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ST. LAWRENCE BRIDCJ: 
 
 AMJ 
 
 Manueacturing Scheme 
 
 ENGINEER'S REPORT 
 
 1 8th January, 1882. 
 
 MONTREAL : 
 DAWSON BROTHERS. 
 
 188a. 
 
3 Molsons Bank Chnmbers, 
 
 Montreal, \%th Janua.y, 1882. 
 
 To 
 
 SIR H. L. LANGEYIN, C.B. 
 
 Minister of Public Works 
 
 OF THE DOMINION OF CANADA. 
 
 The St. Lawrence Bridge and Manufacturing Scheme. 
 
 Sib, 
 
 In accordance with the instructions received from yon on the inHtruoiioiu. 
 
 12th January, 1882, I have the honor to lay before you my report on the above 
 
 scheme, together with such phvns and sections as are necessary to fully explain 
 
 the intentions and propositions of the applicants for the charter. 
 
 I propose in the first place to set down the general outline and explanation Outline of Report, 
 of the proposed works ; how we propose constructing them ; how during the 
 time of construction they will affect the harbour ; the approximate cost ; and the 
 advantages which we maintain will accrue to the harbour after the completion. 
 I next propose dealing with the possible objections which may arise to the scheme, 
 by the turning a port of the water of the St. Lawrence through the South Channel ; 
 how this will affect the low lying lands above Victoria Bridge, and at Longueuil, 
 and the shore of the Montreal Island at Hochelaga. Lastly, I propose dealing 
 with the question of lowering the water of the harbour, and the effect from ice 
 forming in the harbour on the navigation in connection with the Lachine Canal. 
 
 The works will consist of an embankment running from the North- West Oesciiption of pro- 
 corner of the Western abutment of the Victoria Bridge, to a point on the South ^"""^^ *"' *' 
 side of St. Helen's Island, and of a high level bridge from thence, across the river 
 to the South shore of the St. Lawrence between St. Lamberts and Longueuil. 
 
 The embankment will bo 76 feet wide at the top, with a solid masonry xho Embankment 
 wall on the river side, and will be left on the harbour side in an unfinished 
 condition, at a slope of 3 to 1, until such time as the requirements of the harbour 
 of Montreal may necessitate from time to time the finie^ing of portions on that 
 side. 
 
 A highway 30 feet wide, with a trottoir 10 feet wide, and a double track Highway and Bail- 
 of rails will run along the embankment. The top of the masonry wall on the ^° "^ 
 outer or river side of the embankment, at the point at which it starts, (the North 
 West corner of the West abutment of Victoria Bridge) will be of the same height 
 as that abutment, or about 30 feet above the ordinary level of the St. Lawrence. 
 It will run thence to St. Helen's Island, rising gradually to a height of 60 feet 
 above the ordinary water level, which height it will attain when it arrives at the 
 point at which the proposed bridge will commence. 
 
Controlling 
 sluiceii. 
 
 The einhankmont will be provided with thrco scries of conlroUiiif; Nluioes. 
 Thoso sluires will bo capable of passing into the harbour 486 million cubic, feet 
 of water pnr hour, and will be placed at a depth of 11 feet <5 inches Ijclow the 
 ascertained low level of the water of the St. Lawrence. These sluices will bo 
 entirely under the control of the Harbour l]oard, and should be kept closed 
 during the winter months when navigation has ceased, and only opened again 
 when it is required to open up the harbour in the Spring, when navigation again 
 commences; during the Summer when the harbour water requires raising; or 
 for controlling and regulating iloods 
 
 Mill and mnrni 
 facturin^ sluici h. 
 
 The embankment will further be supplied with 35 shiices, for milling, 
 lifts and manufacturing purposes. These sluices will be capable of discharging 
 into the harbour about yii4 million cubic feet of water per hour. They should 
 be generally superintended and controlled by the Harbour Board, but will be 
 used at the same time independently and without restriction for the above- 
 mentioned purposes. 
 
