are some of the largest and finest 
 passenger steamers afloat, as for instance the Parisian of 450 ft. 
 length and a gross tonnage of 5,359 tons, and the Vancouver of 
 441 ft. length and 5,217 tons gross. The yearly tonnage of the 
 port of Montreal increased from about 358,000 tons in 1851 to 
 1,672,651 tons in 1880. 
 
 Notwithstanding the great improvements eifected in the ship 
 channel in the St. Lawrence, the trade yet requires further 
 improvements. The largest vessels, when fully loaded, draw 
 more than 25 feet of water, and these are subject to delay and 
 expense at the lowest water in autumn, when despatch is of most 
 importance. Not only do the present wants urge further improve- 
 ments, but the certain large increase of trade via the St. Law- 
 rence in the near future renders it the more necessary. 
 
 To meet this necessity the Harbour Commissioners were in the 
 spring of 1883 authorized by the Dominion Government to 
 deepen the ship channel between Montreal and Quebec to 27|- 
 feet at low water. Operations were at once commenced with a 
 fleet of eight powerful dredges, two stone lifters, six tugs, and 
 the necessary tenders. The work is now (1834) in full progress 
 and will be continued vigorously until its completion, which pro- 
 bably will be in the fall of 1887. 
 
GENERAL INDEX. 
 
 Ad vantages," see " Deepening." 
 
 " Alliance," Str 232-3 
 
 Appropriations, see " Grants." 
 A Public Work, see " Deepening." 
 
 Bottom of Lake St. Peter, Nature of, 20-1, 77-8, 115, 118, 121, 141, 184 to 
 187, 194-5, 199, 206, 211 to 216, 236, 238 
 
 "California," ship 231 to 234 
 
 " Campbell," ship, see " James Campbell." 
 CHANNELS : 
 
 Old or Natural, Description of 17, 120 
 
 Straight, Description of 60, 167 
 
 Compared, Natural with Straight, 120, 123-4, 128, 134, 136, 142-3, 
 146, 150 to 154, 159, 165 to 173, 176, 179 to 182, 195, 201, 204 to 
 206, 225, 238, 245 to 250 
 
 Choice of, Recommendations, &c., 59, 64, 66 to 71, 73 to 81, 83 to 89, 
 93, 103 to 105 
 
 Natural Channel Recommended 59 to 62, 89, 91, 113, 209 
 
 Straight Channel Adopted 57 
 
 Straight Channel, tests of dredging in 92, 114, 115 
 
 Between the Islands, closing 60, 76 
 
 Straight Channel Abandoned 193, 209, 217 
 
 Currents in the Channels, 5, 6, 20, 67, 75, 86, 89, 116, 123, 128-9, 139, 
 146, 167, 180, 186, 200, 202, 203, 216, 235, 237 
 
 Natural Channel adopted 209, 217 
 
 Natural Channel, tests of dredging in, 217, 218, 226, 230 to 234,240, 
 
 285, 294 to 296, 297 
 Filling in of Dredged Channel, see ' Filling in." 
 
 Charts of Lake St. Peter 21, 59,106,130,138 
 
 " City of Manchester," ship 217 
 
 Clyde Improvements 29, 206, 254, 257, 325, 326 
 
 Commissions of Inquiry 24, 97, 101, 194-5, 197 
 
 Commissioners, Harbour 197, 217 
 
 Control of Work Changed 182,197 
 
 Cost of Dredging 217, 247 to 250, 303-4, 309 to 315, 320 to 226, 337-8 
 
 Cost of Outfit 102, 191, 247 to 250, 309 to 315, 316, 338 
 
342 
 
 DEEPENING OF THE SHIP CHANNEL : 
 
 A Public Work, 56, 81-2, 101, 123, 129, 152-3, 164, 210, 219 to 221, 
 230-1, 258 to 260, 262, 266, 279, 280, 285-6, 299, 303 to 307, 310 
 to 315, 319, 321, 325 
 
