(02:!)
To AX Oi;i>EK OF THE HoFSE OF CoMMOX's. clatcd tlic 27th May. 1891 :—Kor a
statemont allowing all expeiuliture. and a return of all reports and plans
of sroveninient engineers, if any, in connection ^vitll the Soulanges Canal
from ls73 to ls89, exclusively, and from 1889, inclusively, to June, 1890 ;
also a return of all plans and specifications made hy engineers and com¬
pleted bv them at the said date, June, 1890, in relation to the said
iSoulanges Canal.
By order.
J. A. CITAPLEAIT,
Secretary of State.
Bei'aktmext of I'tAimvAYS axu Caxals, ¿(jth July, 1891.
Statement of expenditure on account of the Soulamsct Canal up to and including
27th Mav, 1801. S29.S2:r,i4,
L. SIIAXXON,
Accountant.
(Dtxawa, 25th January, 1891.
The Right Hon. Sir .lohn A. Hacdonald.
Minister of Railways and Canal.«.
Sui.—I have the honoui' to submit the following report on the proposed canal
between Lake St. Louis and Lake St. Francis for the passage of vessels drawing 14
feet of water.
Lining the past two years there has been obtained by means of cai'eful examina¬
tions. detailed surveys and estimates of cost, conducted and I'urnished by Mi'. Thomas
Monro, an engineer of this departmenl.a large amount of information in supple¬
ment to the data gathei'cd on the siihiect in 1872-73 and 1874 under the direction of
Mr. .lolin Page, ehief engineer, and Mr. (R F. Baillairge, assistant chief engineer.
Those e.xaminations iiavo dealt with lioth the nortli and south shores of tiie .St.
Lawrence, covering all the praetienlile routes on either siilo. The earlier examina¬
tions were made with a view to a l2-feot navigation, those of Mr. Monro apply to
the enlarged scale of 14 feet.
It is not necessary in this report to do moi'o than summarize the results of the
woi'k yierformed hy those engiiieei's, and to state the general conclusions to which I
have hecn led in the matter.
Lake St. Louis is 15^^- miles in length, and lies at the confluence of the Rivers
Ottawa and .St. Lawrence; Lake .St. Francis, an expansion of the St. Lawrence, is
aboiU o3 miles long. The distance between these twii lakes is about 15¡f miles. It
comprises three rapids, the Cascades, tlie Cedars and the Coteau, each about three
miles long, the ditference in level between the two lakes being 824 feet.
62y-l
These raj)id.s aro frequently run by downward bound passenger steamers ; vessels
ascending pass through the Jkauharnois Canal, on the south sicle of the river. The
Beauharnois Canal is a little over 12 miles in length, with a depth of 9 feet over the
sills of the locks. It. was completed in ISdS.
Fo!' the purpose of uniting these two lakes by means of a canal of the larger
dimensions now pi'ojtosed, three schemes are open for consideration.
(1.) The enlargement of the present Beauharnois Canal.'
(2.) The construction of an altogether new canal and structures alongside of the
present Beauharnois Canal.
(3.) The consti'uction of a canal on the north side of the river St. Lawrence.
I)ealing with these three schemes, it ma}' bo observed as follows :—
To enlarge tbe canal and at the same time to keep it open to navigation during
the summer months is attended with grave difficulties.
The building of structures in the winter season should be avoided if possible.
It would bo prefeiable and less costly, in most cases, to build an entirely and
separate work.
To the ordinary difficulties to be met in dealing with the Beauharnoi.s Canal,
whether by way of enlargement or by the construction of an entirely new work,
there is superadded one which has been revealed by test borings, a large number of
which have been made in oialer to ascertain the nature of the material to be
excavated.
Referring to the borings made in the line of the channel at the Valleytield
enti ance and also along a line surveyed to Knight's Point to the westward of the
])reBont entrance, as well as in the Beauharnois Canal itself as far as St. Timothy,
j\Ir. Mom o, says ;
"The general character of the excavation maybe tlescribed as consisting of layers
of boulder stones and clay overlying what appears to be a mixture of quicksand and
clay in varying jmoportions. In many cases the drill after penetrating with diffi¬
culty the crust of boulders, stones, &c., went down freely to a depth of about 25 feet
below low water mark, showing a soft and unreliable bottom. Kxperiments made
with this material proved that it docs not stand at any slope, however flat, under
watei-. To attempt its removal to the depth i-equired to obtain a channel suitable
for a 14 feet navigation in such a position', would be a formidable if not impi'ac-
ticable undertaking. The amount which would certainly slide in from the sides
could not be even conjecturally estimated, whilst it might jirove impossible to
maintain the required depth at any cost. To keep vessels oif the contiguous shoals
in heavy weather, it would be advisable to protect the side of the channel with
])iles on cribwork backed up by the excavation from the cut—but the cost of such a
plan could not be approximately estimated.'-'
An element of uncertainty is tb.us introduced the effects of which in working on
the basis of a 14 feet navigation it would beimpo.ssible to forecast. It must bo noted
that no test of actual construction or excavation las so far been made, the height of
water requisite enable vessels to approach the present Valleytield entrance having
been secured by the constructon of dams closing the south channel of the river and
thereby i-aisiiig the level of the water above; an operation which entailed the pay-
Tiient of compensation for flooded lands to the extent of over S400,000.
The cost of a channel of approach suitable to vessels of 14 feet draught, and of
the works necessary to protect it from slides is estimated, so far as any estimate can
be formed when dealing with so uncertain a material as quicksand, at from $850,000
to $1,250,000, and this must bo added to the cost of the canal. The cost, serious as
it would be, is, howevei', only secondary to the more important question of the
practicability of constructing such a channel and works under the circumstances.
I'lans and estimates have, however, been prepared showing two schemes for a
canal on this south side. Turning then to the alternative of a canal on the north
shore, such undoubted advantages are presented that decision is inevitably led in
this direction.
3
These advantages may be summarized as follows :—The direct continuance on
the north shore of the present St. Lawrence Canal system and of the deep water
channel of Lake St. Francis carries with it the advoidance of the double ci-ossing of
the Eiver St. Lawrence above and below the three rapids named.
The westerly crossing at the head of the rapid is one of danger, the risk being-
enhanced in the presence of a westerly wind sweeping down the lake.
The western entrance to the proposed north side canal would be in a convenient,
safe, and easily appi-oached bay—Macdonald's Bay.
At this western entrance very little ice foi-ms.
The eastei-n terminus would also be ñxvourably situated. The material to be
excavated is mainly clay, and the engineering difficulties to be met with are few and
of no serious character. The experience of several years has shown that the forma¬
tion of ice is certainly no greater barrier to navigation at this eastern entrance
(the Cascades) then it is on the opposite south shore at the eastern entrance of the
¡^resent Beauharnois Canal.
Several routes on this noi'th side have boon surveyed and ¡H'oposed ; themain
distinction being the use or the avoidance of the river foi- certain sections of the
navigation. It may, however, be now definitely stated that the utilization of
any joortion of the river stretches is open to so serious objections, more specially in
view of the size of the vessels now employed, that no scheme containing this feature
should be entertained.
As the result of most cai-eful observation and consideration, a route has now
been planned which would give an inland canal about 13f miles in length between
Macdonald Point, Lake St. Francis, and Cascades Point, Lake St. Louis; constructed
on the most direct line obtainable ; with six lift locks and one guard lock. The
upper entrance, at Macdonald Point, easy of access from the Lake St. Francis deep
water channel, protected from winds, and almost entirely free from ice during the
winter; the channel from the lower entrance to Lake St. Louis beiny amply wide
and deep.
The estimated cost of the works on the north and south shores, respectively,
according to the most approved routes, is as follows
(1)—-Seven lock line through Valleyfield. . $4,450,000
Conjectured cost of making a channel from
entrance to deep water. Lake St. Francis $1,250,000
$5,700,000
South side.
(2.)—Seven lock line with terminus at
Knight's Point. (Two routes, each utiliz¬
ing the central portion of the existing
canal for a distance of about 8:^ miles)... $4,600,000
Conjectured cost of making a channel from
Knight's Point to deej) water. Lake St.
Francis $850,000
—— $5,450,000
North Shore.
Seven lock lino including purchase of land for right of
way, &c $4,750,000
For the reason above given, I cannot recommend that the new canal be con¬
structed on the south shore, and I advise in general terms, after full consideration
of the whole matter that approval be given to the scheme for its construction on
the north shore, by the route, as shown on the plan pi-epared by Mr. Monro,
between Macdonald Point, near Coteau Landing, and Cascades Point ; subject to
such modifications in detail as may appear desirable ; the locks to be of the dimen¬
sions adopted for the enlarged canals of the Dominion, namely, 270 feet long and
45 feet wide, with a depth of water sufficient to ]tass vessels drawing fourteen feet.
The width of the canal at the bottom would be 100 feet.
•i
I ^ubmit various reports, plans of surveys, soundings, lists of boi-ings and esti¬
mates, embodying a very large amount of information regarding this matter, as tend¬
ing to explain to you the various reasons that have guitled me in the conclusions I
have arrived at.
As having an important bearing on the (¡uestion it may be observed that the
existing Beauharnois Canal, if abandoned for purposes of navigation, could be used
for the extensive development of manufactories, through the supply of water power
for which it would become available.
I would suggest that this new canal be called the " Soulanges," this being the
name of the county in which lie the three rapids to be avoided by it.
I have the honour to be, sir, your obedient sei-vant.
T. TEUDEAU,
Deputy Minister of Batlicays and Canals, and Chief Engineer oí Canals.
EESULT OF BOEIXCS AT THE VALLEYEIELD ENTEANCE OF THE BEAU-
HAEXOIS CAXAL, BY T. MOXEO, C.E., 1st XOVl-AIBEE, 1890.
Coteau Landing, 1st Xovember, 1890.
Sir,—As instructed by the Deputy Minister, ai'rangements were made last
month to go over a part of the borings of September, October, Xovembor, 1889, for
the purpose of showing such engineers as might be sent there, the nature of the
bottom of the Valleyfíeld entranoo to the Beauharnois Canal.
A scow and crew were obtained, and operations carried on under the supervision
of my assistant Mr. E. Deniel, whose I'cport is hereto appended.
From this it appears that Messrs. Eubidgc & Parent have visited the drill scow
and examined samples of the matei ial. It is to be clearly understood howevei-, that
the information thus obtained, although doubtless aftbriling a fair idea of the bottom
at the place where the scow then happened to be, cannot be taken to in any way
modify or atf'eet the general result of t ho borings made last year ; a copy of the notes
relating to which are hereto appended.
The examination was caret'ully carried out with proper equipment in the manner
described in mj' second report on the St. Louis, St. Francis Canal, dated 18th June,
1890 (page 25). Dui-ing the progress of the work the dilll scow was visited by the
late Mr. Page (Ist Xovcmber, 1889), who expressed himself satisfied with the man¬
ner a(lo]ited to obtain the facts as specially requested by his note to me dated 9th
August, 1889. I frequently visited the work whilst in progress; and Mr. Deniel laid
out the lines and directed the placing and labelling of the samples which are now
pi-eserved at this office. Further, the person in charge of the drill scow (Mr. James
\Yright) had had large experience in dredging work of various kinds aiul is con¬
sidered to be capable and trustworthy. He was employetl on the Monti'oal Harbour,
at Green's Point, on the Ottawa. Ac., and is now emjdoyed on the St. Lawrence
Camils where he can be leadih' got alto pi'ove all the facts in reference to the nature
of the bottom stated in the notes above referred to.
The deductions which I have drawn from these facts are of course, open fordis-
cnssion ; but I again state that in my opinion, after a careful study of the whole sub¬
ject it would not be possible to do more than roughly con jecture the cost of foj-ming
a channel of entranoo in the position shown on the plans of Valloyfield, suitable to
the wants of a fourteen foot navigation, whilst the cost of the maintenance through
such material could not bo ajiproximated.
On this point I beg to refer to the note appended to the record of the drill scow
which embodies my views on this subject, which, in relation to the question ot con¬
struction, is one of paramount importance.
I am, sir, your obedient servant,
THOMAS MONEO,
M. Inst. C. E.
A. P. Bradley, Esq., Secy. Eailways and Canals, Ottawa.
5
Coteau Landing, Quebec, 1st November, 1890,
Sir,—I have the honour to report upon the work done by the drilling scow in
Valleyfield Bay and to ask for instructions regarding future operations.
The scow has been at work since the 29th of September, and a numl)er of holes
(about 50) have been bored, about 100 feet apart, to the depth of IT feet below low
water, on two lines, one being the centre line of the enlarged channel, the other being
parallel to it and about 150 feet to the north.
These borings extend from the entrance of the Canal to the lighthouses.
Nothing new has come to light as a result of this last investigation, and the
samples, which have been preserved, are identical to those that were obtained last
year.
Messrs. Parent and Eubidge have both been on board the scow and have seen
the samples and the modus, operandi.
The most favourable season for work of this kind is now over. Last year the
boring operations in the Bay had to be suspended about this time. I therefore beg
respectfully for instructions with regard to the continuance of this work.
The money expended up to date amounts to S350.
I have the honour to be, sir, your obedient servant.
E. DENÍEL.
Thomas Monro, Esq., M. Inst. C.E., Coteau Landing.
RESULT OF BORINGS AT VALLEYFIELD-ENTRANCE OF BEAUHARNOIS CANAL.
(Taken from Records of drill scoiv kept hii Jmius Wri(jht.¡
Description.
C c
.1 Water, 11' H" on sill of lock ; depth at hole, 13' ; no rock at 20' ; made four holes with same
result.
2 1,000' west of lock—12' 0" on sill ; depth of water at hole, 12' 3" ; struck rock (or supposed to
he) at 16' ; went down 18' ; material on top of rock : stones and hard jicin.
3 2,000'west of lock—11' 11" on sill ; depth at hole, 11'6" ; hard pan at 15'; rock at 16'8" ; depth
of hole, 18' ; material on top : same as Xo. 2.
4 3,000'west of lock—ll'lT'onsill: made four holes : norockatlO'; depth of water at hole, 12';
material over rock : stones, clay and gravel.
5 .30' south of black buoy--water on sill, 11' 10'' : water at hole, 11' 0'' : 2' of soft stuff on top ;
I'emainder hard pan, boulders and stones ; went dü^^■n 18'.
6 240' north of ffrst red buoy—water on sill, 11' 10" ; water, II' 6" at hole ; 3' hard pan ; 2' clay or
sand ; 2' of hard pan ; depth of hole, IS' 6".
/ 70' north of second red buoy and 20' east—watei' on sill, 11' 10" : depth at hole, 12' ; 1' of soft
mud ; 3' small stones and sand ; 2' sand or clay ; 1' of hard pan : depth of hole, 19'.
S 40' north of third red buoy—water on sill, 11' 9"; depth of water at hole, 11' ; 3' small k^toiies
and mud ; 0' of (piicksand ; depth of hole, 26' ; drill passed freely.
9 About 460' north of red light on Knight's Point—water on sill, 11' 9" ; water at hole, 10' 6" : 4'
small stones ; 4' {piicksand.
10 I.-ÎS south of small lighthouse on jjier (Xo. 3) ; water on sill, 11' Of : water e.t hole, S' : 5' stones
and sand; 6' {piicksand ; depth of hole, 19'.
!
11 'At lighthouse—water, 9'; 4'small stones ; 5'(]uicksand ; depth, 18'.
6
RESULT OF RORIXOS AT VALLEVFJKLl), kv.—ConUnuHJ.
Description.
1:2 Xorth of long i)ier, op])ositc Xo. 3 light — \
-Water, 11'; 4'small stones ; 3'qnicksand ; depth of
13 Xorth of ])ier, o})posite hnoy Xo. 5— j holes, IS'.
14 AVater on sill, \'2' 00" ; liole, 200' south of Xo. 3 lighthouse—water at hole, 6' ; 4' stones, sand
1 and chiy ; 4' sand ; ó' quicksand ; hole, 10'.
IT) Water on sill 12' 1" : hole, 200' south of huoy Xo. 7) — water at hole, 8' ; 3' stoncr? and sand ; 7" of
(piicksaml.
16 On Knight's Point line, S7Ö' from buoy X'o. ó to south—water on sill, 12' 2" : de])th of water at
I hole, 0' 0" : 2' of small stones ; 8' saiul and quicksand ; drill passe<l very freely.
17 Dn Knight's Point line, 300' west of lighthouse Xo. 2 —water on sill, 12' 2" ; depth at hole, 10' ;
3' of stones : Ô' 0'' (juicksand ; drill passed freely.
18 On Knight's ih)int line, 2.")0' from X"o. 2 lighthouse--water on sill, 11' 10" ; depth at hole, 4' 0" ;
4' stones and soft mud ; 10' small stones and (juicksand.
10 On Knight's Point line—water on sill, 11' 10": 700' soutli of 'So. 3 light—depth of water at
j hole, Ö' ; l)Oulders on top : 5' of stones and sand ; o hard pan ; 3' soft material.
20 About 200' west of 19' on Knight's Point line—water on sill, 11' 8"; u'ater at hole, 8' 6"; 4' small
stones, clay and sand : 0' softer material (two holes).
About 200' west of 20' on Knight's Point line--water on sill, 11' 11": water at hole, 12'b";
bouhlers on surface : 0' small stones and sand (six holes) ; quicksand ; drill passed very
freely.
130' south of centre line on Kniglit's Point—water on sill, 1 P 9" : watte- at hole, 14' 0" ; boulders,
on top ; 4' of small stones, clay and (piicksand ; depth of holes, 18' 6" ; six holes.
23 llñO' south of Xo. 20 on Knight's Point line—water on sill, 1 1' 10" • water at hole, 7' : boulders
I onto}); of small stones with sand and clay : 0' of softer material, felt like (|uicksand;
de})th of hole, 18' ; drill passed freely after Ö' at some of the holes ; (ñve holes,) and next day
one hole.
Water on sill. 11' 10" ; boulders on to}): of small stones and (}uicksand ; 0' of softer material,
felt like quicksand : water at holes, 7' ; first o drill went very hard ; b' below went quite
freely ; <le})th of hole.^. 18' ; could not get tu])e down ; too many stones.
25 ¡Rouhlers on to}) ; water at hole, b' ; b' of small .^tones with clay and <iuieksand ; 11' of (¡uicksand ;
I put tube down to 17' b" ; got a good sam])le of the material ; A\'ater on sill, 11' 10''.
2b 150' south of hole Xo. 17. Knight's Point line ; water. 8' ; boulders on to}) ; 5' of small stones,
with clay and ([uicksand ; 5' of (piiiOvsand ; de})lh of holes, 18'; })ut down tube to 17';
Material, quicksand ; water on sill, 11' 10".
27 150' south of hole, 18' : water, 5' at hole ; boulders on to}); b' of sm;dl stones nith clay and
! sand ; 4' of ([uicksand : 3' of hard ])aîi ; drill went very liard ; sill, I 1' 10".
28 150' north of hole 17, Knight's Point line -water at hole, 0' ; 3' of soft mud ; 3' of small stones,
clay and saml : 3' of (juicksand ; })ut tube down to 18' ; at three holes it went \ery freely ;
made (1 holes.
29 150'north of hole Xo. lb water, 9'; 3' small stones, clay and hard i)an ; tube down to 17'^
quicksand ; several holes.
.30 150' nortii of hole Xo. 19, Kniglit's Point line—b holes made ; water, b' at holes ; boulders on,
I top ; 5' of stones, clay and sand ; 7' of quicksand ; })Ut down tube to 18' at two iioles.
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
4S
RESULT OF BORINGS AT VALLEY FIELD, kc.—Continw-d.
Description.
150' north of hole No. 20, Knight's Point line—water, 9' at holes ; honhlers on top ; 4' of stones
with clay and sand ; 5' of quicksand ; put down tube to 18' ; it takes from ten minutes t.^ one
hour to make a hole, one man striking with an 8db. luimmer.
Water on sill, IP 10" ; water, 13' at Imles ; 2' of soft mud with stones ; 3' of (piicksand ; put
tube down to 18' at three holes.
55' south of upper pier at No. 4 lighthouse, 50' west of lighthouse—water, 11' 6"; boulders on
top ; 4' of stones with clay and sand ; 3' of qui(;ksand ; put tube down to 18' at two holes.
200' east of No. 33 on same line—made six holes ; water, 10' 6" ; boulders on top ; 4' of stones
with clay and sand : 4' of quicksand : put tube down to 18' at two holes.
150'west of No. 3 light, 150' north of same—water, 13'; boulders on top; 3' of stones with
clay and sand ; 2' of quicksand ; made six holes ; put tube down to 18' at two holes.
50' east of No. 3 light, 150' north of same—water, 9' 6" ; boulders on to}) ; 4' 6" of small stones,
clay and sand ; 4' of (piicksand : made six holes ; tube down to 18' ; water on sill, 1 1 ' 7"
200' east of No. 36 on same line—water, 0' 6" ; boidders on top : 5' of stones, clay and sand ;
6' 6" of quicksand ; made six holes ; put tube down to IS' at three holes.
200' east of No. 37 on same line—water, 11' 6" ; boulders on top ; 1' of soft mud ; 3' of stones,
clay and sand ; 2' ()" of quicksand ; tube down to 18' at three holes ; water on sill, 11' 7".
300'south of hole No. 38—water, 11'; water on silk 11'9"; 1'of soft mud: 6' of boulders,
stones, sand and clay ; îuade six holes, 3' 18" and 3' 16" deep ; could not get the tube down ;
too many stones.
ater on sill, 11' 9" ; made six holes ; water, 6' : boulders on top ; 6' f)f stones, clay and sand ;
6' of quicksand ; could not get tube down ; too many stones.
300' south of hole No. 35—water, 7' ; boulders on to]) ; 5' of stones, clay and sand ; 6' of (juick-
sand ; put tube down to 16' 6" at one hole.
200' west of No. 41 on same line—water, 12' ; bouldei-s on top ; 3' of stones, clay and sand : 3'
of quicksand ; ])ut tube down to 18' at two holes ; made six holes.
300' south of No. 34—water. 12' : boulders on top ; 3' of stones, clay and sand ; 4' of l)lue clay ;
})ut tube down to 19' at two holes ; made six holes.
.P2o' north of buoy No. 4, 76' east of same—water, 13' ; boulders on to}) : 3' of stones, clay and
sand ; 4' of hue sand and quicksand ; put the drill down to 20' ; tube to 19' ; made six holes.
Water on sill, 11' 6"; made six holes ; water, 8' 6" : Ixndders on to}) ; 4' of stones, clay and
sand ; 6' of sand and quicksand : ])ut tube down to IS' at two holes ; drill down to 26' at
one hole ; struck something hard (rock).
200' east of No. 4.) on centre line—made six holes ; water, 6' ; l)oulders on to}j : 5' of stones,
clay and sand ; (>' of sand and (jnicksand ; put tube down to 18' 6" at two holes ; drill down
to 25 2 ; it went freely; made six holes; water, IP 6" on mitre sill. Note. —-Something
hard (rock) struck at 25' 2".
^\ ater on sill, 11 6"; made six holes at No. 47 ; watei', 12' 6"; boulders on top ; 3' of stones,
chiy and sand ; 3' of sand and <}uicksand ; put tube down to 18' ()" at two holes ; di'ill down
to 26' at one hole.
150 north of No. 47—made six holes at No. 48 ; water on sill, IP 4" ; water, 6' ; boulders on
top ; 6' of stones, clay and sand ; 6' of sand and (juicksanj ; tube down to 18'.
8
RESULT OF BORIKUS AT VALLEYFIELD.
Description.
^ !
350' north of buoy Xo. 3, 200' east of hole Xo. 48—water, 14' ; V)ouhlers on top ; 2' of stones,
sand and clay ; 2' b" of (piicksand : tube down to ,18' 6" ; made six holes.
200' west of buoy X'o. 2 on ceutre line—water, 12' 0"; boulders on top; 3' of stones, clay and
saiid ; 3' G" of (.[uicksand ; tube down to 19' ; drill down to 24' 9'' : ma<le six holes.
190'noi'th of buoy Xo. 2—water on sill. 11 ' G''; Water, 13': boulders on top; I'of soft mud;
3' of clay, stones and sand ; 1' G" quicksand ; tube down to 18' 3" ; tlrill down to 23' ; made
six holes.
Water on sill, 11' 7"; made six holes; water, 12' G" ; lioulders on top ; 3' of stones, clay and
sand ; 3' of (¡uicksand ; tube down to 18' G".
200' cast of Xo. 52 on same line—water, 13' ; bouldei'S on top; 1' of soft mud; 2' of stones,
clay and sand ; 2' of (¡uieksand ; tube down to 18' 3" ; made six holes.
2,900' west of guard lock—water on sill, 11' 10" ; water at hole, 10' G" ; G' G" of boulders, stone,
clay and sand ; rock at 17' ; tube down to 17' ; made eight holes on same line 30' part east
of Xo. 54 ; rock at 12' at last hole.
Water on sill, 11' 8" ; 2,600' west of guard lock ; water, 11' ; 1' of loose stones and mud ; 6' of
rock ; put steam drill down to 18'.
2,500' west of lock—water, 11' ; 1' of stones and mud ; rock at 12'.
2,400' west of lock—water, 11' ; 1' of stones and mud ; rock at 12'.
2,300' west of lock—water, 11' ; 1' of stones and mud ; rock at 12'.
2,200' west of lock—water, 11' ; G" of mud ; rock at 11' 9" ; made three holes 30' apart.
2,100' west of lock—water, 11' G" ; 2' G" of stones, clay and sand; rock at 14'; made three
holes 30' apart.
1,900' west of lock—water, 11' G" ; 2' G" of stones, clay and mud ; rock at 14' ; made three holes
30' a¡)art.
1,800' west of guard lock—water, 10'G" ; G' of stones, clay and sand; rock at IG' G" ; made
three holes 30' apart.
1,700' west of lock—water, 10' G" ; 5' G" stones, clay an<l sand ; rock at IG' ; made three holes.
1,G00' west of lock—water, iO' G" ; 2' G" of stones, clay and sainl ; rock at 13' ; made three holes
30' aj)art.
1,500'west of lock—water, 10'3"; 1'9" stones, clay and sand; rock at 12'; made three holes
30' apart.
1,400' west of lock—\eater, 11' ; 4' 3" of stones, sand and clay ; rock at 15' ; made tliree holes 30'
apart.
1,300' west of lock—water, 11' ; 4' of stones, clay and sand ; rock at In' ; made three holes.
1,200' west of lock—"water, 12' ; 4' of stones, clay and sand ; rock at IG' : made tlu'ee holes.
1,100'west of lock—water, 11'G"; .5'G" of stones, clay and sand; rock at 17'; tube doum to
17' ; made three holes 30' apart.
1,000' west of lock—water. 12' ; G' of stones, clay and sand ; rock at bs ; made three holes.
9
RESULT or BORIX(;s AT VALLEYFIELD, kc.—Conrindcd.
A
'"c ~
Description.
71
!)()()'
west of lock—water, 12' 0'
' ; ")' ()" of stones, clay and sand ; tube down to 18'.
7-
SOO'
west of lock—water, 12' ;
()' of stones, clay and sand ; depth of holes, 18'.
7;^
700'
west of lock—water, 12' ;
0' of stones, clay and sand.
74
000'
west of lock—water, IT ;
7' of stones, clay and sand.
7«')
ÁOO'
west of lock—water, 12' ;
()' of stones, clay and sand.
7()
1400'
west of lock—water, 12' ;
()' of stones, clay and sand ; depth of lióles, 18' ; made tliree holes
at e^■er3' nuinbei- 30' apart.
Moved scow through lock, 11th November, 1889.
The notes are taken from the foreman's diai-y on board the drill scow.
From the foregxiing it will be seen that the whole of the area examined, and form¬
ing the Valleytield entrance to the Beauharnois Canal, consists of boulders on top of
various sizes and in x arving thickness of bed. Under these are smaller stones and then
clay or sand, underlying which appeal's to be a heavy layer of what is described as
quicksand ; where the drill piercefl to a depth of aliout 25 feet below the present water
surface, some hard substance was struck, which is surmised to be rock. It is to be
observed that the ordei- of grax ity in the deposit, or what would appear to be the
natural relative })ositions of the material, is rex ersed, the heaviest being on top. This
would obviously have the eflect of caving in the .-lides to an extent which cannot be cal¬
culated in case an attempt were made to sink the bottom of an artiticial channel to the
depth of say 6 feet below the present bottom.
This condition of things frequently occurs in the " drift " formation, and has doubt¬
less caused the slides which have taken place along the banks of the north shore of the
>St. Lawrence between Coteau Landing and the Cascades. What is descrilied as quick¬
sand by the foreman may not be exactly that material. But at all events it runs down
flat when mixed with water, and could not be depended upon to as.Mime any fixed slope,
no matter how flat, in the sides of an excavation through it of the size and position of
the enlarged channel now contemplated. That is to say, no reliable estimate could be
made of the quantity which it would be necfsssary to remove to obtain the required
depth —even sup])osing the bottom would not biî pushed up by the weight of the boulder
cox'ei'ed sides which would be a \'erv probable occui'rence.
THOMAS MOXBO.
10th December, 18SÜ.
Coteau Laxdiníí, 19th Sept., LSOO.
Si Ii, —As requested, I have jirepared a copy of my Report on the proposed St. Louis,
St. Francis Canal, addres.sed to the late Chief Engineer on the 15th June, 1889.
1 also beg to submit an additional Report on the same subject which was nearlv
completed at the time of Mr. Page s death ; and is intended to embody the results of the
more extended information olit;dned in the interval between the date of fli'st Report and
the 18th June, 1890.
These documents are accompanied by a general plan and jiroflle and eight other
drawings on larger scales which will, it is believed, cleai'ly illustrate the views discussed
in the Reports.
10
l iiert' are several diagrams, tables il'c.,—also it list of the boriiiir>, prepared and
ready for examination in coiiiiectiou with the matter which will doubtless be of material
service in enabling a decision to be arrived at on the whole <|uestion.
I ;im, sir, your obedient .servant,
THdMAS IMOXRO.
M. Inst. C. E.
A. P. IhiADLicv, Esp., Secretary Railways and Canids, ( )itawa.
SldCOXD IIERORT—ST. LOEIS—ST. FHAXCTS fAXAL.
(Addressed to the Secretary, dated ISth June, ISiHf. )
Coteau Landino, IStli June, 1890.
Sir,--du further reference to the question of the location of a canal for fourteen-
feet mndyation between bakes St. Louis and St. Francis. I bey to re]iort as follows :—
The y<.nei'al pi-inciples mentioned in my repoit of the loth June, 1889, addressed
to the late Chief .Engineer, have been adhered to in the selection of the line now pro¬
posed ; and the reasons already yic-cii foi' this course ajipear, after extended study and
observation, to be (luite \'alid.
The natural termini of an inland canal on the north shore between Lakes St. Louis
and St. Francis are at the foot of the Old Cascades Canal on the < Ittawa River; and in
the bay to the west (jf IMacdonald's Point just below the villaye of Coteau Landing.
A straight line di'awit on the map between these points measures nearly 13 miles.
The shortest practicable canal line must, hower er, sweep round the gi-eat bend of the
Ri\"er St. Lawrence at Coteau du La.c, and thence .stiike almost directly for the Ca.scades
terminus. This line is about 13^ miles from shore to shore : and there does not seem
to be any sutticient reason whv it should be departed fnim.
It may be described somewhat in det;iil as follow.-,: (See General Plan and Ibetail
Plan Xo. i.)
The jn-ojected entrance at Macdonakbs Point has its centre line so arranged that
when the works ai-e connileted, vessels can easily make the canal from the deep water of
the north channel of Lake St. Francis. This channel, immediately to the west, has a-
direction of about X. 00 E. To get into the canal the course would be gradually
changed to X. 30 E. The entrance piers are placed 300 feet apart, and so as to embrace
an indentation in the bottom of the bav, which at one jioint Inangs deep water within
7Ö0 feet of the shore. This will reduce the dredging (piantities. The shoal marked
"A " outside will have to be remo\"ed. The ])iers will be about 3Ô feet wide and the
same height. The .south ])i(ir to jirojetd, 1,100 feet from tlu' shore line. The material,
as found bv the borings, is soft clay ow'rlving hard gravel. The results are shown on
the accompanying Detail Plan. This gravel can be used to till the cribs. The clay
arising from tiie exeat ation of the entrance channel and a part of the pi'ism of the canal
can be deposited in ivar of the south ])ier. This will make about -1 acres of ground,,
the outer or river sldi» of tvhich can be protected by boulders from the jiit for the Guard.
Lock and to the ea.stwa,rd. The formation of this mole will have a tendency to imjirove
the steamboat channel by githng a more uniform direction to the current between .Mac-
donald's Point and .Mclntyre's Island. A considerable area of conpiaratively still watei'
will thus be created at the head of the canal and will enable vessels to entei- at :dl times
with ease.
The channel to be 200 feet wide and Iti.t feet dee]i at extreme low water. Tt may
not be considered necessary to jiier tiie. north side at ]iresent. \\ hilst executing the
works, a portion of the natural ground can be. left in such position across the line of
canal as may be considered best, so as to shut oil the water of the lake whilst the Guard
Lock, Su[)ply Weir, he., are being constructed, and thus reduce the cost of unwateiing.
The position of the Guard Lock is in a great measure fixed by the intersection of the
Cíinaclii Atlantic Railway with the canal line. Tt is placed west of this point, as such
a location best suits the conteini)lated arrangements at the entrance. The line of the
canal and railway cross each othei' neai'ly at light angles ; and the grade of the latter is
a))out 17 feet above the level of the lock coping. The distance of ovei' 1,100 feet
between the intersection and the north abntment of the Coteau Bridge will permit of
the erection of a temj)orai'y trestle work with easy curws alongside of the line of per¬
manent track. This can be made to safely accommodate the railway traliic wliilst the
erection of the swing biidge at tlie lower end of the (iuard Lock is being carried on.
This bridge is shown with a length of superstructure of about I'OO feet, so as to swing
over the canal and raceway from the supply weir (see j)lan). The length above stated
(1,100) is amply suflicient foi- an ordinary passenger train to stand on, which is an im¬
portant point in the safe working of the railway, in such jiosition, between the draw¬
bridges. The main road can be diverted so as to ci-oss ov<>r an extension of the upper
wings of the Guai'd Lock and resume its jjresent line in the shoitest distance possible..
This will leave the lots to the south of the road in the same accessible po.sition as before
and have a tendency to lessen damages. This road will not i-ross the canal again until
near the east or Cascades end, where it is called the "Quinze Chiens."
The raceway to the sm)ply weii' to be taken ott' the entrance in the manner shown.
Tt should be about 80 feet wide. This weir to ha\"e tweh e ojienings 4 by 4 thi'ough the
breast. The discharge through these, under the least possible head, at the levels ado})ted,
would be amply sulKcient for the working of the canal. The tail race from the weir to
be ai'i'anged as shown.
As stated in my previous report, it is believed that if tlu'se structures were grouped
together there would be a considerable saving in their aggi-egate cost. The stone for
backing and minor structures could be delivered by rail ; also the timber, iron work, d'c.,
&c., both cheaply and ex])editiously. Be.sides, cvhen this point is passed, there would be
no obstruction to the, rajiid transit of vessels through the canal as far as lock Xo. 6, a
distance of over eleven miles.
The fotindations at the entrance will be in bitte clay mixuid with boulders as shown
by the results at te.st pit No. 1.
It will be observed that the line })asses through the small Rnglish Church. There
is no cemetery attachetl to it, and there tloes not apjiear to be anv objection to its
removal. It might, if thought desirable, be erected on the j>oint, to the south of the
canal, and close to the pai-sonage—the ground immediately ai'(aind the latter not being
necessarily recpiired for the pur])oses of the canal. The line of the entrance should be
continued inland foi- about 1 miles. This tangent would totich the margin of the river
in the bay opposite Felix (luertin's hotise, the south bank of th» canal being widened to
form the public road as shown. The water near the shoi'e is not deep here, but the cur¬
rent is swift, and a large amount of material might be disposed of. The whole of that
portion of the line embi'aced in detail plan No. 1, is in cutting, which at one point on S.
Filiatreault's farm is about .'14 feet deep, but rapidly diminishes to the eastward to about
18 fe(;t at 0.700. The total ([uantities are given in the subjoined approximate estimates..