 Total yield to har- These two quantities taken together give a yield to the harbour from the 
 
 bour trom siuiceB. XTpper St. Lawrence of 850 million cubic feet per hoiir. 
 
 Highway and Rail- The highway and railroad will run along the embankment, having con- 
 
 '°***- nection with the different lines rimning to Montreal, with a gradient of about 1 
 
 in 250, to the point on St. Helen's Island from which it is proposed to throw the 
 
 bridge across the river. 
 
 The Bridge. 
 
 The bridge will have a total length of 3,050 feet from abutment to abut- 
 ment, and will be formed of unattached lattice girders, with spans of from 250 
 to 294 feet. These will be placed on solid masonry piers with cut-waters such as 
 are on the Victoria Bridge, and these piers will be 10 in number. Or, should the 
 Government require it, a suspension bridge will be substitiited for the above, 
 with 4 openings. The double track of rails and highway will run across the 
 bridge to the South Shore, whence they will connect with the different railroads 
 and highways of the district. The highway across the bridge will be reduced to 
 25 feet in width, with a foot-path of 6 feet wide. 
 
 Difficulties of ccn- 
 Kt ruction. 
 
 Little difficulty is to be apprehended in the construction of the works, as, 
 with the exception of one place known as the " horse shoe " or " pocket," the 
 work of both embankment and bridge will be executed entirely in shallows, 
 which during the summer months are generally dry. The foundations of the 
 embankment will be either in solid rock, or in strong blue shale. The founda- 
 tions of the abutment and piers of the bridge will be in solid rock, and with one 
 exception, can be built entirely in the dry. For these reasons the cost of the 
 works will be comparatively small. 
 
 Interests not to 
 be affected during 
 construction of the 
 works. 
 
 Care will have to be taken that during the construction of the works, no 
 alteration should be made in the flow of water into the harbour, and that no 
 interference should occur to local navigation interests ; and for this purpose the 
 deep channel hereinafter referred to will have to be made for steamers to pass 
 round into the harbour, and such other temporary works as will assure a plenti- 
 ful supply of water to the harbour. These temporary works will be included in 
 the estimate. 
 
8 
 
 It is proposod to reinov(» Mofiiit's Island, the old Grand Trunk Wharf, and cifaring tho south 
 
 all cxistiiifT obstructions in tho South Channel, and to straighten and widen tho '^''"'"""' 
 South Channel at the points coloured red on the plan. It is further proposod to 
 
 straijfhten and widen tho channel between Isle Rondo and St. Helen's Island, so .... , . 
 
 f .. , DiHclmrge into 
 
 as to allow a niaximuni quantity of water, amounting to some 85 million cubic imrbdur through 
 
 feet pi-r hour, to pass throu'^h into the harbour, thereby with the sluices increas- ViuUomlt'amTst. 
 
 ing th 3 discharge into the harbour to 935 million cubie feet per hour exclusive H.i.n'H island, 
 of the Laihine Canal. 
 
 A channel will also be excavated on the South side of St. Helen's Island uetp channel for 
 800 feet w'de, with a uniform depth of 10 feet below the present bed of the ""vigation. 
 stream, so that during very dry weather in the Summer, when all the sluices are 
 discharging full into the harbour, navigation in the South Channel may not be 
 impeded for want of water. 
 
 Wherever either above or below the proposed works, it may be necessary [.« 
 owing to low lands likely to be flooded, a levee will be built. 
 
 veeB. 
 
 The approximate cost of the works, including all contingencies, will from Approximate cost of 
 estimates that 1 havt! carefully taken out amount to Three Million two hundred ""'" """'''* 
 thoiisand dollars, ($3,200,000). 
 