 Advantages of, 32 to 53, 56, 222-3, 261, 263, 277 to 279, 285-6, 303, 
 318, 319 
 
 Practicability of 2, 9, 13, 15, 17, 19, 20, 23, 235, 316 to 319 
 
 Tenders for, by Thos. Porteous 2, 29 
 
 To 14 feet at low water 9, 13 
 
 Recommended 29 
 
 Straight Channel, selection of 57 
 
 Begun in Straight Channel 58 
 
 Suspended in Straight Channel 155-6 
 
 Resumed in Straight Channel 165, 174-5 
 
 Stopped in Straight Channel 193 
 
 Control of Work Changed 182, 197 
 
 Natural Channel, selection of 197 
 
 Begun in Natural Channel 217 
 
 Two Feet Accomplished 219 
 
 Four Feet Accomplished 230 to 234, 241 
 
 To 16 J Feet at Low Water Accomplished 234 
 
 To20 " " " 285 
 
 To 25 " " Resolved on 285-6 
 
 To 22 " " Accomplished 294 to 296 
 
 To 25 " " 297 to 301, 313 
 
 To 27 " " " Agitated./. 301, 307 to 325 
 
 To27 " " Begun 301,325-6 
 
 Depth of Water in Lake and Channel, 5, 7, 23, 61, 91-2, 114, 117-8, 136, 
 140, 142, 151, 166 to 173, 180, 182 to 191, 201, 236, 238, 285, 297, 
 310 
 
 Draught of Vessels.... 23, 32 to 52, 222,231, 242 
 
 Dredges, tests of, &c 15, 16, 17, 20, 64, 184, 227, 229, 291, 293 
 
 Dredging, modes of 243 to 247 
 
 Dues, tonnage 29,56,219,220,256 
 
 Dykes '. 5,6,7,60,204 
 
 ESTIMATE BY 
 
 Atherton. Chas., C.E 62 
 
 Bayfield, Capt 139 
 
 Board of Works 94 to 96 
 
 Board of Engineers, 31st Oct., 1850 208 to 210 
 
 Boxer, Capt 126 
 
 Boxer, Capt 130 
 
 Commissioners of Inquiry 97 to 101 
 
 Commissioners of Public Works, 12th July, 1847 183 
 
343 
 
 ESTIMATE BY 
 
 Committee Select 107 to 112 
 
 Committee Select, 17th July, 1847. 180-1 
 
 Gzowski, C. S., Cost of Dredging, &c., 18th Dec., 1852 225 
 
 Harbor Commissioners, of cost of dredging, Dec. 27th, 1852, 217, 218 
 
 Killaly, Hon. H. H 138 
 
 Killaly, Hon. H. H 143 to 145 
 
 Reefer, T. C.. 1st March, 1855 238 to 260 
 
 Kennedy, John, 25th January, 1882 307 to 309, 323-4 
 
 Nish, A. G., deepening to 24 feet 287 
 
 Rubidge,F. P., 31st May, 1847 184 to 191 
 
 Thompson, David, C.E 54 
 
 Evidence, Minutes of 4 to 7, 19 to 21, 31 to 55, 114 to 151 
 
 EXPENDITURE : 
 
 General Statement of, in Straight Channel, 1841 to Dec. 1845. . .102 
 
 1841 to 1846 191 
 
 Dredging in Present Channel, 1851-2 224-5 
 
 General Statement of, in Present Channel, 1880 303-4 
 
 " " 1883 320 to 323 
 
 Filling in of the Dredged Channel, Opinions on, 4 to &, 13, 17, 19 to 21, 75 
 to 77, 89, 93, 108, 121, 141, 166-7, 180-1, 186-7, 193-4, 202-3, 205 
 211 to 216, 236 to 238, 318 
 
 Flats of Lake St. Peter 61, 233,236 
 
 Freights , 3, 33 
 
 Fund, Raising a 27 
 
 Grants 24. 55-6,155 
 
 Grants, Raising a Fund 27 
 
 Groins 71,79,80,84,142,204,210 
 
 Growth of Trade 3, 32 to 53, 262, 272, 278-9, 286-7 
 
 Harbour Commissioners of Montreal 56, 197, 217 
 
 Ice, action of 21, 76, 237 
 
 Improvement of Lake St. Peter, see " Deepening." 
 