The calculations for the road bridge, guard lock, supply weir, I'ailwav bridge, d'c., are
based upon sketches of structures of the usual dimensions. The foundations of tlui
^"Pl'b' weir, are cai-ried down to the same level as those of the guard lock : altliough
this may not be con.sidered necessary.
Low water line of Lake St. Francis is usually taken at 10' U)" on the mitre sill of
the guard lock at A alleytield. The lecord.s, 1874-1889, show oidv one day on which it
was down to 10' 'S" during navigation season. This yeai' the water is so far very high,
reaching 14' 2" on the 2.'lrd .lanuary, and again on tiie 17th (May. The genei'al height
is about 12 feet. The levels are, however, arranged so that the bottom of the canal as
projected on the north shore shall aft'ord a depth of 1-7 feet when there is only 10
feet on the mitre sill of the lock above referred to. Careful levels have been taken, and
simultaneous observations ma.de on both sides of the river, to enable the facts in this
connection to be fully and satisfactorily estaljlished. The anujunt of oltstruction to the
ñow of the river catised by the piers of the Canada Atlantic Railway Bridge has not
12
IxM'ii deter)inn('(l. But tlici'c is iio (l(iul)t that this will have a teiidencv to keep the
U'eiieral level of the lake somewhat hinhei-than heret<it'ore. At lowest recorded watiO'
there would lie O.lih feet head on the openings through the sujiplv weir, hut the summit
lewd of the canal might he kept at mean level of the lake when ])i-actieahle.
The location of the line as shown on detail ]ilan No. 1, will necessitate the removal
of the sevei'al farm houses and huildings along the main road. This cannot, in anv case,
he avoided and the (ptestion does not seem to he of sutticient ladative importance to war¬
rant any change on that account.
The material arising from the heavv cutting on the first mile of canal from
i\l acdonald s Point should he chietiv spoileil at each end. That east of the guard lock
might lie dejiosited along the river margin on the e.xtensive flats in front of A. i\Iois(.i
( iiroux's farm. 11 is presumed that the hulk of the (excavation will he done hv steam shovtds
and cars di'awn hy locomotives. In such case the (|uesl ion of haul is of diminished imjiort-
ance. Tn any case the eaith should not he dejiosited idong the sides of the canal. The
]ierjietual tinidile and expense necessary to keep the materkd from running hack into the
¡irism where large spoil hea|i.s are formed in ))roximity to the edge.-, of the cutting, war¬
rants a little extra tírst outlay to avoid this.
The hay to the west of -Macdonald's Point is sheltered from rdmost all heavy winds,
and ice does not foran there to any extent in winter. When the projected south pier is
huilt an ar'ea of still water will, as stated, he formed hetween it and the shore, and this
would induce the formation of surface ice to such an e.xtent as would jirohidily prevent
the choking up of the vrd\ es at the entr-ance by " frasil '' as occuraed last winter at the
N'alleytield gaiar-d lock.
The r-ates of current shown on M ra Baillairgt' s map at this hay appear to he greater'
thart ate now experienced. This may lie accounted for hy the ditference in levels of the
rá\i'i'as compared with those recently observed. In shoi't it is heliea'ed that were the
works cari'ied oirt as designed, the hay could he made to form an (excellent entrance to a
canal for' fourteen feet naaagation.
The tangent above referred to is S,:'.")!) feet in length from the shore at iMacdonahrs
Point to the heginning of the long ctira e on Dr. I tault's farm at Odihl). This curve
sweeps round the great bend at Coteau du Lac. Tt is about three miles long, with a radius
of 1-1.d24 feet, or- for ;dl iiurjio.ses of ria\ igation jiractically a straight lirre. It has been
arranged so that the centre line passes on an axcrage idxuit one-i|uarter of a mile from
the shore of the river. This will a\di(l encroaching upon church and t illage lots, and
leave room for the exjiansion of Ch.iteau du Lac, which is fast becoming a jilace (jf sum¬
mer resort. Should it he considered better, however, to run nearer the main I'oad, tlie
curve can he flattened somewhat. Hut the proposed location is believed to be the liest.
The tangent to the east avoids the high and stony knoll on Pelix Pilon s farm, which
rises to about .'17 feet aho\c the bottom line of canal.
The cur\(' crosses the ri\'er J.)elisle (.see detail plan Xo. 2) in a favourable position,
and where the channel can he di\"erted to enable the culvert (to pass its water under the
camd) to he built without interrupting the tlow of the stream and on a rock founda¬
tion. A. numhei' of measurements, cross sections, iV'c., ha^"e been taken with a view of
ascertaining a|ipro.ximatelv the Hood discharge of this ri\'er, and a good deal of informa¬
tion has been olitained respecting its length, diainage area, C'c., h'c. Prom .'dl that can
he learned it appeals that the freshets which occur principally in the sjiring, sometimes
rise to a height of four and a half feel o\er the crown of the dam at ileaudet s grist
mill : and this, t.aken in conjunction w illi the discharge at such times from the raceway
to the west doubtless aggregates about 220,000 cubic feet per minute. To jiass this
volume at a I'elocitv of sa\' 10 feet per second, would re(|uire a cross sectional area ot
cuL'ert of alioul .'570 sipiare feet. 'I'he cul\-ert for w hich sketches ha\i' been made will
effect this under a head of about three feet. This additional I'ise would, during times of
heavv Hood, for a short period (Verflow some of the land on both sides of the rixcr abiAC
the ciiLert if left as at ]iresent. I>ut there is so much material to be wasted that the
margin could be raised and arrangements made to entirely oh\date this difliculty. ^V
i-ontour line of the water's edge w hen raised is shown on the detailed lilaii w hich rejiresents.
13
Oll a scale of 100 feet to the inch, the vicinity of the crossing of the river Delisle and the
proposed position of the culvert.
Tlie river takes its rise in the township of Kenyon, in the county of CTlengariy, and
has a drainage area of about 180 sipiare miles. Its direction is easterly for about 4.1
miles fi'om its source to a junction with the St. Lawrence just north of the old fort at
Coteau du Lac. The side slopes are generally flat—the fall of the stream not great—
and a considerable portion of the upjier part of its basin is wooded land, so that the
freshets are neither heavv nor violent. Still a very heavy rain, such as tliat which
occurred on the 20th IMav last, will cause a rise in a few hours of neatly three feet at
Beaudet's mill dam. Should it be desired to lessen the ettects of these freshets on the
level of the river above the culvert, wlten bitilt, this dam might either be entirely re¬
moved, or arranged with sluice ways through it, so that the flood waters might be passed
freelv. It is of rough crib woi'k, tilled with stone, alxjut 72 feet long and Ave feet high
— placed on a .solid rock foundation which forms the, bed of the L)elisle at its junction
with the St. Lawreitce.
During the summer months of a dry season, there is, for considerable periods, pi'ac-
ticallv no flow in the Delisle, and conseciuently no water from it to drive Beaudet's grist
mill, which has four runs of stones, and used to do a considei-able custom business in
this vicinity. To ¡'emedy this water shortage, the proprietor, many years ago, cut a
i-acewav from the St. Lawrence to tlu'Delisle in the ]iosition shown on detail plan Xo.
2. The relative levels ai-e such that when the water is low in the Delisle the current
sets in from the St. Lawience and supplies the mill pond alxive the dam. But when the
watei- is in freshet in the Delisle the contrary action takes place, and tlie l•ace\^■ay then
serves as a channel of discharge. The fall, on the St. Lawrence, between the entrance
to this i-ace and the mouth of the Delisle is, at ordinary times, about seven feet.
The site selected for tlu; crossiiig is, as aliove stated, a fa\'oural)le one. The suiface
of the rock is irregular, but the centre Ihie of the cuL ei't will be arianged to suit this
level.
AN'itii reference to this structure, it will perhaps be better to make the sides of the
canal nearly vertical whei-e it passes under, in order to sa\ e length and reduce cost. The
diminution of the cioss-section area arising from this jilan would not practicallv affect
the flow of the canal. The sketches will show the kind of cuh'ert proposed. Its dimen¬
sions have been deduced from the best data attainable as to the characteristics of the
stream it is intended to sein e.
Between the Iliwr Delisle and the head of the proposed canal the rock crops up
abo\e bottom line in two ¡ilaces (see profile). The first is immediately west of the river,,
where f<ir a distance of about 400 feet the strata of the calcifei-ous formation will have
to be cut through to a depth at the highest jxiint of about 12 feet. Further we.st, and
l)etween stations 076 and 700 or nearly half a mile, large <|uantities of this rock will
iiave to be removed, tlui cuttings at one place being about fifteen feet deep. It is what
is called elsewhere "Bastard limestone" and affords in this vicinity a good sound stone
for building. It will doubtless be of much service in connection with the masoni'V struc¬
tures, and canal, to be used, when bi-oken, for the liidng of the sides of the canal.
As will he seen on i-eference to the general profile, the charactei- of the excaxalion
to the west of the Delish> is clay nii.xed with boulders in \arving proportions : soiiK' of it
being ((uite hard and diflirult. To the east of the ri\'er, howfwer. the boulders almost
entirely disappear, and the nature of the drift changes to clav, lirown on top, with an
underlying stratum of soft blue clay. The latter reaches a gre.at thickness towards the
Cascades end of the canal.
The distance between the Delisle crossing and Alacdonald's Point is about 2| miles,
■so that the stretch ujm)!! which difficult excavation will Ix^ found, is restricted to less
than one-.sixth of the whoh^ route.
The (|uantity between the Delisle and Macdonald's Point is about 1,.')00,000 of cubic .
yards of earth and boulders and about 85,000 cubic yards of rock. The latter is calcu¬
lated at full side slopes of 2 to 1.
14
Aloiiií tiu' left iKink of the Delisle there is .1 roafl leading to St. PoU'carj) and the
interioi'. I( is Ijelieted 1 hat this can he diverteil rin the north bank of the new canal
to a junction N\ith tlie lii\"er lloiioc road, and tints sa^"e one bridge crossing ccitliont
injury to [lublic travel. The latter road is crosxrl by the canal line about 1,600 feet
from its junction with the front road. It leads back to the tillage-- of Pont Chateau,
St. t'Ict, iVc., and the rear concessions ; and is one of the })rinci|ial means of outlet to t he
ri\ er whaie'cs situated a short distance to the (cast, where laryt' numbers of cat tle, slice)),
A-C., are shi|)|)e(l duriiiL; the navigation season to the Montreal market. It is for this
reason, anioiiyst others, that no matter on which side of the main road alony the river
the canal may lie constructed, communication will ha\ eto be est.iblished and maintained
across it at all the princijial north and south roads, so as to secure an outlet for the
wharves referred to. some of which have been constructed bv the (Tovernment for the
beneht of the country in the rear, and are considci-ed of the hiyhest inijiortance bv the
jieojile alone the front also.
Examinations were made and lexels taken for a line south of the main road. The
results of these are show n on a sejiarate map. It does not, after a careful examination,
a|i|iear that such a. line would be at all advantaeeous. On the contrarv, it will be seen
that if it were constructed throuyh th(> \'illaee of Cotetiu du Lac, and to the east of it
as shown, .1 larye amount of dam,aye to ¡iroperty would be done withi.iut anv apjiarent
yain. In short such a cotirse would be likely to meet with yre.at opposition from jiro-
jirietois and other interests, and result in larye claims—as the sjiace neccs.sarilv occipiied
bv the canal works would jiractically obliteirite the villaye. Ilesides, it is considered
objia-tionable to a))proa(li the ri\"er bank unless una\aiidable, as it has slidden to a large
extent in this vicinity.
It mav be stated in this connection, that great damage has been done along the
ri\ er bank bv the action of the weather and the waves. Large jioints have been worn
awav, and the main road, which follows close to the river for a considerable distance
between Poteau du Lac ami Cascades Point ha,s had to be fre(|uently remo\-ed inland.
It ajipearsthat the j)ro))rietors interested in this (]uestion are wry desirous of havingthe
material arising from the canal excavation, if constructed on the line [irojio.sed, distri¬
buted or dunqied along the front, so that they can shape it into a jirotection or I'ewt-
ment. At ])i'esent the water has undermined theba.se of the bank so that it has a
tendencv to assume the clitl'-like shajie usttal under such circumstances. To slope this
backwards would invob'e a great deal of labotii' and further waste of kind. But in case
the clav were dumped in front, it would assume the natural slope of the material, and
its toe might then be .secured bv brush, he., so as to make an innirovement which would
be of considerable value and beneht.
The long curve referred to also crosses the liiver Bouge in the best jiosition in the
vicinity (sei' detailed Plan No. d) at station ôhl. The cuKert can be jilaced with
aih antage. w here shown. This is simjilv ,a creek w hich has worn itself a dee]) bed unto
the drift clav. ft takes its rise a few miles iidand, and at Pont Chateau miles from
its junction with the riwr, it is a wry small stream. It is, however, liable to sjiring
freshets of considerable \ iolence, but which )iass oil very puickly. ft is dithcult to
arrive at the maximum Hood dischaige, but it is probably not moi'e than one-half of
that (*f the Delisle. A double arch culwi't of say lUfeet s])an would be am[)le for all
]uii'poses. The u*e should be boomed oil on the U|)))Cr side of this cidwrt, as there are
hea\'V jams in the bed of the ci-eek at the break Uji in the sjiring. This shoukl also be
done at the I telisle crossing. The side slopes of the Bouge a,re steej) the soil clay- -
and the land through which it i-uns for the most, jiart cultii'ated. so that, the freshets
are, as before stated, hea\ v. From the shajie of the \',alley it w ill, howewi', be seen that
ri.se of water which wandd inundate the Hats aboNC the culwit for a short time only,
woidd be )iroductive of little or no damage.
Between the Bivers Bouge and a la Craisse, (about 2| indes) the cutting is on ;in
ax'crage about. IS feet dee|), and there will be nearly a million of cubic yards of earth t.o
e\ca\"ate. Sutwevs were made of the Hats or bottoms adjoining the Bouge (see jilans)
and those of à la Graisse for the ]iuri>ose of locating spoiling ground, whereon adxan-
15
tageouslv to deposit the gi-eater part of this mass of clay. A lai'ge amount can he <lis-
pu.sed of in this \\-ay and also on the princi))le hefoi'c stated, by damping along the
.shores of the bay to the west of Pointe au Diable, where the banks have sHdden to a
large e.vtent, and where it would be of special benefit to lalng material foi' their future
protection.
The, general (|uestion of tlie (juantity of land required will be in a great measui'e
determined by the mode in which the. large amount of sui'plus mattulal is disposed of. If
it is not deposited along the sides of the canal the width otherwise necessary to be
acquired to the we.st of the St. Fereol Road will be diminished* by about one-half.
-Vs to the (lue.stion of crossing lots, and land damages generally, it will be seen
on I'efei'cnce to the general map tluit any feasible line between Macdonald's Point and
River à la Graisse must cross the farms in about the .same position with reference to the
propoi'tion cut oil'from the front. Hut to the eastward of this there are two coui'ses
which present themselves for consideration. The first is to continue in a straight line
from the east end of the curve round the bend of the rivei' at Coteau du Lac to Cascades
Point. The second is to sweep back into the interior, and follow, as fai' as possible, the
rear line of the farms in the parish of 8t. Joseph. This back line is about k-fOO feet
longer than that proposed ; and as the ground to the south of the Chambei'iy Gully is
sevend feet higher than on the direct line, the (juantities of earth work would be in¬
creased about half a million cubic yards. Of course the gully is useless to spoil in,
because to the east of the St. Fereol Road, there is barely enough material arising from
the cuttings to form the canal embankments.
The rear line will also in many cases cross the fai-ms near the middle. It is, how¬
ever, considered by some that if the farms are large, they will sutler least damage when
cut in two, becau.se the re.sult will be the creation of a new Concession line, and the sub¬
division of the jiroperty would soon be arranged to suit the altered condition of the case.
However this may be, the straight line is considered the be.st : and the sum at which
the item of land and damages is put down in the estimate appears on re-examination to
fully co\'er the probable expenditui-e on this score.
To return to the River à la Graisse. As stated in my previous Report, the term
" river " is a misnomer when applied to such a watei- course as this. It is more of an
inlet from the St. Lawrence than a sti'eam draining the country. It runs out about a
couple of miles inland whei'e it is only a ditch. A ten foot arch culvert would be amply
sufticient for the ].)assage of floods at this point. In the summer there is little or mjthing
to pass. As the bottom is soft it would probably be best to place the culvert where
indicated on detail plan No. 4.
The St. Emmanuel Road crosses on the stretch between the rivers Rouge and à la
Graisse. The road makes a fair angle with the canal line, and the level of the ground
is suitable for the ordinary height of bridge floor. A .single ti'ack biidge will be
sufficient at this point.
The long tangent begins at oil, about half a mile to the west of River à la Graisse,
and continues to lO-I, on the farm of Xéré kloi'eau, at the crossing of the Bi.s.sonnette
Gully—a distance of 7'71 miles. The ground in the vicinity of the gully has been
thoroughly examined and cro.ss sectioned ; but there does not .seem to be any sufficient
reason for departing from the straight line at this place.
The St, Dominique Road crosses at station Iflô, but the height of the ground at
that point is about a foot above low water line of the canal.
The country between St. Dominique and St. Fereol roads is (juite flat. At station
375, or about midway of the canal, it is only about 1,300 feet from the St. Lawrences
Near this is a small gully discharging into the river, which might be utilized to emj)ty
the canal above lock No. G, through a waste weir to be constructed in the South bank in
about the position indicated. The level of the surface of the river oppo.site the gullv is
about G feet below canal bottom line. Thei'e are othei' points at wliich the canal might
be tapped for a similar purpose. This would guard against having to run the whole
contents of the summit level through the locks at the east end, in case it should be
desired to empty the canal.
16
St. Fereol rond Itridifo will lia\e its ii])i)ro;iches in ooiisideralde enihankiiient.
It will be observed, on r('t'er<>iK-e to the general jdan. that the straight line rims in
tiie lowe.st and most favourable ground between St. Fereol and St. Antoine roads,
lîetween these jioints it falls aliout 14 feet, and this neeessiiates the placing of Lock
No. () either in connection with the latter road or. which would perhaps be better, a
shoit distance to the westward, making the biddge a sejiarate structure. This would
gi\f a much easier ap[iroach than if condiined with the lock. lîetween St. Fereol and
St. Antoine roads the exca\ation would l.ie mostly in brown clav and would be about
sullicient to make u]> the'baidcs (with rather long hauls) in sewral ¡»laces. It niav here
be said that the land d,'images would be much lessened bv establishing a ferrv between
each of the I'oads pi e\ iously refei-red to. These, on the lieauharnois Canal, cost annu¬
ally about ■'SgAO each to maintain, and are freely used by the farmers, especiallv in
harx est time.
lint, as liefore stated, if the line of the canal ¡»ass through the ¡»»ii'ish of St. Jo.se¡»h,
as ¡»r(»jected, the effect would be likely that of iiudting a c(»ncessi(»n r(»ad along its north
bank, and should future di\'isi(»ns of the existing ¡»»-(»¡»erties become necessary, the canal
wa»uld d<»ubtless be made ti» form the line (»f separation, instead »»f the fai'ins being s¡»lit
up lengthwise as at ¡U'esent. This tendeney has, it is said, been (»bserved (»n the line of
the lieauharnois Camd.
Eastward of St. Ant(»ine lîoad the gr(»und still falls i'a¡iidlv t»» the t(»p of the west
bank i»f the Ottawa liiwr. It cri»sses the liis.sonnette tlullv n<»t hir from its jtmctii»n
with the Chamberry. The material te» fill up at the cri»ssing can be taken fr<»m the
e.\cavati(»n of the locks t»» eastward. Tlie b(»ttom line (»f the ¡inijected canal isab(»ut 60
feet :d)ove that of the b(»ttom of the gully. "The Quinze Chiens" oi' main r(»ad
between C(»teau Landing and \"audreuil will be cri»ssed (»vei' the extensi(»n (»f the up¡»er
wings (»f Lock Al». Ô. (See detailed plan Xi». ñ, which shi»ws the ¡»rojected arrangement
at- the. Cascades end »»n a large scale.)
After a full studv of the gi'(»und and a careful c(»nsideratii»n »»f the whole matter, it
was th(»ught best t»» ascend the right b:uik (»f the (tttawa, wdiich is here ab(»ut (»0 feet
high, in a direct line -the I'ange of fixe locks being loc:ited s»» that a lock ;ind i-each
taken t(»gethei' xv(»uld »»cctpiy a length (»f ab(»ut 1,000 feet.
I'lx¡)erience ¡»roxes that this »irrangement is satisfactory, excn xvhere the line i.s
curx ed. The racexvavs :il<»ngside, xvhen in connection xvith the surfiice of the canal, will
give al»(»ut ISO.OttO su¡»erticial feet f(»r e;ich reach. A'ith »in (»rdinary amiiunt of tloxv :it
the xveirs, the wjuits (»f n:i\ ig»ition c»ui be fully su¡»¡>lied xvithout creating objectiomible
llnctuiiti(»ns or currents in the camil.
The locks, xveirs, ret»iining xvalls, itc., are all estiimited for on the basis of simihir
structures on the W'elhmd C»ui:d. The f(»tind:iti(»ns »»f the tii'st txvo locks from the
Ott»iw»i will be on rock (see ¡»rofile). The other three (6, 4 »ind 0) will be in ckiy.
Concrete h;is been ¡»nixided for in the hitter under the foumhition timbers. From the
foot of the camd the channel through the ( )ttaw»i Hix er to its junction with L:ike St.
Louis is deliue;ited (»n the generjil m;i¡i. Certain im¡»rovemenls »ire necessary to render
the cluinnel mivigable for xcssels dr»ixving 14 feet. I.,ights w ill hax'e to be ¡»hiced on the
shoals where indicJitcd. The (|uestion of ice at this entr»ince w;is discussed in my ¡»re-
x'ious re¡»oi't. C»ireful (»bserx »it ions h;ive been made of its mox'ements for the ¡»»ist two
seasons, xvhich in the nmin corroborate the x'iexvs ¡»I'ex iously ex¡)ressed. About the time
of the »»¡»ening of the lieauharnois Camd this year, there was a good channel to the north
of Casciides Point. Its position is shown on the general ¡»Ian. hrom all tluit has been
learned on this subject, it is safe to say tint the o¡»en seiison at the Cascades is »it least
as long as tlnit on the south side of the fixer at the lower enti'ance to the lieaulnirnois
C;inid. The position of the first lock ;it C:isc;ides Point is, after full inxesligjition,
thought best as indicated on detailed ¡»hin No. •"). Its outer end w ill be in ■> to 6 feet
of W ider at loxv stiiges of the I'ix er.
The rock outside of xvhere the cofi'erdiim should be c(»nstructed, and which xvill
liiixe to be removed under xxater, »imounis »i¡»]ir<»xini»itely to »ibout I I,-»00 cubic ytu'ds—
the etitrance piers being built :is sho'»vn. The detailed ¡»hin referred to shows cle;irly
17
the position of the various structures. The piers may lie extended further if considered
necessary. It is, however, cei-tain tliat upon the completion of the St. Lawrence canals
to II feet draught the small barae.s of about 25,000 birshels capacity now in u.se will be
at once superseded. Vessels such as those plying between Chicago and Ogden.sburg ria
the large Welland Canal can be made to carry on tlie above draught from 1,800 to 2,000
tons, and con.sorts to accompany these, holding from 80,000 to 100,000 bushels of wheat,
will shorten uj) the length of tiie tow.s, so that long entrance piers will not be. reijuired.
With steam there will be no crowding of harboui's owing to iri'egulai' arrivals, and
uniformity of movement can be kej)!. up, even with greatei' ease on the ri\-ei' than on the
locks, as th(î mulgation will, of course, be less interinpted by storms. Therefore the
harbour accommodation, at each end of the canal shown on the detailed ])lan, will be
found amply suilicient. The Cascades end is well shilteied from all heacy blows : and,
in brief, both ends of the jirojected line enjoy very fa\ourable conditions in this re.spect.
It will be seen on examining the general map tliat ach antage lias been taken of the
shape of the rockv shore at the Cascades to locate the piei's where deeji water is found
at the shortest di.stance out, thus reducing the amount of subaipteous blasting to a
minimum, whilst the general direction of the entrance is such as t>j best suit the ])osition
of the terminal approach from the east shown in dotted lines.
In tiie early spring, and before the anchor ice lea\cs the centre slio.d at the con¬
fluence of the ri\ers (see jilan), there is a good, wide channel of over 20 feet of water
between it and the Cascades Point, Put in the open season the most dircid channel to
a junction with l^ake St, Louis would be to the north of the shoal referred to. This is
amply broad and dee}"), but will ha\"e to be well lighted, as before stated, so that \-essels
may steer clear of the contiguous shoids delineated on the ma}i.
The shajK- of the Cascades Point is also such that the best canal line runs out on its
north side, crossing tlie old military canal about ,'500 feet fiom its lower end and then
ascending the bluff as shown paidly in side hill. The large iimount of I'ock excavation
necessiiry foi- the riinge of ti\"e locks, weii',s, &c., c:in be adcuintiigeousp- dis})ose(l of in
filling cribs backing up the ])iei's )uid forming the noi-th side of the enti-ance. The
surplus of earth, if any, can be wasted over the high hank of the (fttiiwai to the north
of the roich between locks 2 ,and ,\. con.sider.able portion of this cut towairds its west
end will, howcwci-, have to be Iniuled to till u}) Pissonette Cullv.
The enti'ance ])iei' on the south side will be about 1,000 feet long, with )i MOO feet
mooring piei- on the north side whei'c the deep wnitei' is (|uite close to the shoi'e. There
does not. a])pe:ir to be any ti-ouble from ice )itt)icks at this })oint. The i-eason seems
clear. Idie '■frasil," wdiich in winter forms a partial dam at the junction of the rivers,
raises the waiter in the (Ittawa ; and the ice wdiich takes across to Isle Perrot is generally
held in ])osition until the breaku)) in the sjiring, by w hiidi tiine it is so rotten that it
sinks and disajiiiears with great rapidity and without doing any damage. it has been
remarked that the ice foi-med in tlie ()ttaw-ais not nearly .so solid as that of the St.
Lawrence. .\t all e\"ents. from what has lieen learned and ob.served, this entrance
would not be liable to sucli attacks from ice as are now e.xjierienced at the foot of the
Peauharnois Chnal. The waste w atei- of the canal would form a large stream continually
issuing from the lower end. and would probably have. a. tendency to keeji the entrance
open in the nuinner now obseived, as the result of freshets in the Chamberrs dully.
The old locks of tlie Cascades (lana.l, which ci-osses the located line at. station 28,
are partly built of the Potsdam sandstone, forming the mass of the Cascades Point,
This .stone is durable, but very hard, and does not ijuarry well. It is, howiwer, probable
that it will attiird good material for backing, and perhaps for some of the minor
structures, and w hen broken up w ill answei' well foi- tlu- lining of the sides of the canal.
The .strata at. tins place di[) ra|)i(lly towards the west, being aj)])arentl\- on that side of
what is called the Peauharnois anticlinal. The overb'ing clay is of considerable depith
wher(> it Is proposed to build the range of locks. The protile shows that the boring rod
[lenetrated to a depth of o\er forty feet, from the surface of the upper plateau without
finding rock. It is said that the clay here is about P)b feet deeii. It is noticed that
G2y—2
18
there ai*e sigáis oí" slidiiii;' in tlie l)iinks of tlie Ottawa as well as in those of the St.
Lawrence.
It is for this i-eason, amongst others, that any line which ajijiroachcs the river's
edge and mns along it should not, in my oitinion. Ije a(loj)te<l.
The plans ami dociunents accompciiiying tins report are. it is helieved. sutticiently
detailed to enable a dear idea to be foinied of the position of the line proiected on the
north shore ; its stiuctures, entrances and relation to the general line of navigation
between Cornwall and Lachine.
in a report of the late Chief Kngineer, hlr. Page, on the navigation of the St.
Lawrence between Lake Erie and Montreal, dated iHTi.July, le»? 1, there is a general
descrijition of the channel through Lake St. T^ivincis : from which it will be .seen that
the dee))est watei' is towards the noifTi shore. After desciáliing the shoals, ric., at the
western end of the lake, the I'ejtort goes on to say that from opposite Lnpuy's Point.
three-(|uarters of a mile west of Chei-ry Island, "the cliannel is fullv 1,800 feet wide
and at least twenty-three feet deej) tln-oughout. straight for about five and three-(|uai-ter
miles, or until nearly abreast <if the lighthouse on McKee's Point, which is a little over
twenty-three miles fi-om the foot of the Cornwall Canal. Vessels bouitd for the ■
lleauharnois Canal, genei'ally cross Port Louis Flats, at a point about one aiitl one-half
miles to the westward of IMcKees Light, but those intending to descend the ra])ids
follow the north or deep water channel to the foot of the lake.
'■ At ¡leriods of low water, or indeed at any other time, vessels di-awing twelve feet
of water, as contemplated for the eidarged scale of navigation, could not cross Port
Louis Flats. Consei|uently the north channel must be used for at least twi> miles below
.McEee's Point, where a course may be steei-i>d of fully six miles towaixls the light
situated about one and one-third miles above the head of Peauharnois Canal.
■■ I'^roin opposite Ci'osse Point to within about d.OOO feet of the canal entrance (a
distance of one and one-third miles), the present channel is in many places narrow,
intricate, and difiicult to mn igativ even bv the class of vessels now" used.
"This locality, it may be stated, is oj)en to the sweeji of westerly winds, hence the
watei- way, to be at all times ser\'ic(>able, should be 'nearly straight, or at all events have
flat, easy cuiw es. and be from l'ÔO to 8)00 feet wide. )ind lutve a. depth of not less than
from thirteen and a ludf to fourteen feet at low water mark. '
The probable cost of executing the works, necessary for :i twelve-htot mivigatiojt at
the Vallevfield entrance, is estiimtted by iMr. Page at .SIoO.OOO.
It is furthei' stated that "there is. howeter. re:ison to believe that the difficulties
coniK'cted with the existing apjiro.uh might be obvi)ited by making the entrance at
K night's Point, or Crosse- Pointe, and continuing the line downw-a.i-ds to the south of
the tillage of \'allevfield, until it enters the basin sitiud'ed aliout one and one-third
miles below the guard lock.'
l\'ith a view of obtaining the re(|uired information i-eg:irding tin- practicability and
cost of forming ;i western entranee 1 o the lîeauhai'nois Canal, suitable to a navigation
of 1-1 feet, borings were made last summer and fall from a scow provided with a steam
drill and the necessitv appai-at us i'oi- (he intended ¡aupóse. These borings were made
in the line of the channel at (he ^^■dleyfield entranci-, idso, along the projected line to
Knight's Point. The tests were <-ontinued in the canal it.self as far dtiwn as the St.
Timothv Lock (No. lo). The results are shown on detailed jilaii No. 1 P>. and accom-
¡lanving sections : Co])ies of the notes made of the borings by the ja-rsons in charge of the
scow, .-ire of record, and samiiles of the wirious kinds of mat(-ri:ds brought uji by the
tubes ha.\'e been preserw-d in boxes pro]i(-rly labelled. The gi-neral character of the ex-
cjivation mat' be described a.s consisting of la\-ers of boulders, stones, and c1:l\' overlying
what aiijiears to be a mixture of (¡uicksand and clay in \ar\ing ¡irojiortions. In many
casi-s the drill after ¡lenetrating with difficulty the crust of boulders, stones, fi-c., went
down freelv to a dejith of about do feet below low water mark, showing a. soft and un¬
reliable bottom. Expei-iments ma.de with this material prowd that it does not stand a,t.
any slope, liowawer tlat under water. To attenqit its remo\al lo the depth requin-d to
obtain a channel suitable for a 1 t foot navigation in such a position, would be a formid-
19
ahle, if luit impracticable undertakiiiy. The amount which would certiiiiily slide in from
the sides, could not be even conjecturally estimated, whilst it might prove impossible to
maintain the reipiired de])th at any cost. To keep vessels off the contiguous shoals in
iieavy weather, it would be advisable to protect the sides of the channel with })iles oi'
crib woik backed up bv the excavation from the cut—but the cost of such a plan could
not be a})])roximatelv estimated. These I'emarks ap)ply to tlie line to Knight's Point,
suggested in Mr. Page's report, as well as to the improvements on or near the line of the
exLsting channel to the head of the canal. It may be i-emarked tlmt when, after com¬
pleting the present canal, it was found there was not suthcient water at the western
entrance, the retpiiretl depth was obtained, not by deepening the channel through
the \"alleytield shoals, ljut by damming up the south branch of the river, and raising
Lake St. Fi-aucis, so that no attempt lias hitherto been made to cut down into the
material above described, or anything done liv which an idea could be formed of what
the results of such a course would be. Had the e.xeavmtion jiroved to be of the same
charactei' as is deserilied in IMr. Page s rejiort, the proportionate amount required for the
formation of all foot channel would har'e been about 9.', times greater than for one of
19 feet, which as previously stated was estimated to cost S4d0,000. Put the uncertain
element of ([uicksand renders it impossible to say further than that it is jirobable the
i-o.st of the formation of the channel at the entrance of ^'alleytield for the scale of nayi-
gation now contemplated, and properly jirotected on both sides, would, if found at all
practicable, be not less than from a million to a million and a quarter dollars. If the
l)ottom wei-e of rock, boulders, or stiff clay, the cost of its removal could not only be
estimated with a reasonable degree of certainty, but the ])ermanence of the channel could
be relied upon. It may at once be said, therefoi'e, that it is the difficultv of forming and
maintaining this entrance which in mv opinion constitutes an insuperable objection to
the scheme of reconstructing the Beauharnois Canal to the dimensions of the eidarged
navigation. This attempt would, of course, have to be made in case there were no
alternative ; But in view of the certainty of obtaining a canal on the North Shore in
eveiy way adapted to the wajits of future nardgation, and at a reasonable cost, it seems
to me that the recommendation made in my previous repoit should be carried out.
It jiiav be remarked that the ipiantities on the line to tlie head of the canal from
deep water do not differ \"ery much from those on the Knight's Point line -the excava¬
tion on the latter being veiy heavy near the shore. (See .E.stimate.) But there is no
(piestion that the Knight's Point line possesses great advantage in avoiding such a
length of dangerous outside chanmd. Still there wouhl be very heavv excavation
between the guai'd lock and tluî basin, 1 ,'j miles below the towm of Valleytield, a con¬
siderable portion of which is as will be seen, either boulders or rocks, whilst the,
remainder is of soft blue clay, very wet. the surface of the flat land being from 2 to •'!
feet below mean water of Lake St. Pi'ancis. Under these circumstances the channel
would ha\'e to be dredged out, and as tint sides of the canal in .such a position should
evidently not be loaded with spoil banks, the material might be carried into the lake
and dejiosited in deep water. The site for the guard lock, siqiply weir, he., as shown,
would hax'e to be laid dry at considei'able exjteuse. The sides of tlie outside channel (if
a,t all practicable) should be protected to deep water by pi(>rs on each side as indicated.
Since my last report the question of adopting the Knight's Point line is embarrassed by
the jirojection of two moi'o railways running into the town from tlu' south. Besides the
existing (Irand Trunk Railway, the (.'anadian Paciñc Railway and the A'allevtield and
•Vdirondack Railway are in ])roc(>ss of construction. These lines ar(> shown dotted in
red on the general ma]), that is, as near as the location can be found out at jiresent.
this would perhajis necessitate ffve i-ailway crossings, within a shoit distance of each
other and render tlie line very much more costly than it would otherwise have been, and
also take away some of the advanta,ges jii'eviously daimeil for it. I'here is also the fact,
which should not be lost sight of, that the town of A alleviield is close by (see jilaii) so
that there would be a considerable sum to be paid foi' land damages, whilst such conti-
giiity would enable })i'opi'ietors to indulge in the inaiiufactui'e of town lots to any extent,
with some show of feasibility. As before stated, the detaihal estimate co^AU's tlie cost
of <i line from the basin to Kniuiht's Point only
62^-21
20
Although lio piii'ticuliir iuvostigation was made of a line to (¡rosse l'ointe, there is
hut little douht that the excavation necessary for its formation would he similar in
character to that above referred to.
Detailed jilan Ao. 1-1> also shows a projei'ted arrangement, in case it should he
determined to enlarge» the existing canal through the town of ^'allevtield.