 It is claimed by the promoters, and I think with reason, that the advan- Advantages to the 
 tages to the harbour of the carrying out of the scheme, will be very considerable, •'"''••o'"". 
 In the lirst place tho harbour will not be low^ered, but the Harbour Board will 
 be able by means of the sluices, to so control and regulate the water in the har- 
 bour, as to keep it at a uniform depth throughout, and, having once deepened 
 it in the different portions to whatever depth they may consider desirable, it 
 will not again be necessary to proceed with the same amount of dredging as 
 heretofore ; as all the large quantity of detritus which is now brought down Detritus, 
 by the ice, and deposited in the deep portions of the harbour, will be done away 
 with, and only such small amount of sediment as may be created by local causes, 
 will settle in the harbour. This when the water is very high can be scoured 
 out by the discharge from the large sluices. The St. Mary's Channel will, 
 when the sluices are running full bore, have only a velocity of 5 miles per hour 
 as against the present velocity, which has been carefully ascertained by means of 
 meters and floats, of 8 J miles per hour; and these observations were taken 
 when the River St. Lawrence was remarkably low. The rapid current between 
 Sous-le-Mout and He Verte which has a velocity of 12 miles per hour will be 
 completely done away with. 
 
 The navigation interests will be in no degree injured, as the La Prairie uavigat 
 and other boats will be able to land passengers on the South or River side of the 
 embankment, or pass down the excavated channel into the harbour, and the 
 South Channel will have at no point a greater velocity than 7 miles per hour. 
 
 ion interests. 
 
 With regard to the low lying lands between La Prairie and "Victoria Bridge, . , , 
 
 , , _ , . JO o ' Lowland near La 
 
 the result of the investigations that I have made, is that the proposed alterations Prairie, 
 would only create a rise of the water at Victoria Bridge of about 4 feet 6 inches, 
 and as the lowest land in the neighbourhood of La Prairie is some 11 feet above 
 the level of the water at this point, it is impossible that the jamming of ice in 
 
 tMm 
 
the lowor portion of the St. Lawroiuo having raised the water above Victoria 
 Bridiri' to the hi'ijrht tliat it generally does at these times, should alter the height 
 of water at La I'rairie and the adjoining lands themselves. 
 
 Questions of decpeu- 
 iag the South (ihan- 
 nel. 
 
 Obstaclug. 
 
 MotTatt'8 Islnnd and 
 Qrarnl Trunk Wbaif. 
 
 CurrentH and rniiHiH 
 of their present di- 
 rection. 
 
 Return of current to 
 natural channel. 
 
 It is not therefore in my opinion in any way necessary to deepen the 
 South Channel, further than removing sui-h obstacles as might actually present 
 a surface to the uniform flow and drift of water and ice respectively, except in 
 the case of the channel for navigation 300 feet wide and 18 feet deep, l)efore and 
 hereinafter referred to. Such obstacles are presented l)y Moffat's Island, the 
 Grand Trunk "Wharf, and the adjacent rocks. Mollat's Island and especially 
 the Grand Trunk AVharf are two of the most serious impediments to the How of 
 water down the South Channel. On the 81st December, 1881, I carefully tested 
 the height of the water on one side of the Grand Trunk Wharf and on the other, 
 and found a difference of level of one foot 8 inches in height on the upper side. 
 I found also that the <iirrent from Victoria Bridge which I carefully teste-i ^y^s 
 setting directly down the centre of the South Channel, until it met wii the 
 obstruction of the V/harf, when it was thrown acro.ss the river in the direction 
 of the "pocket" and thence into the harbour, with a velocity of some 12 or 13 
 miles per hour. Previous to this, I had an opportunity of watching the current, 
 which went far to verily the observations taken on Mofiat's Island. This was 
 at the end of Brassey's Wharf, near the Western abutment of Victoria Bridge, 
 where I noticed that the current set in a direct line for the Grand Trunk Wharf. 
 Messrs. Bell, Newton, and Fleming, also by their report and plans recognized 
 this, and these facts lead me strongly to the conclusion, that formerly the South 
 Channel of the St. Lawrence was the main channel of the river, before the Grand 
 Trunk Wharf was built, and the softer material between St. Helen's Island and 
 the point which is novv the Western end of the Victoria Bridge, was w^orn away 
 by the action of the water and ice, and that by turning a large portion of the 
 water of the St. Lawrence down the South Channel we shall only be returning it 
 to its original course. 
 