 Investigations, see "Committees," "Commissions," " Evidence." 
 
 " James Campbell," ship 92, 105, 114 to 116, 120 
 
 LETTERS : 
 
 Armstrong, Jas,, to Sec. Daly, 4th Aug., 1845 90 
 
 Bayfield, Capt., to Mr. Killaly, 12th Feb., 1844 67 
 
 Bay field, Capt., to Mr. Killaly, 1st June, 1844 70 
 
 Bayfield, Capt, to Mr. Killaly, 3rd March, 1845 80 
 
 Beaufort, Capt., to Captain Bayfield 71 
 
 Beecher, Capt., to Mr. Killaly, 1st March, 1845 79 
 
 Begley, T. A., to Mr. Atherton, 20th Oct., 1843 64 
 
 Begley, T. A., to Sec. Daly, 18th June, 1846 157 
 
 Boxer, Capt., to Capt. Higginson, Civil Sec 125 
 
 Boxer, Capt., to Capt. Higginson, Civil Sec., 4th June, 1845 130 
 
344 
 
 LETTERS : 
 
 Bulmer, H. (Acting Chairman), to Hon. H. L. Langevin, 1st 
 
 Dec., 1880 301 
 
 Daly, Sec., to Hon. George Moffat, Chairman of Committee, 
 
 25th June, 1841 25 
 
 Daly, D., Sec., to Hon. W. B. Kobinson, 22nd Sept., 1846 175 
 
 Douglass, Capt., to Capt. Vaughn, 17th Feb., 1844 70 
 
 Glass, John, Sec. Har. Com., to A. N. Morin, Prov. Secretary, 
 
 27th Dec., 1852 217 
 
 Grey, Lord, to Earl Cathcart, Gov.-Gen., 28th July, 1846 162 
 
 Harbor Commissioners to Board of Engineers, 22nd Oct., 1850. .197 
 Harbor Commissioners to Board of Engineers, 9th Nov., 1857- .261 
 
 Killaly, H. H., to Capt. Bayfield, 25th Jan., 1844 65 
 
 Killaly, H. H., to Capt. Bayfield, 20th Nov. 1844 , ... 72 
 
 Killaly, H. H., to Provincial Secretary, 30th May, 1846 155 
 
 Killaly, H. H., to Provincial Secretary, 8th June, 1846. . . 156 
 
 Killaly, H. H., to E. Parent, 23rd June, 1846 158 
 
 Killaly, H. H., to E. Parent, 24th June, 1846 159 
 
 Parent, E., to Provincial Secretary, 24th June, 1846 161 
 
 Rendell, J. M., to Capt. Beaufort, 16th Feb., 1845 80 
 
 Routh, Sir. R. J., to Hon. George Moffat, Chairman of Commit- 
 tee, 4th Aug., 1841 53 
 
 Sandom, Capt., to Hon. Geo. Moffat, Chairman of Committee, 
 
 2ndAug.,1841 52 
 
 Ward, F. H., to Governor-General, 25th July, 1846 162 
 
 Lighterage, Cost of, &c 27, 30, 32 to 52, 114, 156, 219, 220, 222, 261 
 
 Loans 288, 313,322,325 
 
 Low Water 33, 61,219,281,285 
 
 Manchester, ship, see ': City of Manchester." 
 
 MEMORIALS : 
 
 Harbor Commissioners to Government, Dec., 1880 302 
 
 " " " Nov., 1882.... 310 
 
 Modes of Dredging, see " Dredging." 
 
 NEWSPAPER EXTRACTS : 
 
