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Les diagrammes auivants illustrent la mAthode. 1 2 3 4 5 6 A SURVEYOR'S REPORT ON THE i^t .-"**" THAMES AND GRAND RIVER CANAL. # "^fc -% REPORT ON THE PRACTICABILITY OF cJONNECTING THE BRAMD RIVER WITH THE RIVER THAMES, BY MEANS OF A CANAL. « ' BY ROBERT ▲. MAINOY, MIIflKG AND Civil. EVGIKEIR. ■H)»^40— RRANTFORD : DAVID M. KEELEB, PLAIN AND FiNCY JOB PRINTER^ SENTINEL PRESS 1835. DEC vs, iDSO RKPORT. • To the Commiliee of Subscribers to the proposed Canal between the liiver Thames and the Grand River ;— Gentlemen — In pttuuanco of my instructions received from W. H. Merritt, Esq. and the arrangements entered into with your agent, G. W. Whitehead, Esq. I proceeded to examine and survey the several routes therein named, and I now beg leave io lay before you my Report, Estimate, and Plans. It being indispensably necessary,that I should in some measure be acquainted with the general features of the country, I first turned my attention to, and devoted some time to the examination of, not only the several creeks pointed out in my instructions^ but also oi* the surrounding country as far as I deemed it desirable ; and finally, on the second day of June last, (accompanied by a compe- tent surveyor and necessary assistants) commenced levelling, in which operation I was much retarded by the unfavorableness of the weather for such a work. The first section of the route surveyed, (and which is delineated upon the ground plan by the broad red line,) comprising the three first miles, commences near the junction of Cedar Creek witjii tho river Thames, on the property of Col. Light, through which it passes in an easterly direction until it crosses the Beachfield and Woodstock road, where taking a south easterly direction crosses into the first concession of East Oxford, thence into the second, and terminating at lock No. 3, in the nineteenth lot of the latter conces- sion. In this section there is unavoidably some extra excavation, as also some embanking, but by no means of any consequence, also three locks of ten feet lift each, the soil consists chiefly of black loam and mud upon a 'clay bottom, and as per annexed estimate, this section will cost £3403. 7* 0. The next section passing into the third concession continues in the same direction as the last, crosses the west quarter town line near the junction of Mud Creek, a sluggish stream with an average depth of eighteen inches of water. In this section, which runs for some distance through a cedar swamp, there occurs but a very trifling excavation or embanking — the soil is chiefly black mud lying on a clay and gravel bottom, and varying from two to three feet in thickness. The cost of completing this section as per detailed estimate, is 1^1950. 16. 8. (4) The third lection, being a continuation of the third concesiion» crosses. the mkldle town line, where the land rises rapidly^ until it arrives at the highest summit of Fand in the course of the canal, having an elevation of 60f. 3 lnOOOi* above the level of summer water in the River Thames, and requiring a cutting of (23) say twenty<>three feet for the length of six chains, where the fall is equally rapid until at the termination of this section, where tho route is again at] the requisite level. The expense of completing this mile is somewhat high in consequence of the deep cutting, which is requisite, in keeping the same level, and thereby turnioe the water of Cedar and Mud Creeks to the east. As per annexed estimate, it will amount to £6195. 14. 8. The next section, in which is located threo locks of ten feet lift each, crosses the fourth concession in a south east direction, then passes over the stage road in front of Mr. Sage's dwelling, (where it will be necessary to construct a bridge) into his clearing. This section repeatedly crosses a small branch of Kinney Creek, which is, however, so insignificant, that no culverts will be required, as it is proposed to take it into the canal. The expence of this sec- tion, in which occut some little excavation and embanking, as per estimate, will be £3U9 7 3. The fifth section, which principally runs thtough a black ash swail,* crossing into the fifth concession and seventh lot, takes a gradual bend back into the fourth concession, then dgain into the fifth, and finally terminates at lock No. 6. Kinney Creek, which in this section receives an augmentation of water from a stream rising near the Governor's road, is frequently crossed : should it hereafter be deemed requisite a dam might here be constructed, (as