 Rise of water in South 
 Ohannel. 
 
 It therefore appears to me better to allow the water to rise to such a height 
 that it may pass the required quantity of water down the South Channel, both 
 for the reason of giving sufficient head to the saiices for the control of the har- 
 bour, and because if the bed of the South Channel were lowered by the proposed 
 scheme, the harbour would most assuredly be lowered in proportion. 
 
 Levees. 
 
 Wherever it may ^e necessary to build a levee along the cou^'se of the 
 South Channel for the protection of land from high water, it will be done ; but 
 it is to be observed that the main characteristics of the St. Lawrence in times of 
 high water when the danger occurs will not be altered, as the greater portion of 
 water can still be passed through the harbour. 
 
 Hochelags. With regard to the question of possible injury to the shore of the Montreal 
 
 Island at Hochelaga, by the change of direction of the current, nothing in my 
 opinion is to be feared, as it is to be remembered that the nearly still water basin 
 between Longaeuil and Hochelaga and the conditions of the river will remain 
 precisely the san:-, and the change in the direction is so small, that it will have 
 little or no effect on the deep water. Further than this a very large portion of 
 the water can at all times, if considered necessary, be passed through the harbour 
 sluices. 
 
All tln'Hc points 1 hiivt' endeavort'd to show dearly on the plans and Attached pUu. 
 diagrnms attached to this n-port. 
 
 The Hoods of the Kiver St. Lawrence nro due almost entirely, in my Floods of the 8t. 
 opinion, to the disjointed and liroken ( liannel near and around Houehervillo 
 Island, and to the (lals and shallows whiih according to the Admiralty Chart 
 exist in that neighborhood. These Hoods are, I think, considerably aggravated 
 in the innnediato vicinity of Montreal, by the packing and cramming of ice in 
 Ht. Mary's Channel, which after the ice has packed at IJoucherville Hats, creates 
 a second temporary dam, and again raises the water in the Ilarboiir. This, after Effect of proposed 
 the proposed works are completed, will obviously be done away with. I am 
 informed that since the channels, lower down the 8t. Lawrence, have been 
 deepened, the Hoods have been from 3 to 5 feet lower than previously. 
 
 The embankment will be built with a slightly convex side towards the Design for embank- 
 river, where the ice is likely to hit or impinge upon it, as shewn on the attached 
 
 plan. 
 
 « 
 
 From information received from persons intimately acrniainted with the ico. 
 St. Lawrence, and more espciially from Mr. Kennedy, M. Inst. C E., Chief 
 Engineer of the Harbour Commissioners of Montreal, who has kindly given me 
 every assistance and information in his power, during the researches and surveys 
 that I have been obliged to make in studying the general question, it appears 
 that the rules which can be applied to the action of ice are very indefinite, and 
 this must naturally be so. I have, however, obtained sufficient information to 
 guide me in arriving at the probable action of ice after the construction of pro- 
 posed works. From information received from Mr. Kennedy, it appears that ice 
 requires very little encouragement to move, either in one direction or another, and 
 that unless a large obstacle is placed directly in its road, it will have a tendency 
 to be guided or broken in the direction that any such obstacle may direct it. 
 When I speak of a large obstacle, I infer such a thing as an embankment thrown 
 at right angles or nearly so across the direction of the current, which embank- 
 T".ent would have to be made sufficiently strong to stand the maximum pressure 
 of any mass or masses of ice which might be shoved against it. But in the case 
 on the other hand, of an embankment that woiild only alter the course of the 
 water and ice, I fear no piling or jamming of ice against it, and as in the case of 
 the Victoria Bridge, if the piers of the proposed bridge are properly constructed, 
 I believe that the result will be a lurther breaking up of the ice after leaving 
 Victoria Bridge, and consequently that no packing will occur in this portion of 
 the river. My reasons for this belief are the following: — The distance between 
 the Victoria Bridge and the proposed bridge is so short, that after having been 
 first broken by it, the ice will not again have the chance of rapidly congealing 
 before arriving at He Ronde, owing to the increased depth and the velocity in 
 the proposed new channel. 
 
