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^^^^

jRAND TRUNK RAILWAY OF CANADA.

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KEPORT

ON T

4 mWDENCE

(SHFARER SCHEME).

E. P. HANNAFORD,

17th March, 1883.

MONTREAL:
PRINTMD BY THE QAZKTl'E T>RINTIX<I COMPANY.

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^FD TRUNK RAILWAY OF CANADA.

REPORT

ON Till':

SL LAWRENCE BRIOGE & MANUEACIURING SCHEME

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(SHEARER SCHEME).

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£;P. HANNAFORD,

17th March, 1883.

MONTREAL:
PRINTED BY THE GAZETTE PRINTINiJ COMPANY.

1883.

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1 ' (■

iUlAND TJUINK KAILWAY OF CANADA.

Office ok the Chief Enc. inker,

Montreal, Mau/i i-jt/i, 1883.

To Joseph IIickson, Esq.,

General Manager,
CiBANi) Teunk Kail way Company, Montreal.

REMARKS on the REPORT of MR. F. FOSTER BATEMAN, to
the Hon. the Minister of Public Works, on the ST. LAWRENCE
BRIDGE & MANUFACTURING SCHEME {Shearer Scheme),
dated 18th JANUARY, 1882.

It is propcsod by the promoters oi' the Scheme, to con-
struct an embankment obliquely across the Kiver St.
Lawrence. I'rom the Western abutment of the Victoria
Bridae to a point on St. Helen's Island, a distance of about
9,500 feet, the summit of the embankment to be above the
high water level of the River.

This embankment to be solid for its entire length with
the exception of

30 Controlling sluic3s, each 40 feet wide 1,200 feet.

35 Milling sluices, each 20 leet wide 700 feet.

1,900 feet.
Griving total openings in length, of about one quarter of
the distance to be occupied by the embankment at this
site; and through these openi igs it is proposed to carry
nearly as much water as now passes down the channel
of the River via the current St. Mary.

These slui(^es to be opened, closed and regulated at
pleasure, and when closed (as all the controlling sluices

arc rocommended to be in Winter), the South rhaiinel,
between St. Helen's Island and the St. Lambert shore, is
expected to carry the surpluw water. The South ehanut'l
bed is not proposed to be lowered, '* because ii" the bed
" of the South channel were lowered by the propo.sed
" aeheme, the Harbour would most assuredly be lowered
" in proportion."

This is what Mr. Bateman says, and I agree with him.
A channel 300 It. wide, and 10 ft. below the bed of the
River, is to bt» cut in the South channel, so as to afford
steamers a runway in Summer, when the River is at the
lowest, and when all the sluices are discharging " full into
the Harbour."

I propose to consider the Scheme in its two bearings
Summer and Winter.

In Summt^', Mr. Bateman says he proposes to dis-
charge all the sluices full into the Harbour. We arc not
told what these sluices will be required to discharge in
Summer. l>ut it may be inferred that as the promoters
will be glad of all the water at low stages of the River to
keep up the level of the Harbour, the South channel will
have no serious extra, discharge such as to create floods
by the overflow or backing of the water.

In Winter and Spring the features become entirely
dilferent. The Embankment stretching obliquely across
the River from the Western abutment of the Victoria
Bridge to St. Helen's Island, may be considered as solid
throughout because the sixty-live openings will be packed
with ice from top to bottom.

It needs no Engineer to demonstrate this, every
" habitiint " know^s it. It will take place whether the
sluices are opened or closed. The frazil will form and
move into the apertures, and .so cement them as to make
the raising of the gates extremely difl5.cult, owing to
anchor-ice, or if lifted, the apertures will still be blocked

^'.

with ii'o and so mattM-ially reduco the quantity of water
passing- through thcin.

It may he said, " How is it that watiM- power is fur-
nished throughos Humes " or sluices from the Ijachiue
Canal and other sources in wiut*;r ? "

The reply is, that the Lachine Canal is a mill pond of
quiet water, its ice is on the surface only, hence the sluice
gates work with comparative ease.

The St. Lawrence River will not he a quiet pond, but
on the contrary a rushing mass of water a,nd fraatl under
its surface ice intermixed with innumerable blocks of
moving ice large and small, ready to rush into the sluice
way apertures there to be mixed with //us// and cemented
by anchor-ice into a compact mass that will hold down
the sluice gates and fill the apertures, like molten lead
run into a setting of iron with stone.

But few are aware of what is going on under the St.
Lawrence surface-ice, or realise that every winter the
frasil ice forms under the surface ice and clings to it»
making a mass at some points extending to the very
bottom of the river.

At the Victoria Bridge, in February of this year, I found
the surface ice 3 feet thick, and in some places the/m.siV
ice was nine leet thick below it. This was observed
where the stream was rushing with a velocity equal to
a torrent. The frasil ice holds its position, for it clings
to the surface ice, the water in its rush becoming excel-
lent material for making more anchor ice, bec^ause such
ice only forms were water is agitated, not where it is in
repose.