 "Pilot," of 2nd September, 1845 , 88 
 
 " Montreal Gazette," of 9th October, 1845 91 
 
 " Mirror of Parliament," of 15th May, 1846 103 
 
 " " of 5th June, 1846 151 
 
 " Pilot and Journal of Commerce," 1st Sept., 1846 163 
 
 " Quebec Gazette," Sept., 1846 176 
 
 " Pilot," 26th Sept., 1846 , 176 
 
 "Quebec Mercury," 17th July, 1847 192 
 
 * Quebec Gazette," 23rd July, 1847 192 
 
 "Quebec Mercury," 12th August, 1847 192 
 
345 
 
 Officers, Duty of 146 ' 7 
 
 "Ocean," Ship 285-6 
 
 PETITIONS OF 
 
 Armstrong, C. L., 5th April, 1845 88 
 
 Board of Trade of Montreal, 1838 23 
 
 " 1841 26, 56 
 
 1st Sept., 1846 163 
 
 Merchants of Montreal, 1826 1 
 
 " 1827 8 
 
 " 1836 18 
 
 Pilots (circulated by Capt. Vaughan) Winter of 1844-45 134-5 
 
 "Peruvian," SS 297-8 
 
 Plant 63, 76, 79, 153, 156,288 to 293, 299, 303, 309, 311, 316 
 
 REPOKTS BY 
 
 Atherton, Chas., C.E., On Proposed Proceedings in Lake St. 
 
 Peter, Aug., 1843 , 59 
 
 Bay field, Capt. W. H., on Lake St. Peter Geographical and 
 
 Geological, 1831 14 
 
 Bayfield, Capt. W. H., on Channels, 17th Sept., 1846 165 
 
 Board ofWorks, 1841 56 
 
 " 1843 63 
 
 " " 1844 83 
 
 1846 93 
 
 By, Colonel, on Report of Committee, 1827 13 
 
 Childe, McAlpine & Kirkwood, 24th March, 1858 264 to 279 
 
 Commissions of Inquiry into the Management of the Board 
 
 of Works, 22nd May, 1846 97 
 
 Commissioners of Public Works, 22nd July, 1847 182 
 
 18th October, 1848 194 
 
 Committee on the Navigation of Lake St. Peter, 1826 3 
 
 " " " 1827 9 
 
 Committee, Select, to Report on the Report of of the Board of 
 
 Works, 1st June, 1846 106 
 
 Committee of Executive Council, 24th June, 1846 161 
 
 21st Sept.,1846 174 
 
 Committee, Select, of the House, 17th July, 1847 179 
 
 Gzowski, C. S., on Ship Channel and Harbour, 18th Dec., 
 
 1852 223 to 226 
 
 Keefer, T. C., on Deepening to 27 feet, 25th Jan., 1883 315 
 
 Keefer, T. C., on Ship Channel and 20 feet Channel, &c., 1st 
 
 March, 1855 235 to 260 
 
 Keefer, T. C., on Ship Channel, 25th Oct., 1853 242 
 
 Kennedy, John, C.E., for the year 1875 289 
 
 1878.... 294 
 
 " " 1882 297 
 
 " on Deepening to 27 feet, 25th Jan., 1882 . 307 
 
346 
 
 REPORTS BY Continued. 
 
 Logan, Sir W. K, 30th Oct., 1850 212 to 216 
 
 McNiel, Childe & Gzowski, 31st Oct., 1850 199 to 210 
 
 Orlebar, Col, 29th Feb., 1860 279 to 285 
 
 Rubidge, F. P., on Straight Channel, 31st May, 1847 183 
 
 Special Committee of 1841 26 
 
 Quantities Dredged 224, 227, 245 to 249, 251 
 
 SURVEY and Soundings of Lake St. Peter and River St. Lawrence by 
 
 Bayfield, Capl, 1830 19,21,22 
 
 " 1846 165 to 1 73, 201 
 
 Board of Works 89 
 
 Board of Engineers, 31st Oct., 1850 201 
 
 Boxer, Captain 125-6 
 
 130-1 
 
 Committee*of Merchants, 1825 2 
 
 1826 10,11 
 
 Committee, Select, June, 1846 106-7 
 
 Keefer, T. C., 1855 245, 251 
 
 Keefer & Vaughan, 1846 94 
 
 Kennedy, John, 1882 308 
 
 McKim,Capt, 1847 201 
 
 Rubidge, Capt. (referred to 1847) 186-7 
 
 Rubidge, Capt., 1848 196, 201 
 
 Vaughan, Capt 137 
 
 St. Lawrence Route, Advantages of 262-3, 271 to 279 
 
 Salaries 146-7. 153 
 
 Ship, " James Campbell " 15, 92, 114 to 116, 120 
 
 Ship, "California" 231 to 234 
 
 Ship "Ocean" 285-6 
 
 SS. "Peruvian" 297-8 
 
 Tests, see " Channels " and " Dredges." 
 