 In times of flood, as I have said before in my report, the condition of the in times of flood. 
 St. Lawrence will remain exactly the same as before. The advantajres with J,^^ packing in St. 
 
 J . ., . 1.1. . . .,, , , 1 P t n , , Mary's Current. 
 
 regard to the ice, which, in my opinion will no doubt be lound after the comple- 
 tion of the works, are : that at St. Mary's Current the present jam of ice, and the 
 further raising of the water and the flooding of the lower portions of the City of 
 Montreal will be obviated, and in the future, no ice shoves or piling up of the ice 
 on the wharves will occur. 
 
6 
 
 Lachlne CBnai Bn<i With regard to the question of ice forming in the harbour proper during^ 
 
 harboor "* '" ' " ^^^ winter and probably impeding navigation in the spring from the Lachine 
 Canal and other sourres, the breaking up of the ice, in my opinion, will occur 
 precisely as it does now, as it appears to be due to the rise of the water in the 
 spring, which will act upon the harbour in the same manner as at present. The 
 harbour can be controllt^d at any time by the sudden opening of the sluices, and 
 this arrangement will further have the advantage of all the main ice, of the 
 River St. Lawrence passing down the South Channel instead ot passing through 
 the harbour. 
 
 Lachine Canal 
 Locks. 
 
 In reg-ard to the question of the Lachine Canal, it is improbable that the 
 canal and locks will be freed from iee before the harbovir under the proposed 
 new conditions. 
 
 The quc8tion of 
 lowering the watei- 
 of the harbour. 
 
 St. Mary's Current, 
 
 BackwatiT. 
 
 Lachine Canal and 
 the channel between 
 lie Ronde and 8t. 
 Helen's Island. 
 
 If the works of the proposed embankment are built in the manner now 
 suggested, the harbour will not be lowered at any point, except immediately at 
 the top of the present St. Mary's Current, at which point it will be lowered about 
 6 inches. St. Mary's Current is due to a large extent to the water piling itself 
 behind the narrow channel through which the current runs. From this point 
 in a distance of only about J a mile, there is a fall of from 1 foot 9 inches to 2 
 feet. The present height of the water in the harbour would if no water were 
 turned into it, be lowered 2 feet 3 inches, and supposing that the whole of the 
 St. Lawrence were passed by the South Channel into the virtually still water 
 basin opposite Longueuil, which length of the river has only a fall of 4 inches 
 in a mile, the water at this point immediately below He Ronde would remain at 
 the same level as at present, and would return into the present harboiir until 
 that level were again found, that is 2 feet 3 inches below the present level. Bu« 
 it is tc be observed that the St. Mary's Current at present creates a backwater on 
 the South side of He Ronde of about 1 foot 6 inches in height, and this backwater 
 CO fiir as can be ascertained, taking into consideration the alteration in the velo- 
 cities between the St. Mary's Current and the nearly still water opposite Lon- 
 gueuil, should not be more than 10 or 11 inches. The greater height of backwater 
 observed is owing no doubt to th(^ abrupt full of the bed of the South Channel, 
 at a point above the head of the backwater, and some other local reasons. The 
 backwater that should be created into the harbour by way of St. Mary's Current, 
 when the whole of the water of St. Lawrence flows by the South Channel, 
 should be about 1 foot 8 inches, which would raise the v*rater of the harbour 
 from the reduced level of 2 feet 3 inches to that height ; and besides this, the 
 level of the water in the harbour would be again raised by other means about 
 4 inches. These other supplies would come from the Lachine Canal, and the 
 discharge throixgh the Channel between He Ronde and St. Helen's Island, giving 
 a total rise of 2 feet, or 3 inches below its present normal level. It is preferable 
 howcA^er in dealing with this question to allow for the fact that the height of the 
 bed of the South Channel is somewhat above the present surface of the water in 
 the harbour, and that owing to the necessary raising of the water in the South 
 Channel, that water will be delivered into the wide nearly still water basin 
 opposite Ijongueuil with a head or depth of 8 feet, which would cause a swell 
 or head of water immediately below He Ronde, for backwater, ' current down 
 the river as the case may be, of 1 foot 11 inches, and allowing for rather more 
 than half of this going down the river, there would be a backwater of only lOJ 
 or 11 inches towards the hrrbour. This would only give a total rise from the 
 reduced level in the harbour, from the He Ronde Channel ; the Lachine Canal ; 
 
 i 
 
and this backwater of about 15 inches, or a total loss to the depth of the harbour 
 of about 12 inches. 
 