Tt will he seen from this that the guard lock might he changed from its present site
to nearly opjiosite the church, where the foundations would he on rock, instead of on
the ohjectioualile material under the existing structure.
There is here a fa\ ourahle position foi- the erection of a suitahle sujiplv weir with¬
out interfering with nax igation. .\t the site of the )iresent guard lock, it is projiosed to
htiild a double track sw ing-hridge. in the erection of w hich a part of the old material
might he used. The sides of the present eanal from the guard lock wa>stward are now
lined at the top by dwarf walls, resting on the edge of the excavation for the canal
prism. The material which has been taken from the bottom ami sides has been ttsed
for tilling in and hacking ti]i a line of low docking formed of twai rows of timbers placed
on the dwai'f w.alls referred to. Protection of tliis character is not ])ennanent. lutin»
arrang(»ment now pro])osed. the sides of tin» camd through the town would be formed hv
retaining walls resting on cribs as shown. This would form a line of wharfag(» of con-
sid(»rahl(» extent between the she of the new road biidge and that jirojiosed for the
guard lock. The cr(iss-sections show the details. This system of prot(»ction is continued
for altout l.Odd feet outside the gnarii lock, and piers of the iisual dimensions and d(»s-
cription enclos(» a channel of 200 feet wide out to tin» line of dee]) w,'it(»i-. The north
jiier to h(» about dOO feet long iind the south ))iei' 000 feet.
1-^rom this to tin» junction of the lim» to Knight s Pi'int. the dist)ince me)isur(»d along
the line of the cluinnel. is o\'ei- 1 miles. )ind at some points on tin» sluKtls tin» <-utting
for the new channel would be iibout 12 feet.
That jiortion of the woi-ks conuecti»<l with the eid:irgement through Vall(»ytield
could, if executi»d in accoitkince w ith the:il)oV(» \ iews, l)e accom]>lished foi» the most part
in wint(»r without risk of interruptions to navigation. The cost of unwatering would be
much lessened bv draining into the rix'er below the site of tin» pr(»sent guard lock. The
sto))}iage of llow through this camd would not be attended with mttch trouble from
manufactories, as tln»r(» is onlv one mill ;it IMelochevillc drawing water power from it.
The (luestlon of the west(»rn entrance, being by far the most ¡ni])orlant in connec¬
tion with the eidargement or reconstruction of this i-anal. has been first eonsider(»d. It
is now proposed to describe the position of the (»ntrance from Lake St. Iniuis with tin»
projected arrangf»ments at timt place.
Ujion careful t»xamination of the ground it ;i])pears clear that an entirely new line
of canal .such as that marked out ou the gem»ral plan as the »»sexen lock line is
decidt»dlv the best. It is proposed to place the locks and r(»aches so as to occiqiy con-
jointlv a length of id tout l.OOd feet each, and .i fax'ourahle longitudinal section can he
hail where shown. This w ill minimize the amount of excmation necessary » and the
foundation of the first four locks will hi» in rock. (See detail plan .\o. 2» I!.)
.\t l\IeloL'heville the Potsilinn sandstone, which forms the shore of Lake St. Louis.
slo[K»s u])warils and Inland, iiecessitatiiig on any line the removal of a largi» quantity of
that dillicult material. It is olixious therefore, that the sooner the canal can be made
to rise out of this the better the location will la». I'>y adiqiting lifts of about I I feet, a
greatertotal height w¡I1 he o\ ercome by four locks tlian that, now surmount(»d by five.
This is a manifest adxantage both in tin» cost of const I'uct ion a ml in the subsequeid
maintenance and ojieration of the canal. Idle arrangement as pro|iosed may be briefly
described as follows :
Lock No. 1. entering the eanal from Lake St. Louis, will be located sothat its lower
end will beat the jiitch of the shoi-e line, where the depth suddeidy increases from
sludlow water to !> or 10 feet at low stages. IIic coller dam for this ]iit would be |.h(»re-
fore diminished in cost, w hilst the rock outside to hi» blasted under wat(»r would amount
to onlv about ñ.OOO cubic vards. Idle most faxourable feature of this site is its ])ro.\imity
to the d(»e]) w.»it(»r line. The north pier of the pr(»sent entrance can lie made to form the
21
backing up of the new soutli pier, whilst a new iioi'th pier can be extended foi- some
distance into deejj water and be made to afford the full tleptli of water recpiired at the
entrance—good shelter—and sufffeient wharfage acconnnodation.
The rock arising from the lock pit, itc., can l)e used for tilling in the cribs, and be
deposited in rear of the noith pier, protecting it from the effects of ice shoves—as is
done at the present entrance -and making it quite secure. It is clear from the forma¬
tion of the lock bottom, neai' the shore, that if tlie lock were placed south of the present
structure, the cost of the new canal would be much increased.
The i-each between the first and second locks will cross the line of the existing
canal : its level to be about four feet above the suit'ace of the present I'eaeh between
locks Nos, 1 and 2. The lift at low water of the enti-ance lock will be about In feet ;
therefore, it would either be necessar\- to i-aise the banks of the existing canal and
entrance lock in this reach, or shut oil' the connection between the two, using the old
lock as a channel of discharge from the new regulating weir.
New lock No. 2, will be built about 200 feet south of the existing structure as
shown. The weir foi- the regulation of the I'each between 2 and -'1, will be Iniilt in the
north bank of tfie canal and disehai-g!' into the present channel. To the south a basin
can be located as shown. Lock No. .'1, be placed about 400 feet south of the })resent
Lock .'1, and just east of the existing shallow basin. Lock No. 4, to be located about
1,100 feet to the west with a basin to the south as will be seen on reference to detailed
plan No. 2 B. These four locks are all on rock foundation ; and as they are the minimum
distance aj)art and maximum lifts considered advisable, the ai'i'angemeiit is ap])arently
the best that can be obtained. By adopting this line, the woih throughout t-an be
executed without interfering with the operation of the present canal and during the
fa\'ourable season of the yeai-. This fact is fully considered in relation to the estimates.
From the head of Lock No. •") (10) at Ihe ]ioint where the junction of the '■ sevcm
lock line " and the lu'csent canal occurs, there aie two courses open for consideration,
with reference to the inij)i-o\ ement of tlie central NJ miles of canal. The first is to
make new locks in the vicinity or alongside the juesent numbers (i, 7, ''s (H, 12, l.'i).
and adopt as niairly as jjossible the existing levels of the surface of the reaches.
The second is to eliminate lock No. 7 (12). and make tlu' two new locks, ñ and (i,
to overcome the same ditterence of le\a>l as the three ¡iresent locks. In other words,
by the arrangement proposed the total lift in the canal will be surmounted by six locks
instead of eight as heretofore. The seventh or guard lock woukl of course be placed
near the head of the canal, either at Knight's Point or Vallevtield.
On cai'eful exa.mination, the second plan seems to be thf> best, and it is in a.ccord-
ance with tliis chew that the estimates have been prejiaiaal. It will be observed that in
either case the new locks and approaches are kejit at such a distance fi'om the existing
structu:-(>s that they can be built without interfeiáng with the operations of the present
canal. The object throughout has been to avoid, as far as possible, placing the locks
nei-essary for the I'econstruction of the canal in proximity to th()S(> now in use, on
account of the delays and danger which would inecntablv result from such a course.
Indeed, there is really no substantial ach'antage to be gained from the works of the
present line, except that a portion of the pi'ism now excavated to the wi^stward of St.
Timothy would he made to foian ])art of the laig'er canal. But the ditticulties to be
encountered in joining new and old banks, the necessity of taking out and replacing
the culvei'ts, and the additional cost and risk of doing the woi k at unfavourable seasons,
would seem to su])port the view expressed in my pi-e\4ous report, viz, : "In short,
taking a general view of the locks, weirs, cuL erts, bridges, ffc., as thev ai-e at present,
ajid in r(4ation to the requirements of the new and enlarged na\ igation. it mav be
safely said that they would not only be of no use in establishing the latter, but that
they would add to the time and cost of making such a canal, eitliei' alongside i)f or in
any way connected with them. "
In the "seven lock line, ' as projei'ted, all the six lift locks and the guard lock at
\ alleytield will be on rock foundations.
Between lock (i (if ])laced where shown on the genei'al plan) and the up|)er
entrance, the flistanci^ would be ab(.)ut se\'en utiles.
22
The line of seven locks l)eini; clearly the best, it is not thought necessary to
describe an ari-an<>'ement basi-d on retaining the same number of locks as at present,
because such a plan would ))e more costly than tliat now pi-oposed, and the numerotis
objections to it on other "'rounds would, it is belie\'ed, ensui-e its rejection i]i any case.
Ill brief, tlie best line that suyyests itself for the new works ha-- been described above,
and is shown in suthcient detail on thi' j)lans and protiles accompanvinç this repoi-t.
It will lie observed on reference to the yeneral ma]), that the a])proach to the
western enti'ance :it ^ alleyfíeld fi-oni Lake St. {•"riineis. is end arrassed bv shoal watei-
outside, not desciibed. btit which would |)robal)lv a(l<l sontewhat to the cost of construct¬
ing the clu innel there. There is also the ailditional ob[eet]on of ha\'ing to cross the
strong current of the river at the heail of Coteau Ibpiids. in order to make the enti'ance
of the Beauharnois Canal from the north or deeji water channel of Lake St. I'd-ancis,
with vessels drawing 14 feet as in case of their becoming tinmanageable in such
[losition. serious results would jirobably ensue. But it is beliei'ed that a suthcient
number of facts have been idi'cady cited to warrant the conclusion, that it is clearly
advisable under all the circumstances, to i-onstruet .i canal to join Lajsc St. Lotiis and'
Lake St. Francis on the north shore of the ]fi\'er St. Lawrence, rather than attempt
the reconstruction of the present Beauharnois Canal.
From all I Inn'e been able to learn from those practieallv engaged in the St. Law¬
rence navigation, it ajipears to be the almost unanimous ojiinion of captains and pilots,
that the canal between Lakes St. Louis and St. I'h-ancis shotild be constructed on the
north shore, largely on account of the manifest aiL'antage of placing its western
entrance at iMacdonald's Point in the position ]iro])osed. wlu're the head of the
canal can be made with ease in the heaviest weathei- ; and once fairly in. there
would be no ditliculty in descending to the hwel of Lake St. Loui'"'. with
all convenient s])eed and safety. The locks at the Cascades end being in a
straight line, it will doubtless be found ju-acticable to introduce the cable towing
system at this jilace, and thus lessen the danger of accident to the gates, which so
freipientlv occui's when vessels ai'c permitted to use their own steam in such a jiosition.
ft is to be remarked that, towards the west, about half of the whole length of tlie canal
is a straight line, while the ctirw ai'o.und the Itend at Coteau dti Lac is of such large
radius as to offer no obstruction to the rajiid transit of I'essels.
Although my instrtictions from Mr. Page were to investigate this ipiestion of the St.
Louis and St. Francis canal, mainly, if not exclusii'ely, from an engineering staudjioint :
still I may be jiermitted to sav in conclusion that looking to the inevitable result that if
the north shore canal is built of the eidai-ged dimensions, the ]>resent IÎCîttihai'nois Canal
will in a short time be of little or no fui'ther ust> in connection with the througli naviga
tion : still its gi-e.'it capability of de\'eloi)ment for liydi'iudic ])ower, especially towards the
western end, would, if properly utilized, doubtless result in this canal ceasing to be a
charge uj)on the public reyenue, somewhat in the manner suggested in the numerously
signed memorial (Xo. l2S,S(ul) sent to me recently for re])ort.
A list of the j)lans and jiajiei's accomjianying this additional rejiort is hereto
appended. .-\p])roximate estimates are given of the jirobable cost of the noi'th shore
line, and the seven lock line riâ \'alleytield and Knight's Point. These do not diffei-
materiallv from the relative amounts submitted in .lune, I SSi).
If the new channel is made on the North Shoi'e .'is I'ecommended, it should, 1 think,
be named the Soulanges Canal.
I am. sil-, your obedient sei'iant,
THOMAS 310N i:o,
.1/. /a.sb
p. Bk.vdlev, Es(|.. Secretary of Ibdlways and Canals, Ottawa.
23
LAKES ST. LOUTS - ST. FRANCIS CANAL.
(:HXEIi.\L ESTni.^TES (XOIiTH SIlOKIi).
Coiii^ti'ucf 'mu of n fonoJ for tt Fonrtron Foot \ orujotloo front Fofttt t f^ttnilritfj t<j
Corfinlfr Foiiit.
1. Enti'HiK'i'pier.s —M.'icdonal(r.-3 Ruiiit . S 100,OOO
2. Head wairk.s n'uai'd lock, .sup])lv weir, road brid^n'c,
Ac., Ac . , . ■ ' . .Il'S.OOO
3. Earth exca\atioii W. of ri\'er 1 )elis]e .... 4()0.115
1. Cidvert at R. Delisie . . . 100.000
Ö. Eai'th e.xcaration E. Delisie/to head of locks at
Cascade.s. 790. IT-"»
(i. Rock e.xcavatioii AV. (jf R. Delisie IOO.l'ôO
7. Road brida-es -St. Emmanuel. St. Di]miiii(|ue.
EY-ri'-ol and Perries.... I'lO.OOO
Cul\-ei-ts at i-ivers Roiia-c and à la Oi-aissc. . SO ()()(j
9. St. .Antoine lock, weir, bridge Ac. ... ... 210,000
10. Locks. Weil's, entrance works Ac., at Cascades . . . l.-AOl.l 12
11. L-md damages, stone-linina, ditches, iVc. ... 410,2{i4
12. Superintendence and contingencies. , .... 4S.").77j4
Total ,s I.ToO.OOO
THoAl.AS .MONRO.
.1/. /list. c. F.
LAKES ST. LoriS ST. PR.VNCIS CANAL.
OIOXMH.M, ICSTni.tTKS (SOfTll SllOlilO).
Reconstruction of Reauha.rnois Canal for a lAuirteen Loot Nax'igation.
/. Srri'it for!; hin' lliroiiiili Vol ! I'l/firl ti.
1. Entrance piers We., at Alelocheville -S 100,000
2. Locks and reaches 1 to (i inelusi\ e ... 2.094.037
.3. Lock I) to basin below Nal levtield ... (112.920
4. l./ine from basin through Vallevfteld to pre.sent
head of Reauharnois Canal including' new guard
lock. sup])ly weil-, road bi'idge Ac. l.OOO.OOO
Land and damages Ac ... 101.000
Superintendence and contingencies, sav 7)00,000
■'S 1.107.9.37
Conjecturial cost of making a channel through the
A alleytield entrance (about 1;^ miles) suittdile to
the re(|uirements of a 1 1-foot na\ igation and for
cesstds of l,iS00 111 2,000 tons burthen (if found
¡iracticidiie) say 1.000.000 to 1.2.3(.>.000
S 7),(1.37,9.37
24
I[. Sri-i'ii Lock Line riâ K)ii</lits l'oint.
1. Enti-aiK-c piers, I'ee., at Mekicheville s 100.000
2. Locks and I'eaclies, I to G inclusive. 2.0!)4,0.')7
3. Lock 6. basin below Vallevtleld G 12,020
4. Line tVoni ba.siii in rea¡- of \'alle\Held to Kninlit s
Poiid, inclndini;- T'ailwav and i-oad bj-id<;('s, mianl
lock, su])ply weil-, land damages, etc., itc 1,202,457
Sujierintendence and contingencies . . 000,000
4,300,414
t'onjectnred co,■^t of channel outside- Knight's Point,
proportioned to that of X'allevfield entrance, sav S d."i0,000
THOliIAS MON IP ),
J/. in.<t. C. K.
COPY OP YHL lOltST PvLPOiri" OX TlIK ST. LOLIS -
S'if F1ÍAXC.IS CAX"AL.
(.Addressed to the late Chief Engiin-er of Canals, :ind dated loth June, ISSO.)
Co-rivw L.vxdixo, l.Jth'June, 1S(S;9.
SiK, I ha\-e carefully studied and compared tin- various jilans, protiles, and other
documents handed to me bv von in Januarv last : and haxe also endeavoured to obtain
such additional information from authentic sources, and by examination of the sevei-al
localities, as time and the season of the year permitted ; for the purjiose of enabling me
to [trepare the following i-ejtort on the ipiestion of the location, construction, and jtrob-
able cost of a canal to overcome the rapids of the river St. Taiwrence, between lake
St. Louis and lake St. Prancis:- this link of the through naa-igation to be of the .stain
dard character and dimensions now genei-ally adopt(>d for the enlarged canals constructed
or in jtrogress between lake Erie and Alontreal.
It may be stated at the outset, that the survevs made in ISft'-.'i, under the direction
of Air. (1. E. lîaillairgi', of various lines for a eanal on the north shore : and those made
bv Air. AVilliam Crawfoi-d of the LeauhaI'liois Ca.nal and its entrances, had reference
speciallv to the retjuirements of a 12-foot navigation, that being the sctde a(lo[>ted [irior
to 1S7Ö. But. it is believed that ,i careful resume of this information, which is
appai-entlv full anfl accurate being obtained by instrumental investigation continued
through .several seasons will, when taken in connection with such general facts as be¬
come ajiparent on a closer exa.niination of thesubjt-ct as a whole, at least assist in enabling
vou to arrive at a decision as to what is the best course to pursue in reference to the
establishment of a 14-foot na\igation lietween tlu- [loints refei-red to. A list of the
documents, plans, <Vc., is heretii ajijiended, and i|Uotations will be made from the former
from time to time as may ajijiear necessary.
It is pi-oposed to deal with the ipiestion under the following heads, viz. :
1. (leneral geograjihical desci-iption of Lakes St. Louis and St. I''rancis, and of the
river and the existing canal between lh(-m.
2. Proposed methods of eslablisliing an eidarged channel on the south shore, mak¬
ing use of the woi'ks of the lîeauharnois Canal as far as is considered practicable or
advi.sable.
3. l)e.sci-i|>tion of the line proposed for a eanal on the north shore between Coteau
Landing and Cascades Point.
4. Comparative merits of I he routi's on both sides of theri\er, and a]ii)|-oximate
estimates of their [iroliable cost.
I. <¡i-(iij¡-nph ictil l)i't<crtiitio>i.
Those expansions oí the 8t. Lawrence foi-iiiino lake St, Louis and lake St. Francis
ina\' he I'ouifhlv outlined as tV)llo^\'s : —
Lake St. Louis lies at the conrtueiice of two wide, but shallow bi-anclies of the
Ottawa and the St. Lawrence, between which Lsle Perrot is .situated. The lake is ir-
re<;ular in sha])e and dej)th, and is about 15] miles lonç with an area of neaidy To square
miles.
1II its eastern end, and for about four miles abio e Lachine, there ari> numerous
shoals ; but the western twoThirds has deep channels ; that from the foot of the
Beauharnois canal to tin» ujqier lightship, a distance of ten miles, beinn at no place less
than 2,000 feet wide and twenty-three feet deep. line of deep water conneetini; with
this also exists from the foot on the old Cascades Canal to a ¡loint opjiosite Tsle Perrot
Church ; but there are smne shoals in its vicinitv which will be referred to hereafter.
T>etw(>en Meloeher ille and Lachine there is a fall of 1.', feet, the surface of the lake
at the former place beiny stated at T-'i feet o\"ei' mean sea lecel at Covernors Tsland,
Xew York, All heights in connection with the proposed inqirox'ements ai-e referriHl to
this as a datum jilane.
Lake St. Francis is aliout thirty-three miles long, and has .i superlicies of approxi¬
mately 1 2-5 squaie miles. Its shores all round are low ami Hat, esjiecially towards the
southeastern end. The present steamboat channel is thriaighout towards the north
shore, that being the deep watei' side of the lakie Theie is a large area of shoal on the
south, which, at its lower end, forms the Port Louis Flats. Vessels making the
Beauharnois canal leaie the natural channel about two miles eastward of IMcKees
light, and strike diagonally across the lake to Valleyheld. Representations ha^"e been
made that a considerable saidng would be eti'ected in the nayigation distance between
Cornwall and Lachine b\' following the north shore of the St. Lawrence from Coteau
Landing to Cascades Point, instead of tlie jiresent line of canal from \ alleytield to
Melochevilie : this is, howeier, not the fact, there being but little difference in tlu'
distance between the points named by either route.
Lake St. Louis is subject to laiiatioiis generally much greater than those of lake
St. Francis, owing doubtless to its area being only about tiye-eighths of that of the
latter, \\diilst the two westerly bi'anches of the Ottawa abo\"e referred to. together with
the confluents from the south shore, freipiently represent an accession of eolume, during
Hoods, equal to fully one-third of the whole How of the j-i\a'r St. Lawrence.
In lake St. Louis there has been obseryed, since 1S74, an extieme \ariation of
about 7 ft. S in. ; and in lake St. Francis -5 ft. 1* in. ,\lthough the extreme fluctuations of
the lakes may be .sometimes as much as those of the ri\ er, yet for by far the greater jiart of
the na\agation season the changes of surface are but slight, as will be seen from the
accompanying diagrams. It will be obserc'ed from these that the greatest difference of
level at the guard lock {Xo. 1 -1) in any one season of na\'igation was 2ft. Sin. in 1 SS 1, and
the least, 1 ft. in 1S7S, the différence between the extremes of monthly means for the
latter year being only a little over three inches.
--\t Melochevilie, for the same [leriod, thi> greatest fluctuation for am- one season
was I ft. 2in. in 1SS7, and the least, 2ft. lin. in 1S7S. Tjowest waterof lake St. Louis
is taken at 1) ft. on the lower mitre sill of the entrance lock at iMelocheville : and that
of lake St. Francis at 10ft. Hin. on the upper sill of the guard lock (Xo. 14) at 5'alley-
tield. That is to say, no change has been made from the letels assumed in the surveys
of lS72-().
'1 hese tigures do not, of course, include fluctuations due to ice jams, one of which
caused the wat(u-at iMelocluwille to rise to 24 feet on tlie sill of the enti-anc(> lock, on
the lSth-22nd February, lS7-5, The lower end of lake St. Francis is but little
liable to change from this cause.
Between the lakes the ri\ er falls about S2.', feet in a distance of 1Ö-] miles, measured
idong the steamboat channel. This declivity is at present obviated bv the Beauharnois
Canal : and represents a greater descent than that of any othei- jiortion of the St. TjUW-
rence of e(|ual length between lake (tntario and the sea.
26
T-lie (lisîi'ibutiim of f;ill bot^\'oell tliose lakes pai'takes of the same L;'enei'al char-
aeteristies as those of the I'ieer thi'ouolumt, eoiisisliiio of rapids, alteniatinft with
stretches of lesser current, which are always the widest, ddiere is no jiortion. however,
to which tile tiu'in " tran<niil can be correctly ajiplied.
Lea\ iiiif lake ï^t. I* ranci-^, opposite iMacdouald s Point, by three channels, and
Jiassiiiy through a yroiip of islands, which extends eastward for alioiit two miles, the
ri^ er flows witli increasing swiftness, and forms the Cotiaui kiapids. which terminate at
!• er-a-Clu'val. 2;^' miles below. In this distance there isa fall of IT'dU feet. The
southern, or lost channel, which encircles the south side of the (Irande-Tsle-de-
Ideauliarnois. was dammed up in connection -with the Iîeauliarnois Canal. The island is
about ti\"e miles lony and two miles wide ; its northern side forming the rieht bank of
the main stream from A alleylield to nearly ojiposite Cedars t'illaye. where the '"lost
channel " joins t he ri\'er.
k rom i'\')'-à-Cheyal across the bay to Pointe-am I )iable. the distance is a mile, and
the fall O'oo. .At the jiointe itself there is a fall of f'L'l. From this to Pointe-à-Biron.
miles. th(> decli\dty is about 2 feet : so that in the first 2 miles fi-om lake St. k^rancis
the river has a fall of a little o\"er 22 feet. That is. in about half the distance betwmen
the lakes, only a little o\"er oneapiai'ter of the wdiole fall occurs. But below the eastern
end of (¡randc. Isle, and ojiposite the Cedars A'illaye, the north shore takes a sudden sweeji
to the southward, and the ri\"er is comjiresstal from a width of ! | miles to ;j of a mile,
kkere a ipiick acceleration of current beyins. culniinatiny at the Chute-au.\-Bouleaux,
wdiich is the swiftest jiart of the Cedars Pajiids. the water beiny there bnikim uji into
hiyh and danyerous wa\'es. w hilst the wdocity is said to be ujtwards of 1.") miles jier
hour.
kn this stretch, between the eiyhth anil eleienth miles from lake St. k'rancis. there
are numerous islands, and the ri\'er falls .'kA feet. The rajiids terminate at about a mile
below I'ointe-du-Aloulin.
k^rom this to Pointc-à-Coiilonye, 1 j* miles, the fall is only 2'70; thence throuyh the
Sjilit Ikock to the foot of the Cascades in lake St. Louis, the disttince is 2 miles, antl
the declivity 22 feet, which is jiretty e\"enly distribtited throuyhout the lenyth. Thus
an idea of the slojies between the lakes mav be formed from the followiny table : —
.ttiles. luvt.
1. Lake Si. Francis to Fer-à-Cheval (Coteau kîaiiids).. . 2^ 17'kO
2. Fer-à-Cheval to k'ointe-à-lhron .... .Aj -l'7()
."i. Pointe-à-Biron to lower side of Pointe-du-AIoulin
(Cellars kiajiids) ... 2 2.A-00
I. Pointe-du-Aloulin to Pointe-à-Coulonye 1'j 2'70
•A. Pointe-à-Coulonye t.o lake St. Louis (Sjilh Pock and
Cascades Rapids) .'î 22'.At
l.Aj' S2-t0
In this distance of l-Ajj miles the riier \'aries considerably in width. It is on an
a.\"eraye (j of ,i mile, which is the ayyi'eyate width wdiere it liriNTs lake St. kh-ancis by
the three channels jireihously deseribed. (ijijiosite the mouth of the River l)elisle.
where the islands of the Coteau lîajiids terminate, there is a si retch of clear water for
about 6 miles down to the Cedars \'illaye, with an aver.iye breadth of 1.', miles. .At the
latter jdace the liter suddenly narrows to about half its jirevious width, and at the foot
of the Cedars Rajiids, ojijiosite Pointe-du-AIoulin. the distance from shore to shore is
much less than half a mile. This is the narrowest jiart of the river between the lakes.
The whdth from th(> foot of the Cedai's Rajiids to lake Si. Louis is yenerally about -j of
a mile.
The siauidinys are I'erv irieyukir, larviiiy from a dejitli at low water, in the steam¬
boat channel, barely sutkicient to jiass \ essels drawiny (i feet tii .20 feet, and over in the
jiools between the reefs forminy the rajiids.
A small yeoloyical maji accomjianies this rejiort on which the outlines of the jirin-
cijial rock formations of the countiy between lake St. Louis and lake St. {''rancis are
sliowii. This will he referred to in eonnectioii with the physical featui-es of the lines
proposed on both sides of the St. Lawrence. E.xtracts are also made from Logans
Geology of 1 SS;1.
it nla^' at once be stated that the leading chai-actcristic of the ground on both sides
adjoining the river between the lakes is its low altitude and compiaratitc tlatness. That
of the south shore is. however, the lowest ;uid the flattest.
If the ])lane of lake St. Francis be projected eastward and inlaitd ¡it Hungry Bay.
the land is, from the commencement, wholly below that })lane ; so that were it not for
the dykes formed around the foot of the bay the wat(>r of the lake would at times oyer-
ñow a largti tirea of country along its margin, .^^Vt present the riyerSl. Louis, which is
four miles inland, is fed by a small canal in shallow cutting from the lake ; and a glance
at the ground will serve to show that ti small rise in the latter would mak(> the Chá-
teauguav Biter one of its outlets also.
The ri\"er, in breaking thr<iugh the drift wliich here tills a portion of the great
triangle formed between it and the ( )tta\va'. shows the dejith of this drift partly on etich
bank. < )n the north shore the ground is almost oti a level with the l it er tvherr it leaves
the lake, but ;is the St, Lawrmice falls rttpidlv whilst the interior ¡ilate.au retains its
general altitttde for mile.s, the liank grailmdly becomes higher until at the Cascades it is
about 00 feet above the water. On the south side ,i similar feature occurs, Imt there
the drift clay apjiearsto be much thinner, and this has an important beai-ing on the sub¬
ject under consideration, as will be shown hereafter.
These clay banks hav(> a gi'eat tendencv to slide ; and on the north side, this has
Ijeen a source of much trouble and e.xpense in maintaining the [irincipaI road, which
generallv follows the edge of the riser fi'orn the Coteau to the Cascades.
In the location of the Beauhai'iiois Canal, ailsantage wais taken of this lowness of
the ground to place in it the best position for a line of inland communi<-ation between
the lakes for the scale of navigation then adopted.
The length of this canal is othcially stated to lie 1 1| miles. This does not corres¬
pond with the measurements. Brom the foot of the entrance lock (Xo. li) to the west
end of the guard lock (Xo. 14) at Valleytield the distance is 11 .'j miles. But the actual
length betwien the ends of theenti-ance piers is a little oser 111 miles. The channel
west of the guard lock is just as much a part of the canal as the reach to the laist of it.
The position of the guard lock does not alfect the length of artificial naiigation. A
proper basis of comparison between canals is the distance betwa>en deep wate" curves at
each end.
The present si/,es of the prism are \'eiw \"arious. It is supposed to be St) feet wide
at the bottom, with imsidc and outside slo[)es of to 1, and 11.)' deep, w here not silted in.
The aluminous clay, of which the sides are formed has silted in so as to cause a good deal
of cleaning out to keep the canal in fair oialer. < )n the mitre sills of ,all the locks there
is a depth of '.) feet at least—except at the entrances, where this depth is, of course,
variable, but never lower than 1) feet so far as recorded.
Ihe towing path is on the north side of the canal throughout, and the inside slopes
are protected at the watei' line by ,i dry rubble wall, 4 feet in height.
The locks, of which there are nine, are 20().\40 feet in the chamber. The uppei'
gates are placed on a curved breast wall the lowei- oiu's being full lieight. The founda¬
tions ar(> generally of timbei' and [ilan.k.
The entrance from lake St. Louis is formed by twai short piers, and affords but
scanty accommodation for tcssels and barges, the north pier being onlv .à.'lti' in length,
whilst the .southery pier is crooked and is built for the most jiart on rock in very .shallow
water. Phebottom of thechannel leading tothe entrance lock is rock withonlvabout 10 feet
of water o\cr it at low stages of the lake. It is, therefore, evident that the present
works would be of little, if any, ser\ ice in the formation of a harbour suitable to the
waants of navigation on the scale now contemplated,
Ihe entrance lock (Xo, (ij is the tirst of a range of fi\ e, wliich surmounts the rocky
slope fVom lake St. Lmtis, and in a distance of a little overa mile, oiercomes about tive-
eighths of the total rise in the canal, or5.'b20 feet. Locks (i, 7 and S are founded on the
28
iiK-k, wlncli is also met with to a small oxtent in tlio piism of the ranal and the adjoin¬
ing rareways. This rock is the Potsdam formation, a sand stone exjiosed for some miles
along the shores of the lake in this \ ieinity.
lletween tiie enti'anee lock and Xo. 7, the canal takes a sharp turn to the north,
and tlien sweeps witli long curves southwards to lock Xo, 10, the cojiing of which is .")(>
feet over low water in lake 8t, Louis. The distances ajiart, lifts, wc,, of the five locks
referred to are as follows :
Xo. of Lock. Ilcight, Tâft. í.ciigth of fíciicli.
(>. ...
. . . 23 feet
1 inch
IIMI
7 -
, , 23 "
1 "
11(1
l.((7() ffct.
S .
23
7.', "
l()-7
S7(i "
9
•)•) '•
7)
m • (i
1.347) •
10, .
•>.) ..
1(1 "
lüü
1.2!»S
It will lie ol)scr\-ed that the reaches are ipiite long enough to jicrniit of the present
locks being lengthened and vet lea\"e ample room for the free passage of vessels of the
enlarged size. The locks occupv the most fa\aiural)le ground in the \icinity, the line of
longitudinal slope iieing well chosen. The racewavs are on the south side of the canal
throughout.
'{"here is a road hiidge o\er lock X'o. 7, and fai-ui hi idgcs o\cr the centre of the
cliamhers of locks Xos, S, ¡1, -md 1Ü,
iSetwccn 10 .•iiul 11, the distance is over a mile. The canal is here partly in
emhankment, with cutting about sutlicient to make Uj) the hanks on each side, Xearly
midwav of this reach is a foui' feet cid\'eit, which takes oik the drainage fi'om the south
side. The gi-ound, for the whole length of the canal, slopes towards the norih so that
tlie surface wat has to Ite pa.sscd undei- it. The general cliaracter of the soil on this
reach is clay mixed \sifh boulders.
The distance tVom lock 1 I to lock' 12, is •"), lOO feet. .\t each of the locks i to 14
inclusive, the supplv is passed over or through a weir situated about midway of ,i small
race, constructed round the south side of the loi-k. This channel leads the watei' out of
the canal about one hundred feet ahoM' the ujiper wing and discharges it at about the
si'ime distance below the foot of the hick, the direction of the issuing current Vieing
nearlv at right angles to tlu> axis of the canal. The weirs are generally aliout •)() feet in
length and breadth, and ai'e provided with four sluices, each four r'eet square opening.
Lock Xo, 1 ■'!, is situated 11),200 feet ai)o\"e lock Xo, 12. It may here he stated that
there is ,i iiridge across the centre of the chamber of every lock on the canal, except the
entrance and guard locks. At the latter the bridge was mot'cil so as to cross above the
upjter wings,
.\liout (iOO feet ahoN'c Xo, 12, there isa large arched culveit of 12 tect opening,
through w hich a consideralile x'olunie of water jiasses in the spring or during r.ainv sea¬
son, The intrados of the arch is aliout 2i feet lielow the bottom line of the canal.
This two-mile icach is also part ly embankment and (lartly cutting. There are a
good manv boulders mixed w ith the i-lay towa-rds the western end, indicati\e of the near-
iK-ss of tile uiulerlving rock : which in fact crops up between lock Xo. L'S and the St,
Timothv bridge, situated about f mile to the west, on the summit le\el, which stretches
lietween loclcs l-'i and 14, ,l distance of about Ii miles,
Xo, I I is the guard lock and is sit uated in t he town of \';dlcy held, about ? of a mile
from the Uldier entrance of the canal,
d lie ,stt. Tiini it h v 1 irid ge has side-wa! ks of mason r\. I 1 le su perst met u re is a w oodcn
truss in fair condition. The roadway is a single track. This is an important cro.ssing.
The \illage is situated aliout { of a mile to the north on the bank of the St. Lawrence.
Oll the six-mile or summit level, there are six areh and box euherts of various
sizes, to provide for the drainage from the south towards the river. These are .stated in
many eases to be too small, and from their position tluw are fre<iuently choked up with
.snow dui'ine the winter. ()n this reach, as on all the others above lock 10, the cutting
is for tlie most [lai't arranged to yield just enough material to form the banks. Foi-
about ^ of a mile below the guard lock (Xo. 1-1) the prism is, however, in full (>xcavation.
constitutinc what may be called the summit cutting of the canal, and showing how
advantageous]v it was originally located. On this long levid and about 1.', miles below
the guard lock, the Canada Atlantic Railway crosses, by means of a swing-bridge with a
single (jpening. The piers are of masoiny, and the canal ap))roaches of ])ile work. Be¬
tween the St. Timothy bridge and the guaitl lock thei'e are two places where ferry scows
have been established foi' the accommodation of farmers. These, together with tlu"
numerous bridges already alluded to, afiord unusual facilities for crossing the canal.
West of the guard lock and through Calleylield the sides of the canal are RIO feet
apart at the water surface and consist of dwaif walls, resting on the toj) <'dge of the
earth excewation, constitttting the juisin of the canal. The material taken oti'the bottom
and part of the sides is used for backing up and tilling a line of low docking formed of
two rf)ws of timber, jilaced on to]i of the dwarf walls referred to. The distance from the
guard lock to the head of the canal, is .'koOO feet. The whole length between the ends
of the entrance piers is, say 10 miles, or (J.'k.'loli feet. (See plan.)