 Tonnage Dues, see " Dues." 
 
 Tonnage of Vessels 233 
 
 Upper Canada, Trade of 2,29 
 
 Upper Canada, Deep Cut on Welland Canal 153 
 
INDEX TO NAMES. 
 
 Abraham, Robt 234 
 
 Aitken&Co 46 
 
 Allan, Andrew 
 
 Alleyn, C 279 
 
 Armstrong, Capt. C. L. . .88, 90, 103-4, 109, 122, 127, 194, 199, 234, 280, 296 
 
 Armstrong, James 90, 103, 152 
 
 Armstrong, John , 102, 234 
 
 Armstrong, J. D 112, 150, 151 
 
 Armstrong, D. M., M.P.P 194 
 
 Atherton, Chas., C.E., 57, 64, 89, 109, 115, 122, 124, 132, 142, 144 to 147, 
 197, 198 
 
 Atwater, E x, xiii 
 
 Auger, J. B. & Son 290 
 
 Aylmer, Lord 14, 18 
 
 Baldwin, Mr. M.P.P 154 
 
 Bartley, W. P. & Co c 290 
 
 Bayfield, Captain Henry W., 14, 18, 19, 57, 65, 67, 69, 70, 72, 80, 81, 83-4, 
 
 87, 99, 106, 108, 109, 113, 119, 126, 137, 139, 145, 148-9, 159, 161 to 
 
 163, 165, 173 to 182, 198, 200, 201, 203-4, 215 
 
 Beaudreau, Zephrin, Pilot 115 
 
 Beaudry, Hon. J. L 296 
 
 Beaufort, Capt 71 to 75, 77 to 79, 80, 84, 86, 113, 137, 148-9 
 
 Becher, Capt 79 
 
 Begley, T. A., Sec. Board of Works 57, 131, 133, 148. 192, 193 
 
 Belmare, H 234 
 
 Bell, Capt 223, 226, 229, 233 to 235, 243 to 245 
 
 Bellhouse, David 234 
 
 Bernard, Dr. A 299 
 
 Berthelot, J. A x, xii 
 
 Bouillie, David, Pilot 198 
 
 Boxer, Capt 74, 81, 103, 109, 111, 122, 124, 127, 130, 131, 138, 198 
 
 Boyer, Joe., Pilot 134 
 
 Boyer, David, Pilot 135 
 
 Brown,|John 329-30 
 
 Buchanan,*Cunningham & Glass 38 
 
 Bulmer, Henry 302, 306 
 
 By, Colonel 9,13 
 
348 
 
 Cameron, M 195 
 
 Cathcart, Earl 163,173 
 
 Cartier, Sir Geo. E x, xii 
 
 Cartier & Cowan 102 
 
 Cass, John , 147 
 
 Cayley, Mr 103 
 
 Chalmers, W. T 96 
 
 Childe, John, C.E 197-8, 211,263 
 
 Coats, John 13 
 
 Colborne, J. (Administrator) 22, 25 
 
 Cote, Pierre, Pilot 104,109,115,122-3 
 
 Coursol, C. J. (Mayor) 287 
 
 Cramp, Thomas 295, 299 
 
 Cringan, Thomas x, xii 
 
 Cuvillier, Austin 18, 23 
 
 Daly, Hon. D . . . . ' 25, 26, 90, 165 
 
 Davis, Theodore 4 
 
 Defoy, Capt. Jos 4, 6 
 
 Delisle, A. M 299 
 
 Denham, Capt 72 
 
 Deville, E., Esq., Deputy Surveyor-General 333 
 
 DeWitt 18 
 
 Donovan, Peter xi, xiii, xiv 
 
 Dougal, Irvine & Co 49 
 
 Douglas, Capt 57, 70, 83, 89 
 
 Doutre, Leon 234 
 
 Draper, Mr. M.P.P ; 154 
 
 Dubord, Capt 194 
 
 Duffil, J 96 
 
 Dumont, Mr 14 
 
 Dunbar, Jas 328 
 
 Ferres, James Moir 122, 149 
 
 Flemming, Wm 147 
 
 Forsyth, Robert 265 
 
 Forsy th, Richardson & Co 46 
 
 Gagnon, Pierre, Pilot 295 
 
 Gall, Capt 231 to 234 
 
 Gillespie, Moffat, Jamieson & Co 43 
 
 Gilmour & Co 50 
 
 Glass, John 217, 221,223,226,235 
 
 Gosford, Gov. in Chief 21, 22 
 
 Gould, Chas. H xi, xiii, xiv 
 
 Greenfield, Jas 13 
 
 Grey, Lord 1 63 
 
 Gzowski, S., C.E 197-8,221,223,226 
 
349 
 
 Hall, Win., Col. of Customs ....51,95 
 
 Hamelin, Hector, Pilot 104, 109,122-3, 234 
 
 Hancock, Commander 280 
 
 Hays, M. J 101,104, 122,129 
 
 Hedge & Bonner 329 
 
 Heney, Mr 3 
 
 Higginson, Capt 125,129,130 
 
 Kingston, Dr. W. H xi, xiv 
 
 Holloway, Col 125 
 
 Holton, Hon. L. H x, xii, xiv 
 
 Hood, David. 148 
 
 Hudon, Victor xi, xiii, xiv 
 
 Hunter, Wm 58,121, 122,129,147-8 
 
 Jackson, Sir Richard 147, 158 
 
 Johnston, Captain 232, 234 
 
 Kay, Thomas x, xii 
 
 Keefer, T. C., C.E 94-5, 167, 201, 221, 260, 315, 319, 322 
 
 Kempt, Sir James 15 
 
 Kennedy, John, C.E 289, 294-5, 297, 307, 320, 322 to 324, 326 
 
 Kerr, Wm 102 
 
 Killaly, Hon. H. H., 57, 65, 67, 69, 70, 72, 79, 80-1, 83, 90, 93, 106, 119, 120, 
 122, 129, 130, 137, 149, 152, 156, 159 to 161, 166-7, 177-8, 183, 197, 206 
 