 The water on the South side of St. Helen's Island will have an average 
 depth, at ordinary water level, of about 8 feet, except in the deep channel, 300 
 feet wide, which it is proposed to cut along the shallow portion, which channel 
 will haA'e an average depth of about 18 feet, and in no place will there be a 
 greater current, if a suspension bridge be built, than 6 miles per hour, or 7 miles 
 per hour if the girder bridge is built. The material from this channel, from 
 Moffat's laland, from the adjacent rocks, and from the proposed widening of the 
 South Channel, would be absolutely required for the construction of the embank- 
 ment, and considerable further excavation would be necessary from the harbour 
 as well, so that the proposed Company would be able to ofi'er to the Harbour 
 Commissioners the advantage of deepening the harbour to whatever depth might 
 be considered necessary, within reasonable distance of the proposed site of the 
 embankment, without any considerable extra cost to themselves. 
 
 Depth of the South 
 Channel. 
 
 Current in the South 
 Channel. 
 
 Advantages to be 
 offered to the Har- 
 bour Commissioners. 
 
 W 
 
 From the foregoing remarks it will be seen that the water in the harbour Water in theharbonr 
 would, with the exi^eption of eddies, be almost still water, with a sufficient return 
 current to carry down all sewage matter, but not in my opinion to gi^'e the 
 Harbour Board that amount of control of the harbour which they should have 
 in the case of the lowering of the St. Lawrence in very dry weather, and possible 
 silting up of the deep portions of the harbour. It is for this reason that the con- 
 trolling sluices have been adopted, which, if made, will considerably reduce the Controlling glnioes. 
 backwater at He Roiide, and I prefer, therefore, to ignore the possible and pro- 
 blematical effect of backwater, and to deal with the question as it absolutely 
 exists to the public mind, of having to return or make up to the harbour the 2 
 feet 3 inches in depth that it will have been reduced. 
 
 The rapid current of 8J miles per hour in St. Mary's Channel only exists Present currents, 
 for a distance of some 3,000 feet, in which distance there is a fall, as I before 
 stated, of from 1 foot 9 inches to 2 feet. The surface water behind this current 
 is piled vip and creates for itself, or has created by currents above, sufficient head 
 and under ctirrents to force the greater part of the volume of the St. Lawrence, 
 through the narrow channel at St. Mary's, until it arrives at the wide ba«in 
 opposite Loiigueuil. Careful guaging with current meters and floats shew an 
 increased rapidity in current below the surface, which current is no doubt created 
 by the rapid ciirrent of 12 miles per hour at a point between the rocks before 
 mentioned, Sous-le-Mont and He Verte, where there is a fall in 400 feet, of 2 feet 
 3 inches, and a velocity of 12 miles per hour. There is little doubt that this 
 current extends to a consideral)le depth below the surface of the whole harbour 
 basin, and acts with a propelling force on the St. Mary's current, and that what 
 is apparently still water at present in the harbour is the effect of the backwater 
 created by the sudden narrowing of the channel at He Ronde, and the upheaval 
 of the water due to under currents. In ftict, the true fall that should be taken in 
 calculating the velocity of the water through the harbour, and consequently the 
 quantity of water discharged through St. Mary's Current, is 4 feet 6 inches, and 
 and not 2 feet 3 inches, and should be registered from a point immediately above 
 Sous-le-Mont to the still water opposite Longueuil. At present the fall of the 
 water of the harbour is calculated to be about 2 feet 3 inches, but this is taken 
 from the sill of the lock of the Lachine Canal to the still water opposite Longueuil, 
 
RelatiTe width of 
 channel. 
 