The entrance at Yalleytield has been foiined by enclosing a lai'ge water space at th<'
head of the south channel of the St. Lawrence, which was dammed oik by connecting the
main shore with (fraude Isle, and the latter with Clai-k's Island. Through this area,
which is ])rincipallv shoal, a channel with about 10 feet of water at low stages of the
lake has been formed. This is well lighted, but is crooked, and dtiiáng heaiy winds
dangerous and ditticult of narlgation.
This general description will probably enable a tolembly clear idea to be tfjrmed of
the l;dte.s and existing line <if canal connecting them. It is now jirojiosetl to look at
the lattei' fi-om the point of \ iew of its use or otherwise, in establishing a line of naviga¬
tion such as that contemjilated.
2. LINKS OX THE SÖRTH SHORE.
As-before stated the jiresent canal is located and constructed through soil chiefly
clay mixed witli boulders, and haiung a i-onsiderable exposure of rock at the lower end.
This foians the foundations of the lii'st three locks tVom lake St. Louis. Rock is adso
touched near lock 1-Î, -about midway of the (ith mile lewd- to the west of the guard
lock—and again between it and the hea.d of the canal at N'alhwtield. (See jirotile.)
The I'ock at lMeloche\Ille is that of the Potsdam foi-mation, the genera, 1 distiiljution
of which in the vicinity of lake St. Louis and the adjacent country is brielR- descrilted
as follows :
The formation enters from the Rinted States, in the tovnshi]) of 1 lemmingford,
where, although its base is not i-eached, there is a dis|)lay of about -flO feet in thickness
of the ri)ck, which is projected northward across the (.-ounty of Beauha.i-nois. and thence
aci'oss lake St. Ijouís into the lake of Two (Mountains. At the pi'ovince line the for¬
mation occu])ies about forty miles ; but its brea<lth diminislies gradualh- northward, and
at Beauhaiaiois, it does not exceed foui' miles. Its outlines are shown on the accom¬
panying geological map. It also incluiles Isle Ferrol, ;ind is found from tlm (.'ascades to
Rigaud on th(> south shore of the Otta.wa. The rock tra\(U'sed by the canal ;tt (Meloche-
ville is \-eiw harfl and brittle. Its surface lay(>rs aiv not suitable tor lii'st class struc¬
tures.
"The (O'crlying calciferous follows the sinuosities of the Potsdam. The latter can
be traced across the measures for a, distance of d miles, u|) the St. ijawrence along the
shores from Beauharnois to the west, where it becomes intersti-atitied with i-alcai'eous
and nuignesian layers : but at St. Timothy, .'l miles furthei- u]) the rivei', the strata are
covered with drift, until reaching (îi'ande-Isle, where (pian-ies e.xpose good b-eds I'esting
hoi'izoutally upon others of an arenaceous cliiiracter. Tliese beds 1 a long apparent] v to the
30
Cliîiz\ fondation, of which the strata of the island iiiav perliaps eon>>titute en outlier.
'Jdie suininit of the caleifeioiis must thus be on the main land cIdM' 1)V. "
I lie <|ii;u'ri(>.s rcfcri'cd ti) ill the tViren'oino; de'ieriptiDii arc .situated a little to the
north of the V alleylield station of the Canada Atlantic llailwav. and sotne stone has
been obtained there for the masonry of the adjoining bridye now beiiiy constructed over
the St. Lawrence. It has also been used for Intildlny in this \icinitv. It is a bluisii
yray limestone, concholdal in fracture. It ajiiiears hard to mit. lirittlc and liable to
crack. It is stated tliat this stone was iisial in the construction of some of the locks of
the lleauharnols Canal.
The su])erii'v'ial deposits of the ri\'er banks on both sides between lake St. Louis
and lake St. Francis form a portion of the ^'ast area co\ ered bv the Chamjilain clavs.
and are described as follows :
Idle clays of this serious are well seen alony the tribiitarii's of the Ottawa in the
Si-icidories of Yaudreuil, Soulanyes and Kiyaud : on the lliver àda-tiraisse in Kicaud.
the inferior parts of the section exhibit an e.xceedinyh- tine bluish or calciferous clav.
free from pebbles. \'ery siniilar sections occur on the same ri\'er in Hawkesbury, and
also on the riw'rs Delisle and lîeaudet.te. Clavs of this series are observed on the St.
Lawrence as far U]i as ])ickenson's Landiny. where a tine brownish calciferous \'arietv is
overlaid by a coarse clay holdiny pebbles and boulders derived from the calciferous foi--
niation, with others of Latirentian oriyin. these elavs occupv the bank of the I'iver for
the most jiart down to the Cascades.
The comparative thinness of this drift on the south side will be seen at a ydance on
examining the pirotile of the lîeaiiharnois Canal, jirepared from borinys carefullv taken
at. short intervals alony its route. Idle ]iroximity of the rock in several places would
frei|uently briny the excav ation for a new channel, five feet deeper than the ¡iresent
one, into layers of bouldiu's or in some ])laces solid rock.
It may here be said that the term "enlargement" cannot be correctlv applied to a
chanye so radical as tha,t. reipiired to adapt a canal of the present dimensions of the
lieauharnois to the new 1 1 foot standard. The water section of the prism is onlv
eipial to 1,000 syuare feet, whereas the new canal has an area of 1,900 sipiare feet oi'
nearly double that of the exist iny channel. IVhere the latter is in cuttiny. this could
be o'btaiiuak eithei' by dredyiny duriny the season of naviyation or partly when the
canal is laid di'v.—in eithei' case, at considerable c.xjiense beyond that of ordinarv ex¬
cavation. Ihit there is onlv a small portion of the western end of the canal so situated,
by far the yreater ¡lart beiny in shallow cuttiny yieldiny jtist suflicieiit material to form
the embankments on either side. This, althouyh the most economical method for first
construction, has some ]iractical drawbacks, if an attcni|it be made to yi'eatly increase
the dimensions.
For e.xample, it apjiears the best plan would be to let the north bank remain in
]ilace, continuiny its inside slojie downwards in cuttiny to the new bottom line. Iliis
level to be e.xtendetl otitwards for the reipiired width of 100 feet. Idle southern inside
slope of a jirism of tlicse dimensions would include nearly the whole of the south embank¬
ment of the present canal, which could not, of course, be intei'fered with until .i safe
means of holdinyt the water on that sid(> was provided by the formation of the new bank
to the south of the present one. Ilie material foi' this wmild either have to be borrowed
or placed from the dredyinys as circumstances would determine. lîesides, the imjiort-
ant fact of the nature of the material, under the ¡iresent canal liottom, must be clearly
borne in mind. Il'om the borinys it is evident that there ai'e layers of boulders over
Iviny the I'ock in manv places which will be met with in sinkiny to the reipiired de])th.
This will not onlv have the ellect of renderiny it diliicult to make the new bank water
tiylit, but miyht result in the bottom [lart of the north slope ¡iroviny leaky, the yroups
of stones actiny as drains to lead the water out of the canal, and thus catise additional
expense in the formation of the new channel. Iliis danyer will, of course, be much in
creased bv the very considerable aiiymentatdon of pi'essitre on the sides and bottom of a
eamd, là feet deeji, as compared with one of only tvvo-thirils of that dejith.
A "'lance at the cross-sections will show that sonm such mode of construction as
that describetl must, howi'ver, be adopted, unless an entirely new canal be made alony-
81
side the i)i'eseiit one, Tt also a])peai's as if the sax ins;- in the total x'oluine ot eaifh work,
made bv takiii«;- in tJie pilsni of the old canal would not result in a corresjiondiiig dim-
inution'of cost, as the unfaxa)uriil)le circumstances under which the iessei- (piantity would
have to be handled, would pi'obably make the totad outlay about the same in either case.
In short, although this route ollei-ed obvious adxaintages for the foi-mation of a canal
inland of the dimensions adop^ted when it was built -b") years ago. it by no means follows
that it is e(]uallv eligible for a channel live feet deeper than tlie present one.
With refei'ence to the locks, it is (juite certain that none of these <'ould be ado]ited
to the re(|uii'ements of the new canal, d'o sink the foundations about si.\ fi>et deejter
and lengthen the chamber 70 feet, would obviously necessitate the removal of the entire
structure, 'idiis would not be ellected, and the locks oi' any one of them rebuilt on the same
site, xvithout interrupting the nax'igatixin of the present canal. It is clear there is no
advantage to be gained towards the construction of the new work by attempting to con¬
vert anv of the existing structures to its use. On the conti'arv, the necessary ^xroxiinity
of the old locks to the new cnies would, in manv cases, probably render it una\a)idable to
incur c(msider:d)le e.\}iense in order to protect the foundations of both, whilst the axis
of the latter, when built, will not coincide with the e(mtre of the new canal, so that
easv cuiau's of a])j)roach at both ends will hax e to i)e formed for each lock at consider¬
able expense. Neither the jxi'csent ])osition noi- dimensions of the i-acewavs to the weirs,
nor the wihrs themselves, ai-e admissible o.n a line of the standard now a.dopte.i. hlipy
would ha\'e to be entirelv abolished, and repdaced b\ new and suitable aia'angements, at
a greater outlav than if they were not in existence. The ten cuberts under the canal
would also have to be entireh" i-emoved to pxeianit of theii' foundations being suidt t(.> the
required dej)th. Thev would have to be replaced bv new and (in some cases"; larger ones,
during wintei'; and it is ])rob.able that the excaxation, unxvatering. iV<-.. for several of
the bottoms xvould be found very ditlicult and costly. liridges oxer the lock chambers
could not be permitted on the nexv canal, and othei-s would haxe to 1«.' built, at least in
some cases, at a xcrx' consider,able expmise. The road or railway biidges oxer the canal
xvould ;dsoh;i\"e to be reconst ructxal xvith double opeidngs instead of tlie jaesent single ones,
and in shoi't, taking a genei'al xiexv of the locks, xxeirs. culverts, bridges, he., as they am
at present, and in relation to the rei|ui\-ements of the nexx- and enlargexl navigation, it
may be safelv said that thev xvould not onlv be of no Use in establishing the latt(o,', but
they would add to the time and ■■•ost of making siuh .i cajial eithei' alongside of, or in
any xvav connex-ted xvith it. Ah ¡i matter xif fact, the x'xpeiáence of othei- x-aiuds has in-
ducexl you to axlojit the principle, wherever .at all practix-ablxg of raking an xmtirely new
mute fx)i'x'liia.rgxunent. As foi- xsxample that sx'h'ctcxI for thx' AWIhinxl hailal betAvecn
Thorxdxl and Allaidnirg.
,\pplying this course to the picsxmt cxise. it is xwident that a nx'xv liiu' wxiulxl havx'
to be cxxnstiaictexl betxveen xinxl incluxling thx' dth and lOth locks. Aftx'r xi camful
x'xxiininixtion xxf the Ixxcality, it xip]iexirs thxit this line (x'xx-xqxt. perhxijxs. xit tlm xmtrance)
woulxl be in the best pxisition. if plxix-x'xl iidanxl of the jii'e.seixt cxtnxil. xx hixh occupies the
most favxxurxxblx' grxatnd fxir asx-xuixliiig the slojxe xit .Melox'hx'ville.
If the nexv line wem lo'-xitxal throughout xui thx' mirth or rivx-r sixlxg it would be
throxvn intxi hexix'v bxtnk ; xx'hilst if placed to the southxvxird. xixlxipting thx'(irnsent number
and lift of locks, the woi-k xvxiulxl bx> in hexixy x'xcxivxition. xi Ixxrgx' jiart of which would be
rxick. d'hx' mxtsxin of this is obvious, xm xin exximinxttion of the ground, xis it slopx's out-
xvarxls from the south, whilst the new cxinxil, if plxicx-xl xdongside tlu' olxl onx' xm tlixit side,
would bx' •) fx'x't xleejier xvhere the surface is oftxai x-onsixlerxdilv higher. I>v follxixving the
plan xif similxir lifts, xi full xinxl frex' cximmunication, eotilxl, of cxiursx'. be x'xisilv x'stxiblishexl
betxvxMui the xxxitx'r surfxu-es of tlm |)msent canal, xind those of the nexv liim. xvhich would
be a mxinifest xixlvxint.age, as the unifiai amxis xvimlxl bx' xinqjlv Ixtrgxa In thx' wxuhing of
this cxinal, hoxx'exxu'. tlu' inilux ¡irxu-ticxdly mxpiimd, is, of x'ourse, thx' ximount xvhich would
keep up x-ontinuous lockxiges, without permitting tlix' Ixwels to be drxixvn down to such xm
x'xtent as to impxale the frxa' pxissxtge of xmssels of full xlraught in xinv of thx' rxaiches. If
the area of the cxinxd surfxua' bx' contined to that of thx' prism itself, the seniling down of
the sujqily is xqit, in short levx'ls, to x-mxite objectionxiblx' xairmnts xind tluctuxitions. and
32
.generally to interfere with l'apid and safe transit. The area of icaeh should, therefore,
«'here praetiraltle. be iiuaeased at least by the formation of raeewavs aionj^side, altout
half ,as wtde as tlie main channel. If eonneeted w itli the hitter liv seiaa'al o]ienin;;s at
a proper distance bidow the lock, as. for e.xanijile, in the reach between I'd and 2-1 S\'el-
land Canal, such an arrangement is found to answ er rcrv satisfaetorilv.
To ailopt the same lifts in the ease in point i^ open. howe\er. to the objection of
unnecessardy iiua'easine; the nuinbei- of new locks that is buildinii tii'c. wliere four of
ordinary lift would answer the same purpose. 'Idie sa\ iny "f one lock bottom the cost
of additional niasoniy. cojiinys. machinery, yatc.^. ,vc. -together with the outlax' for
attendance and maintenance, |-epi'esent ,a eonsidei'able sum. On the other hand, if the
lesser mnnb(>r of locks lie adopted, the connections between the old and the new lexels
cannot be .so satisfactorily in.ade : whilst the new locks (.see protile) will neees--arilv he
in hetn y enbankment towards the to[i of the slo])e. Takiny till the eirenmslances into
consideration, it appears, howiwer. as if a new line of four locks would be the be^t. The
damaye to )iro[ierty w ould not differ \ ery much in either c.ase.
It will be obseiwed on reference to the plan, tliat the new line has its projected
enti'ance from Lake St. Louis to the north of thi- ¡¡resent one. This is because c¡f the
saviny which will be ell'ected in the amount of rock e.xcacation under waiter b\- adojitiny
this course. To the north of the present piers, there are 1 ■") fi'ct of waiter at lowest
stiiyes. within •■)•")() feet of wluit may be called the shore line, or a contour line with onlv
a half foot of water as showm on the plan. I'rom this line the ledye or slope falls off'
siiddeidy into deep waatcia !>y ¡¡hiciny the laitrance lock where shown, the rock wamld
only r(a|uire low dams to enalileit to be renioxed. and the contents of the jiit could he
depositi'd in the sha|)e of a protec-tiny b.aidt in riair of the new entrance ))ier the exist-
iny one beiny imide to form a part of the south [lier as imlicated. Although by ¡¡lacing
tile entrance wairks on this side. the\ wdll lie liable to ice shines, similar to those exjieri-
cnced at the existing pica's, \'et it is belieceil that with the matcaial arising from the
necessai-y exeaX'ations, they can be naide e(|ually safe.
The new lock, if ¡¡laced in the ¡¡osition shown, would be in camsiderable rock cut¬
ting : but this cannot in ;iny case be axoided. In short, it is beliiwed that the site
marked would be the best, and the new works could be exeiaited without at .all intca'fer-
ing with the- ¡¡res-.ait entrance, whilst they c(¡uld lie constructed at much less cost than if
placed to the souihwiird or in shore of the-e.xisting harbour.
Lrom the new entrance lock the line might ci'oss the ¡¡I'isin of the ¡¡restait ca na 1 to the
south side, a nd t Ims ayoid t he a w kw a rd cu r\in the latter bet ween locks ti and i. 'I his
is an im porta lit ¡¡oint in \aew of the greath' i lua'cascc I ha igt h and size of the ycssids which
would iloidith'ss nayigale the new ..-hannel. These recpiire easy curi es for .safe and ra¡¡id
passage, and that shown is about ."i.'ld't feel radius.
.\ new w.iste weir of ample ilinicaisions should lie built just south of ihe ¡¡restait
lock.
Idle reach beiwetai li ami 7 might he raisetl so that tlie taitrance lock wttiild liax'e
about 11 feta lift at mean watta- of lake Si. Louis. This woulii necssitate the
raising of the bank of Ihe ¡¡restait reach some I feet, which could bt> easily done; and
in this .vay the twn canals on the liist lexfl wiuiltl be united, yixing an area of water
surface of ttx ia- Ii acres.
Lock No. 7 coulil be ¡ilaceil l.bbl) feel abo\e Ihe lieati of No. Ii, but on the south
sitie. It Is not considta'ed objectlonal¡It- to tatiss tht- lines oí the canals in the mannt-r
proptisetl. because tlie largta' lessels will stpon su)iiasede those now in use. anil naiigation
will bt' ¡iractic.'illy confinetl to the nc\i canal. It may be tibsta'xeil that in dealing with
the tpiestion tif the new route at the eastern taid. it is not tanbarrassed by the existence
tif numta'ous mills or manufataories tlta-ix ing their ptiw ta- from the locks, as tin til hta- canals.
There is onlx' one grist mill ilrixen b\ watta- from the canal, the lease ol this being matle
subject to the usual i oiitlitions.
Lock No. 7 would hax'c II feet lift, with a roati bridge o\er its lower end. The
distance bt-tween this and the britlge o\er the centre of the present lock wtuiltl ¡¡ernnt
of an easy grade betwt-eii them. 'I'lie rock arising from the excaxalion here may \ ield
suitable material for rough walls and. ¡¡erha|is, for the backing of the large structures.
lîetween Xo. 7 and Xo. S the lenutli -would be about 700 feet. The rise in the
canal is not here so much as the slo^ie upwai-ds of the rock from Lake St. Louis, there¬
fore this lock will be in over L") feet rock cuttinj;, and the level of the reach between 7
and S -wottld have its raceway on the north side with a regtilatiny weir discharging into
the present canal ; this raceway to be 50 feet wide and about 0 feet deep, with connect¬
ing openings into the main canal in the manner previously described. This mode of
construction is costly, but it will save a large amount of rock e.xcavation, and is believed
to be the most suitable for that locality.
Lock Xo. 9, to be placed to the south of the present Ltjck Xo. b, would have also
about 14 feet lift, its upper level to be of the .same height as that below lock No. 11 of
the present canal. This would make the water of the new canal about 12 feet higher
than that of the existing one between its locks Xos. 9 and 10 : but this arrangement
best suits the longitudinal section (tf the ground, and lessens the cost by rising, as soon
as practicable, above the line of rock cutting : that is, the distance between locks is
quite enough for all practical purposes, and the rock exca-\ ation is much reduced by
atlopting this plan. The gi'ound to the south of the new line is still higher, and the
slopes being clay would probably yield good material for making the nece.s.sary embank¬
ments. The distance between S and 9 will be about 800 feet. The .-uif'ace of the rock
at the site chosen for the lattei- at such a level as to be just suitable for its foundation.
Advantage can be taken of the rising ground to the south to make raceways oi- a small
basin on that side.
The advantages of adopting this new line appear to be as follnws : —
1. It will reach deep water in Lake St. Lotiis close to the shore, and where the
bottom continues, for some distance outwards, at a depth suitable for the enlarged
navigatii.)!!.
2. It will avoid the objectionable curve between locks Xos. G and 7 : and bv mak¬
ing the lifts higher and uniform, and the levels as short as is consistent with the ethcieut
woiking of tlie large canal, the amount (jf excavation would be le-s than if the i'eache.s
were on the .same level as tho.--e between the existing locks.
2. The difference will be saved between the cost of constructing five locks of the
present lift and that of four of 14 feet, and will save the expense of operating one lock.
Besides, by lessening the number of locks, the facilities for i-apid navigation would
obvk)usly be increased.
It may be stated that although the plan of raising the banks and lock walls on the
lower reaches of the present canal, in order to ol)tain the required depth, might have
been ad\isable foi- slightly increased draughts, such a method wotdd piioc entirelv tin-
suitable for the contemplated scale of nai'igation. The present lock walls were, of
course, propoihioned to the pressure of a 9-foot draught, and to Imild them uj) to the
requirements of 14 feet would be obviously impracticable. In this connection it may
be stated that in many cases the pre.sent lock walls Inn'e been pushed inwaixls by the
action of frost -the courses ari^ thin, the copings dilapidated and the foundations de-
fecti\-e. Besides, the sluqie of the lock, its upper breast wall, chain wells, he., are
entirely unsuitable to the [iresent standai'd arrangement of gates and their machinery.
estward from the ]>resent lock Xo. 10 the enlaigenient would follow the south
side of the Beauharnois Canal in the manner previously indicated for about 8.V miles, oi'
to the basin situated 11, miles below the guaril lock at ^'alleytield.
Ilie new locks and weirs idongside of Xos. 11, 12 and l-h should be placed on the
south side of the pre.sent structures- -thelocks having their centres 7-") to 100 feet Jijiart.
Ibis would make the new locks about o.)-77) off the a.xis of the new canal, ami necessi¬
tate the formation of easy appro,-iches at each end. There wc)tdd probable lie trouble in
keejiing the foundation jiits of the new lock,s dry, and also in at'oiding risk of accidents
to the present ones when the canal is fvdl ; it being necessary tit sink the former (> feet
below the bottom of the existing structures : while thev should be in as close pro.ximity
as safety w-ould permit. It is probable, however, that the new foundations w ill be in
fairly good material, genendly stiM blue clay. All the weirs to be of standard dimen-
.sions, with about GO feet length of breast—ha\ ing a centre nier—and with six onenine-s
G2Í7-3 - ' ■ ^
34
4x4 for sluice ii'ates. The i-iiceways to be Ö0 feet wide on the bottom -tlie water to be
taken out of the canal some distance above the lock and admitted by several openings
made in the towing piath bridges, to be constructed some distance below Xos. 11, 12
and lo.
Tt is proposed to diveige fi'oni the pi'esent canal towards its western end at the
basin previously referred to. The canal to be continued fiiim this point westward to
Knights Point, running south of the high ground in the rear of the town of A'allevtield
in about the jiosition slmwn on the ])lan. This line has been thoroughly .surveyed and
quite suthcient information obtained to enable a correct idea to be formed of the work
required t(] complete it, at least as far as the shore of Hungry Bay.
The chief reason in huour of the adoption of this coui'se, is that the construction
would not interfere with the present canal, where it passes through the town of A'alley-
tteld, nor disturb the existing guard lock, i)iers, A-c., tV-e. The line via Knight's Point
will also reach deep water at the western entrance a mile sooner from the shoi'e than it is
reached fi'om the head of the piresent canal, the resjjective distances being .'1,900 and
9,100 feet. Besides, the present channel inside is crooked and shallow, and its improve¬
ment would not only in\ ol\'e a very large outlay, but even when dee))ened it would be
dangerous navigation, owing to the contiguous shoals which cover so large an area of the
water .space, and are formed almost entirely of boulders or rock.
The line starts from the so-called basin, and is straight for about a mile. It then
curves slightly to the noith and runs diiectly to Knight's Point, touching the shore
about 3] miles from where it leaves the pre.sent canal centre. In this distance the
ground is quite flat, its general level being about 1.', feet abo^•e low water line of Lake 8t.
Francis. There will conse(]uently be an average cutting of about 17 feet, consisting chiefly
of blue clay and .sand, and partly of 1)oulders and solid I'ock. The total excavation
would be about one and one-fourth millions of yards. The character of the .material to
be removed out.side the shore line would be quite ditlieult—])robably rock in the bottom
of the channel, but at all events clay jni.xed with masses of boulders ; equally if not
more expensi\"e to remove than .solid rock. The quantity which must be e.xcavated to
obtain a channel say 300 feet wide at bottom—with side slopes of 2 to 1, and If) feet
deep at assumed lowest water, would be say .375,000 cubic yards. The fluctuations of
the lake necessitate the construction of a guard lock and a supjfly weir of ample
dimensions. These can be placed on solid ground where shown. The entrance, for a
considerable distance from the shore, must ha\e docking on each side. As the land
towards Knight's Point is very flat and partly below the level of the lake, there will
likely be a good de.al of trouble and e.xpense in unwatering the foundations of the struc¬
tures, and in the exixuation for the canal itself. Since this line was surx'eyed in 1S74,
the ^own has extended towards the south, and the ])roj)ei'ty traversed by it has become
more valuable. The (iiand Trunk Railway, recently constiucted, would also ci'oss it
very obliipielv, and would ha\ e to be dix erted for some distance on eithei' .side so as to place
the new bridge at a fair angle to the canal. There would also haxc to be a bridge at
the Durham i-oad a single track would sultice. The nature of the giound in the neigh¬
bourhood of the line to Knight's Point is peaty, but the borings along it show chiefly
blue clay interstratifled with sand and with layers of boulders. Xeai- the point solid
rock will be found almost eei'tainly at the site chosen for the guard lock and supply
well'. The area of the spoil bank.s. if made 10 feet high, on which to deposit the exca¬
vation east of the Point, and between it and the ])re.sent canal, will be about 75 acres;
and this taken in connection with the land i-e(iuii-ed foi- the canal itself, would amount to
a total of .say 250 .acres.
The diversion to Knight's Point in\-ol\es so large an expenditure th.at an estimatax
has also been m.ade of the enlargement following the pi'esent. canal to its head, and
deepening and widening the channel through A'alleytield ; .also continuing a channel one
and three-quai'ter miles to deep water. This line is objectionable in many i-espects, and
as will be seen will cost about as much as that via Knight's Point. It appears there-
fort^ thiit tingre are no good rt^asons why it .should bt^ adopted.
35
LINES ON THE NOIÎTII SHOKE.
All the early attempts at improvement of the river between Lake St. Louis and
Lake St. Francis, appear to have been made on the noi'th shore.
Prior to the con((uest, these consisted chiefly in the formation of foui- small boat
canals ; two at Cascades Point, one at Split Hock and another at the Coteau villaffe.
These canals were subsequently either reconstructed or enlarued by the imperial
government in the early part of the present century, so as to pass Durham boats of flo
tons burden. The canals so enlarged, were 12 feet wide, with .'H feet of water on the
mitre sills. Their aggregate length was about | of a mile, with nine locks.
From a return made to the House of Assemblv in IS.'î-t, it was shown that between
the vears 181Ö and Id.'i.'l. a net revenue of ,£21.-390 7s. Od. currency was derived from
them ; and an average of 900 batteaux passed tlirough each canal annually. An Act
(I 3Vm. T3'., c. 21) granted a sum of £10,201 Ss. 7d. for the improvement of the river
navig.ation between Lakes St. Louis and St. Fiancis. This was for the purpose of
removing certain obstructions to the passage of Durham boats, and generally to
establish a channel from the Cascades to Coteau du Lac on the scale of the military
canals. The whole of this'money was spent in removing large boulders from the north
shore of the I'iver, and in endeavoi'ing to render the jiscent easier by a .system of inclined
planes cut inland, so as to distribute the fall more evenlv than in the pitches of the
river outside. At 31 ill Point, about two miles below tlie Cedars villag#, a cut of this
description, 2,000 feet long is made : and at Pointe-au-Diable—the Pigolet, and several
othei' places, similar works were commenced and pai'tly executed.
This defective plan was, howevei". soon abandoned, as the growing wants of the
country demanded an eflicient s^-stem of canals.
Accordingly when J. 13. 3Iills reported in I8.'34 on the location of a .steamboat canal
between Lakes St. Louis and St. Francis, he sa vs. in speaking of the I'iver line : '• T will
here remark that the river improvement, as })ropo.sed, interferes with, and will destroy
all the improvements which have been effected bv the Priti.sh Govei'nment." Shortly
after the union of the provinces tliis question was tinallv taken up.
A full discussion took place on the merits of the various routes then proposed
before a committee of the House in 1842 -the result being that the Beaitharnois Canal
was constructed on the south shore of the St. Lawi'ence.
The ijuestion of the enlargement of this canal, or rather its reconstruction on the
present scale of navigation, havdng been :dready i-eferred to at some length ; it is now
projiosed to describe the country on the north slioi-e, and the line projected on that side
of the river.
On reference to the accompanying maj), it will be seen that a straight line drawn
from ^lacdonald s Point at the east end of Lake St. Fi'ancis, and the head of the Coteau
Rapids, to near- the foot of the old Cascades Canal where it debouches into the Ottawa
river, is al)out thirteen miles long. This air line passes through Grande Isle de Beait¬
harnois, about two miles to the s<iutli of the great bend in the north shore of the river
along which the village of Coteau du Lac is situateil.
This line has a general bearing of about N. 78 E. It follows, therefore, that the
nearer any line between these terminal points appi'oaches the shore around the bend in
question, the more direct it will lie. This has had a controlling influence on the location
now proposed ; and which will be described in detail hereafter.
As previously stated with reference to the relative level of Lake 8!t. Fi'ancis as
compared with the elevation of the land along both banks of the river to the eastward,
the north bank is a little higher, and the drift oi erlying the rock formations on that side
is generally much deeper. Thus, for the first tii e miles or so in descending towards the
Cascades by any inland line, the ground is, for that distance, .slightly aliove the mean
level^ of the iqiper lake. This necessafily would throw a canal into full cutting, and
entail a greater expense for earth work than if the quantities of excai'ation and embank¬
ment could be nearly balanced. This is a chief feature of all north shore lines. There
tvill ha\ e to be a very large amount of excavation thrown to spoil towards the western
end and a considerable acreage of land must be purchased for the purjiose of depositing
36
this material. It is to be I'eniarked, howc\"er, tliat the character of tlie snil, so far as
has been ascertained, is favorable : nearly the whole mass to be removed being clay.
This overlies the rock towards the eastern end to a depth of over U.tfi feet. There will
be only one ¡dace west of the Cascades Point where the rock rises above the level of
canal bottom ; and that is for about foiir-tift hs of a mile to the west of the Delisle River,
where the calcifert)us will liax'e to be remo\ ed to the extent of ov er dO.UüO cubic yards.
At the lower end of the route there is an exposure of the Potsdam formation, similar
to that at IMeloclieville, with certain modifications.
In considering' the (|nestinn of c;in;il location on tlie iiortli shore, it may be stated
that the result of all pre\ ious discussions by e.\¡)erienced engineers seems to be condi m-
natory of any attem¡)t to utilize the reaches of the rit"er between the rapids for the
pur¡)ose of aiding in the establishment of a. line of navigation, e\'en on the limited scale
contemplated over .10 years ago. The ¡iro|)osition to tins effect made by iMr. iMills in
Id.'il. received a full share of attention in the discussions of above referred to.
The objections then strongly uiged against this scheme have become so formidable now
that the size of x e.s.sels in use has so gi-eatly increa.sed, th.it it is not considered neces.sary
to refer at further length to the mattei'. It may be said, however, that the strong
currents in the reaches—the rocky natttre of the bottom -and the insufficient depth of
water in many ¡daces ; together with a multi¡)lication of costly river entrance and exit
woi'ks inwdving heaxy outlay and much risk in unwatering, being subject to ice attacks,
sudden tfuctuations, .tc., are justly held to Vie fatal to any scheme of thiskind.
Another pro¡>osition wliich has received much attention is that to utilize what is
known as the ■•Chandierry (dully " in the formation of the eastern ¡lortion of the in¬
land I'oute. This gully has its oi-igin about '2 miles north of the Cetlars Tillage, wliere
it begins at a slight depression in the clay of the ¡dateau lying to the west of the River
(..fttawa, into which it debouches after a course of aliout ñ miles, in a direction generally
parallel to the St. Lawrence and aliout 2 miles to the north of it. At its mouth the
banks are nearlv -00 feet high, the stream having worn out this deep bed, the bottom of
which is from txvo to four hundred feet wide. In many ¡ilaces the ravine is (¡uite crooked,
and its general sha¡)(> both as to line and sides slo¡)es is unsuitable for the construction of
a large canal as will be .seen on j-eference to the accompanying ¡irotíle. The sa\ ing which
it is said would be effected bv its adoption in the \"olunu' of eartli to be moved, would, it
is believed, befar more than counterbalanced liv the difficulties which wouldlie inevitalily
ex¡ierienced in obtaining, in the gully, suitable sites for the locks, and cross baidcs in
whiidi to locate the necessary regulating widrs. The nature of the material in the liottom
and sides is soft, and the clav tvashed out of the ravine has been de¡iosited at its outlet
in the Ri\er Ottawa, forming an extensixc mud llat, w ith only five or si.\ feet of water
over it at low stages ; so that to obtain the necessary de¡)th of entrance channel, would
invohe heax'v dredging for about half a mile from the shore. This cut under wafer
would be difhcult and ex¡>ensi\e fo maintain in siu-h soft material. Besides, an entrance
in this position would be liable to be blocked u¡( by ice, which, fVom the sha)ie of the.
shore has a tendencv to remain in the bay at the mouth of the ("hainberry tlully aftei'it
has ¡lassed out of the channel of the rixci'. This (|uestion is referred to at length in l\lr,
(1. I'V Baillaii'gé's report, dated 1 7th >Se¡)f.embei' IST-V,- and the conclusions arrived at
bv him seems to lie in accordance with and sustained bv the fai-ts.
If therefore it be granted that no scheme w Inch ¡iro]loses to uf ili/.e f he reaclu's of f he
rix er between the ra¡)i(ls shoidd be entertained, and that it is unadx isable to adopt, the line
of the Chamberrv ( I ullv. both of .w hich conclusions a¡ipear reasonable it follows that
unless there are s¡ieci.al objections to such ;i ¡ilan, the straightcst line which can be
obtained between the Ciiteau and (..'ascades Point is the best. This is (wident on a,
careful exannn.ation of the country lying betw-een these ¡loints, w hii-h throughout is so
flat as to ¡iresent no obstacles w hich wnuld just ify a dix ersimi from the direct line
¡)ro¡)osed.
In this xiew of the case, it is consideied judicious to ¡u-oject a route for construc¬
tion in about the folloxving ¡losition :
The line would leax'c the shoi'e of Lake St.. Lrancis at .Macdonald's I'oint., and from
thence run straight for oxer a mile, just axoiding the fixer at the bend in front of
37
Gabriel Prevost's farm. From this to 6^ or 7 miles it sw eeps around the gi-eat bend
previou.sly referred to, passinji behind Coteau villag-e at an average distance of about \
mile fi-om the river front. The cuines on this distance of or 6 miles are of great
radius, and foi- navigation purposes are practically a straight line. < )n this length the rivers
Delisle, Rouge, and à la Graisse are crossed. From fil, miles the line strikes nearly straight
for the eastern terminus. The tirst tangent east of the 7th mile is almost 61 miles long,
passing about 1 mile in rear of the centre of the Cedars X'illage. It deflects slightly
near the main road, about | of a mile west of Leroux's hotel at the Cascades ; and from
thence runs straight to the shore of the Ottawa, 1,100 feet to the east of the foot of the
old Ca.scades Canal. The total distance fi'om shore to shore is 13.80 mile.s, and between
the curves of 16 feet water at each end 14.20 miles.
About a quarter of a mile from the shore at .Macdonald's Point, the proposed line
will be traversed bv the Canada Atlantic Railway, a bridge for -which across the ¡St.
Lawrence is now in course of constiaiction. Tiic north abutment of this structure is
about 1,000 feet from the point of inter.section of the two lines.
It is proposed to construct the necessary swing bridge to cany the railway over the
canal, the guard lock, sujiply weir, and road bridge in combination. Theymvill be ¡ilaced
inland a short distance from the shore, and where it is almost cm-tain good foundation of
solid clay will he obtained ; whilst a portion of natural ground left between these struc¬
tures and the river or lake, will partly serve the jmrpose of a coflei- dam. The main
road between, the Coteau and Cascades can be crossed over the upper wings of the guard
lock, on the south side of which the raceway and supply weir will be placed. The
channel from the weir will be carried eastward below the pivot jiier of the railway swing-
bridge. which will be built in the line of the dividing wall forming the right bank of the
canal, so that it can swing both over the canal and the raceway, the water from which
will enter the main channel by several openings at a suitable distance below the look.
This arrangement would, by groujiing these structures, probablv result in a sa\ing of
cost a.'j compared with that necessary for their separa.te erection, and render their.subse¬
quent working and supervision more economical. Resides, there is no apparent reason
why the guard lock should be placed a mile down the canal, rather than at the head of
it. The increased e.xcavation required for the racewav to and from the supplv weir,
should for economy's sake cause it to be as shoi-t as po.ssible.