the banks on either side are steep, and very close to each other,) for the purpose of collecting the waters arising from innumerable springs, as also the fall and spring floods. Three locks of ten feet lift each, are in this section located^ The extra excava^ tions, whif;h consist of black soil on a clay bottom are not great — some embanking in preserving the level will be necessary. £sti« mated expense, £2359 12 10. The next section, continuing in nearly the same direction as the last, crosses the town line between Oxford and Burford, thence to Mr. Wier'i mill pond, which it is intended to make use of, as being a caoal already formed, merely requiring to be cleared of the dead timber, and the formation of a tov'^ path upon its southern bank. In leaving the pond the land is found to be somewhat lower than our level, and which it is intended to pceserve by embanking^ (») onceuion» y, until it the canal, I summer (23) say the fall is where tho ompleting ip cutting, )y turning )r annexed n feet lift tioUj then ig. (where ns. This tek, which quired, as f this sec- ng, as per black ash t, takes a n into the rmentaflon frequently (ht here be ry close to ising from hree locks a excava^ ot great — ry. Esti- ion as the thence to r, as being 'the dead ern bank, ower than nbanking^ thereby saving the expense oi a lock and considerable excavation in crossinff a small rising, which was found necessary to pass over to save following the valley, which hero takes a considerable bend to the north. Under the excavation it will bo ' necessary to place pipes for giving the water (which part of the year covers these flats) a free passage. The cost of this section as per annexed estimate, including one lock often feet lift, will cost £2495 12 10. The next section after crossing the west quarter town line, passes into the sixth concession, then in an easterly direction very near the stage road, through a black ash swail, which being below level, except where the line unavoidably crosses ridges in preserving the same direction, some embanking will bo necessary which will save the navigation from interruptions, which it would otherwise una*' voidably be liable to, from the land here being inundated during part of the year. The creek ia frequently crossed in this section, the waters of which can be advantageously taken into the canal ; pipes under the embankment, such as are in use in Great Britain for similar purposes, will be here required. The cost of the section as per estimate is £3564 16 0. The eighth section^ in which are located two locks, continues in the same direction as the last to the middle of the town line, where taking a northerly 'direction, strikes the junction of Horner's Creek, which is here fifty links broad, and somewhat above the level of thu bottom of the canal, into which it is purported to admit the water, by raising a bank across the river in a line with the heeipath of the canal, and therein constructing a waste weir for carrying off the waste water. The embanking and extra excavation in this section is trifling. The whole three mile% as per estimate, includtog one ejidge over the Oxford stage road, and another over a bide road Ibadingto the Governor's road, will cost but ^3512 17 2. The next section, including the nineteenth and twentieth miles, takes rather a sudden bend to the south, which can, however be ob« viated when locating the canal, by continuing onTthe north side of the creek, from where the rout crosses the side>road mentioned in the last section, until it strikes the dam thrown across the stream by N. Ives, Esq. and then continuing a!ung the mill race, which merely requires to be widened from thi t links *o the general dimensions of the canal and deeped. This sr> • • in Mhich three locks are loca- ted, two often feet lift and on^ : i I'^'et, will, as per estimate, cost £3026 5 0. From the point of temiu;. ;: • iaeek, but is not as durable, it will, however, with the aid of innu>« merable small spring creeks amply suppiy the eastern route, r. .s '*> I will now proceed to state generally the results of the examina- tion made by me of the several routes mentioned in my instructions and my reasons for adopting this line in preference to the others, merely mentioning '< eii passant^* that being a total stranger (o all, partiat interested in the several routes, my examination was coRr ^? /i:i5 / . (8) dudted with a total disregard to all 'prejudices in favor of one rout^ or another, my only view being to study the jntersts of the eubicrlK bore and the public in general. Sttiith