 8 
 
 or immediately below He Ronde, a distance of about 2 miles. Now it is evident 
 that with such a fall in this distance and with no local obstruction in the bed of 
 the stream, the St. Mary's Current would neither have the velocity of 8J miles 
 per hour, nor be able to pass the quantity of water which now runs through it, 
 and these statements can be easily verified by calculation. The width of water- 
 way as proposed for the new channel on the South side will be 3,000 feet instead 
 of the width of the present water-way through St. Mary's Channel of only 
 1,300 feet. 
 
 iil 
 
 Sufficient water to It therefore has appeared to me advisable to provide the means for passing 
 
 be pagsed into the jj^^^ ^j^g harbour a quantity of water sufficient to keep it up to its present level 
 and somewhat above. The reason for passing more water than is absolutely 
 necessary into the harbour is, that if only the amount required to keep the water 
 to its present level at the top end or shallow portion of the harbour were passed 
 through the sluices, the water at the head of St. Mary's Current would be some- 
 what lowered owing to the uniform velocity and fall throughout the harbour. 
 After the embankment is made, the water in the harbour will be independent of 
 any currents of the St. Lawrence, except those created by the water passed 
 through the controlling and distributing sluices, and consequently it will have a 
 Future current*. uniform fall due to the head of the water. It will be found by calculation that 
 in order to raise the water to the original level of 2 feet 3 inches when the 
 embankment is made, St. Mary's current will have to pass through that channel 
 810 million cubic feet of water per hour. It will also be found by calculation, 
 that without the help of the various currents which at present exist behind it 
 collected together and impelled upon it, it cannot deliver more than this, or 
 travel with greater velocity. It is proposed in order to meet this requirement of 
 810 million cubic feet per hour, to pass into the harbour through various sources 
 982 million cubic feet per hour, or 172 million cubic feet more than necessary 
 under the then circumstances to raise the water to the original level of the 
 harbour. The harbour Board will haA^e the advantage of being able to regulate 
 their own harbour and the floods of the river as they may deem necessary. 
 
 In closing my report I beg to hand you the accompanying plans and 
 sections, and 
 
 I have the honor to be, 
 
 Sir, , 
 
 Your obedient servant. 
 
 (Signed,) 
 
 F. FOSTER BATEMAN, 
 
 M. Inst. C. E. 
 
N?l 
 
 J^OTE.—Sliaded portions are to be 
 removed. 
 
 P0INT\ \sT CHARLES 
 
 Scale l.SOO feet per inoft. 
 
GENERAL PLAN 
 
 The 
 
 St. Lawrence Bridge and Manufacturing 
 
 Scheme. 
 
N?l 
 
 J^OTE.—Sliaded portions are to be 
 removed. 
 
 ST CHARLES 
 
 CUSTOM MOUMt 
 
 Scale 1,200 feet per incJi. 
 
^■t: 
 
 SECTIONS &f. 
 
 EMBANKMENT 
 
 Prpsent Level of WnUT 
 
 J{OTE.— Dotted lines show pos, 
 ations as suggested hy Govi 
 
 SOUTH SHORE 
 
 The 
 
 St. Lawrence Bridge and Manufacturing 
 
 Scheme. v 
 
 /t<£c^{3f 
 
 oA*sc»/ 09OS ttOAfrmtAi 
 
Parapet- Wafl 
 
 LONGITUDINAL SECTION OF EMBANKMENT AND SLUICES AT ^. 
 
 lixHufway „ Half, road 
 
 tted lines sJiow possible alber- 
 s suggested by Government. 
 
 I Crihwork or Hiiblile in Mortar 
 
 Natural Scale for Sect 
 40 feet per inch. 
 