The projected line will pass between the English church and the parsonage, a\-oid-
ing both, but an alternative route can be had to tlie north, if desired. The latter would
be in somewhat deeper cutting and would enter the river in a less favourable direction.
As a whole, the proposed line, being direct, has been chosen as decidedlv the fiest.
The bay or indentation where it is proposed to make the western entrance into the
canal, does not by any means desei-ve the title which has been b(>stowed upon it, of the
harbour of Coteau Landing. It is in fact a .sort of marsh of about 22 acres in imtent,
lying between jMc Donald's Point and one to the west (.if it, with a gene)-al depth of
water inside from 2 to 4 feet. This place ott'ers, howevei-, some inqiortant ad\-antages
for the intended jiurpose. It is immediatelv I'lt the head of the Coteau Rapids; the
current past the ]ioint being about 2.', miles jier hour, (piickly iiu-reasing to more than
double that rate a few hundred feet further down. .Tt is therefore the nearest practic¬
able jioiut for entrance from the lake. The distance from the shore line to watei- of the
re(|uii-ed depth is about 1,000 feet, and an unobstructed and fair channel e.xists from
this point to deep water along the north shore of Lake St. Francis, the direction of
which is shown on the map. An entrance jiier of about 1,000 feet long would be
required on the side next the ri\-er. The material arising from the dredging of the
entrance channel can be deposited in rear of this pier so as to back it up and form a
sort of triangular mole at the head of the canal. Its construction will create a lai-ge
Stillwater area at the entrance. The channel there should be made at least 16 feet
deep at low water and 2o0 feet wide. The ajijiroaeh to the entrance could be rendered
easy b\ the erection of range lights ; and it is beliex ed that when comjileted the works
as designed would prove entirely satisfactory for the purposes intended. A portion of
tlu- surjilus material from the dredging or excavation at the head of the canal might be
38
(tisp(.).se(l of to ionu> extent aloiii;' the iiiat'U'in of the river or lake to the vest of the ]>ro-
Jiosetl entranee,
I he distance from iMcDonald s Point to the cro>sinii of the l{i\cr Delisle is 2''iO
miles. Tn this length the at eraife ctittinv is about lit feet.
Ihe ])elisle is a considerable stream. It rises in the county of (41ent;arrv. and runs
for over .'10 miles in a direction uenerallv south-east to its junction with the St. Law¬
rence at Coteau Fort. Its declivity is stated to be (i inches per mile, and its rise during
extreme floods is. at the jioint proposed for the canal crossing, about o feet, where its
width is netirly 'JOd. and tit the centre its de]ith is about h feet. Altlnaigh it drtiin.- ti large
tireti of country, the ordintiry summer tlo\\ is s.aid to be very simdl. .Just abo\e Sulli-
Viin s Ftdls, its low water sui'face is about on a le\'el with that of Lake St. hh-ancis but
between this point tind its mouth the river falls tibout Ih feet. Its banks are not high,
but still it is not probable that a lai'ge area of land would be o\ ertlowed if the ri\ er
were dammed as proposed liy the south bank of the new canal, and its waters when
raised permitted to (low into summit level. At the mouth of this river a dam has been
constructed across it, setting the water back so as to give a fall of feet, and all'ord
power to drit e IM i. George Peaudet's grist mill which has four l un of stones. During
spring freshets the water sometimes (lows for several da\s from J To -Ifeet ovei' the
lip of this dam, which is 7li feet long. The head race from the St. Lawrence shown
on the plan, which, iluring low w.iter coinevs the supply to the mill pond, is. at times
of flood, coinerted into a channel of discharge, and is said to piass a grimter \"olume of
water than Howes owr the dam itself. In this case the maximum discharge must be
over 200.000 cubic feet per minute. A rough measurement made recently showed the
area of the river at about Odi) feet abo\'e the Grand Trunk Iiailw,-;y crossing to be about
770 sipiare feet, ami the low water (low about l-h-hOO cubic feet per minute. A regu¬
lating weir can doubless lie eonstructed to control tliis water should it be received into
the canal as suggested.
Furthei' inri'si igation is. howawer, necessary before tinally deciding what is the liest
plan to pursue with reference to this i'i\er. There is. of course, a strong objection to
receiving such a inluiue of turbid w.ater into the canal, as the latter could not after-
wai'ds be laid di'v, if i'e(]uired. without considerable ti-ouble. Tt will, therefore. peiJiaps,
be found aiLhsable to pass the Di'lisle under the canal. The bottom at the crossing is
rock, a trench throttgli whicli could be excavated to a jiroper depth, to permit of cast
iron tubes of say S or (I feet diameter being hiid side by side in a bed of concrete ]ire-
pared to receive them- the spaces .all rottitd aitd over them to be tilled iti with concrete
also and the ends to consist of masonrv walls of suitable dimensions. Such a cttlveif
would pass the tlood w .ater w ithout raising the le\"el of the st ream to the north of it
higher than shown on the plan. It mav be stated that the heavy tVeshets always occur
before the time of the opening of nax'igation in the spring.
Tmmediatelv to the west of the Delisle Kiier the ■■ calciferous ris,s"s aboic the
bottom line of the new canal, and in some pl.aces there will lie 9 feet of rick e.xcavation
which wdll probalilv amount to o\'er Slj.OdO cubic yards. This rock is sti'atitied, and
a]ipeai'.s to be sound and durable. It can be used in the minor slrnctui'es or bi'oken up
to form the lining of the sities of the camd. and will doubtless be of consider.able use in
its construction. The rock fomis the bed of the river Delisle at its mouth, and has been
extensiw'lv used for buililing in the neighbourhood. .\ ]iart of the abutments ot the
Grtinil Ti unk h!ailw,iv bridge, where that line croSsi s ;i short distance abo\c Stillix'.an s
Falls, is built of it.
lîetwi-en the rivers Delisle and liouge. a distance of -L'HK) feel, the canal will be in
2t) feet cutting. .Midway of these streams the llii'er Rouge road will cro.ss. 'lids can
be served by a single track bridge, w Inch w ill also accommodate the t i-a \ el of I he present
road following the left ba.nk of the Delisle. Mbth reference generally to the ei'ossing of
lots by the canal, it mav be .said that any line between Macdonalds Foint and the Gas-
c.adesWill di\ide the marrow farms (which at present numbia- about 1 ■'>()) ;it some point
in their length. For 7 miles eastward the line would be on a average about | mile from
the river front of the til farms titnei-sial in that distance. Retwaam the 7th and 9tJi
39
miles the shore of the 8t. Tjawrence sweeps sliar]>ly southward and ]iasses the Cedars
Yillafi'e, and in this vicinity the line is nearly 11 miles from the rh er and towards the
rear of the farms. Between this and the 8t. Antoine lioad (at 11| miles) it will cross
the properties nearly in the middle, gradually approaching the river front again towards
the eastern end of the line at Cascades Point.
The Biver Rouge is a medium sized creek, thi-ough which hut little water pas,-,es
during summer. It takes its lise in some marshy ground about 4 or Ô miles liack from
its mouth, and di-ains but a small ai-ea of country. The side slopes ai-e, however, steep,
and the land Iving along its margin cultivated, so that when the winter snows ai'e
melted there are heavy freshets there. 8till it a|)])ears ju'obable, fVoni what has been
recently observed, that an 8 or !l foot tube would cai iy off the flood watei- with ease.
It mav, [)erhap.s, be found practicable to waste a lange amotint of mateiial on flats,
or along the mai'gin of stream, or in low grotind in the \ icinitv of the canal, and in this
wav reduce (he size of the sjioils banks that must otherwise be formed along the .sides of
the cut, which is objectionable on account of the washing of the clay back in the canal,
this being ditfictilt if not impossible to avoid.
The line will cross the St. Itmmanuel Road at 4.) mile.s, and is ')M) feet north of its
junction with the main roail along the riveit About half way between the Ri\'ei'Rouge
road and this the canal will be within ÔÔO feet of the rivei' bank, but at the 8t, Em¬
manuel Ro.ad the distance will l)e inci'eased to half a mile—that is op|iosite Point-au-
Diable. .\t about o miles the Rivièi'e-à-la-(iraisse will be crossed. It may here be
remarked that the term '■ii\"er" applied to smh a creek as this is I'ather misleading.
This inlet, creek, or mai-ah. runs out at about a coiqile of miles inland wheie it is only a
ditch. The amount of water discharged is said to be small even in times of freshet, and
can be easily passed under the canal in a 0 or 8 feet pipe or cidvert.
A little to the we.st of Ri\-er-à-la-(.Traisse, the kn-el of the land is about tlie same
as that of the low water surface of Lake 8t. Enincis. The low gi-ounds of this creek
may be utilized foi- spoiling, as abo\-e imlicated. The cidting for the canal here is about
15 feet. The iSt. Domini<|ue road is crossed at d miles, and the countrv between this
and the St. Ib'reol road (8), miles) is \ eiy flat. At the St. Dominicjue road the line will be
about I mile from the ri\ er. but at the St. Fereol Road it is ^ mile from the bank at
the north end of the Cedars Village.
At the St. Feieol load crossing, the ground is only 1 foot below the assumed low
water of Lake St. Francis, but from thence to the St. Antoine Road (11 j miles) the
land slopes gradually downwards to 10 feet below that jilane. The line is here almost
midway between the river baidc and the Chandierry Cully. The slojie eastward from
the St. Lereol road continues to the to]) of the blufl', forming the right bank of the
most westerly branch of the Ottawa), wdiich edge is )d)out flO'feet below Lidte St. Francis
and dO feet ;d)ove the Rivei- Ott.awa.
The countrv between the lltli and loth miles is generallv ([uite cien, but at ll'j
miles the line cmsses what is knowm as " Bissonnette Cullv." The bottom of this is
about .40 feet below that s'l ) ,\m : > • t i e canal in the imch between locks Xos. 5 and d.
This vaviiie is worn out of the chiv plateau and aiiords evideneo of tlio de]>th of the
(h'ift at tills })oint. In fact tlici'o seems to be no doubt whatever that b(>tween the
Delisle river and tlie exposure of the Potsdam formation at the Caseades tliere will be
no rock encountered in the excavations m^eessaia' for the canal.
llie ¿Liailly is 400 feet wide at top, and, as but little water pa.^ses there at anv time,
a pipe culvert of suitable dimensions Mill doubtl<*ss serve the jmrpose etticientlv. The
slope of tlie ground renders it ad\ isaljle to place the Oth lock near the St. Antoine
Poad (11-2 miles), M"hich can be ]ias,-sed over its u})per Manys.
I'rom lock Ko. G to Ah». ■>, which is at the head of the series aseendiny from the
level <»f Lake í>t. Louis, tlie distance mùII lie alxail 2 mihrs. Tlie ground of the jilateau
is tlat, and tlie a^'erage de]tth of eiiftiny ou the pi'o])(»sed line Mill lie about 12 feet.
Lock No. () M ill liave 10^ feet lift, lietM'een the site of the tfuard lock, at hiacdonald's
Point, and this lock, the canal should liaac a bottom inclination iif a little oa(U' one ineli
})er mile.
40
As before stated, the line strikes the Ottawa a sh<irt distance to tlie east of the
foot of the Old Ciiscades Canal, and about a mile from the junction of'that river with
the 8t. Lawrence at the end of the Cascades Point. This point is cliieflv conijiosecl of
rock and is nearly a mile long with an avei'age width of a little ovei' | of a mile.
Midway of it the Cascades Canal was cut by the Tmpeiial Oovernment in 1S14. This
cut is about 1,500 feet long, and at the lowei' end thei'e are two locks with an aggi-egate
lift of 10 feet. The masonry c)f these is pai'tlv in fail* condition, even now, but a large
portion is in ruins—a good many of the stones having been taken awav for building and
other ])urposes.
As will be seen from the small geological map, the Potsdam formation of the Beau-
hariiois anticlinal here crosses the St. Lawrence from tlie south side, and is exposed all
along the shores of this point. It also forms Isle Perrot opposite, and both sides of the
wide branch of the Cttawa at its main outlet from the Lake of the Two Mountains. At
the eastern end of the canal line on the point, this rock dips rapidly towards the west, ,so
that at it short distance inland from the edge of the bluli', near Leroux's hotel, a well
was dug for over 100 feet in the clay.
The location line marked on Mr. Biiillairge's map lein es the Ottiiwa at nearly the same
Jjoint as that chosen by Mr. hlills in 1854. This appears to be the most suitable place
for an entrance, as 17 feet of water is there reached at about 600 feet from the shore,
and judging from my own observiitions this spring, and the fact tluit the wharf and lowei"
entrance of the Cascades Canal have not sustained any damage from ice, although both
on the shore—it offers in idl probal)ility the best site foi' the entrance works of the
enhirged canal.
Mr. Baillairgch line ascends tbe bluff' and strikes diagonally across the Cascrides
Point to the River St. Lawrence, which it touches at 1¡- mile from the Ottawa entrance.
It then curves iilong the high bank of the river for aitother I mile, partly taking in a
couple of bays or indentations, and placing the canal in side ctitting on its mai'gin, which
is here from 40 to 45 feet in height.
If this line has Iteen located for the purpose of reducing the earth woih quantities,
it is to be feared that this advantage is all that can be claimed for it ; whereas on the
other hand there would be consideral.)le ilsk in placing the canal and its embankments
in such a position. The mateiial forming the liver bank has, all along for miles to the
westward, such a tendencv to slip as to cause considerable trouble in maintaining the
public road bordering it, which has had in fact to be moved inland at several places
where heavy slides have occurreil. This fact alone would, in my opinion, render it
unadvisable to adopt this line. It appears better to ascend the bluff in the manner
shown, where the material will doubtless be solid and the lock foundations safe, even if
the quantities of excavation are thereby considerably increased. It is also considered
best to place the entrance lock inside the shore line instead of in partly deep watei'
outside as shown on the plan i-eferred to. This would doubtless inci-easethe (juantity of
rock to be excavated, but it would }uit the works in a safe jaisition ; and probably
save a considerable outlay for uirwateifng. It may be stated, in this connection, that
recent improvements have I'endei'ed the (|uestioji of rock excaNoition undei' watei- much
less foi'inidable than when the pi'esent location was made in 1874. In shoit, the pro-
po.sed line as sliown on the accompanying plan will lam sti'aight from the entrance foi'
about a mile, and on this five locks, each of 14 feet lift, ai-e located, with weii's, race-
wavs, he., to the north of the canal.
Exqierience seems to show that if ther(> is a length of about' two ;uid a half to th.i-ee
times that of the longest vessel navigating the canal, l)etween its locks, there will be no
difticultv in passing. Therefore a lock and reach need not occu])y more than about
1,000 feet. Cases can be referred to where siuli an arrangement has pro\-ed unobjection¬
able. It is, of course, an advantage to ha\'e a large surface to draw from, but if the
water seirt down foi' supjily be judiciously introduced into each by a sufficient number of
openings from the racewa\' below the weii's and towards its middle or lower end, injurious
currents mav, as iirci iously statial, be avoided, and the canal worked etliciently. It is
with this view that the |-U'oposed location is submitted. 5\ herever it is jiossible, side
41
bíisiiis should be formed : and it niio'ht jn-ove jiulicious to establish as large a one as cir¬
cumstances will permit at the head of this range of hve locks.
The " Quinze-Chiens road may be passed over the upper wings of Lock No. 4, and
il connection nnide with the Cascades wharf l.)y the construction of a road along north
side of the ciuial, or the crossing' may be made on one of the lower locks if deemed advis¬
able. In either ease one bridge will sufHce.
If the ])roposed aiavingeinents ar(í followed, Lock No. 1 will l)e in heavy rock
excvu'atiun. It is s<ud that tiie lower str:ita of the Potsdiun afford good building stone
but thev woukl probably be .so hard to cut tlnit it is not likely they will be used when
good limestone can be Inid at moderate cost. At all events the large amount of I'ock
which will Inive to be taken out of this jiit will form ¡i solid defence against ice if ¡>laced
in rear <if the north entrance ])ier where it will reach out into deej) water.
The channel to the lock will be fornieil by the removal of the rock foi' a width of
about 2.'50 feet and to a. depth of Id feet at low watei'. The guide ])iers to be about
600 feet long each. That on the north side to have a light on its outer end, together
with a range light on shore.
A fleep water channel fVom this entrance to the middle of Lake St. Louis will be
alluded to fui theron.
The reach between locks 1 and 2. will be in about IS feet rock cutting. The race¬
way to the north of thi.s, .50 feet wide, will have a lai'ge waste weir at its lower end, on
the side of the canal next the river. The })rism to be 110 feet wide at bottom with side
slopes of 1 to 1. Tiinbei- booms to be provided where the sides are of rock.
Lock No. 2 will be in half rock excavation, 16 to IS feet deep, and at the foot of
the bluff's as shown. The Old Cascades Canal will ci'Oss the projxised line at the east
end of the site of this lock. The i'(>ach between locks 2 and .'1, together with the
adjoining raceway will be in over 50 h'et clay excavation. The distance between the
tops of the slopes, if made 14 to 1 abox'e the level of the towing path, will be alxmt 290
feet. The sides of the canal and I'aceway in clay to be lined with walls of rubble
masonry, laid in cement mortar. This reach and Lock No. .3 are in the heaviest cut¬
ting.
The rciich between locks Nos. 3 and 4 will also be in clay cutting about 30 feet
deep together with the laceway on the north side.
Lctween 4 and 5 and the lock pit for No. 5. the average cutting will be about 15
feet, the level of the water surface of the canal being nearly the same height as the
natural surface of the ground. Above No. 5, the canal level to be only 9 feet below the
water in Lake .St. Francis, and about 10 feet <i\'ei' the ground.
It is belieted that, all things considered, the direct line at the eastern end is the
best. There is not apparently any practical way of sui-mounting the liluff by side slopes
which would compensate for the objections to cui'vatui'e and other inconveniences attend¬
ing this plan. A lijie along the river bank .should not, in anv ca.se, be adojited.
In the dismissions which have taken place with refei-ence to the suitability or other¬
wise of the Cascades Point for an entrance to a huge canal, considerable prominence has
been giien to the question of the time at which the ice disapjiears from there in the
spring, as comjiared with the date of its dejiai ture from the foot .of the Beauharnois
Cana,l. The most contlicting evidence is given on this ¡loint, some persons alleging that
navigation opens earlier on the north shore, while others as unhesitatingh'affirm that the
ice is dear from the south side a fortnight earlier than from the north shore. From what
I can leai-n, and have observed, it ajijieais that the time of its leaving from eitliei- side
is so \ ai'ial)le that both parties may be right if they found theii' conclusions on particular
.sea.sons. It is. howeier, quite certain that when there was a nax igation to Cascades
wharf, the records between ]d46 and ld.)3 showed that steamei's arrii'ed there each of
those years eailier than the opening out of the channel to the foot of the Beauharnois
Canal. This statement is corroborated by a large amount of evidence apparentlv trust¬
worthy. It appears also certain that in severe winters anchoi' ice grounds on and
around the shoals which lie between the .St. Lawrence and the Ottawa off Cascades
Point, and remains there until some time after the main channel is clear. The dates at
42
whic'li tliiise ice fields lea^'e are A'ariiius and uncertain, hut their presence does not seeni
to interfere with a deep water channel of entrance to the canal, as \cill he seen on exam¬
ining its ])osition as laid down on the map. This sprine, I caiefullv observed the move¬
ment of the ice on hoth sides of the liver. Tt cleared from the lowei- entrance of the
Beauharnoi.s t'aiial ahout the lOth of April, and from the < )ttawa o[ipo,site Cascades Point
ahout ten days later. On the lath A[iril, a steamer hroke through the ice at Valley-
tield in order to yet into the head of the lîeauharnois Canal : and there is no flotiht that
an entrance could have heen eti'ected to the foot of the ( )ld Cascades Canal hv similar
means at the same date, the ice in hoth jilaees heiny \ er\' rotten. iMv in\c^tiyation of
this (|uestion leads me to the conclusion that as reyards the time of openiny or dosiny of
mniyation on either side of the rit'er, the westei'n entrance to the lîeauharnois Canal
would naturally freeze u]> earlier and remain hlocked later than eithei- one side or the
other at the lower end, where the ice would move out with the apriny lise of the river:
whm-eas it is tiniily held in the area of still water created hy the dams at Clark's Island
and Valleyheld.
Tt also a]i])ears as if no rule cottld he arrived at as to the jirohahle movements of
the ice where the causes of its formation, the fhictuation of tlii' water, the direction of
the currents of the river, iVc., are ever varviny. The iilienoniena of no two winters are
alike, Iittt there ap))ears to he no reason why a canal constructed on the north shore of
the ¡St. Lawrence in the ]iosition jiroposed should remain closed hy ice after the usual
period of the cominencemeiit of naviyation ; whilst it is prohahle that the current created
at the foot of such a larye channel hy the continued discharye of water from it would
have a yreat tendeiicv to keeji the lower entrance clear.
The deep water line referred to as existiny hetween the old Cascades Canal and the
main hody of lake St. L<atis is shown on the accomjianviny map, from which it appears
that in an easteiix' direction and almost on a line with the entrance of the proposed
canal, the soundinys vary from 17 to 40 and ÔO feet, and the channel for two and a
half miles, or until well out into the lake, is sufficiently hroatl for the laryest class of
vessels to naviyate with ease. The shoals laid down will, however, reiptire to he liyhted
in order to make the lower entrance .safely acc<'ssihle at all times duriny the season of
naviyation.
It is not yirojiosed to enter into details of com])arison hetween the line nfiw |)rojected
and those pi-eviouslv discussed. It is Ijelieved that its chief features will he found those
best adapted to the wants of luiviyation, such as that now c<intein])lated. Tin' route
is entirely inland, and throuyhout in solid yround. Tt has the minimum of lenyth con¬
sistent with practicahilitts The western entrance is easy of access and seems to he in
the natural jiosition heiny in the line of the steandtoat chiinnel on the north side,
whilst it is almost entirely free from ice duriny the winter. The eastern entrance, al-
thouyh from the nature of the yround costly to construct, will, when completed ;is
indicated, doubtless fullv and satisfactoiily answer the intended purpose.
The (jueslion of the ipuintitv of land re(|uired for the de])Ositiny of the la rye amount
of material which will have to he thi'own to spoil, esjiecially towanls the western end
of the line, has rei-eived due consideration, and its jirohahle cost is included in tlxi
ajijiroximate estimate herewith submitted.
/I t'e/ape/'es'C// e/ lionhs, vtr.
It is ]iow jirojiosed to att einjit a comparison of the rout es on hot h sides of the ri\ er,
on the basis that the line projecti'd on the north shoi'e is adopted, suhjecl, of course, to
moditications in detail; and that on the south shore a new eastern entrance must he
made, toyether with a new line of canal hetween and iiududiny the locks (i to 10;
the exist iny canal to he dealt within the ma n ner ¡ imposed for Sf miles, or from lock
10 to the basin 1 .1 miles below the yiiard lock, where the diwrsion in rear of the town
of \h\lle\'tield would heyin and he eontinued for .41 miles to Kniyht s Point. A new
yuard lock, supjily weir, he., would he built at the latter place, and an enlaryed idiannel
(.■arried out from it to deep water about j' mile from the shoi'e. I he whole distance
heiny as jirex iously stated. 14.(17 miles.
43
AVith reference to the south shore lines, it is manifest that whatever number of locks
may be adopted, all of those together with the regulating weirs, culverts, bridges, and
in sliort the whole of the structures of every description must be built to the enlarged
dimensions without anv sa\ ing in cost, owing to the existence of the present canal ; but
on the contrarv, opei'ations will in many places lie embari assed in the attempt to execute
these works in close pi'oximitv to the existing structures, without interrujiting or imped¬
ing the navigation ; so that it is reasonable to say that the amount of work recjuired to
change this line of mndgation to the new standard would cost considerably more than
the same (piantity performed on new ground and untrammelled fiy such adverse
conditions.
Although tlie south shore presented some important iidand advantages for the for¬
mation of a canal to the scale adojited when it was built, it is e(]ually clear that serious
drawbacks were immediately experienced upon its being open foi' trattic in 1340, from
the shoals and currents of the westci-n entrance. These dilticulties were obviated by the
¡uloption of a plan, which, whilst it aftbrded the required I'clief to the navigation, demon¬
strated the iliadvisability of interfering with the regimen of such a river as the 8t.
Lawi-ence. The dams constructed to block up the soutii channel and connect the head
of (ii'ande Isle, with Clark's Island gai'e more than tlie necessary draught at the entrance,
but at the same time caused damage by flooding the land along the margin of Lake St.
Fi-ancis. svhich involved an outlay equivalent to aljout one third of the estimated ñrst
cost of the canal, or over SIOO.OOO.
It would be of little interest to draw attention to these facts at this late period,
were it not that the objections to this entrance, experience<l. I)ut not foreseen, are I'ela-
tively much more formidable in \ iew of the greatlv increased scale of navigation about
to lie established.
Of the watei' .space included to the east of a line drawn from the west pnint of
Clark's Island to the shoal at the head of Grosse Point Island, nearly three-quarters has
a. less depth than 14 feet, and in many cases the shoals are baridy covered at low water.
The bottom is eoinpo.sed of clay and boulders overlying rock, and the enti'ance is exjiosed
during westerly gales to the full sweep of the lake. The channel from deep watei- out¬
side to the head of the canal (about Ijj miles long,) is shallow and crooked : at Vallev-
tield Ked Light, there is at low water barely 10 feet. The records of this entrance
show many disa.stpi's to vessels .ailsing from its dangeious chai'.acter.
If craft of the ])resent size expeilcnce great ditheultv in keeping off the surrounding
shoals in heavy weather, it is ev ident that the impim innents neces.sarv to make a
channel at all practicable for \'essels of o\'er 4.000 tons would not onlv in\"olve a \'(>ry
hn-ge exjienditure. but it also seems clear that even the best line formerl in such a
\icinitv could not fa\-ourably conq)are in point of safety with an enclosed canal.
The A alleyfíeld entrance is also objectionable for the reason that ice naturally forms
eailier and remains later in the area described than in the open reaches of the ri\'er (tr
lakes where it leaves with the spring rise.
.As to the inland portion of the line between Kidght's Point and the present canal,
it may be said that although the le\'els of the groumUare fa\'ourable, the character of
the excavation and its position will render it costly, whilst to enlarge the present canal
will i-ender necessary the objectionable length of channel outside ala.ive alluded to, a
course which under any cii-cumstances apjiears unadvisable to atl(]])t.
If the foregoing statements .and views are correct, it is a]>}iarent that the pro¬
posal to construct an entii'cly new canal on the noi'th shore has strong points to
recommend it.
I he entrance at Aiacdonald s Point can Ijc made easily accessiljle at all times for
\ess(4s of the largest class, at a moderate outlay, in fact tor only a small part of that
ie<|U]red to pro\4de a snitabh' channel from deep watei' in Lake St. Francis to the head
of the Ix'auharnois Cana.l. .1 he saving thus etlected at the outset will at least covei' the
inci case on the north shore of mo\'ing the much larger mass of excavation necessary
Iheie, and also that of a considerable outlay for land, on which to deposit the surplus
material.
44
One larye stream, t« <) smaller water courses and a deep gully have t(i be dealt with
on the north side. It is, however, probable that thf>, cost of doing this etHcientlv would be
less than that of taking out and rebuilding, in the winter months, the ten culveits of
\'arious sizes which j)ass the drainage under the Meauhai'nois Canal.
The general charactei- of the e.xca^ ation on the north shore is clay. < )n the south
side the e.\ca\"ation will be clay mixed with boulders to a greater oi- le.ss e.xtent.
1f the line adopting similar lifts is approv ed, the number of locks on the Beauhar-
nois will l)e t wo more than on the opposite side, which will have the etl'ect of length¬
ening na\ igation somewhat, and increasing the risk of accidents.
It may also Ije said that the increased cost of doing new work alongside of, or
connected with, old, undei- such adverse circumstances as would likely be e.\])erienced in
an attempt to reconstruct the Beauhai'nois Canal, is somewhat ditticult to determine,
N'arying as it must in e^■(U•y case. The ))rices set. in the estimatifs subjoined are chiefly
based upon tlie relative charactei' of materials to be excavated on eithei' shore. The,
values for the north side can be fixed with comparative accuracy, whereas it is likelv
from the caus(>s above indicated that those stated for the south side will be liable to
increase.
IVith these prelhnina.rv remarks it is now proposed to submit the following approxi¬
mate estimates of probable cost of the se\'eral lines and modifications of them as follows : —
1. B'-avJiuriKits CanaJ.---(<1) Xew line and ßv /or/ov at 31elocheville end (south .side of
jiresent canal).
(b) Central portion enlarged for S.j miles.
(c) Xew line to Kniglit's Point, and cliannel to deep water in
Lake St. Francis.
2. Bpaiili<irii(n.< Cd'nal.—(a) Xew line and/im/' /orA'.s, itc., Melocheville end, line at en¬
trance to noi'th of present liarbour ; and the rest south of e.xist-
ing canal.
(b) Other ])ortions as above.
3. Bfanlidnmin CnnaJ.—(a) Cost of enlargement of western end from basin where line
diveiges to Knight's Point via canal through X'^alleylield and
forming the eidarged channel through deep watei' to Lake St.
Ih'ancis (1 j' miles) in the general line of the present navigation.
4. Xorth shor(! line as proposed.
I am, .sir, your obedient ser\"ant,
THOMAS -MOXKO, M. hist. C.E.
JoHX Pa(;k, Ls(p, Chief lingineer of Canals, Ottawa.
(e.) Meliiflii'rilli'
LSI'01 ATMS.
1. nn.vuJiAKxois (',\NAn.
rnd Biili'iuiri' (Smith sii/p nf ¡irvíífht Ciniiil) Unr in nnt.
lornti'il IIS i'/nsr iis jinssihti' fii i'.i'istlili/ mn's : --
30c. Farlli exca\"ation
,S1.2ñ. Rock
SI. Rock in entrance channel
(No. 0) Locksand weirs ... .
Si SO,000
SC. Rubble, masonry in cement
Lining, lock houses and damages.
SôO. Entrance ])iers
I'nwatering locks and contingencies.
3()2,000
l.-U,.-)00
23,000
0,000
1,000
Fi rií Iorks
-los.hoo
KiS, 12.3
92,000
900,000
;iO,ooo
70,000
70,000
100,000
SI,048,720
45
35c.
81.50.
11,12,13.
••5180,000
(?).) Central l'art 81,- miler (re-conetmeted).
Earth exca\'ation 1,750,000
Kock 70,000
3 locks aiul weirs
50 a.
85.
82.50.
.850.
35c.
.81.50.
Colverts aiicl bridges
8t. Timothy bridge
Canada Atlantic Kailway bridge ,
Tjand and damages
Lining of banks, d'c .
Kul)ble masonry in cement
4,000
8« 12,500
105,000
540,000
200,000
30,000
50,000
100,000
100,000
20,000
.81,757,500
(c.) Xew Une to Kiiii/lt'r Point and elninnej to deep leater 'I mile.
Dredgingand remnval ofbouldei-s, rock, itc. 375,000
Entrance piers (1250 each side, lights, itc)
Excavation, including Itoulders 1,180,000
Kock excavation at west end ... . .... 112,000
Craiid Trunk Kailway bridge and diversion
Cuard lock, supply weir, raceway, itc
Koad bridge —Durham road
Land 250 acres and damages ( Valleytield)
Culvert .... ...
Total
80.37,500
125,000
403,000
1118,000
125,000
225,000
30,000
50,000
15,000
82,078,500
85.384,725
THOS. MON KO,
J/. Inet. C. E.
2. BE.\fIi.\UXOI.S TAXAL.
(n.) MelocherilJe—Xew Line iritli I Locke—Entrance J^ock Xorth of Present Ilrirhemr—
Red Line on Plan.
850.
Piers at entrance
1,.500
.8 75.000
84.
Kock in Harbour. . . . .
15,000
60,000
81.25.
Kock in lock pits and reaches
110,260
137.825
lomr locks and weirs and Itridges over locks
82.5,000
30c.
liarth excax ation
290,000
87,000
86.
Kubble masonry in cement
6,000
36,000
84.
1 )rv masonry
4,000
16,000
Land and damages
50,000
As above.
Total
81,286,285
.3,8.36,000
85,122.825
3. BEAUIIAHXOIS CAXAL.
(l>.) Etda ruionent from llaein via Preecnt I^ine to Head of C a nal -.-t ! nard Loe!, at
\ alleijjiihf and 1| M dee of Channel to Deep Water.
35c. Earth exca.xation 558,000 8 11)5,300
.-^4. Kock in canal bottom 39,750 159,000
8.3. Dredging and removal of bouldei's and I'ock
in channel... . 400,000 1,200,000
46
Guard lock, raceway, weirs, ¿c., and hiidye
Giiwateriii" and continK'encies, liiihts, d'c.
Total
Practically the same as line r.in ivniiiht's Point.
250,000
100,000
si,904,300
1,54S,725
1,757,500
. .S5,210,525
Xoirrn Siiorh Lixe.
End.
25c. Earth exca-yation. 500,000 S 125,000
No. 5. Locks and weirs . ... 1,000,00(3
54. Pock under water 40,000 160,000
•SI.25. Hock in lock pits S.yOOO 10G,2o0
Bridges, road and towing-path 50,000
55. Retaining and side walls, I'uhble in cement 25,000 125,000
Vnwatei'ing, lire 7o,000
Piers and lights . . 50,000
SI,691,250
i.2o.
Ci-ntriil Portio)) of Cii)>oJ.
Earth excacation .o,2o0,000
Rock west of River 1 )clisle .. 80,000
Lock No. 6, weir and i-ailway bridge, walls
Regulating weir and 3 culyerts, unwater-
iiig', itc
Four single-ti'ack bridges
SI,312,500
100,000
210,000
150,000
120,000
S 1,89 2,500
IVi'ste')')) E)>/)-ri/)>ri'.
30c. Eai'th excavation 200,000
Lock, weir and road biidges
SG. Rubble masoni-y in cement in side walls of
i-aceway
Railway bridge and appi'oaches
40c. Di-edging at entrance, clay and gravel,
piers, d'c
Ilnwiitering, damages, lirc
(tri)o)-()/.
Land and dainages . .
Hd'ncing and ditches.
Stone linings
Contingencies . . .
15,000
SO, 000
60,000
220,000
90,000
50,000
75,000
50,000
8200,000
30,000
150,000
220,000
577,000
■S 600,000
Total .
. 84,760,750
TllOM.AS .MUNRO,
J/, fort. C. E.
I
47
REPOET OF MR. BAILLAIRGE OS THE CEDARS CASAL, 1S74~TWELVE
FOOT SAVIGATTOSL
Department of PubEic AVorks, Canada,
Ottawa, 26th Octoliev, ISTi'.
Sir,—The Hon. the Alinister having been informed that the enlargement of the
Beauharnois Canal to the dimension recommended by the canal commissioners in their
report dated the 24th February, 1871, viz. :—
Locks 270 feet in length between the gates, 4ñ feet in width, and 12 feet of cleai'
draught over the mitre sills, and the preparation of the approaches thereto to the
required depth, would entail an expenditure exceeding the cost of the comsti-uction of a
new canal on the opposite side of the river, has decided upon having a survey made to
determine this important fact.
I am therefore directed to instruct you to take the necessai'y steps to have a survey
made of the north shore of the liver St. Lawrence between lakes St. Louis and St. Francis,
and to report as soon as practicable in order to enable the INIiniste)' to ariive at a
decision in the matter.
I have the honour to be, sir, your obedient servant,
F. BRAUX, Secrctdry.
Department of Public Works,
Ottawa, 17th Septemlier, 1874.
F. Braun, Esq., Secretary of Public Works, Ottawa.
Sir,—After the receipt of your lettei' No. 16909, of the 26th October, 1872, copy
of which is prefixed hei-eto, I at once took the necessaiy steps to have a survey made of
the various lines that had been suggested or that appeared to be facourable for the
contemplated canal on the north shore of the St. Lawrence between lakes St. Francis
and St, Louis, and which I shall hereafter designate under the name of the "Cedars
Canal."