Creek) the first examined by me, is a considerable, but winding stream ; from the point wheie it first enters Blenheim, which is in the 18th lot of the 14tli concession, it passes south thro' the third concession and part of a fourth, in a very circuitous man* ner, then turns to the east entering into the eighth and ninth conceal sions of Dumfries, then re^«entering the eighth concession of BIen<« heim, and traversing seven lots, once more takes a southern direc- tion through tliree concessions, changing its direction for a short distance to the east, and continuing in a south east and vory crooked direction to the town of Paris, where it empties into the Grand River. I did not examine this river much above the seventh concession, as from an inspection of the map I felt convinced that it would not be for the interest of the subscribers to follow this cryk any higher than was absolutely necessary in securing the most advantageous point for leaving it ai^. This being obtained at Trout Creek, distant from Paris about seven miles, I turned my attention to selecting the best line for forming a junction with Horner's Creek, and finally with the River Thames. The route delineated on the ground plan, by dotted lines^is the one I here selected ; but Ithink it probable,that upon a more extensive examination being made, and which I regret time would not admit of my undertaking, a more favorable point nearer to the Town Plot may be found foe its termination. The summit of this line will be between Cranberry Lake and Pine Pond, and will not, I am convinced, exceed that of the route already surveyed, either in height or length. With regard to the supply of water, in inspection of the accompanying plan is only requisite to satisfy the most sceptic person that want of water can ne- ver be urged as one of the objections to this route being completed. Having fully satisfied myself upon the practicabili^.y of this route, I next commenced an inspection of Cedar Creek and Horner's Creek, froHMhe |unctio&^ the former with the River Thames, to the junction of the latter with the Grand River ; but having already given a description of it in a former part of my report, a repetition of it would be superfluous. To attempt to particularize the immense advantages that will accrue to this province in a variety of instances from an extension of its inland navigation, or even to this section of country, from the proposed canal, when viewed ai a link of the vast chain of inland navigation which it will possess when the Improvement of the Grand one rout^ le subicrin erable, but Blenheim, Boutb thro' tou8 aian« h conceal of Blen« em direc- for a short y crooked and River. concession, L would not any higher vantageous !ek, distant lectlng the and finally ound plan, obable^that ch I regret arable point Lake and f the route ard to the an is only ter can ne- completed. this route, er's Creek, les, to the ig already repetition that will extension 'f from the of inland the Grand (») Riv^r^ now rapidly advaikcinfg to a state of cbmpletion^ attd those of the River Thames now under survey to its mouth, ar^ cbmpteteid, would prove an endless task, and requite a much abler p^n than mine. It may not, however, be amiss to mention some few, which, before doins, I would beg leave to quote the words of a late cele- bl'ated author upon Inland Navigation : he remark», *< Th^ are, perhaps, few objects of internal policy that so mach ciill fbrth the powers of a country as canals. They not only are the means of enlarging foreign commerce, but they give birth to an internal trade, which with all the advantages attendant on foreign commerce, far exceeds it in extent, value, and importance." No coimtry on the face of the globe is more alive to these advantages, or ever reaped more from canals in tin equal ratio than China. The country, as we are informed by travellers; is in every direction intersected by canals from the smallest to the largest di- mensions, atid to such an extent have they carried inland navigation, that a traveller is enabled to traverse this vast empire entirely by canals. The industrious Hollander, as we are told, from mere ne- cessity, and hatred to their oppressors, the Spaniards, were first led to turn their attention to the construction of canals, and have, from a diligent perseverance raised, comparatively speaking, a small tract of marshy land into a populous, powerful^ and wealthy st^te. — Oreat Britain, possessing innumerable rivers ma^e navigable by art, possess at this day a greater number of canals than any other coun try