 Kinnear, David 234 
 
 Kirkwood, Jas. P 263, 265 
 
 Lagueux, L. A 6 
 
 Lambly, Capt 7 
 
 Langevin, Sir H. L 301, 320 
 
 Laurent, Justinian , 135 
 
 Leeming, John 234 
 
 Letourneux, P. L : x, xii 
 
 Leslie, Jas 1,3,8,13,14,18,19 
 
 Leslie, Y. & Co 39 
 
 Leveille, Jos 295 
 
 Lindsay, W. B 25 
 
 Logan, Sir Wm 197 to 199, 206, 211 
 
 Lord, Lieut 72,124 
 
 Lome, Marquis of, Gov.-Gen 302,310 
 
 Lunn, Wm x, xii 
 
 Lyman, Henry xi, xiii 
 
 McAlpine, W. J., C.E 260,263,265 
 
 McCarthy, Daniel and John 137,328-9 
 
 McDonald, Mr., M.P.P 153 
 
 McDougall, John 290 
 
 Mclntosh & Co 39 
 
 Mackay 295 
 
350 
 
 McKenzie, J. G x, xii 
 
 McKenzie, Thos 295 
 
 McKim, Capt 201 
 
 McKinn, Robt 120,160,162 
 
 McLennan, John xi, xiii 
 
 McLennan, Hugh 295,299 
 
 McNee, Mr 1 119,120 
 
 MacNeil,Wm. Gibbs, C.E 197-8,211 
 
 Marause, Christian, Pilot 234 
 
 Marchand, Louis 198 
 
 Martin, Asa 148 
 
 Mathieu, P. M , Pilot 296 
 
 Mayrand, Zephirin, Pilot 198 
 
 Meldrum, G 147-8 
 
 Merritt, Mr., M.P.P 154 
 
 Metcalfe, His Excellency, &c 88 
 
 Millar, Edmondston, Allan & Co , 32 
 
 Millar, John 114,115,120 
 
 Moflat, Hon. Geo 26, 29, 52, 104, 154, 164 
 
 Moody, Lieut 130 
 
 Morin, A. N 217,221 
 
 Morton, Capt 136 
 
 Morton, J 96 
 
 Murdock, Aitken & Co 329 
 
 Murray, Earl Cathcart .97 
 
 Murphy, Edward i xi, xiv 
 
 Naud, A., Pilot 295 
 
 Neilson, Mr 3 
 
 Nelson, Dr x, xii 
 
 Nesbitt, J. & J 4 
 
 Nish, A. G 287 
 
 O'Brien. Denis 147 
 
 Ogilvie, W. W xi, xiii 
 
 Orlebar,Capt 166,279,285 
 
 Page, John C. E vii 
 
 Page, Pierre, Pilot 7 
 
 Parent, E 159, 160, 162, 174 
 
 Parker, Wm 102 
 
 Patterson, W. J 288 
 
 Penn, Turton , x, xii 
 
 Petree, Mr 182 
 
 Piper, Capt. Robt. S x, xii 
 
 Porteous, Thos 13, 29 
 
 Pratt, John xi, xiii 
 