It is, therefore, no assumption, or an engineering theory
that these sluice-ways would be blocked with frasil, but
is a fact patent to everyone conversant with our climate.
Therefore we must now see where the winter and flood
water of the St. Lawrence would go.

-TT— I-

It could not go over the ombankmont, because the
summit will be above flood level, and therefore the only
other passrge way is by the South channel.

Now what would be state of this channel in su(;h a
case ? It would have to carry its own Hood water as
well as that of the current of St. Mary. In fact the South
channel would have to carry all the water of the river
with the ice, both surface &nd ft asi/.

The effect of forcing the full discharge of the St. Law-
rence into a channel which in winter is usually choked
with fraifil to the bottom, would bo an experiment fraught
with very great danger to the adjoining neighbourhood.

It is true that '• water finds its own level," and without
going into intricate calculations to prove what the level
of the back water would be raised to by the proposed
scheme, I am satisfied from experience that to direct the
whole of the waters of the St. Lawrence in winter into the
South channel, would increase the height of the water at
the Victoria Bridge and Laprairie Basin, and that floods
such as frequently oc;cur would be greatly increased in the
neighbourhood of St. Lambert, Laprairie, and Point St.
Charles, to the serious injury of the property of the
Railway Company and other proprietors.

Mr. Bateman says that the water will be raised 4 ft.
6 in. at the Victoria Bridge, but that this will not affect
the low lands around Lapraire. But as the winter level
of Laprairie Basin is now level with, and floods the low-
lands when the water at the Victoria Bridge is only two
feet below the level of Laprairie Basin, it becomes self-
evident that the contemplated rise of 4^ ft. at the Victoria
Bridge will back up the water at Laprairie to a greater
extent. To fix, however, the exact limit of the backing
of water by ice-jams and gorges is impossible.

At Laprairie, the low-lands traversed by tbe Kaihvay
have been inundated to an alarming extent, causing serious

*f'

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(jynjIRJH ■■ 1

anxiety to the neighbourhood and to the Railway Com-
pany. The inhabitants feared that the waters of the vSt.
Lawrence would How into the Chainbly Basin.

It would be granting- a very dangerous power to concede
authority to carry out a scheme such as pro})osed, Avhen
the result of it must be to increase the overllow of the river.

I will not dwell on the position of the k^outh shore lands
below the Victoria Bridge beyond saying that as the level
of the river is someti)ues only a few feet below the South
shore, it follows, that with "all the main ice of the River
" St. Lawrence ]>assing down the South channel instead
" of passing through the Harbour," (this is what Mr.
Bateman says), such ice will gorge the South channel
to its bottom ; and as its bed is of rock the j^^ressure on
the sides would tear away the shores or dam the back
water and overflow the adjoining liinds.

The construction of levees would not prevent the ice
scaling the shores and Railway works; whilst the water
backed up by the rising ice would pour into every local
channel and ditch with disastrous results.

As to the damage by ice to the Victoria Bridge by
throwing all the w^ater into the South channel, the Bridge
structure is a strong one and may be considered able to
take care of itself. But as ice has been known to pile
up and strike the tubes and climb ( ver the approaches,
I certainly advise the Company to resist any scheme
tending to increase the height of water at its site.

The winter and summer discharge of the St. Lawrenec
is varied by rain fall, winds, melting of snow and blocking
of ice. Ice is the chief factor in producing these fluctua-
tions.

It commences forming early in winter under the surface
ice and piles up until it gorges the channels. The
river discharge has either to clear away the ice or raise
its own level. It does the latter becvusv' with the ice so

. 8

formed and packed it is the easiest way of obtaining
vent, thus all the winter the ice level is continually
changing in proporiion as the ice or the water gets the
mastery in the channels.

In the spring when the ice runs are augmented by
additional packs from above, and the channels below are
still more gorged with ice, the river rises higher and
higher until the pressure or head breaks or overflows the
dam.

The J^iagara river at Fort Erie, at th'> site of the Inter-
national Bridge, has a w4dih of 1850 feet, and a depth of
Waaler at its centre of 45 feet. Through this channel there
passes per second 1,585,040 gallons (see Colonel Gzowski,
M.I.C.E. & M.A.S.C.E. on International Bridge, 1873.)

This is equivalent to 884 millions of cubic feet per hour.
Now the Niagara river at this point does not freeze from
shore to shore ; in fact only shore ice is formed and that
by reason of the Bridge w orks ; and Colonel Crzowski says
the variations in its surface (leaving out of consideration
the sudden rises and falls caused by storms, etc.,) are not
more than two feet.

Here we have an example of the kind of channel re-
quired to pass ice, viz., a deep one, and it is this depth,
added to the current, that enables the Niagara river to
discharge its waters in winter without affecting its height.