On the recommendation of the Hon. the Alinister of Public AVorks the field operations
were entrusted to F. C. Fai'ijana, C.E., who commenced the survey on the 6th of
Novembei', 1872, and completed it in February, 1873.
He submitted plans and prohles of the various lines he had examined and a report
thereon, on the 12th of April following.
Shortly afterwards he was directed to make the necessaiy observations with respect
to the breaking up of the ice at the head and foot of the Beauharnois Canal upon the
south shore, and of the projected Cedars Canal ; he was instructed at the .same time to
ascertain the volume of water discharged during the freshets and at other seasons by
the principal streams to be traversed on the north shore. His report on these subjects,
together with diagrams of the ice and other data, were furnished on the 12th of May of
the same year.
Further observations respecting the position and movement of the ice, and other
examinations were made prior to and since the opening of navigation, this yeai-, after
which the canal route was marked out foi- the inspection of the chief engineei'.
the survey
has been [made as requested for the construction of a canal 100 feet wide at bottom,
with locks 270 feet in length and 4-0 feet in width between the gates and with 12 feet
draught of water over the mitre-sills.
The time tíxecl for its duration having been at first limited to a few months during
the most unfavourable season of the year, the field woiL did not embun'C any more than
what was indispensible for ascertaining the most advantageous route foi' the projected
canal and the probaljle cost of its consti'uction.
AVhen Col. Farijana furnished me with the documents he had prepared in connec¬
tion with the work, lie informed me that his measurements and calculations had refer-
48
eiiee unly to a canal adaptetl to steam navigation, on which account lie had luiule no
provision foi' a towing path. He subsequently modified his i-eiiort and increased the
([uantity of excavation for the towing path, but this was only a])pi'(jximate ;ind not
based on measurement.
Aftei' his connection with the survey had ceased, the omission had to Ije supplied
by a re-examination of the ground and various lines of levels ; this, tocethei- with the
conse(pient modification of the plans, profiles and calculations, has been the cause of
considerable delay in the i)reparation of the report, maps and estimate now submitted.
Another cause of delay is due to the final location survey of the Bale Verte Canal
and my report theie<m. which, together with other works, occupied much of my time
during the past and present year.
THE MAPS
furnished herewith are two in number, one of them a general mai) scale of 1,600
feet to the inch, shows the depth of water in the various channels, the rapids, shoals,
islands and both shores of the St. Lawrence, together with the Beauhai'nois Canal and
the sevei'al lines examined in connection with the Cedars Canal, the other on a scale of
400 feet to the inch applit's more particularly to the projected watei- communication on
the Noi'th Shore.
These maps are based partly on the surveys made by Ale.xander Ste\ enson and
Andre Trudeau, C. E., in l.s!dU-.Sl : David Thompson, in IS.'îi ; J. B. Hills, C, E,, in
IS,').'! : A. Laitue, P. L. S., in I.'^.'IG : H. (4. Thompson, C. E., in ]S4'2 ; 4V, B. Casey, C. E.,
in 1^42 : .1. Stewart and C. F. Baillairgc, C. E., in 1S.ÖLÖ2 ; !>y Messis. Hailiefei't ami
lias,-,lott', suljinarine engineers, in 1853-54 : and partly on the data furnished by F. C.
Farijana, C. F., in 1873, and on various examinations made this year.
The soundings indicated have been taken chieflyfi-om the maps of IMessrs. Thomp-
■son, Stewart, Haillefert and Rasslotf, and partly from actual measurement : they have
been I'cduced thi-oughout to the lowest summer water, and are marked in various
colour.s, aci-ording to the ditt'ercnt maps from w hich they were taken, viz, ;•—
lied .Taken from the map of H. (1. Thompson.
iSluc do do Haillefei't and Basslofh
(ireen do do James Stewart.
Yellow... .... do do Ad(.)lphe Lallue.
I'llack .... ... .Taken during the lecent suiwey.
iMr. .1. Stewai't, who may be considered as one of the most leliable authorities
i-especting the water levels of the St. Lawrence, from lake St. Fi-ancis to lake St.
Louis, ri'duccd his soundings to ordinary summer level ; he considers that this level is
represented by a line 11 feet 6 inches above the top of the upper sill of the guard lock
No. 14. of the Beauharnois Canal, and that the lowest summer water is about (i inches
below ordinary low water, oi- 11 feet over the sill.
Messi s. Maillefert and 11,i>slotf referred their soundings to the same bench marks
and lewis as those adojited liv iMr. Stewart : their mai)s also rtqircscnt the depth of the
water at its ordinary summer elevation.
In the maps now- submitted, the lowest summer water level to which the soundings
have been reduced is 6 inches lower in hike St. t^i-ancis and dow-nwards than the low
w-ater le\'el assumed by i\lr. Stewart, and coincides with the line about 101 feet abo\-e
the top of the upper sill of the guard lock No. 14 ; in lake St. Louis the lowest water
line corresponds to a depth of about 9 feet on the lower sill of the entrance lock No. 6,
at the foot of the Beauharnois Canal. The soundings, thei'efore, on the maps of the,
recent sur\'e\ ha\e bi-en referred to, and represent a line 1 foot lower than those of
Messis. SiDsvart. ^Maillefert and lïassloffs sur\'evs : the soiindin^^s taken from J hoinp
s and iMilîue's nia])s liaN'e not l>een I'educed, a.s they are stated to indieati'the lowest
watei'.
PROFILES.
riiosi' on the u'eiieral map are drawn to a scale of 1,600 feet horizontal and 40 feet
\eitieal per inch.
49
The other protiles, eiieh of which is on a se]>arate roll, are drawn t(.) a scale of 400
feet horizontal and 20 feet vertical per inch, and are two in number, one behig for the
inland route through Riv ière à la Graisse and Chamberry gullies and the other for an
iidand route passing south of the gullies.
They show the elevation and nature of the ground to be excavated according to the
borings made.
DATUM.
The datum line used as a basis of reference for all the elevations .stated in this
report and for all levels shown on the maps and profiles is the same in all eases.
Tt is 99'ñO feet below the lowest and 107 feet below the highest known water level
of lake St. Louis at the mouth of the Cascades Canal, and 181'90 feet below the lowest
assumed water, and 18Ô-90 feet below the highest ob.served water level of lake St.
Francis at l\LcIntvre's Point, the level at Pease wharf being 182T3, during the season
of navigation : Pease wharf is nearly one mile above IMcTutyi e s Point.
According to simultaneous obseiwations made in summei", on the north and south
shore, the level of 99'50 feet coriesponds to a de])th of 9 feet on the lower sill of lock
Xo. () at the foot of the Reauharnois Canal, and the level of 181-90 to a depth of 10|
feet on the iijiper sill of the guaril lock No. 14, at its head.
The datum line is therefore 171'40 feet below the top of the sill of lock No. 14, and
90'ñ0 below the top of the sill of lock No. 6,
LAKK .ST. FRANCIS.
From IMcIntyre's Point upwards follows a general course of 8. 00*^ AV., is about •'121
miles in length, and from 14 to 90 feet in depth, according to foi'iner sui'veys bv David
Thompson and A. LaRue.
'1 his lake generally attains its greatest elevation during the first three months of the
year, and its smallest elevation during tlie last four months.
Before the dams at the upper terminus of the Beauharnois Canal were commenced
(Alav, 1849) the depth of water on the u]>per sill of the guard lock No. 14 varied from
10 to 11.1 feet during the first three imjnths of 1S47-48-49, and from S feet 8 inches to
10 feet during the last four months of 1S47-48.
F'rom the time the dams were clo.sed, in Nox'ember, 1849, to the summer of 1874, the
depth varied from 9 feet 7 inches to 14 feet 3 inches, and was generally 11 to 12.' feet
during the first three months ; it varierl from 10.1 to 14),, and was genei-ally 1 1.1 feet or
more during the l.a.st four months.
The greate.st elevation of lake St. Francis alxive the sill of lock No. 14 was 14 J
feet in November, 1860, or 18Ö-90 above datum.
During the sea.son of navigation, the dej)th on the sill is generally from 11 to 12 feet
or more.
The h )west watei- during the same sea.son is represented by a depth of 10.', feet on
the sill, as before stated ; this is 4 inches less than the lowest water that has been
observed during the season of canal navigation, the smallest de]ith then registered since
the dams were clo.sed in November, 1849, being 10 feet 10 inches: but as the water fell to
10 feet 4 inches in Api'il, and to 10 feet 8 inches in Decemlter, 1872. T have assumed 10
feet 6 inches as the lowest.
The lake has fallen as low as 9 feet 7 inches, but this was during winter, in Feb¬
ruary, 1872, which was the first time since 1849.
The deep water channel of this lake is chiefly towai-ds the north side and is gener¬
ally straight and broad.
The prevailing winds are .south-east in .sjiring, south-west in summer, west and
south-west in autumn, north and north-west in winter.
Fogs are prevalent towards the latter part of September and l)eginning of October,
and arise chiefly with the north-east and north-west wind.s. Thev seldom cause any
serious detention on the north shore, as they are generally driven towards the south shore
by the wind.s with which they arise. They arc- of verv rare occurrence with south or
62y—4 ' . "
50
Kouth-eastei'ly winds, lieeause tliese winds are tmi warm to cmulense the iimisture of the
atniosphere.
LAKH S'l', LOUiS.
Fi'oiii tlie outlet of the ( )ttawa, between Isle Perri,)t ehurch and Cascades Island,
follows a general course of X. 50' E., is about 15 miles in length and generally from li¬
to 20 feet in depth, through the channel, according to the survey of A. LaKue, in IS.'IG.
The time cjf its highest and lowest elevations corresponds to that of the other lake.
During the tii'st portion of the yeai' the depith of water on the sill of lock Xo. (1, :tt
the foot of the lleauharnois Canal, varies from 12.1 to 20 feet, and during the last por¬
tion of the year from 9 feet 2 inches to 12 feet, the usual range being from 10 to 11 feet.
The greate.st depth registered was 20 feet in January and February, 1S7J, or 110'50
abo\ e datum.
From the beginning of April to the end of August the depth is genertdly from 10.1
to 12 feet or more.
The lowest watei' that has ever been observed since Aitgust, li'^52, at lock No. 6,
is re]iresented by a <lepth of 9 feet on the lower sill in August, 1J72. Previous to the
latter date the least de])th was : -
9' d" to 9' 2 " ... In ( )ct(tber and November, 1865.
10' 0" to 9' 6" November and December, 1867.
9' 6" to 9' 2" September, ()et(,)l)er and November, 1868.
9' ■')" to 9' 21. ... .... October, November and December, 1871.
The highest and lowest water of both lake.s, each month, are indicated on one of
the appended tables from tlu' time it was tir.st registereil, or from Augu.st, 1852, for lake,
St. Louis, and Januaiy, 18 17, for lake St. F''rancis, up to the [)resent time.
The deep water channel through this lake is more irregular than through lake St.
Fiancis, the number and size of its tributaries being mitch greater ; these are the rivei's
St. Louis and Chateaitguay on the south shore, and the two outlets of the Ottawa on
either side of Isle Perrot towards the north.
The worst winds on lake St. Louis are the east and south-iaist in spring : in summer
the wind is generally fi'om the westward.
WATElt GArmts,
at the outset of the sitrvev, were established along the St. Lawrence at the following
]ilaces. viz. . .\t Coteau l,.andiiig, upon the north side of the crib-woi'k forming the
lead of Pea^e wharf ; at the post roatl bridge, aei'oss the mouth of the Rivière Rouge,
u]>on the south side of the eastern abutment, below the village of St. Igiuice, otherwise
known as Coteau du Lac ; at Poijite à Biron, nearly opjiosite the dwelling of Cesaire
.Mou])etit r/if Potvin : at the south-east corner and afterwards at the .south-we.st end of
the wharf abo\'e the mouth of the head race of De Beaujeu s grist mill, ueai' the low ei'
portion (tf Cedars village : and at the lower entrance <,if the lockuit the mouth of the
old Cascades Canal, which was built by the Impei'ial Government iji 1817, and now
belongs to the 1'5'deral Government.
The i-ise and fall of the watei' in the lakes and intei'iuediate reaches of the rivet-
have been registered dtiilv up to the present time, with the exceptions noted in the
registers, tit each of the alio\e-nained pltices. The daily vtiriation or elevation of the
wtiter surftice of the ri\er tind hikes has been referred to the same datum line tis that
of the ctintil suri'ey, and is shown on the tippended ttibles, which also .show the corres-
|)onding Huctiuitions of tliii water tit the upjiei' tind lower entrtince of the Beauhtirnois
Ciintil.
The dtiilv Xiiriation or elevation of the water on one shore is seldom the same tis
on the other : it dirt'ers ticcording to the etfects produced by wind, ice tind fi-eshets, tind
is gri-ater in winter than in summer.
The diilerence obseri ed in lake St. l^rtincis M tis gtmertilly from 1 to I inches less
on the south than on the noi-th shore, except in December, 1872, Janutiry and Decem¬
ber, 1S72>, when the eleviil ion of the hike wtis from 1 to 13 inches lesstitlock No. II than
tit Cotetiu Landing.
51
In lake St. Loui.s the water was generally higher at the lower entrance of the
Beauharnois Canal, over the sill of lock ISTo. 6, than on the gauge at Cascades, the
surplus height.
December, 1872, from 2 inches to .3 feet. January and February, 1873, from 2
feet 10 inches to 3 feet 9 inches, except on the 27th, 28th and 29th, when it was from
6 to 6| feet. January and February, 1874, from 6 inches to 4 feet 9 inches, except on
the 27th, 28th and 29th, when it was from 4^ to 6| feet.
During the remainder of the time, or from October, 1872, to June, 1874, it was
generally from 1 to 5 inches.
The great diflerence during the winter months is due to the accumulation of ice at
the head of the lake and at the outlet of the Ottawa.
THE ISLAND ROUTE,
14-28 miles in length from shore to shore, or 14-49 miles in length from end to end
of dredging, commences at the upper end of McDonald's or Mclntyre's Point, upon its
south-west side at the foot of lake St. Francis, half a mile below the village of Coteau
Landing ; it terminates on the river Ottawa, at a point 1,100 feet below the lower
entrance of the Cascades Canal, and one mile above the junction of the Ottawa and
St. Lawrence.
In its eastwai-d and descending course it traverses the main north shore road twice,
and also four streams, seven concession roads, and one gully and brook, in the following
order and at the distances stated, viz. .—
(Chains of 100 ft.)
1. Main road, at 702 from Cascades
terminus and at one mile below
Coteau Landing, English church.
2. Rivière à Delisle, at 624 from Cascades
terminus, and at one mile below
Coteau Landing, English church....
3. Road to St. Polycarpe, at 621 fi-om
Cascades terminus, and at one mile
below Coteau Landing, English church
4. Rivière Rouge road, at 607 from ^
Cascades terminus, and at one mile
below Coteau Landing, English
churcli
Ö. Riviere Rouge i-oad, at 594 from
Cascades tei-minus, and at one mile
below Coteau Landing, English
church
6. St. Emmanuel road, at 522 from
Cascades terminus, and at one
mile below Coteau Landing, English
church J
7. Rivière à la Gi-aisse, at 470 from )
Cascades tei-minus, and ;it one mile
below Coteau Landing, English
church
8. 8t. Dominique road, at 425 ft-oni
Cascades terminus, and at one
mile below Coteau Landing, English
church
G-Zg-i^
1,450 feet from outlet.
850 feet north of main
road.
4,700 feet below Sullivan's
falls.
900 feet north of main
road.
700 feet north of main
road.
750 feet from outlet.
650 feet north of main
road.
200 feet
road.
north of main
I 1,350 feet from outlet.
!- 1,100 feet north of main
I road.
1,
3,400 feet north
road.
52
9. St. Féréol mad, at 309 from Cas- ]
cades teniiiuiis, and at one mile | 7,600 feet north of main
below Coteau Landing, English ' road,
church J
10. St. Grégoire road, at 299 from Cas- 1
cades termimi.s, and at one mile j 9,700 feet north of main
below Coteau Landing, English | road,
church J
11. St. Ant'iine load, at IñO from Cas-]
cades terminus, anil at one mile | .3,350 feet north of main
below Coteau Landing, English \ road,
church . . ... J
12. hSissonette gully and bi-ook, at S2 ]
fmm Cascades terminus, and at ( 1,470 feet north of main
one mile below Coteau Landing, | road.
Engli.sh church |
] Opposite old lock. Split Rock.
13. IMain Road, Cascades, at 47 from ' 1,150 feet above Quinze-
Cascades terminu.s, and at one mile i Chiens road.
below Coteau Landing, English ' 3,700 feet above former
church I steamboat landing,
J Ca-scades.
14. ( )ld Cascades Canal, 91, miles from ]
Cascades termiinis, and at one mile | 590 feet south of lower
below Coteau Landing, English j entrance of old lock.
church .... J
Its total declivity is 78-90 feet during extreme high water, and 82-40 during
extreme low water. This declivity is ba.sed on the following elevations :—
Above datum.
llaximum elevation of lake St. Francis, corresponding to
a deptli of 14.', feet above the toj) of the upper sill of
the guai-d lock Xo. 14, at the head of the Beauhar-
nois Canal. . 185-90
Maximum elevation of the l iver ( Ittawa, cori-esponding to
a depth of 161 feet alxive the top of the lower mitre
sill of lock Xo. 6, at the foot of the Beauharnois Canal 107-00
[ )ecli^■itv at higlu-st water 78-90
.Minimum elevation of lake St. Francis, corresponding to
a dejith of lUl feet above the sill of lock 14 181-90
.Minimum elevaiion of the rivei- Ottawa, corresjtonding to
a depth of 9 feet abo\-e the top of the mitre sill of
lock 6 99-50
Declivitv at lowest watei-. ... 82-40
The greatest elevation of lake St. Louis, as before stated, was in January and
l-Vbruarv. 1873, when it rose to 110-50 feet abo\ e datum or to 20 feet above the top of
the lower mitie sill of lock 6, at the lower enti'ance of the Beauharnois Canal.
The gi-eatest elevation of the (tttawa at the Cascades, aci-ording to actual observa¬
tion, and the information obtained in the locality, is about 1-97 feet below the top of the
(-iHiing of the lowei- end of the enti-tince lock at tlui foot of the Cascades Camil or 107
feet above datum : this is .'b', feet less than the elevation of lake St. Louis at lock 6, and
is due no doultt to the fai-t that the ice ai-cumulates at the foot of the Beauhai-nois Canal,
53
much more so than at the Cascades. T have therefore assumed the elevation of 107 as
the highest for the Ottawa.
A canal on this line will require 7 locks, S weirs, 3 cuh'erts and 0 swing liridges,
together with piers at the upper and lowei'entrances for the accommodation of vessels,
and the nece.ssarv dwellings for the lock tenders and bridge keepers. It is })roposed to
construct the towing path upon the north side of the canal, double, to sloj>e wall the
inner .side of the ))ank;s and cuts throughout for a height of not less than 4 nor more
than 8 feet, two of which below and two above the water line, and to excavate contin¬
uous ditches outside of the canal eudjankments.
In order to ensure a constant supply of water for navigation and mill power if
nece.ssarv, and in order also to provide against the emergency of Lake St. Francis fall¬
ing to a lower level than ISLDO it is proposed to limit the surface elevation of the water
in the uj)pnr reach to 181 feet ; to dredge the upper entrance of the canal from
iMcIntvre's Point we.stward down to a bottom level of 168-90 ; to reduce this elevation
gradually to 168 from Mclntyre's Point dowjiwards to the guard lock ; and to adopt
this latter elevation for the bed of the upper reach througliout from the ginird lock-
eastward to the next lock.
The bottom elevation of the next reach will be 111, feet below that of the upper
reach ; each of the four last reaches will have a fall of 14 feet.
UE.SCRIPTI0X OF ROUTH, ic.
The route and disposition of the varhms reaches, locks and other works, may be
described as follows :—
THE HARBOUR OF COTEAU LAXUIXO.
A short distance above Mclntyre's Point is sheltered from the north, north-easterly
nd north-westerly winds ; these only could atlect the navigation at the upper entrance
of the projected Cedars Canal or could di-ift into the rapids vessels pi-oceeding eastward
to or we.stward from its entrance.
It is capacious and oilers good anchoi-age, the bottom consisting of clav and gravel.
UPPER ENTRANCE.
From Mclntyre's Point westward, the upper entrance will ha\e to be dredged for
a distance of about 700 feet and an avei-age depth of 7 feet : on its south side, it must
be protected by a pier of the .same length in order to guai-d vessels against the current
of the steamboat channel, and to afford them the necessary accommodation whilst waiting
for tug steamers or otherwise.
This pier and the shore opposite will enclose a basin of aljout 500 feet in length and
breadth, with a depth varying from 2 to L") feet, which can be increased to an uniform
depth at any time hereafter when the reiiuirements of trade demand it.
The approach from the lake lieing in the direction of the piei- which should be
located on a course about 8. 59' M ., will enable vessels to leave and entei-the canal with
ease and safety.
Eastward from the shore or from station 752 to station 741, the line coincides witii
that of the pier, for a distance downwards of 1,100 feet, and passes at from 150 to 250
feet in rear of the buildings upon the point, the depth of cutting l)eing about 181, feet,
riience it follows the shore within 150 to 400 feet north of the water mai-gin and curves
in a, north-easterly direction for a distance of 1,300 feet to station 728_ tlie cutting
being from 14 to 18 feet.
It afterwards continues within a short distance from the shore, until it cuts the
water margin and the public road on coui-se X. Ij-" E. for .3,.300 feet as fai- as the pn)-
l)osed site, of the guai'd lock, tlie cutting l)eing from 13 to 18 feet.
(iUARD LOCK.
This lock, which is the seventh or last one fr^)m the cascades entrance, is intended
to be located on the north side of the public road between stations 695-691, at one mile
54
below the upper entrance and at tlie same distance below the English church of Coteau
Landing ; it must be ]irovided with a swing bridge whicli should be placed below the
lower entrance of the lock ; this can be etlected by extending the lock walls downwards
for that purpose. Tlie lift of this lock will vary from 0'90 to 4'90 feet according to the
elevation of lake St, Francis, from low to high w ater.
THH UPPKH Oli SUMMTI EK.VCII
extends from the Coteau Landing road - ci'ossing to St. Antoine I'oad above the
Cascades, or from station (>91 to station loi, a dista.nce of 10'2.'l miles.
41ie bed of this reach is supposed to be at KiS and the water surface at 181 below
lock Xo. 7, the water surface above the lock being from 181'90 to 18Ö-90 above the
datum as already exjilained.
kh'om the guard lock (X'o. 7) eastward, the line curces for 2,500 feet, as far as
station hot) ; thence it takes a direction of X. 5L 50' E, traverses the Rivièi'e Delisle at
station ()24, some 200 feet noi th of the junction of Beaudet's head race.—the St. Polv-
carpe road on the east bank of this ri\er at station 021,—the river Rouge road at
station 607,- the ri\'cr Rouge at station 594, and thence continues until it reaches
station 586, a total distance of 7,000 feet.
It intersects these streams iind rotids at from 700 to 900 feet north of the main
road.
1'^ rom stilt ion 586 which is ;d)out 100 feet south, from the top of the .south bank of the
Icjwer bend of riier Rouge, or 65(1 feet north of the main road, and 750 feet from the
St. Liiwrence, the line curves in a more easterlv direction for a distance of M.300 feet as
tar as stjition 55."), whence it l uns X. 85' 20' E. to .station 527, ii distance of 2,600 feet.
I'h-om station 527 to station 518 : the line curves slightly northward for 900 feet,
traversing the St. Emnmiiuel road at stiition 500 :it 200 feet north of the main road ;
from stiition 518 it follows a coui'se of X'. 76.-1," E. to station 472, a distance of 4,500
feet; it afterwiinls cuts the rivei'à la (Iriiisse at .station 470, iibout 1,100 feet north-
wai'd of the imiin road iicross the outlet of this streiim ; thence it cui'ves in a northerly
direction along the south side of the river à la (ii-aisse gully, as far as station 425. near
the St. l>onnni(|Ue road, which it traverses iit 2,400 feet noith of the main road.
The line continues along the south side of the liier à la Graisse gully, in a
direction X. 78 6' E. from statioji 425 to station 402 at 500 feet s))Uth from the .gully ;
thence it cur\ I's a little northward for 900 feet, and afterwards crosses the St. Eéréol
and St. Grégoire concession roads, at 7.700 feet north from the main road on the St.
Law i'ence. in a straight coui'se ot X. 87 26' E. to station 230, near the head of the
tliamberrv gullv and upon its south side ; the distance from the St. Dominiijue road to
this point is 19,500 feet, oi- neailv 2-| miles.
From station 220 to station 2()8 the line ])asses at fi'om 200 to 500 feet south
from the south side of the Chamberrv gully, cuiw ing to the northward for 2,200 feet ; it
afterwai'ds traveisses the St. Antoine road at station 150 on a course S. 70 45' E. at
1,000 feet north fi'om the main road and at 1,2)50 feet south from the bi'idge across the
gully.
The up|)er irsieh of the canal is supposed to terminate at the St. Antoine road, where
it is ])i-opo.sed to construct lock Xo. 6 bet.ween stations 147-151, with ,i swing bridge,
this being the pi'inci])id road between \'audreuil and the main road leading to Cedars
\ illage.
Reaiing in mind that the bottom of this reach is placed at an elewition of 168 feet
over datum, the depth of cuttin.g is fi-oni 12 to 18 feet between the gtiaitl lock and
river à Delisle, from 12 t)) 18 between the river à Delisle and rix'er Rouge, from 17 to
19.1 between the rivei' Rouge and the St. Emmanuel road, from 10 to 14 between this
road :)nd the ilver à la Grai.s.sip from 7 to 10 feet between this stream and the St.
Domini)|ue road ; the cuttin.g fi'om the kitti.'i- to the St. Iff-reol road is 11 ;| feet, and from
this road to the St. Antoine road it is about 8.', feet.
In order to construct the canal aci'oss the liver à Delisle, it is propo.sed to dam
this st ream bv means of the. south embankment of t he canal, and to raise the river pernia-
55
iiently to the same elevation as that of the watei- surface of the canal ; tliis sui-face is 9
feet above the lowest and 4 feet above the higliest water of the river à T)elisle at the
junction of the canal and lúver ; when the water of the latter is raised to 181 above
datum it will still be about 1 "2 feet below the water surface at the head of Sullivan's
falls, which are situated below the (li'and Trunk railway bridge. In the s<mth embank¬
ment of the canal and ui)on the west side of the stream it is also proposed to construct
,i regulating weir, with a sufficient number i>f sluices, to let oil' the surplus water that
may accumulate in the i-iver à Delisle during freshets or otherwise.
The damming of this river in the manner projiosed will, it is believed, do little or
no injuiy to Mr. George Beaudet's grist mill upon the main road near the bridge at its
outlet.
At the ri\ er Rouge crossing it is proposed to construct a double trunk culvei t of
sufficient size for the escape of the back water, at about 700 feet north of the main road
bridge at the outlet. The low water surface of this stream is .'11, feet below and the high
water surface 4 feet abo\ e the bed of the canal, or at an elevation of l(i4--")0 and IT'i feet
respectively above the datum line ; the bed of the stream is 4 feet Ijelow its low water
suiface, or at an elevation of 160'50 feet.
"Where the canal crosses the if ver à la Graisse it will be nece.s.sary to construct
another culvert of sufficient capacity to drain off the water from the valley of that stream,
which receives the drainage of the adjoining farms. The low water surface of the river
à la Grai.sse is 7 feet lielow the bottom of the uiipei' I'each, or at an elevation of 101 feet ;
the l)ed of the stream is G feet below the lowest water surface, or at an elevation of 15.5
above datum.
The hrst swing bridge on the upper reach, if located at the guard lock, will
accommodate the public traffic between Coteau Landing and the Cascades : this bridge
isp,000 feet above the St. Polycarpe road on the east side of the river à l)elisle.
From the St. Polycarpe to the river Rouge road the di.stance is 1,400 feet ; from
the latter to the St. Emmanuel road it is 8,500 feet.
For the accommodation of the traffic on these roads it is proposed to construct only
one swing bridge and to place it on the river Rouge road ; this will ¡irobablv suffice,
because most of the traffic from the l)ack concessions towards the St. Lawrence is in the
direction of Coteau du Lac and Coteau Landing, and because a greater number of Ijridges
would ob.struct the na\ igation. If ine Inddge is found insufficient, a feri-y scow might be
placed on the St. Emmanuel road.
From this road to the St. I)ominii|ue road the distance is 9,700 feet ; thence to the
St. Féréol road it is 1 1,000 feet : thence to the St. Grégoire road it is 1,000 feet ; and
thence to the St. Antoine road, at the lower end of the uppei' reach, it is 14,900 feet.
Swing Itridges will be laapiired on each of these i-oads, excepting on the St. Grégoire
road.
THE SECOND liEACH DOWNWARD.S
is between locks Nos. 0 and 5, and extends from the St. Antoine i-oad to the
main road on the banks of the St. Lawrence, opposite the old lock at Split Rock rajiids,
or from station 147 to .station 50, a dista,nee of 9,700 feet ; the bed of this reach is to be at
loG'oO, and the watei' surface below lock No. G at 169'50. The water sui'face above
this lock is at Isil abo\-e datum, which gives a lift of 111, feet for lock Xo. (1.
Aftei' leaving the St. Antoine road the line continues on the formei' course of S. 70°
4-) E. from station 147 to station 90, after which it curves slightiv and traverses Ris.son-
nette s gully and Vu'ook at station Sd, where it will be nece.s.sary to provide a snudl culvert or
jiipe for draining this gully into that of Chambei-ry, which connects with it at 500 feet to
the northward. The bed of Rissonni'tte's gully is G.'i feet, and that of the br(jok 5G feet
below the assumed bed of the canal.
from Rissonnette s gully the course is S. SO S E. to lock Xo. which is situated
between .stations 4G and .)0, at 1,100 feet above the junction of the Guinze-Chiens road.
I his lock should be provided with a swing bridge for the traffic from the Guinze-Ohiens
road, which leads to Vaudi'euil and from the Cascades to Cedars \ illage.
The depth of cutting on this reach varies from 71 to IG feet.
5G
TlIK THIRD REAril, BETWHEX LnCKS XOS. .") AND 4.
passes al()uj>- the top ami upon the slope of the hank of the St. Lawivnce, and
extends from .station 4(i, on the main road crossini; ojiposite Split Roek, to station .46,
which is about 'J-)0 feet south of tlie Quinze-Ciiiens junction with the main I'oad.
1 he distance from lock Xo. •") to lock Xo. 4 is 1,000 feet, and the depth of cutting
r aries from 14 to 22 feet.
I he bed of this reach is supposed to be at an elevation of Idl''-")!), and the watei'
surface below lock Xo. •) at l-).)'.")0 : the water surface above the lock being at Kilb-âO,
which gives a lift of 14 feet.
TIIK FOURTH RF,.VCH, BKTWFKN LOCKS NOS. 4 AND -'l.
curves slightly towards the north and passes across a jioint of the river bank down its
slope for a distance of 1,400 feet from station .'>2 to station 18, the cutting being from
0 to feet.
The elevations of this reach are 128-.")0 foi- the bed, 141-.")0for the water surhrce
below, and l-nj-.tO foi' the water surface above lock Xo. 4, which is situated between
.station 46 and 42, the lift being 14 feet.
THE FIFTH REACH, BETWEEN I.OCK.S N0.S. 4 AND 2.
follows a c(airse of X. 61 E., from .station 14 to station 8, and 600 feet in length ; it
passes across the point of the high bank between the St. Lawrence and the Ottawa on
the we.st side of Cascades point, and traver.ses the old Cascades Canal at station 91,.
The elevations of this reach are lld'ñO for tlie bed, 127'.ñO for the water surface
below, and 141'ñ0 for the water surface above lock Xo. 4. which is situated between
station 18 and 14, the lift being 14 feet; the bed of the old canal will be about .4 feet
below that of the projected canal.
The excavation (.m this reach consists chiefly of earth and pai tly of roek, the former
being from 24 to 44 feet in dejtth and the latter from 21, t(j 41, fei't in depth.
THE SIXTH AND LA.ST REACH DOWNWARDS, BETWEEN LOCKS NOS. 2 AND 1,
i.s on the same line as the j.u'eceding one, and extends from station 4 we.st t<i station 2
east, a distance of 600 feet.
II jiasses acr-oss the north-west portion of Cascades jKiint, the whole (jf wliii-h is
rock, the cutting being about 17 feet in deiith.
The elevations of this I'each are lOO-.ôO foi-tlu> lied, 1 14-.40 for the water sui-face
below, and 127'ö0, foi- the water surface aboie lock Xo. 2 which is situated between
stations 8 and 4, and will liave a lift of 14 feet.
C s C A D E s E NT I : N ( - !•;.
Lock Xo. 1, at the foot of the iirojected canal, is on the .same line as locks Nos. 2
and .'1. and is situated betw-een stations 2 and 6 east, or between the low- w ater margin of
the Ottaw-a and deep water, which is found at 406 feet from the shore.
Here the cutting is rock throughout, being from 0 to 1.1 feet in depth.
The elevations at this terminus are 86-.")0 for the bed, 99-oO for the low water
surface, 107 for the high water surface of the Ottawa below the lock, and 11 4-.")0 for the
canal water surface above it ; this gives .i lift of 14 to 61, feet aeeording to tue height
of the rirer.
The Cascades entrance at lock No. 1 is 1,100 feet below the mouth of the old Cas¬
cades Canal and 2,000 feet above the low-er end of Cascades ))oint.
The line of locks Xos. 4, 2 and 1 may be follow-ed eastward into the Ottawa for
nearly half a mile w-ith a deiith at low- w-ater of from 14 to 2.") feet ; thence tin- .shortest
line to the deeji water channel of lake St. Louis runs .'s. ,s |-■ Ig, fora distance of 2 miles,
and the depth is from 20 to 60 feet.
The channel on this line is several hundred feet in width and passes between tive
small shoals tow ards the north, opiiosite the old mill of the De Lotliinii-i-es on the low er
57
side of Cascades point, and another slioal towards the south on a line with the north¬
east shore of Cascades point and Cascailes island, which are above it.
The upper shoals are about 1 mile below the enti'ance lock, and are about 750 ti)
1,000 feet north from the centre of the channel.
The lower shoal, which is at the end of the reef from Cascades island, is 2 miles
below the entrance lock, and ^ mile below Cascades island ; it is about 1,400 feet south
of the centre line of the channel, and it lies at of a mile to the southwanl of or below
a point midway between He Perrot church and the foot of the Beauharnois Canal.
The depth of water on the upper shoals varies from 'J¡¡ and 7 to 1-"1 feet, and on the
lowei- shoals from S feet to l.'l feet. They appear to consist of rock and gi'avel.
8oine of these shoals may sein e as convenient points for the construction of piers
with range lights for the guidance of ves.sels between lake St. Louis and the lower
entrance of the [irojected canal at the Cascades, or through what is known as Cascades
harbour or Cascades bav.
C'ASCADKS HARBOUli OR BA1
is formed by the outlet of the most westerly liranch of the Ottawa into the head of
lake 8t. Loui.s, and is bounded towards the north and east by He Perrot, and towarils
the south and west by Cascades island. Cascades point and by the west shore leading
to Taudreuil.
A line drawn across its month between the point of lie Perrot church and Cas¬
cades island, runs nearly A. G7, 55 H., and is about 1-8 miles in length from shore to
shore.
Another line jiarallel to this and one mile to the north of it is about 2| miles in
length from shore to shore.
From the line across the mouth the distance northward to the He Perrot shore is
from 1 to 1.1 miles.
The depth of water in the harboui' t aries from 9 to 59 feet, for an extent of about 2.4
square miles ; the area availalile for vessels drawing 12 feet or more of water is about 1.',
mile.
The bed of the harbour consists chiefly of clay and soft mud, e.xcept on the shoals
previously described, which ajipear to i-onsist of gravel and boulders upon solid rock.
This 1 larbour is sheltered from all winds excepting those blowing from the south¬
eastward, and lias no current worth noticing during the season of navigation.
The prevailing winds at the lower entrance of the harbour are from the east and
south-east or from lake .St. Louis during the sjiring of the year, and from the west and
south-west or down the 8t. Lawrence during the summer sea.son.
OPENlXr; AXI) OBOSIXO OF XAVTOATIOX.