in the worid, and has derived, and is still deriving incalculable benefits therefrocn. The United States, following the steps of the mother country, is every day designing new projects of Inland Navigation, which, possessing the patronag^f the government, must at no very distant period raise it to a rich, populous, and pow- erful republic. The British North American possessions, until of late years, appeal^ to have been laboring tinder very powerful disad- vantages, but will, I truBt, e'er long be enabled to prove to their more enterprising neighbors^that the spirit of improvement has never been entirely wanting, but merely lying dormant until an opportunity pre^ sented itself of bureitrng forth in a manner becoming the fostered child of so gre&t and powerful a nation as Great Britain. Even in the short time thai I have known this province, several projected canals have been cdmmeiiced and are far advancing to completion, and several others are now in contemplation. The imitiense saving in the expence of carriage (which may be estimated at one tMrd) may be classed at the head of the many advantages AtttridftAt on the adoption of ctinals in lieu of the dilatory^ uncertam, m and expensive mode of transit afTorded by the monopolists in the carrying trade. To convey twenty tons of goods upon a canal such as is here contemplated, the boat and horso would, upon a rough calculation, cost from eighty to oue hundred pounds and require one man to manage the boat, with a boy to drive, whereas, to convey the same weight by land, twenty horses would be required, and at least ten men, and the goods so carried, besides the delay attendant upon such a precarious mode of transit, would cost the merchant one third more in the item of carriage, and, as is most frequently the case, reach him in a damaged state, and thereby occasion hiui still greater loss. To the farmer, canals preijent very great advantages over the present system of the country. At present he labors under almost insurmountable disadvantages ; probably at a time when he should be occupied on his farm, he is under the iiecessity of disposing ot a certain portion of his produce ; to realize its value,he is often obliged to travel with his load from'eight to ten and twenty miles, and asfre- quently to return home with the same load, or dispose of it at a loss, and his horses or cattle, from the fatigues of the journey are unable the following day to perform their accustomed woik on the farm.-^ How very diflTerent would it not be, had ho a canal running through or near his property, in lieu of losing his valuable time, as usual he would be enabled ekher to dispose of it to speculators, who, it is to be inferred, would be met with along the line of canal ; or, he may at a much less expense get his produce conveyed without his personal attendance, to a sure market, and in the end, considering the value of time^ the ware and tare of his waggon, and the fatigue of his cat tie, be a considerabl^ainer. The extension of^land Navigation holds out so many advantages to the government as should secure at least, its patronage, if not its co-operation, for setting aside the facilities in point of cheapness and exepedition afforded in time of war by canals, in the transit of war- like stores — they will greatly facilitate the settling of the cpuntry by affording the emigrant an easy, cheap, and certain mode of convey ance for themselves and baggage to the different parts of the province they may select for settling in, and in a short space of time, instead of the immense forest that every where attracts the eye of the tra- veller, we may hope to see rise, as if by magic, flourishing villages, an industrious and prosperous population with well cultivated farms. These are some few of the advantages that present themselves to me as likely to accrue to this province in general, from an extension of its Inland Navigation. To youi, iivho ace so much better acquainted (11) • with the immediate wants and trade of your section of country, I thall leave the task of summing up the bcal advantages^ an under- taking that haa hitherto been considered as endless as enumerating the sands on the sea shore. In conclusion, 1 would take occasion to mention, that although fully persuaded in tny own mind of the practicability of connecting the River Thames with the Grand River, by means of a canal, tiirough eijher Smith Creek rcuce Or Cedar Creek, still it is ray deci-* ded Opinion that the former does not afford the same advantages as the latter, either in point of directness or cheapness of execution, neither possess the saftie favorabla site for the termination of such a work, and can never secure a sufficient trade to promise the stock* holders the most distant hope of ever realizing that remuneration which such an undertaking would warrant them in expecting. 