Take the great rivers of the North, the St. Clair, the
Niagara, and St. Lawrence, and it will be seen that they
plough for themselves channels of depth, rather than
spread out into additional surface area to pass their dis-
charges ; and this element of depth varies with the
velocity of the stream.

The St. Clair Flats are remarkable examples of this
power of ice to cut out channels. The clay is hard and
indurated, yet the ice has carved out passages thirty feet
deep and these apart from the main river, or International

boundary. I refer to such as the " Basset Channel "
whieh is narrow with banks, where the ice impinges,
perpendicular, in some oases overhanging, with sides so
hard as to be reliable for standing on to the very edge.

In the river St. Lawrence, at Montreal, similar features
exist, the South channel being broad and shallow but
with a hard, rocky bottom. When the ice became gorged
in this channel an additional flow of it had to carve an
outlet in softer material, which it found on the West or
North shore (St. Helen's Island l)eing too hard). It was
by such a process that St. Mary's channel became the
natural one for the ice to j)ass, and it now possesses the
requisite qualities of depth with sufficient current.

To close this natural channel for carrying ice, and to
force all the ice down the South channel, would be work
ing against nature. The ice would have to seek some
other outlet when it gorged in this channel, which it
certainly would ; and the backing up of water and over-
flowing would be the result, one upon the extent of which
although differences in opinion may exist; must be
admitted to contain elements of great danger.

I have avoided engineering formula or abstruse ligures,
and have confined myself to the '* Shearer Scheme," as to
its probable effects on the property of the Railway Company
and the properties traversed by it, any of the features I
have questioned being with the object to prove results
and the consequences therefrom, but perbsips I may be
allowed to say a few words on the general scheme in its
summer aspect.

The promoters' engineer intends to make the sluices
with a total capacity of 850 millions of cubic feet per hour
(equal to the total discharge of the Niagara river over the
Falls) and we may reasonably infer that he intends pas-
sing thatquantity of water through them ; in fact he says :
" in the Summer when all the sluices are discharging full
into the Harbour."

( .1*

Now till) present summer discharge through the St.
Mary's channel may ])e taken at one hundred millions of
cubi<'- feet per hour ; therefore the promoters intend
passing through this channel say four hfths of its present
discharge.

The present velocity of the St. Mary's channel is
stated to be 8^ miles per hour, and its future velocity is
calculated by Mr. Baleman at 5 miles per hour.

How this result can be arrived at I cannot understand,
because it is self evident that a reduction in speed of 8 J
miles per hour is not to be gained by a reduction in the dis-
charge of say 150 millions of cubic feet ol water per hour.

Mr. Bateman also says, that an additional quantity of 85
miUions of cubic feet per hotir is to pass through into the
' irbour ; thereby with what will pass through the sluices,
increasing the discharge into the Harbour to 985 millions
of cubic feet per hour, exclusive of the Lachine Canal.
These 85 millions are to come around the foot of St^
Helen's Island and must consequently pass up stream
to get " through into the Harbour."

I cannot believe that thinking men will be carried
away by this theory ; but will take the broad practical
view that running water around the foot of St. Helen's
Island up stream into the Harbour is not practicable.

The down current through St. Mary's channel of 850
millions of cubic feet would overpower the 85 millions
at He Ronde in its endeavour " to pass through into
the Harbour," and in order to pass the 850 millions of
cubic feet of water per hour down the St. Mary's channel,
it must be evident that the in-esent current cannot be
materially reduced, and if the current is materially
reduced, say from 8| miles per hour to 5, as Mr. Bateman
says, then it can only be done by decreasing proportion-
ately the quantity of water passed through the channel
which means the lowering of the water in the Harbour
and passing more water down the South channel

The Ibllowing gives the waterway at the Victoria
Bridge : —

ft. in.
Distance between the abutments face to face 6,567 8
Doduct Piers 44't 9

Avf-ilable water way 6,122 6

Sectiona. area of water way at Square feet

Mean summer level 50,000

Ditto, average winter ice level 106,000

It will thus be seen that the sectional area way at the
Victoria Bridge is double in winter what it is in summer,
and yet no more water is passed through the Bridge
openings in winter than in summer, the ice in winter
controls it, and were it not for the St. Mary's chann^ '
carry off the ice and water, it must be apparent tc il,
that the South channel could not do the work without
gc ing, backing up, and over-flowing. Even now
di ng an ordinary spring shove, the ice is carried up
a]c g the shores to the Banks and highway; and what
the result would be with all the St. Lawrence dis-
charging through the South channel, and additional
obstruction in it from Bridge piers is beyond my ability
to estimate.

J do not, however, hesitate to s jate that the damage to the
publr^ and to the Railway (company would be most
serious, and I consider it incumbent upon the G-rand
Trunk Railway Company to take every legitimate means
to prevent the proposed scheme being carried out

K. P. HANNAFORD,

Chief Enfi^ineer,
G-U/VND Trunk Railway Co.

'• /