From the 11th October, 1845, tl le day on which the Beauharnois Canal was tirst
opened, until the end of 1849, when the dams across the south branch of the >St. Law¬
rence near the upper terminus of the canal were comjileted, and since that time, the
earliest anil latest dates of the opening and closing of navigation, between Lakes 8t.
Francis and .St. Louis, were as follows, \ iz. ;—
Before the dams were built—Opening of nai igation :
Harliest date 12th April, 1848.
1.1'itest .öth May, 1847.
Ch ising of nai igation :
Larlie.st date. 2()th Aovember, 1845.
kidest .goth " 1848.
After the dams were built—Opening of navigation :
Earliest date 19th April, 18.59-60-71.
Latest ;!,.(] May, 1869.
CI. ising of navigation :
Larlie.st date 24th Xovember, 18.5.4.
. . . . Lith December, 1852.
58
The dates of opening and closing of the Lachiiie, lieauhai nois and Coinwall Canals,
each year, are shown on one of the appended tables, '
ON LAKE ST. FHANCLS,
at the head of the ])rojected canal, the ice forms later and disappears .sooner than
at any other point at the foot of the lake, as T hare had occasion to notice during the
past twenty years.
The ice at IMcIntyie's Point seldom fornrs before the middle of December and only
extends <i short distance from the shore, sometimes not more than 40 feet ; in the bay
above it foiins late in December and extends out about 300 feet from the shore; at
Pease wharf it forms only after the lake is frozen across, and then \ery seldom more
than a few feet out. and is bi-oken uj) by the east winds early in March.
The IMi'ssis. Pease, of Coteau Lauding, contemplate running a small ferry boat
during the coming winter from their wharf, vi/i the foot of (firoux Island to the i'oot of
Clark's Is],and, connecting with sleighs, thence to A'alleyfteld, at the head of the
Meauharnois Canal.
In the .spring of ISI-'i the ice in Mclntyre's Bay disapjteared on the 20th April, and
at the head of the Beauharnois Canal only on the 29th, or nine days afterward.s.
This year it disap])eared from McTntyre's Bay early in April, and at the head of
the Beauharnois Canal during the first weeks of May, after the channel ice had been cut
through for part of the way.
ON LAKE ST. LOUIS AND CASCADES BAY,
the relati\-e dates of the opening of navigation each year from 1841) to 1853,
according to the data furnished by the Chateaugtiav Navigation Company, and the
returns of the Beauharnois Canal, were as follows, viz. :—
Arrifiil (if itiiioiif iif (fdociiijcc.
0/i('tnii(/ (if Sari;/(ifii/ii (iffiot iif Jim tiJiacxoit!
CdlKif
18411
1847
184S
1849
1 850
1851
1852
1853
13th April
. 20th
. 10th
.11th
. 24th
. 15th
. 30th
. 23rd
1846 16th April
. . 5th May
1 2th April
.19th "
.26th
25th
2nd IMay
1847
1848
1849
1850
1851
1852
1853 29th April
foi' the Cascades, because the steamboat running
trijis as .soon as the traftic was diverted to the
.8ince 1853 we have no data
thence to Lachine discontinued its
Beauharnois Canal route.
Judging, however, fivan the foregoing dates and from the statements of the oldest
inhabitants, there is little doubt that navigation is generally opened at the Cascades
sooner than at the foot of the Beauharnois Canal.
In Aiiril, 1873. the Bay of Cascades was clear of ice on the 23rd. exccjit upon the
shoals before descrilied, where it remained until the -'b-d of IMay. exclusive ; the lower
oittlet of the Beauhai nois Canal that year was clear on the 29th April.
Last spring the gi'cater jiart of Cascades Bay was covered with ice until the ith of
•May : it was afterward.s partly obstructed by pieces of floating ice until the l.lth. Such
an occurrence as this however is the first that has hajipened within the recollection of
the oldest inhabitants.
The formation and movement of the ice in the bay ar(> such that no danger from
that .soitrce need be apjirehended to any ]iortion of the projected works, as ma\ be seen
from the present state of the masonry and lock gates at the lower entrance of the old
Cascades (.'anal which have not sull'ei'ed in the slighti^st degree from ice shoves, or other¬
wise. although thev have been in existence since 1817.
59
A'avious photographs of the ice in Cascades bay and at the foot of the Beauharnois
Canal were taken between 1st and 9th of May, by Àlr. AlcLaughlin, the photographer of
this department, and can be seen when required.
Col. Farijana's report on the ice at the foot of lake St. Francis, at the head of lake
St. Louis and in Cascades bay, during the spring of IST.'l, will be found appended hereto
together with his report on his survey.
THE HIVIÈKE LA GRAISSE AXU CHAUBERRY GULLIES
are considered by many as the cheapest route foi' a canal on the north shore.
During the month of July this year, various lines of levels were taken and other
examinations were made in addition to those of tlie preliminary survey in order to
obtain the requisite data for determining theii' position more accurately than had been
done at fii'st ; this was indispensable inasmuch that portions of these gullies had not
been surveyed, and that other jjortions had only been indicated on the plans furnished
to me, in an approximate manner.
The line best adajited for navigation on this route is fully shown together with the
others, on the plans accompanying this report—and is herein afterwards described. It
is 13'9ô miles in length from shore to shore, and 13'40 miles between the entrance
locks.
If the canal is intended exclusively for steam tug navigation this is no doubt the
cheapest and most advantageous route. If on the contrary the canal must be pirjvided
with a towing path as is usual on canals, in order that horses can be used for the towing
of vessels, it will probably be ad\Isal)le to adopt in preference the line a\ oiding the
gullies.
THE LIXE THROUGH THE GULLIES
follows the same course as the iidand line already described from Mclntvre's Point to the
St. Emmanuel road ; it thence runs nearly parallel to the main load until it enters the
Rivière àda-Graisse gully wliich it follows towards its upper end on the rear of the
farm of Thomas Marcoux which is the seventh lot westward of the St. Dominique road ;
it aftei'wards follows a direct course at fi-om 100 to 400 feet north of the other line, as
far as the head of the Chamberry gully on the farm of Octave Marsan between the St.
Fereol and St. Oregoire roads : thence it passes through the Chamberiy gully down to
its outlet on the Ottawa, the westerly bank of which it follows to the terminus of the
inland line previously described, ending at 1,100 feet below the lower entrance of the
old Cascades Canal, which is about half a mile below the mouth of the gully.
The number, situations and lifts of the locks required on the gully line, and the
cutting throughout, may be described as follow-s, viz. :—
LOCKS.
From
Station.
"
To Station.
Number.
"
Lift in Feet.
Lemarks.
691
(>9o
Lock 7
0.90
At low water of Lake St. Franci.s on main road at
267
mile below English Church of Coteau Landing.
271
" 6
n.oo
Near St. (Iregoire road.
163
I.IO
" 5
14.00
Near St. Antoine road.
104
100
" 4
14.00
77
73
3
14.00
40
36
" 2
14.00
On (^ihnze-Chieii^ road.
6
" 1
14.00
At low water of Ottawa near margin of river, 1,100
feet be'low old Cascades Canal.
Total rise and fall 82.40 at extreme low water.
60
('UTTIXO.
Sections.
From To
vStation. Station.
Distance
in
Feet.
Deptli
of Cutting in
Fe»'t.
Di^rlging channel 100 ft. wide x 40 ft. for pier
Mclntyre's Point to St. Ennuaimel road
Between Mclntyre's Point and Rivière à Delisle
St. Fnnnannel road to Rivière à la Graisse
In Rivière à la Graisse Gully to St. Dominique road, 0' to II'
Vielow canal bottom
St. Dominique road to St. Fereol road
St. Fereol road to St. Dregoire road >
St. Grégoire road to Lock No. G or to the head of Chamberrv
(lully
Lock No. 6 to Lock No. 5, near St. Antoine road
do . do 0' to 14' below canal bottom
Lock No. 5 to Lock No. 4, at varioxis ])oints
do do elsewhere 4' to 15' below bottom... ,
Lock No. 4 to Lock No. 3, at various points
do do elsewhere 4' to 8' below bottom
Lock No. 3 to Lock No. 2 near Quinze-Chiens road at various
points j
do do elsewhere 0' to 12' below bottom.. . !.
Lock No. 2 to Lock No. 1, at various jwints
do do two i)oints of rock ■
Lock No. 1 and outlet on the Ottawa I
774
7t)7
im
538
48G
438
322
"78
271
245
1(13
104
40
767
538
m.)
486
438
322
278
271
245
163
104
40
700 ; o to 13 earth.
22.900 19 to 14 "
4,200 2 to 7 rock.
5,200 14 to 10 earth.
4,800
11,600 0 to 12
4,400 12 to 8
700
2,600
8,200
5,900
2,700"
0 to 10
0 to 13
5 to 22
7 to 37
3,700 I 3 to 35
4,200
400
500
0 to 20
2 to 8 rock.
0 to 11
THH RIVER ROUTE OR LINE NO.
as shown on the <>enei'al map and proftle, beifins on lake St. Franeis at the same
point as the inland route, and terminates at a point nearly half a mile below the outlet
of Chamberrv gully, and opposite the former steamboat landing at the Cascades, on the
Ottawa.
It comprises three sections of canal and two of river navigation, of an aggregate
length of l.'b83 miles from shore to shore, or of 14-.Ô1) miles including the di-edging at
both termini. Its total declivity is 78-90 feet during the extreme high water, and 82.40
during extreme low water. This declivity Col. Farijana projiosed to overcome by means
of eight lock.s, excepting O'-ô-à feet in the river between the Fer-à-Cheval and Pointe-au-
Diable, and 2-14 feet between the latter and Pointe-àdîiron ; another lock, however,
will be reiiuired at Pointe-à-Watier, at aliout Indf way between the two last jioints, for
the reason hereinafter given.
Idle entire length of canal nai'igation would be lO'O.l miles, and that of river
navigation 4-56.
The various sections may lie described as follows, viz. :
.SECTION NO. 1.
A canal, 2-97 miles in length, begins at .Macdonald's or Mclntyre's Point, at the
foot of lake iSt. Francis, a short distance below the \ illage of Coteau Landing, and
extends downwards along the north shore of the St, Lawrence to a point hetween the
Fer-à-Cheval and the mouth of Riviere Rouge, below tlie village of St. Ignace.
Ilie depth of water in the north steamboat channel from a point at about 1,000
feet southward of the new piei- built lately by the government ojiposite to Coteau l.and-
ing to the head of Mclntyre's island, varies from L") to .'lO feet ; thence downwards to
Coteau du Lac the dejith is from 10 to 20 feet.
The mean velocitv of the current in miles per hour between Coteau Landing tind
Coteau du Lac varies ;d the following r.-ite :—
In northern steamboat cluinnel, opposite to 1 ease whaif, Coteau
Laniling ^
61
Til northern steamboat ehannel, below shoal I'Tl
" " opposite upper end of Mclntyre's
island 2-46
300 feet above Mclntyre's Point (current running southward
around point) 3'ö5
In north steamboat channel below upper end of Giroux is¬
land .... 6'83 to 6'37
()p])osite Moise Giroux' re.sidence 2'58
" Alexander Perry's residence 3'64
At about 600 feet abo\ e French's ITapid and 2Ô0 feet off shore.. 2'83
In deep water below Pointe FAr-à-Cheval, opposite mouth of
Rivière ITouge 1-97
The low water elevation of the >St. Lawrence al)o\'e datum on this section is 181'90
feet at the upper and 164'ö0 at the lower end ; the difference represents a declivity of
17'40 feet, to overcome which two locks (Xos. 8 and 7) are requiied.
Lock No. 8 is a guard lock, with a lift varying from O'OO at the lowest to 4-90 at
the highest level of lake St. Francis, the lowest level being 181'90 and the highest
18o-90 feet alwve the general datum line to which all levels herein are referred. This
lock should be located, together with a swing bridge, at the junction of the post road,
one mile below the upper entrance.
Lock No. 7 has a lift varying from 16T at the lowest to 121- at the highest eleva¬
tion of the St. Lawi-ence ; it may be placed immediately below the point on the east
side of the Fer a Cheval Basin.
Assuming the elevation of the bottom of the canal above datum to be 168 feet, in
the upper reach between locks No. 8 and 7, and lôl.oO feet at the entrance of lock No.
7, the cutting will be nearly as follows, viz. :—
From Mclntyre's Point westward, the upper entrance will have to bi! dredged for
a distance of 700 feet and an average deptli of 7 feet, and it must be protected on the
.south .side of the channel by a piei- of about 700 feet in length, in order to guard vessels
against the current of the steamboat channel.
Eastward across the point for 1,300 feet, the dejith of cutting varies from 19 to 22
feet ; continuing downwards for the next 2 miles, it is generallv 17 feet, on the remain¬
der of the line which I'uns across the old fort or Government property, the mouth of the
Riviere-a-Delisle and the I^er-a-Cheval, the cutting is very irregular, being from 2 to 10
feet in the rixer and about 21 feet through the projecting points of the shore.
Mo.st of the excavation on the tírst section will l)e through earth, Init from
the Fer-à-Cheval westward for more than 1.1, miles, ])art of it will 1)6 through rock vary¬
ing in thickness from 2 to 10 feet.
On that poi'tion of the line which traxerses the mouth of the Riviere-à-Delisle, a
dam and weii- will be retpiired if this sti-eam is raised to the same height as the canal
watei-sin-face, in which case i\lr. Beaudet's mill privilege cvould be cancelled or the
canal may be consti'ucted with a raeexx ay between it and the shore, for the egre.ss of the
stream into the St. Lawrence at the Fer à Cheval.
SECTION NO. 2.
The hi-st link of rivei- nax igation extends from the Fer-à-Chex al to Pointe-au-Diable,
a distance of one mile ; it crosses the bend of the steamboat channel nearlv midxvav at
1,000 feet fi-om the shore.
The depth of water along the line x-aries from 12 feet near the shore at the Fer à
Cheval, to 18 and 30 feet downward. In the north steamboat channel the depth varies
from 9,1 feet across the points of 4 shoals to 13 and 27 feet.
The declix-ity of the rixer surface during low xvater is 0-33, the elevation at the
upper and lower end being respectively 164-30 and 163-93.
The mean velocity of the current on this section x aries from 1-27 to 1-97 miles per
hour.
SECTION NO 3,
A canal 1,600 feet long across Pointe-au-üiable with one lock (Xo. G) of 2-21 feet
lift.
Tlie depth of cutting is from U to 24 feet, exclusive of the rock which, for a dis¬
tance of 1,000 feet, is from 2 to 10 feet in thickness.
At 1,000 feet out from the shore, the .steamhoat channel is from 10'9 to 16 feet in
depth.
The declix ity is between the elevation of 163-9.") and 161-74, being 2-21 feet as
above, during low water, from the upper to the lower side of the point.
The curi-ent around the point has a mean velocity varying from ."i-TG to 4-2-") miles
per hour.
SECTION NO. 4.
A second and last link of river navigation, 3-Ô6 miles in length, commences at
Pointe-a-Diable, and ends at Pointe-ABiron.
This portion of the line intersects the steamboat channel at a i>oiut 1,600 feet
below Pointe-au-Dial)le and also at another point 1 mile above Poiiite-à Biron ; the in¬
termediate portion is from 200 to 600 feet south of the channel.
The depth of water along the line is generally from 14 to 20 feet, and in the
channel from 11 to 30. except on four small shoals where it is only from 9| to 11| feet.
The declivity of the low water surface is 2-14 feet, the elevations of the terminal
points being 161-74 and l.")9-60.
The current on this portion of the river runs with a mean velocity of 3-12 to 3-S9
miles an hour, except at Pointe-à-Watier, which is situated about midway, where it
increa.ses to 4-53 in the steamboat channel and to 5-84 in the rapid, the maximum for a
short distance being 6-05 miles per houi'.
On this section a lock and shoi-t canal would be required acro.ss the Poiute-à-AVatier,
nearly similar to that across Pointe-au-Diable, otherwise sailing \-essels cannot ascend,
and steam vessels would have a powerful current to contend against in ascending. Col.
Parijana, in his plan and estimate, has made no provision foi- any lock or canal at this
place.
SECTION NO. 5.
A canal, 6-76 miles in length, extends from Pointe-à-Biron, through Poussins
Pavine and Chamberry gullv, to a point on the river Ottawa, opposite to the mouth of
the Cascades canal, 2,700 feet below the outlet of the gully.
This section intersects the St. Fereol road at about half a mile north from the
junction of the latter and of the post road near the St. Jjawrence, and connects with
the Chamberrv gullv at about two-thirils of a mile below the most easterly end of the
St. Grégoire cross-road, and at two and a-half miles, in a north-easterly direction, from
the tei-minus of the St. Lawrence ; it afterwards follows the gully, in a .south-eastei-ly
course, down to its mouth, whence it continues until it reaches deep water, on a line
bearing upon the steeple of lie Perrot church, in an easterly direction.
The de])th of cutting is from 20 to 24 feet on the tirst half mile ; 14 to 16 on the
.second half mile : 27 to 34 on the next 11, mile ; thence 0 to 23 feet on the subseciueut
1-37 mile, as far as the St, Antoine ro:id ; thence from o to .34 feet across larious
points in the gullv down to the Quinze-Chiens road, a distance of 2-24 miles ; theiu-e
from 4 to 14 feet to the outlet, where the dredging would begin at Q-l.i mile further ;
the (h-edging thence to deep water oU to a depth of 1.3 feet at extreme low w.-itei* extends
0-51 miles and x'aries from 0 to 11 feet in thickness. Ihe only rock excaeation on this
section will be towards the lower end at the entrance lock Xo. 1.
The decliN'itv beteveen the hiwest water of the 8t. Lawrence, at the Po¡nte-a-l>Í!on,
and the lowest water of the Ottawa, at the outlet of Chamberry gully, is 60-10 feet,
their respecti^-e t-lcNations abo\e datum being l.)9-60 and 99 ->0 feet , the declieit^
during high water is reduced to .>6-60 or .3.1- feet less, the ele\-ations then being 16.1 GO
63
and 107 ; the maximum rise thus indicated is 4 feet in the St. Lawrence and 7i feet
in the Ottawa, above their lowest levels.
This section requires five locks, one of which a guai'd lock at the junction of the
post road opposite Pointe-à-Biron, with a lift varying from 0 to 4 feet, according to the
height of the St. Lawrence; the other locks will have lifts of from 14-75 to 15-25 feet,
and are upon the tirst mile at the lower end of the line, three being above and one below
the Quinze-Chiens road. The lift of the entrance lock on the Ottawa will vary from
15-25 during extreme low water to 7 75 during extreme high water, the minimum and
maximum ascertained elevations of the river being 107 and 99 -50 feet above datum.
The bottom of the upper reach of the canal, from pointe à Biron downwards, is
supposed to have an inclination of eight-tenths of a foot, so as to facilitate the water
supply.
The north side of the channel to be dredged fi-om the outlet of the gully to deep
water will have to be protected by means of an embankment, faced with stone or other¬
wise on the inner and outer sides, for nearly half a mile in extent.
Three swing bridges will be reciuired on this section, the first across the end of the
guard lock, the second across the St. Féréol road, and the third where the line intersects
the St. Antoine road. At the intersection of the Quinze Chiens road it is probable that a
ferry scow will be found sufficient for the limited traffic on that road.
According to an estimate prepared by Col. Farijana, the river- line would cost
8154,000 less than an inland line terminating at the same points on lake St. Francis
and the Ottawa ; but as I have already stated, he has made no provision for any im-
provemerrt at Watiei-'s Poiirt, which would more than absorb the difference in favour of
the I'iver line.
Adnritting, howe\-er, that the river- lirre is irrrproved in the rrrarrrrer i-equisite to
ensure its efficiency, aird that its cost will be equal, or rrearly so, to that of the inlarrd
line, the latter would be far nrore advantageoirs owing to the greater facilities for towirig
Iry horse or- steam power and the gr-eater- security of vessels navigatirrg a corrtiiruoirs
canal, irrstead of a series of canals, separated fi-otir each other by sections of river iraviga-
tion, whereon strong curreirts rrrust necessarily be errcountered and whei-e collisioirs might
occur- with rafts obstructing- the chairnel.
The additional lock and carral at poirrte à Watier would, of coui-se, render this lirre
of rravigation practicable, but r essels would therr have two locks more to pass thnnrgh
than upon the inlarrd r-oute.
Iir the spring- of the year the lower ternrinus of the r-iver line being two-thirds of a
mile further up the Ottawa than that of the inland line, the ice between the long
ernbairkirrerit arrd the shore, below the enti-arrce lock, would not break up so soon as at¬
tire tei-rrrirrus of the latter-, where iro errrbankrrrent is t-equired.
Apart fi-orrr the latter- objectiorr, there is another, as regar-ds the rrature of the
material to be di-edged at the Charnberr-y outlet, because it is very soft. After the channel
is dr-edged it is ver-y probable that part (.rf the river- bed betweerr the artificial chairnel
and the shor-e would have a terrdency fronr year- to year to slide into the chairnel, in
which case a dredge would be r-equired to remove the obsti-uction. This difficulty may
be avoided by constructing an embankment on the south side of the channel, liut this
would involve considei-able additional expense.
mk. mills' schemes.
In 1884 Ml-. J. B. Mills submitted to the Government of Lower Canada thi-ee
different schemes for- canal navigation on the nor-th shore of the t-ivei- St. Lawrence,
based on the dimensions adojrted for the Cor-nwall Canal, viz., 100 feet wide at Irottom
and locks 200 by 5.5 feet, with 9 feet water- over- the sills.
By his first jrlan he pi-oposed to make use of 7| miles of the river 8t. Lawrence in
its natui-al state, between the Cascades, Cedars and Coteau r-apids, and to overcome
these by con.structing thi-ee short canals of an entire length of 6| miles. On this
impi-oved navigable route of 14 j miles in length the whole descent would have been 824
feeti, of which 91, feet formed the natur-al fall of the por-tiorrs of r-iver nrade use of,
6i
between the short canals, leacing feet to be overcome by 9 locks of various lifts.
T(]tal estimated cost of this project No. 1, .■s943,1
Mr. IVIills second plan was to establish a contintious still-water communication
between the lakes 8t. Francis and St. Louis bv makin<>' a canal in a dii'ection similar
to the ñrst but more inland. The descent was the same as the tirst. viz., S'2}, feet, but
reiiuiring 10 locks. Total estimated cost of project No. 2. Sl,'299,77"J.
By his third plan he pro])osed a communication from lake St. Francis to the lake
of the Two Mountains on the Ottawa river, L'Ll miles long—descending 7f^\ feet and
ret|uiring 10 locks. Thence he passes through the lake of the Two Mountains, and,
with the aid of an additional k)ck and a short cut, reaches the navigable waters of lake
tst. Louis at the end of 3^ miles—this going over a total distance of 17ij miles bv this
route, of which 14T0 miles be canal, with 11 locks. Estimated cost of project No. 3,
si,771,048.
After having visited the south side of the liver St. Lawrence and having passed
oter the country from lake St. Francis to Beaulmrnois, on lake St. Loui.s, Mr. Mills
stated, that geographically considered, a line on the nortli side of the rit er w()uld appear
to him to be the most direct between these two watei-s—and recommended for adoption
the first of the above described plans, using the river with short canals round the
rapids.
This jiroject was afterwards submitted to the Hon. H. H. Killaly, chairman of the
Board of M'orks. who condemned it. Ixariuse Mr. Mills' scheme was only adapted to
steamers, and on account of the great difficulties attending the construction of works of
such a nature in the ¡St. Lawrence—tlie e.stimates of which generally fall short of the
real cost, o\\ ing to many causes of expenditure which can scarcely be foreseen.
In his testimonv given before a special committee appointed by the House of
Assemlily in 1842. he states that :—
■'The difficulties we have encountered in constructing the works of 8te. Anne's lock
(nearlv in the same neighboinliood) will make me ever cautious to avoid, when it can be
done, undertaking works of masonrv, subject din ing their construction to the influence
of the St. Lawrence or Ottawa rivers."
The various estimates of the river line recommended by Mr. iMills are as follows,
viz. :—
.1. B. Mills' estimate ^ 943,128
Hon. H. Killalv's estimate 1.319.3.")2
Ool. Phillpott's do 1,821,")93
A svnopsis of the most important rejioi-ts and estimates submitted to Oovernment
in connection with the Cedars Canal, before the construction of the Beauharnois Canal,
will be found in the I'eport of the Hon. J. Chs. Chapais. commissioner of public works,
for the vear ending 30th June, 1867, and containing the history of all the public works
of Canada uj) to the time of confederation.
The a[iproxiniate (piantities. description and cost of the various works re(|uired on
the lines examined during the recent survey, and hereinbefore described, are shown in
the general and detailed estimates which follow in the aiipendix of this report.
In conclusion, 1 beg to adtnowledgc the r aluable ser\ ic(>s i-endered dui ing tlie sui'-
\t'V bv Mr. 11. Steckel, and also the useful assistance of Messi-s. llo.sa, Bxiulet and Taché,
of this department.
I have the honour to be, sir, your obedient servant,
C. F. BAILL.VlBCi:.
Jssls/init E ii(/i iii'i'I' ¡'iihlif II o/'/'s.
65
ESTIMATES.
Ced,4.rs Canal, River line, 12 feet navigation,—Canal navigation, 10-03 niile.s ; River
navigation, 1-56 miles.
De.scription of Work.
Earth e.xcavation cub. yds.
Embaiikiuent do
Dredging do
Rock excavation do
Raceway, mouth of Delisle river ...
Locks 1 to 7, inclusive of weirs and raceway.s Xo.
Swing bridges, U)cks at head and at pointe à Biron ... .
Swing bridge, St. .Antoine road—piers and abutments
Crib-work along St. Lawrence, at entrances cub. yds.
Ditching do
Slope availing do
Rip-rap do
Lockmasters' houses No.
Lock labourers' do do
Bridge-keeper's do do
Land sup. arp.
Eencing. lin. arp.
Pumping {included in locks, weirs, &c).
Total
Add for .sup. and contingencies
Total cost of river line, 12 feet navigation.
1,757,500 I
300,000
1S3,000 !
143,000
•S cts.
0 27
0 40
0 40
2 00
1
(10,000
3(1,000
3(1,000
20,000
9
!)
1
700
500
3,000 00
20,000 00
2 25
0 30
1 30
0 (10
2,000 00
1,700 00
1,300 00
30 00
12 00
•S cts.
474,525 20
120,000 00
73,200 00
230,000 00
10,000 00
1,500,000 00
0,000 00
20.000 00
135,000 00
10,300 00
(14,.300 00
12,000 00
13,000 00
15,300 00
1,300 00
5«, 000 00
(1,720 00
2,309,(145 20
230,355 00
3,090,000 20
62g~5
66
ESTIMATES.
■Cedaes Canal, Gully line—-For steam tug navigation. Length from shore to shore^
13-95; length l^etween entrance locks, 13-40. Mo toving path; 12 feet
navigation.
Description of Work. i Quantity, Price. i Amount,
Earth excavation
Embankment (river Ottawa)
Dredging... . _
Rock excavation
do underwater.
Lock No. 1 at Cascades entrance
cub. vds. 2.911.000
do , 242,000
do ¡ 80,000
do 42,000
do ' 1,300
-weirs and raceways included
do
do
do
do
do
do
Xo. 0, near St. (Ireg-oire i
No, 7, at lake St. Francis
Em-'
No. 2 at tyñnze-Chiens road
No. 3
No. 4
No. Ö. near St. Antoine road
> road
ci> terminus.. . .
Swing bridges acro>s locks No. 2. 5, 0 and 7..
do do St. Eéréol, St. Dominiciue and St.
manuel Roads . .
Culverts, river Rouge—river à la Graisse
SVeir and race, river Delisle • • • -
Ditching on both sides of canal cub. y(h.
Piers at u])pej' and lower entrance do
Slope walling
Rij.-rap.. _
Lockmasteis" housf.'s No,
Lock labourer>' hou>eS :
Bridge-keepers" honsei?
Land ... arpents, say
Fencing ^^'hents
Pumping, included in locks, weirs, v!tc. I
Total . . _. -
Add for contingencies.
Total
cts.
0 27
0 40
0 40
2 00
4 00
4
3,000 00
3
20,000 00
•)
20,000 00
1 ;
31,000 00
44,300
0 30
24,1)00
2 23
(i3,200
1 SO
10,000 i
0 GO
3
1,400
800
80 00
12 00
S cts.
78."), 970 00
90,800 00
34,000 00
85,200 00
5,200 00
251,300 00
106,700 00
108,000 00
170,000 00
108,040 00
15.5,360 00
100,710 00
12,000 00
()0,000 00
40,000 00
31,000 GO
13,350 00
54,000 00
113,700 00
0,000 00
14,000 00
12,000 00
4,000 00
112.000 00
9,000 00
!,730,310 00
273,090 00
3,004,000 00
67
ESTIMATES—Continued.
Cedars Canal, Inland Line.—Length, shore to shore, 14.20 ; do. between entrance
walls, 13.12.—(12 feet navigation.)
Description of Work.
Karth e.xcavation
Rock do
Dredging
Locks, Weirs and Raceways adjoining,
including excavation.
Swing bridges o^'er locks .0, G, 7. Wooden supports
do St. Féréol, St. Dominique antl St.
roads
Culverts.—R. Rt)uge and K. à la (iraisse
Weir and Race.—R. Delisle
llitching on both sides of canal .
Piers at ui)per and lower entrance
Slope walling on both sides of canal
Lockma.sters' houses, bridgekeepers', &c
Land ' sup
Fencing lin.
Pumping (.S40,000, included in locks, weirs, àc.). ,. .
cub. yds.
do
do
Lock t.—S 2.11,400A
2,39,700
209,800
181,000
170,000
1.10.600
1(>0,700
only
Finmanuel
do
do
do
do
do
do
2.—
3.—
4.—
5.—
0.—
cub. yds.
do
ar]>ents.
do
Total
Add for contingencies
Total .
Quantity.
Price.
i, 134,000
75,000
34,200
cts.
0 27
2 00
0 40
3,000 00
3
20,000 00
2
20,000 00
1
31,000 00
47,.500
0 30
24,000
2 25
63,200
1 SO
900
80 00
800
12 00
Amount.
■S cts.
1,110,180 00
150,000 00
13,680 00
1,375,200 00
9,000 00
60,000 00
40,000 00
31,000 00
14,250 00
54,000 00
113,700 00
30,000 00
72,000 00
9,000 00
3,088,070 00
271,330 00
3, .360,000 00
IIeporï of fill; surrey und lueution fur a runcd ein the nurth shore of the riser dt.
Luirrence hetiveen the takes St. Francis and St. Lonis, hij Colonel F. C. Fiirijuna,
Civil Emjineer.
Ottawa, 1 2th April, 1873.
To G. F. Baill.vibgé, Esq., Asst. Chief Engineer, Pultlic Works, Canada.
tiiii,—Receiving your verl)al instructions on the Itli Xoveinher last, directing me
to niakiî the sui'vey and locate the most practicable line foi' a canal on the nortli shore
of the river St. Lawrence, between the lakes St. Louis and St. Francis, I without
delay commenced field operations on the 6th of said Xovember with the party of engin¬
eers })ut undei- my charge.
In the interval I examined various repoi'ts of jirevious survevs by blr. G. Mills, B.
M right. Sain Keefer and other civil engineei's, for the aliove mentioned canal and after
comparing those surveys with the actual characte]- of the locality, T came to the conclu¬
sion that a line by the Chamberry gully, as you suggested, would be more advantageous
tiian any of those recommended by the above gentlemen.
Before stating tlie advantages by accepting Chamberry gully as aline for a canal it
would be proper to give some sketch and character of it, so as to rendei' it possilile to
draw some idea whicii may justify tlio reason why the gully has been adopted as the
base of operation.
cfla.mbkuity gully.
At a distance of 8t miles from lake St. Francis in the direction of lake St. Louis
on the north shore of the St. Lawrence, a low ground commences, gradually desoendino-
62(7-5^ ■
68
soutli easterly, for a lialf mile, tlien taking the course more easterly, forms (juite a deep
and broad ravine or gully traversed by a small stream, called Quinze-chiens or Chamberry
Kiver, formed ]>artly from drainage of the northern country and partially from small
springs, and runs for four miles or over and falls into Ottawa river at a distance of
half a mile from old Cascades Canal.
Ihe width of the gully is from 100 to 400 feet in the bottom, descending gradually,
as T said, the banks maintaining the same le^■el on each side, and which ai'e at the
mouth over 60 feet above the bottom of the gully.
No other ravine of any consequence enters the Chamberi'v gullv, except liisson-
nette s gully on the south, near the nK)uth, and which cannot make any obstacle, but on
the contrary mav be used fora large reservoir. The Chamberry gullv only drainspart of
the country as, on the south bank, the ground declines towards the St. Lawrence, excei)t
about half a mile from the mouth. On the north side the gully drains tlie land
lying near its source, but lower down the land descends towards the Ottawa Lit er.
From this sketch the advantage of accepting Chamberry gully may be easily seen ;
first, materially by saving more than half a million of cubic yards of excavation, then
the facility of distributing the h)cks at such intervals as to leave a sulficient re.servoir
of water between each of them.
In tlie report of INIr. ¡Samuel Keefer, civil engineer, I noticed that he made objec¬
tion to accept the above mentioned gully .saying that " not only the works would be
placed in jeopardy by the land Hoods Init the rubbish and deposits bi'ought down with
those Hoods would be a constant source of annoyance by settling in about the lock gat(>s
and deranging their working." After a careful examination and sjiecially when my
survey was completed I found the above mentioned objections were gi-oundless.
Accordingly, accepting the Chamberry gully as the base of operation, various lines
have been examined instrumentallv and two of them are located and recommended as
for the line of a canal ; but I must add. that, having time, the lines recommended by the
previous surveys were examined also and because of their engineering impracticability and
greatei' exjiense were abandoned.
During the location (jf the twoaboc e recommended lines, liorings were made at inter¬
vals from 100 to Ô00 feet, and by that the character of the soil a))pro.ximately obtained.
The soundings were taken on lakes 8t. F'rancis and St. Louis from both ends of
the canal line to the natural channel of tho.se waters as well as in the ri\cr St. Law-
lence between ri^'er Deslisle and Pointe a Biron, so that the character of oljstructions
was quite closely ascertained.
With the following re])ort, 1 resjiectfully submit to you :—
One genei'al map and proHle drawn on the scale of 1,600 feet horizontal and 40
feet vertical to an inch, showing the locality betwen lakes St, F"rancis and St. Louis
and the lines located.
Fhiur sectional maps and proftles drawn on the scale of 400 feet horizontal and 20
feet vertical to an inch, also approximate estimates according to the recpiired dimensions
of the canal (100 feet in the bottom, shqie 2 to 1 in the earth, and | to 1 in the rock,
12 feet draught of waterso as to carry 1,000 tons burden, lock 270'x4-")') witli full state¬
ments of (piantity and (piality of work.
Of th(> two recommended lines, tlie first comjirises the distance Lit, miles from lake
to lake anil is entirely inland : the .second, llmiles long, comprises about o miles of the
navigable water of the St. Lawrence.
Each of the lines might be shortened by a mile or a little more by putting a dam
acro.ss one of the channels of the river St. Lawrence between French Island and the
north shore just a little above French's reef .so as to rai.se the water of this river to or
near the level of lake St. Francis (about two feet).
But I decline to recommend such a project as it is ipiite imju acticable, on the ground
that, during the spring, this artiiiiaal bay would accumulate ice and retard na\ igatioii, as
occurs on the lieauharnois Canal where, I have beim informed, nearly ev'ery sjiring,
the entrance of that canal is jammed by the ice, the removal of which requires great
labour and time ,so as to avoid the above difticulty. Tlie jiresent line liegins as follows ;
69
Inland line, section Xo. 1.
Commences at McDonald's Point, or the foot of lake St. Francis, where about 400
feet in length of dredging is i-equired (which con.sists mostly of alluvial deposits) to the
natural channel of the ab(.)\"e mentioned lake, tlien follows the shore of the St. Law¬
rence, for 4,000 feet, and touches the bay of said river oppo.site French's Island, where,
by the present line, cribwork for 1,400 feet is i-equired, but this work may be avoided
l)y turning the line to the left, at 200 feet apart from the present location. Besides the
avoiding of cribwork, -"iS.OOO cubic yards of rock excavation might be avoided, but in that
case, the farms, dwellings, etc., would have to be bought.