1 remain Gentlemen, Your obedient Servant^ ROBERT A. MAINGY, Mining Ss Civil Engineer. Y- ^ » • ( la ) Eitimate of (be probable axpep^e of com iwentyvone feet at bottom with a slope o' one foot perpindicular. iDleting a Canal three feet deef , f one and a half feet horizontal to DESCRIPTION OF WORK. pi > w D. £ 8. d. AMOUNT, FIRST SECTION. Excavation, 49710 cubic yards 6 1242 15 Do extra 22992 do ........ 4 383 4 Embanking 12496 do 6 312 8 Three Locks 1200 Forming Towpath and back Drain 45 Two Road Bridges 10 9 ^ Qrubbiog and clearing ten acres 150 — ^^ 3403 7 SECOND SECTION, Excavation 32881 cubic yards 6 822 Do extra J7264 do 6 432 Embanking 6110 do 4 101 16 8 ' Constructing Dam 590 Forming Towpalh and back drain 30 Gruubing and clearing four acres 66 — — 1950 16 8 THIRD SECTION, Excavation 21120 cubic yards 8 704 Do extra 162352 do 8 5411 14 8 Forming Towpalh and back drain .... 20 Grubbing and clearing four acres 60 — — 6195 14 6 FOURTH SECTION. Excavation 19737 cubic yards 7 575 13 3 Do extra 29171 do 6 729 5 6 One Road Bridge 50 Embanking 16577 cubic yards 6 414 f 6 Three Locks 1200 Forming Towpalh and back drain 50 Grubbing and cleariag eight acres 80 pipes uudes Embankment 60 — ■ — 3149 7 3 FIFTH SECTION. Excavation 19798 cubic yards 7 577 8 10 Do extra 40019 do 6 1000 9 6 Embanking 14777 do 6 369 8 6 Three Lc6ks 1200 Grubbing and clearing seven acres 70 Forming Towpalh and back drain 50 3267 6 12, SIXTH SECTION. Excavation 26344 cubic yards • ' 6 633 12 Do extra 44757 do 6 1118 18 6 Embanking and puddling 8887 do 4 148 2 4 One Lock 4001 Forming Towpalh along the Mill Pond 50 Grubbing and clearing six acres 60 Laying pipe3 under Embankment ^ .... ... Forming Towpath and ^' .K draim 70 t 15 _ 2495 12 10 Iiree feet deef , Bt horizontal to d. AMOUNT, 8 8 3 6 6 10 6 6 6 4 3403 _7 16 14 7 6 12 •o 1950 8 6195 6 3149 3 3267 2495 10 (13) ESTIMATE— CoNTiNuiD. SEVENTH SECTION. Excavation 32423 cubic yards Do extra 17071 do Embanking 49898 do Pipes under Embankment Two Locks Forming Towpath and back drains Grubbing and clearing eight acres EIGHTH SECTION. Excavation 40268 cubic yards Do extra 25750 do EmbanKing 25745 do Two Locks One Waste Weir Two Road Bridges Forming Towpath and bacK drains Grubbing and clearing eight acres NINTH SECTION. Excavation 30819 cubic yards EmbanKing 27231 do One Road Bridge Grubbing and clearing six acre'* Forming Towpath and bacK drains Pipes under embanEment Three Locks Enlarging present Mill Race TENTH SECTION- Excavation 57811 cubic yards Do extra 23073 do EmbanKing 18451 do Six Locks Raisinjs; Mr.Mathews* Embankment alongM Grubb'.iig and clearing twelve acres Forming Towpath end back drains ELEVENTH SECTION. Excavation 38773 cubic yards Do extra 29108 do EmbanKing 15433 do Six Locks forming Towpath and bacK drains "drubbing and clearing seven acres • • • • • • • • • • • • • • • • • • • • ■ ■ • • • • • • • • t) • • • • • • • • • 6 6 6 • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • 7 6 C • • • • t • • • • ■ • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • ■ • • • • a • • • • • • • 6 6 • • • • • • • • • • • • • • • • • • • • • • • • • • • • ■ • • • • • • • • • • • • • • • 7 7 6 gftli llPon'd* • « • « * * • • • • • • • • • • • • • • • ■ • • • • • • • • • • • • • • a • • • 7 7 6 • • • • • • • • • • • • 810 426 1247 86 800 45 150 11 16 9 1174 643 643 800! 6 80 45 120 9 16 12 770 680 40 60 30 45 1200 200 1686 672 461 2400 50 180 45 1130 848 385 2400 35 112 9 15 2 19 5 17 19 16 To which add for unforeseen Contingencies 10 per cent. E. E> 3564 16 17 6 13 3512 3026 5495 4912 m 40974 4097 45071 4 8 12 2 9 4 6 9 Say Forty-five Thousand and Scventyione Pounds Twelve Shillings and Nine Pence. ROBERT A. MAINGY, Burford, September 21, 1835. " Mining and Civil Engineer, Ill I • ''4^'-' " ^ • . , *»■ tl *♦ ■» SENTINEL PRESS, COLBORNE-ST3EET . . . . BRANTFORD. AND GRAND RIVER GENERAL ADVERTISER, ONE OF THE LARGEST NEWSPAPERS IN U. CANADA, ' ■ . - ' -■*■ ■ -^—DEVOTED TO— Internal Improvement, the jtrts, Sciences, Poreign §• Domestic JVeivs ; i J 3Publ(s!)cti 3M[^ccitl2 at aSrauttotti, ;" v / . t ' • •' BY DAVID M. KEELER, - ' EDITOR AND FROFRIBTOR. ; •> r • 4 ■\ .1. tu. t * '** - * i ■• « ^"^'^^ '• ' , ■•. :fi!^- ;*.. 3ER, J. CANADA, i--. ■Jc* omestic JVews ■i ■■-V- -'.-'-^^ •'# * # ir