 Line 
 
 CROSS SECTION OF EMBANKMENT. 
 
 t9/- 
 
 \\'\ 
 
 A 
 
 Harbour 
 
 Thirty five 
 
 ■J d n' n n D n 
 
 \ ,4/iU and 
 
 I fl fl a D I 
 
 Controlling 
 
 Scourinff^ 
 
 ,a n n ni 
 
 ELEVATION OF BRIDGE AND EMBANKMENT. 
 
 Horizontal Scale 600 ft. -per inch. 
 Vertical Scale 40 ft. per inch. 
 
N92. 
 
 EMBANKMENT 
 
 on South Sitle of Krnhankmenf 
 
 \or Sections 
 inch. 
 
 The Works will in the first place he con- 
 structed with a single line of rails, and 
 only such extra work will he done as 
 may he necessitated hy the demands of 
 commerce. The drawing shows two 
 heights, one of 50 ft.- at the Bridget 
 original design; the other GO ft. at 
 the Bridge, altered design. 
 
 Wall 
 
CURRENT PLAN 
 
 The 
 
 St. Lawrence Bridge and Manufacturing 
 
 Scheme. 
 
 ySnsiXj'^^r 
 
N93. 
 
 J/'OTE— Dotted Arrows denote present Cur- 
 rents, Strong Arrows future Currents 
 after completion of the Works. The 
 force of the Currents is shown by the 
 length and strength of the Arrows. 
 The letters A A(K)^c. refer to points on 
 the Sectional Diagrams J^os. 4 and 5- 
 
 PO/NT\ST CHARLES 
 
 HARBOU/t OFFICE 
 >e> CUSTOMHOUSE 
 
 Scale 1,200 feet per inch. 
 
SECTIONAL DIAGRAMS 
 
 SOUTH CHANNEL PAST ST. HELEN'S AND ISLE RO 
 
 AT LONGUEUIL 
 
 85 
 
 Surfiire 
 
 of V 
 
 fl 
 
 I 
 
 ■5 
 
 ■5 
 
 I 
 
 I 
 
 
 Surfucp 
 
 or 
 
 a 
 
 '^~-^.. 
 --^?^^^ 
 
 
 St in ITS 
 
 
 A 
 
 
 Pri'serit 
 
 -^51^ 
 
 c 
 
 lire 
 
 D' 
 
 ---^1^ 
 
 
 Sluin's 
 
 fire 
 
 "^ 
 
 'a 
 
 
 S 
 
 ^u 
 
 .^ 
 
 
 -^^!iL^!in'D^l^____ 
 
 
 "^ 
 
 \ 
 
 
 
 F 
 
 
 
 
 
 -* 
 
 The 
 St. Lawrence Bridge and Manufacturing 
 Scheme. 
 
 Horizontal Scale 600 ft. per in 
 Vertical Scale 10 ft. per inch. 
 
 
 sv 
 
 
 CHANNEL THROUGH HARBOUR AND ST. M 
 
 RED shows future Witvr Level of Harbour. 
 BLUE thews present Water Level. 
 
 '^:^ .Sy .Marys C\ 
 (g) 
 
 Horizontal Scale 1,200 ft. per in 
 Vertical Scale 20 ft. per inch. 
 
 '^Of ff^e % tc • 
 
HELEN'S AND ISLE RONDE TO STILL WATER 
 AT LONGUEUIL 
 
 NO4, 
 
 I 
 
 
 I 
 
 ^OTE.— Since the Scheme has been ma- 
 tured it is found that the JVew Levels 
 of Water in South Channel will he 
 slightly lower than shown here. 
 
 inrs 
 
 'I Scale 600 ft. per inch, 
 hale 10 ft. per inch. 
 
 HARBOUR AND ST. MARY'S CURRENT, 
 
 /V.?5. 
 
 lure Water Level of Harbour. 
 }reser.t Water Level. 
 
 •Sjt? '^'' yorys Current 
 
 -w 
 
 
 I' 
 
 % 
 
 ft 
 
 Scale 1,200 ft. per inch, 
 ale 20 ft. per inch. 
 
 »^(lJNC'^^ir/i2a^ /£^ 
 
 A* 
 
 i3f