 Quesnel, Mr 3, 14, 18 
 
 Queanel,R A..., , 101 
 
351 
 
 Raymond, Oliver, Pilot 134 to 136 
 
 Rayside, Capt 75,85,116,119, 142 
 
 Kedpath, J .101,104,122,124,129 
 
 Redpath, Peter xi, xiii 
 
 Rendel, J. M 71, 73-4, 77, 79, 80, 84, 113, 137, 148-9 
 
 Rimmer, Thos . - xi, xiii 
 
 Rivard, S v. xi, xiv 
 
 Robertson, Andrew 295, 306, 313, 323-4 
 
 Robertson, Geo. R.. 234 
 
 Robinson, Mr. M.P.P ..153,166,178 
 
 Rodier, C.S.... x, xii 
 
 Rolland, J. B xi, xiv 
 
 Ross, Jos. J 136 
 
 Routh, Sir R. J 31, 53 
 
 Roy, Adolphe xi, xiii 
 
 Rubidge, F. P 183, 187, 193 to 195, 201-2 
 
 Rudolph, A. M 295 
 
 Ryan, M. P xi, xiii 
 
 Sandom, Capt 31, 52 
 
 Sax, Mr 4 
 
 Seymour, Chas 234 
 
 Scott, H. E 102 
 
 Shaw, Andrew 47 
 
 Shehyn, Jos 320, 322 to 324 
 
 Sherwood, Sol., Gen 153 
 
 Sippell, John G 286 
 
 Smith, Atty.-Gen 104 
 
 Smith, A. S 96 
 
 Starnes, Hon."_H x, xii, xiii 
 
 State, Jas 147 
 
 Stanwood,B ....286 
 
 Stephen, Geo 299 
 
 Stephens, Young & Co 42 
 
 Swinburn, Capt ....136 
 
 Tache, E. P 195 
 
 Thibaudeau, Hon. J. R xi, xiv 
 
 Thompson, David, C.E 27,29,54-5 
 
 Tobin & Murison 102 
 
 Try, John 198 
 
 Tuck, John 148 
 
 Vaughan, David, 65 to 68, 70, 75, 85, 92-3, 116, 127, 132, 134-5, 137-8, 142, 
 147, 152, 157 to 161, 167, 197, 201, 328 
 
 Ward,F.H . 162 
 
 Ward, Brush & Co 102 
 
352 
 
 White, Andrew ..13 
 
 Whitney, H. H 287,289 
 
 Whitney, H. D 294, 296-7,306-7,313 
 
 Williams, J. T 113,151-2,179,182 
 
 Wilson, Frederick A 164,193 
 
 Wilson, J 234 
 
 Winn y J. H xi, xiii 
 
 Workman, Wm 290 
 
 Wright, Mr 194 
 
 Yarwood, Stephen 131 , 133, 147 
 
 Young, Mr '..... 18 
 
 Young, Hon. John 104, 109 to 111, 115, 122, 198, 235, 263-4, 286 to 289 
 
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