From this point, the line takes ¿t north-easterly course and runs inland at various
distances from the iSt. Lawrence, where it crosses the .summit level, which is 11 feet above
the level of lake St. Francis, at 21 miles di.stance from the entrance of the canal line.
HIVER DESLISLH
crosses, which takes its soui'ce in Glengarry county from the marshy ground and runs
south-easterly for .'10 miles, descending ^ foot per mile, then taking the course more
southerly, pas.ses the rock bar, where it makes a fall of S feet, known as Sullivan's Falls,
then running south into the liver St, Lawrence.
INLAND LINE,
In former yeai-s, river Delisle, as I have been infoi-med by persons residing in the
neighbourhood, during the spring freshets, rose to 10 feet above ordinary water level, but
at the ijresent time, or for si.x or eight years pa.st, it lias been observed that this liver
does not rise more than .'1 or 4 feet. This is quite natural, as the woods have been
diminished and the lands converted to agricultural purposes where river Delisle takes
its source, so that the ice and snow accumulate less during the winter season and reduce
the spring freshets in that river.
According to instrumental examination, river Delisle is near the .same level as
lake St. Francis, .so the line crossing the river Delisle, which is half n mile below the
falls and the same distance from the river St. Lawrence, requires a dam with waste weir
17Ô feet in length.
From river Delisle, the line takes an easterly course, and at a distance a little more
than 3 miles from lake St. Francis, cro.sses,
RIVER ROUcai.
This river takes its source from the swanqiy ground 4 miles distant north from
I'iver St. Lawrence surrounded on both sides Ijv high ground and .serves as a drainage
for the surrounding country. From the information I obtained with regard to spring
freshets, I found that rivei' llouge rises to 10 feet above oitlinary water level ; accord-
ingly the question will be t(] cross this river by an aqueduct or construct a dam as on
river Delisle,
Ordinary watei'level at river Rouge is 3.1 feet below the liottom of the canal. The
pre,sent estimate on the assunqition that the canal crosses bv culvert, which is inoi'e
e.xpensive than constructing a dam and very likely there will be more advantage Ijv
adopiting the lattei' which may serve for a distance of 3 miles of navigable water, then
water power may be u.sed h >r manufacturing pur])o.ses, but as the river Rouge has not been
closely examined u]) toits source, this question may be the subject of future consider¬
ation.
The above mentioned line from lake .St. Francis to the cro.ssing of river Rouge
i-epre.sents the hrst section of the ma].) comprising the distance of 170 stations or 3|
miles, the highest cut of this section is about 24 feet, but on an avei'age about sixteen
feet. The soil is clay, and in some places slices of .sand.
The rock which is i*e|)resented on the prohle gi\'es an at'erage ).>f 4 feet cutting for
more than a mile, but, as 1 said, before a large part of this may lie avoided.
70
Approximatfí Enttmaff of the qnantity and qualify of work of section Xo. 1.
Excavation under water at iMcDonald's Point, 44,777 cubic yards.
lîulwai-k at the entrance of the canal, 9,480 cubic yards.
Earth excavation, 1,305,877 cubic yards.
Kock excavation, 83,973 cubic yards.
Embankment from excavation, 0,307 cul)ic vards.
Crib-work alongside of St. Lawrence, 1,400 feet.
One guard lock and weir.
Dam across river Delisle, 177) x 32 x 20, with waste weir.
One 12 foot culvert across river Rou.ye, 240 feet long. '
Three swing bridges (wooden abutment and piers).
Three bridge houses.
One lock-keepei' s house.
One toll-keejier's house.
Koadway for 140 acres.
Fencing on both sides, 70 acres (220 feet in length at each side).
Clearing and grubbing, Ö acres.
Ditching, 40,930 cubic vards.
Pumping at guard lock.
Protection wall on both sides of canal, 10,606 yards in lengtli.
SECTIOX xo. 2,
lieginuiiig at station 7>.50 or close to the crossing of river Kouge, takes an eastei'ly course,
comju'ising a distance of 3] miles and j)a.sses (,)ver river á-la-(¡rai.sse, whicli is merely a
small stream formed from the d\'ainage of the i)arish of Cedars, on the uoith side of the
canal line, according to statements of 'Diabitants." This rivei- never rises more than 3
or 4 feet during the spring.
Ileing 7 f(>et ))elow the bottom of the canal, it lequires an aqueduct, whicli might be
constructed without any ditliculty.
Height of the ground in this section declines to the east : average cut for the canal
about 1() feet ; charactei' of the soil, onlinary alumina or clay ; no I'ock has l)eeji found
at the depth of 25 feet ; tliis section running station ooO to station .380.
Approximate Estimates of the qnantity and qnatity iif tvorf on S'Xtton Afj. 2.
Eai'th excavation, 1,142,.563 cul)ic yai-ds.
Endtankment from excavation, 94,156 cul)ic yards.
12 foot culvert acro.ss rive à-la-Craisse, 240 feet long.
Two swing ))i'idges (wooilen abutment and piers).
Two bridge hou.ses.
Koadway, 140 acres.
Fencing on both sides, 70 acres (220 ft. in length at each side).
Ditching, 30,222 cubic yards.
Protection wall on both sides of canal 1 1,000 yards.
SECTIOX xo. 3.
Erom Station AStt to Station Etil.
Line crosses St. Féréol roiid at, a mile and ;i-hajf distance fi'oin iiv(>r St. Lawrence.
AVith the level of 12 feet, character of the .soil is clay ; of a mile from the end of
this section, line descends into Cliaudx'rry gully, whei-e the lockage conmieiices : at
station 244-50 is the first lock with 1 1 feet lift ; then at an i]iterval of 700 f(>et is the s(-cond
lock, with the s:une lift as the foi'iner, .assuining t he ele\at ion of 22-10 feet below the
e.xtreme low watei' of lake St. Francis. 1 he cut in the gtdlt lor ;( of a mite is on an
average about 14 feet, so the drainage of the northern country would not interfere with
the lockage ; the bank on both shies of the gully is about 20 feet above the canal
■surface.
71
Apjwoxmxate Estimates of the quantity and quality of work in Section Xo. S.
Earth excavation, 1,173,260 cubic yards.
Eiiibankment from excavation, 77,121 cubic yards.
One swing bridge (wooden abutment and piers).
One bridge house.
Two locks, 11 feet lift each, and two weirs.
Two lock-houses.
Damage for roadway, 148 acres.
Clearing and grubbing, 25 acres.
Fencing on both sides, 70 acres (220 feet in length at each side).
Inland Line.
Ditching, 26,666 cubic yards.
Protection wall on both sides of canal, 12,666 yards.
SECTION" NO. 4.
From Station 190 to 0.—Then 20 Stations by the River Ottawa.
This section is entirely enclosed in Chamberry gully for 190 stations, except one
mile above the mouth of Chamberry gully the line passes OA'er the point which is adopted
for placing third and fourth locks with an interval of 800 feet between them ; very small
cutting required at this section, merely some jroints which might be by more careful
location avoided. The gullyat the bottom has been found nolessthan 100 feet wide ; the
height of the land on both sides is over 65 feet ; the depth of the water at the beginning
of third lock is about 30 feet.
The fifth lock is placed at the interval of 1,500 feet, holding a large reservoir of the
water (see map, section ISTo. 4). At a distance of 1,000 feet is placed the sixth lock, on
the point of Quinze-Chiens road.
Each of the last four locks is 13 feet lift ; from the sixth, at a distance of 400 feet,
or at the end of the gully, the line passes on the west side of the Ottawa River for 23
stations, where seventh lock is placed, 7 '5 feet lift, nearly opposite the old Cascades Canal ;
the lock is placed as above for the present, in consequence of statements in previous sur¬
veys and reports that the ice on the Ottawa River above the Cascades point remains 10
days and sometimes a fortnight longer than in the St. Lawrence, so that the navigation
is delayed for the above-mentioned time. If that statement is true, the last lock ought to
be placed at the present place, and in such a case crib-work is required for 26 stations in
lei"igth on the east side of the canal line, as also 6 stations from the lock to the shore.
This section, besides earth excavation (as no rock has been found at the bottom of
the canal), requires some dredging on Ottawa River, which consist of alluvial deposits.
An embankment of 200 feet in length by 37 feet high is required, so as to shut up
the gully 1,000 feet on the left from the thiirl lock. [See map Xo. 4.)
Approximate Estimates of the quantity and quality of work in Section Xo. If.
Earth excavation under water, 13,854 cubic yards.
Earth excavTition, 615,238 cubic yards.
Embankment from excavation, 70,000 cubic yards.
Crib-work for 2,600 feet.
Crib-work from shore to lock No. 7, 600 feet.
Four looks, 13 feet lift each, and four weirs.
One lock, 7'5 lift, and weirs. Five lock-houses.
One toll-keeper's house.
Two swing bridges.
Two bridge houses.
Piers, 7,407 cubic yards.
Pumping for 7th lock.
Damage for roadway, 240 acres.
Protection wall on both sides of canal, 1,333 yards.
REMAliKS.
The present estimate of the above inland line did not comprise the tow-path.
Accordint; to calculations, it recpiires 304,170 cubic vards of endjankineiit.
The second line which has Í)een located and miglit be recommended is the
lilVER LIVE
having 9 miles of artificial navigation and near ñ miles bv river St, Lawrence ; this line,
as the former, is divided in four sections, according to distance.
Description of this line is a.s follows :—
SECTION NO. 1
begins at the same point as inland line, and follows for a mile : then, from station GGß,
runs alongside of the river St. Lawrence, crosses the mouth of the liver Dclisle at
miles distance from lake St. Francis: then jiassing point Fer à Cheval comes to the
navigable water of the St. Lawrence, which is 17 feet below the level of the lake St.
Francis— distance in all, miles.
On this section, beyond the ordinaiy earth exca\'ation, has been found rock for
7,000 feet, with a cut of 4 feet on an awntige ; crib-work alongskle the St. Lawrence for
38 stations.
To pass river Delisle it will require a stone wall for 150 feet in length by 20 feet,
and to change the course of river Delisle, making an extra cut for a thousand feet or a
little more.
Apj)i o.rimiifi' Eiifiiitiitt!- of the qiKnilittj o nd qwdity of ifork in Section A'o. 1.
Earth excavation under water, 89,G73 cubic yai'ds.
Bulwark at the entrance of the canal, 9,480 cidtic yards.
Earth excavation, 716,611 cubic yards.
Bock excavation, 110,696 cubic yards.
Embankment from excavation, -51,643 cubic yards.
Crib-work alongside of St. Lawrence, 2,800 ft. .x 16 ft. x 20 ft.
Stone wall at river Delisle, 150 ft. x 10 ft. x 16 ft.
One guard lock and weir.
Directing the course of river Delisle—eai th excavation, 42,293 cubic yards ; rock
excavation, 1,930 cultic yards.
Two locks at river Delisle, S feet lift each and two weirs.
Three lock-hou.ses.
One toll-keeper's house.
Fencing on one side for 57 acres.
Catcli-water on one side for 117 stations, 20,800 cubic yards.
Damage for road-way, 114 acres.
Protection wall on both sides of canal, 7,000 feet.
Pumping at guard lock, and at lock, river Delisle.
Xo improvements to reduce materially the cost of this s(>ction can be ellected.
SECTION NO. 2.
Taking the course of ric er St. Lawrence from pointe luu'a Cluwal does not jnesent
any obstacle foi' navigation, e.xci'pt the Pointe-au-l)iabl(>, where there is a stTongcuri'ent
with a velocitv of over 5 miles per hour at extreme low water. At this jioint is
placed a lock of 2 feet lift from Pointe-au-1 )iable. This river is muigable without
obstruction to the Pointe-au-A attiei', vdiere the velocity of tlu^ u'aler, as ascertained, is
3 miles per hour at low water, then nodilHculty whatewr to Pointe-a-liiron. 1 he chan¬
nel of the river St. Lawrence has been e.xaniined and found 14 feet deep and upwards.
A/i/tro.riinnfe Eetiinntes of the qniintity nnd qindity of tvork in Section A o. A.
Earth excavation under water, 13,132 cubic yards.
Earth excai'ation, 117,780 cubic yards.
73
Rock excavation, 15,107 cubic yards.
One lock at Pointe-au-Diable, 2 feet lift.
One lock-house.
Roadway, 8 acres.
Pumping for lock.
Protection wall on both sides of canal, 466 feet.
SECTIOX xo. 3,
Commencing at station 323, or Pointe-a-Biron, running almost northerly, passes for
4,000feetin length in Roussin's gully, then turning north-easterly towards Chamberry gully,
making yitersection at station 190 of inland.
As St. Lawrence Riyer, at Pointe-à-Biron, is 32 feet below the level of lake St.
Francis, a through full cut to Chamberry gvrlly will be required. Only a guard lock
with waste weir is placed at Pointe-à-Biroii.
The deepest cut in the section is 34 feet, but it may be improved by changing the
line taking more to the right to Roussin's gully, so as to avoid the high bank of Cham¬
berry gully, where the piesent line passes. No rock has been found in this .section.
Approximate Estimates of the qucmtity and quality of icork in Section A'o. 3.
Earth excavation under water, 52,444 cubic yards.
Earth excavation, 1,795,954 cubic yards.
Two swing bridges.
Two bridge-houses.
One guard lock and weir.
One lock-house.
Eiver Line.
Fencing on both sides, 50 acres.
Roadway for 102 acres.
Clearing and grubbing, 17 acres.
Pumping for guard lock.
Protection wall on both sides of canal, 15,500 yards.
SECÏIOX XO. 4.
Intersecting inland line at station 190,|it takes the same course as the inland and char¬
acter of the work is the same.
[See section No. 4—Inland line.)
Submitting the present report, 1 must acknowledge my thanks to Mr. R. Stekel,
civil engineer, for his valuable assistance, as hydraulic engineer, and I may add, also, that
Messrs. Charles Taché and Philias Boulay performed their duties in the most satisfactory
manner.
I have the honour to be, sir, your obedient servant,
F. C. FARIJANA,
Civil Enyineer.
REPORT ON THE OPENING OF NAVIGATION IN THE VICINITY OF
PROPOSED NORTH SHORE AND BEAUHARNOIS CANALS AND OTHER
SUBJECTS CONNECTED WITH PROPOSED NORTH SHORE CANAL.
Ottawa, 12th May, 1(878.
To G. P. Baillairgk, Esq., Asst. Chief Engineer, Public Works of Canada.
Sib,—On the 14th of April last, I received \-erbal instructions fr(,)m you to proceed
to different points in the vicinity of the qn-oposed north shore canal, there.
1st. To examine and make all the necessary observations with regard to the break-
ing up of the ice ; the sjning rise of the waters of the rivers St. Lawrence and Ottawa,
74
and all the general and particular facts which would hear upon the pro])osed north shore,
and upon wliat comparison this proposed canal would stand with the canal on the south
shore opposite in view of their early navigation.
2nd. Also to take the maximum spring water ri.se of rivers Delisle. Ihatge and à la
Graisse at the crossings of said pro])osed canal.
.lr<l. Also to find out the situation of the nearest quarry suitable for the construc¬
tion of locks and other works in connection with said propo.sed canal.
In conformity with these instructions, 1 would beg to report : that reaching Cedars
on the 17th April. T proceeded at once to Ca.scades. The ice on tlie Ottawa river had
not yet begun to move, as the ice on lake ¡St. Louis still held on. T iibserved, however,
at Chambei'ry gully, that the stream bearing the same name and flowing out at that jioint
had formed for it.self a laige open channel clear of ice, of 4 or .5 feet in width, and
extending a (piarter of a mile out into tlie Ottawa River.
On the Idth I left for Coteau Landing. The ice on lake St. Fi'ancis was just
breaking u[) ami moving down.
( )n the 20th. lake St. Francis was clear of ice. I crossed this day o\'er the head
(if Beauharnois canal, after noting down that the ice was all clear from front of Coteau
Landing.
In my previous re[>ort T mentioned that it would be ¡lo.ssible to shorten the proi>o.sed
north shore canal by about a mih'. by the construction of a dam between French
island and the mainland, but that 1 woidd not venture to recommend such a course,
as the artiticial bay thereby formed would accumulate ice in the spi-ing and retard
navigation. This T found to ))e the cas<' with regard to the head of the Beauharnois
Canal, (hi reaching the head of this canal 1 found the ice still firm. 1 returned to
this point on the 2.'>rd and 2tith. 1 found on all these dates the ice firm and without
much variation. This ice extends continuously from the entrance of Beauharnois Canal
backwards to the heail of Clark s Island and Grosse Foint on the south shore.
Two men accompanied me on to and across it. Cutting into it at various points, T
found it of a thickness of IS inches.
I enclose herewith two small maps, oiu' of the foot of lake St. Francis and the
other of the head of lake St. Louis, showing the situation and accumulation of the ice
at different points, and the dates thereof and of its disapjiearance.
C'.tsc.tnE.s.
On the 20th of April the ice on the Ottawa commenced breaking uj>, and on the
2drd it was clear of ice, with the exceiition, as indicated on map No. 2, of a tiidd of
accumulated ice still holding on about a. mile north of Ctascades Island, the iqiper part
of this field of ice resting on shoals which Í har e indicated on said maj). These shoals,
wliich are 2 feet below lowest vater, consist of boulders I'csting on a sandstone
bottom. .\ large mass of ice accumulates here during winter and spring, and this is
easil\' exjilained. During the winter masses of jammed ice and "frasil are contin¬
ually fioating (low n the rajiids betwi^en Cascades Point and Ca.scades Island opposite.
Thev strike on and are arrested bv these shoals, where they sink by the force of the
current and accumulate within the channels between these shoals.
These shoals might be remoi'ed at a cost of about l(ltl,0(t(f, at a rough estimate,
securing a iiniforin (hqith of li feet of watei' ex'eryw here orau' them.
The jiresence of these shoals, howexer desirable their removal would be. for many
considérât ions, would not. I am liotind to say, allect or retard the early naxigation of
the propo.sed canal on the north shore, there being two largt> and dee]! channels on each
of these shoals which are conqiletely free from ice as soon as the di.scharge of ice has
taken place from the Ottawa Rixer.
( >11 the 2((th of .Vpril, starting from Cascades. 1 took the soundings on both sides
of these shoals, and I found the two channels everywhere gi\ing a dejith of o\cr 20
feet and from 200 to 200 feet wide.
1 mentioned aboxc that the ( )ttawa was clear of ice on the 2.'>rd. On the 24th T
sailed in a boat from Cascades )(oint to lie IVrrot church, with the intention of reach
75
ing, from tlie last-mentioned place, the foot or outlet of the Beauharnois Canal. On
arriving within a quarter of a mile of the foot of tliis canal our further ¡íi-ogi-e-ss was
arrested by the presence of a lai-ge field of ice which had not yet broken up or given
wav. There was o\-er a quarter of a mile of ice liere at the mouth of the canal. On
the' 26th the ice was still holding here. It gave way and disappeared only on the 29th.
(S/v map Xo. 2.)
From general testimony and from my own personal observation this spring at the
foot of lake St. Francis, I confidently state that navigation opens much earliei' at this
point on the north than on the south shore.
On map Xo. 1, of the foot of lake St. Francis, I have iirdicated that opposite
Coteau Landing, at the entrance to projiosed north shore canal, the lake was cle r of
ice on the 20th of ^Vpril, whilst on the south shore, at the ejiti-auce to Beauharnois
Canal, the ice held firm on the 20th, 2.'h'd and 26th April, dates at wliich T took my
observations, and that the ice did not disappear from here before the 29th—nine days
later than on the n(.)rth shore.
With regard to early na\'igatioii from the foot of the Beauharnois Canal and the
foot of the pi'ojiosed north .shore canal at Cascades on the Ottawa, from my persona]
obsei'vatiou this spring and from information extending over many years back, gathered
from various sources, a]id particularly from dates covering eight vears, fui iiished me by
the Chateauguay hlavigatioir Company, and from extracts of statistics of the otlice of
puldic works, Ottawa, of the dates of the opiening of navig,iti(»n of the Beauharnois
Canal during the same nuinl)ei' of corresponding yeai's, I find all the facts showing con¬
clusively that navigation at the foot or outlet of the proposed noi'th shore canal, on
the Ottawa, oi>eus earlier than at the foot of the lîeauharnois. On the second map it
will be seen that I have indicated the dates at which navigation opened this spring at
both of these last points. It will be thei-e noted that the ice hOd at the foot of the
Beauharnois Canal on the 26th, and that this point was only clear of ice on the 29th
Ajuil, whilst at the ioot of the proposed north shore canal the ice on the Ottawa
Kiverhad cleared and navigation was o])en on the 23rd, that is, six davs earlier than
at the foot of the Beauharnois Canal.
Table of dates furnished by Chateauguay ' Dates fi'om office of public works, Ottawa,
Xavigation Company of the steamboat of opening of navigation of Beauhamois
arrival at Cascades. Ottawa Hiver: Canal:
í/i'ífidii at lii'diilidmots.
... 16th April.
-Ith .May.
.... 12th Ap)il.
19th
26th "
2ñth "
2ml 31ay.
. 29th .-Vjuil.
2iid. M ith regard to the rise of the water this spring iq) to opening of navigation,
the following observations were taken bv me :—
.\t the foot of lake St. Francis the maximum rise this spring was 1.1 feet above
ordinary water mark.
On the Ottawa. Biver, at Cascades, various mea,surements taken liy me gave the
ma.ximum rise a little under 2 feet above ordinarv water lev(d.
The ri.se on the river Delisle this .sfuing was .'i feet al)o\c its ordiuaiy level, show¬
ing correctness of infoianation taken on the spot with regard to forimu' ve;xrs, and men¬
tioned in my ju-evious report.
In the same report, I stated that from infoianation obtained in the loealitv the
greate.st lise of water known of river Rouge was 10 feet. This vear the maximum rise
of this stream was 2 feet above ordinary water level.
Sfi dmhont drnni/ at Cic-'i'dd/'n.
.\i
1S46.
13th
April
1646.
1SI7 .
20th
! 1S47
1 S4.fi
lOth
"
'■ 184S
1 .fi49
11th
■■
1S49.
ISÔO .
24th
ii
ISiO.
IS.il
1 ith
a
1851 .
ISi-'
30th
a
1852.
ISi.fi .
2Sth
ÍÍ
1853.
16
I also stateíl, from the observation taken during the v iiiter season, that I thought a
culvert of 12 feet would be suliicient at the crossing of this river bv the north shore
canal, h i-om iny examination this spring I have concluded that a double culvei't would be
rei[uired. I recommended at the same time that a dam might be constructed instead, 1
am now sati.stíed that this would be the more advantageous, more economical course, and the
mo.st beneficial in its results. Adam constructed so as to throw the water back some four
miles. T would recommend. This would answer the purpose, besides rendering the steam
navigable for that distance, and creating water power ; it would not be followed by any
apipreeiable damage, the banks of this stream being high.
The rise of the water in the rivière à la (Iraisse was about one foot above ordinary
water level, and a culvert of 12 feet would be sulticient.
hinally, with regard to stone suitable to the c<instruction of locks, I found good
quai'i'les of lime.stone at the mouth of the rivière a Delisle, and a ipiai-ter of a mile
higher uji. at a point near the line of proposed canal. At Cascades and Cascades Island
the same ([ualities of stone [)revails as at Beauharnois. ,Vl)out 10 feet from the surface
the stone is of a superior quality.
Materials, therefore, for the construction of canal, locks, d'c., abound in the vicinity
of the location of the locks of the said proposed c.anal.
I have the honoui' to be, sii', your obedient seia ant,
F. C. FABIJAXA,
Civil £¡iv/iiiver.
REPORT OF MR. CRAWFORD, 1874.
CToff.—This report is attached to ixqMjrt of (1. F. Baillairge, dated 17th Septemlier,
1874. and also to that of chief engineer, dated 9th July, 11*^74, on the navigation of
the ri\er St. Lawrence, between lake Ontario and ^Montreal.
Coteau Laxdixo, 29th March, 1873.
IIeak Slli,—The survey of the lowei' part of lake St. Francis being now finished, I
beg to submit mv rejiort with the following list of tracings, which will show you (piite
as well as the hnished drawing what infoi-mation has been gained, and at a much earlier
date. I will now ha\ e the drawings tinished up. both for this lake and lake St. Louis,
and also have the note-books cojiied and put in proper shape, that there will be no difti-
culty in making use of them at some future time, if wanted.
1st. Oeneral plan of lake St. l"h-aneis, between .McKie's point and foot of the lake,
.showing the exi.sting 9 and 14 feet shoals, and the position of the soundings and
borings. Scale, 800 feet to the inch.
2nd. Detail jilan of \hdleytteld harboui-, with the souiulings, and general result
of borings. Scale, 200 feet to the inch.
(3rd.) Detail plan of the lake from N'alleytiehl harbour to Fort. Louis shoal, with
the soundings as taken. Scale, 200 feet to the inch.
4th. Detail ]ilan of Fort Louis shoal. Scab', 200 feet to the inch.
.")th. Fropo.sed new channel through Valleytield haiLour, with shoals sketched on,
and approximate estimate of dredging recpiii'ed for a channel 300 feet wide at bottom,
and slopes thi'ee t<i one. Scale, 200 feet to the inch. Line No. 1.
Oth. Scale, 200 feet to the inch. Line No. 2.
7th. do do do Line \o. 3.
.sth. do do do Line .N'o. 4.
(li, (]„ do Line N'o. Ô, or by deepening and enlarging the
]>resent chanitel
77
lOth. Plan of Ixiiings made in Yalleyiield, showing how these have been classified,
to fonn a basis for a tolerably correct estimate.
The system adopted for the survey was to I'un instrumental lines in the centre of
the present channel, from which lines of soundings were run at right angle.s, at distances
apart of from 100 to 600 feet, according to the nature of the ground. In Talleyfield
harbour, where there are many shoals, and the bottom is very unet'en, these lines were
100 feet apart; at Port Louis shoal, where the bottom is very even, at 200 feet; and in
other parts of the lake, where the water was deep, at oOO or 600 feet. Along these cross
lines the soundings were taken at 50 feet apart in Yalleyfield harboui-, and elsewhere at
100 feet. By this j)lan, if the point looked doubtftd, the party could return and examine
it as fully as required without any loss of time.
A separate series of instrumental lines was run for the survey of the shorewash, not
onlv to be able to lav down the shore correctly on the jdan, which is important, but also
to secure points ashore which could be used, if required, after the ice had gone.
The surveys were fVequently connected to check each other, and both were calcu¬
lated to the same ba.se line for plotting by co-ordinate.s, by which plan the .smallest error
cotdd be detected, and the utmost })()ssible exactness was ensured for all ¡jarts of the
work.
The soundings were taken nearly all the time with a wrought ii-on weight and
chain 51 feet long, which was as correct as a sounding pole, and very much more con¬
venient, but for a short time the oi-tlinary lead line had to be used (in deep water), till
the chain, which had been lost through the ice, was replaced.
A number of soundings are marked with a cro.ss, thus : 51 x and 72 x, which
means that bottom was not touched, and the former case with a 51-foot chain, and in
the latter with a 12-fathom lead line.
A small portion of o[)en water near the entrance to Yalleytíeld harbour had to be
sounded in a boat, and the position of the soundings weretixedby two instruments from
a base line on the ice.
All the soundings taken have been reduced to the standard of 10 feet 6 inches water
on mitre sill of lock No. II, Beauharnois Canal, to do which I had three gauges kept in
different parts of the lake, viz., Yalleyiield, Coteau Landing, and near Maclde's light,
all of which were taken three times a day at the .same hour.
After tinishing Yalleyffeld harbctur the survey was run up the lake along the .so-
called .south channel, as far as its junction with the north channel, oi' i-ather to a. jioint
a little west of this, in consequence of the pilot making a mistake about this point.
The north channel was then followed as far as Coteau Landing.
In both channels shoal water was struck near Port Louis over the whole width
(2,000 feet) already sounded on the south channel, and for part of that on the noi'th
channel ; therefore, the lines of soundings were extended on the south channel to trace
these .shoals, and after a great deal of work it was found that one large shoal runs frcmi
the south side of the river in a north-easterly direction over the gieater portion of tlie
lake up to the north channel, where it ends very aliruptly, the depth increa.sing from
10 to 50 or 60 feet in about 150 or 200 feet.
A number of borings were put down in different parts of this shoal (shown on the
drawings by small black crosses), and the result was invariably mud or sand, and so
soft that frequently the rod went down of its own weight, and with no indications of
any harder material.
The south channel ci'osses this shoal for about two miles, and although a shoi-ter
crossing can be had there would still be a great deal of dredging rei|uired.
A glance at the soundings seems to show that the north channel is the natural bed
of the river, and is diverted northwards by this Port Louis shoal. 1 therefore thought
that it would be better in going to Yalleytield to kee¡) this channel for about .'i or
I miles further east, till the shoal was i)a.s.sed, and then strike across the lake direct
to the harbour, as I understand is fre<|uently doire by the mail steamei's at present, I
therefore had a line run to test this route, and found that this would give an excellent
channel, there being no obstacles, except a couple of small shoals shown on the plan, at
78
the entrance to A alleyfielcl hai'bour and at the north-east corner <if Port Louis shoal,
the dredg'iníí of Avhich M'ould not amount to inoi'e thati a fe^v humlred yards.
If this channel he adopted, two lightships to mark tlie turns should be sub.stituted*
for the pi'esent McKie light, the very soft bottom and comparatively deep water making
stationary lights exj)ensi-\ e.
In the north channel to Coteau Laiiding there is abundance of watei'. e.xcepting the
small shoal already mentioned at the north-east corner of Port Louis sh< lal, wiiere a little
dredging should be done to make the channel perfect.
This .shoal, like the large one, is exceedingly soft sand and mud.
V.VLLEYFIELI) H.VKBOUR.
This part of the woi'k, being one of the most imi)ortant. has had an e.xtra amount of
care and time devoted to it. It reipiired 4,1)16 soundings and boi'ings. but I think
I may Hatter my.self that it has been thoi'oughly done, and that all the information that
vou can possiliL' retpiire has been obtained.
In the plan I have sketched in and coloured the i.) and 1 1 feet shoals to assist in
choosing a channel, and to fuilhei' this object I also give vou li\'e ditfermit proposed
channels (in sepiirate sheets), with the appi'oximate (|uantities of dredging required on
each, foi- a width of 600 b-et wide :it bottom, and .slopes three to one.
This is a little in excess of the width recommended by the Ctinal Commissioneis,
l)ut I thought that heavy tows would find it quite as much as th(>y could do to keep within
a channel of 300 fei-t, around staue of the sharp turns. If, how(>ver, you think a less
width would answer, I can eti.sy nudte the necessary calculations.
Boulders were met \crv fret|Uently in the boiings, ami, of cttur.se, may .give a great
de:d of trouble to remove ; but as well as I could judge, those that I met were not
generally t'ei-y foiinidable.
To show vou at a glance the i-esult of the borings in the harbour, I have divitled
them into the following cla.sses, ami on a ])lan, which I now .send you, I have entered,
where the boring was taken, the letter of the class to which it belongs.
1st class.—A'ery easy dredging. "A." A'ery soft mud, sand oi- gravel.
2nd class.—Ordinary dredging. "B." Layer of small .stones from 12 to 24 inches
thick, covering soft ckiy and gravel, or hard clay and gravel. "0." Large stones, which
can likely be lifted bv a dredge, but at some expense, mixed with clay and gra.vel.
3rd cl ass.—Likely to be troublesome. "D." Soft materi;d, whei'e a boulder was
struck below 14 feet from st;tndard surface, which I considered indicated that others
might be found in the vicinity, at pei-hai)s higher levels. " M." Hard materiiil, with
boulders below 14 feet.
4th class.-A'erv ditlicult. "Ik" Soft material, with boulders id)c)\e 14 feet. "(1."
Hard materiiil. with boulders aboi'e 14 feet.
These I have re-ari'iinged in four cliisses as iibove, for' milking iin estimate, iind on
next ])age 1 gi\e vou ii tiible with the (ptiintities of dredging belonging to each class,
with the information showing the comparative merits of ciich line.
Ihe (|Uiintity of (hedging iissigned to ciich cliiss is in proportion to the nundier of
borings of that cliiss -for examphw in the lirst shoid W(>st on No. 1 line, after leaving the
Beiiuiiiirnois Canal, there iire thiily-eight boiings imule, excluding tho.se taken in the
h feet shoal, as thiit seems to diU'er slightly from the main shoid.
2 of these 38 boilngs iire cliiss A •> per cent.
28
do
' do
B
74
do
1
do
do
C
1
1
do
d( 1
1)
do
3
do
do
L
1
• )
do
do
I^
Is
do
1
do
do
( :
... 1
79
Comparative Table of Five proposed new Channels in A'alleytield Harbour.
Approximate Estimate of Dredging to
be done.
1st
2nd
3rd
4th
Class.
Class.
Class.
Class.
Xo. 1 line
14,580
70,124
19,920
7,992
Xo. do
19,.367
48,542
.30,123
5,520
Xo. 3 do
9,360
39,993
31,191
9,408
Xo. 4 do
26,373
73,718
26,029
13,967
X'o. 5 do
17,578
74,918
2.5,145
14.121
Present, eliamiel.
Total.
112,016
103,552
89,952
140,087
131,762
O
bß ; O
« i'7_
Per
cent.
80
219
Eeet.
11,070
105
5 ! 2
74
221
11,560
110
5 3
64
164
11,110
105
6 2
100
210
10,.5,35
100
3 0
94
227
10,700
102
.1 3
.In making out the average class column it is supposed that the i-ost of dredging
increases in a gradual j(ro|)ortion according to the number of the class. Tlie average
and dividing tlie sum of these by the total quantity in the line.
Tn all cases 20 [)er cent, is added for contingencies.
,\fter examining this table, and the plans of the dift'erent lines, 1 think the conclu¬
sion arrived at must be that Xo. 3 line is the best. There is 30 jier cent, less dredging
than on ISo. 4 line, and 10 per cent, less than on any other.
The matei'ial also, taking the average throughout, is decidedly easier to work
(avei'age class 104, against 219, or 15 percent.). On the other hand, it is slightly longer
than two or three otlun lines (Xos 4 and o), and has two objectionable turns, but in
this respect it is only inferior to Xo. 4 line. It has also a greater mimbei' of ranges
than any of the others, wdiich makes it more comjilicated, but 1 think this mav be
remedied to a cei-tain extent by so arranging two lights that they will each mark one
turn, and when they come in line wull mark anothei-.
Xo. 4 line is the most direct, and, of course, wamld be the best if cost were no object.
Xo. ñ line is along the present channel very nearly, and to my mind has nothing
to recommend it exceiit its length, but in this respect there is wn-y little difference in
any of the lines.
In ordei' to make a fair comparison between the different lines .1 had to keep a
uniform width thi'oughout : but if either Xos. 3 or Ô is chosen it waiuld ])crhaps be laUtei-
to contract the channel betw-een the outside white lighthouse and the })ier, making a
saidng of some 17,000 cubic yards, liut, of course, would injure the channel.
liefore closing, I have much pleasure in liringîng to vour notic(> the untiling zeal
disjilayed by my assistant, All'. J. L. AA'atson. and the rodinen. Alessrs. L. Jarvisand
C. •). Stein-s. The work has been extremely hard, so much so that although paying C'erv
high waiges, I could not g(>t the men to stay on longer than a few days at a time, and
yet these gentlemen haye not only faced eyery kind of weather most cheerfully, but on
their retui'u here, after a hard days work, have continued till a late hour in the office
almost (werv night, that you might be supplied with the fullest infoiTuation whenever it
was called for.
1 have the honour to be, sir, your obedient servant,
AVILLTAAl Ci;.VWFOllH.
.•John Pace, Esij., Chief Engineer Public AVork.s, Ottawa.
80
LAKE ST. LOUIS SUliVEY.
Report'by Y illiam crawrohn, dated .'ÎLst December, 1s72.
Lachixe, 31st Deeeniber, 1S72.
Dear Sir,—About three Aveek.s ago the Aveatlier put a stop t'or this seas(ju to fur¬
ther out of door work on lake St. Louis, and since tlien I have used the utmost
diligence to push on the pi'eparation of the plans, for I am most anxious to get to lake
St.' 1-rancis at the earliest possible date to comnience work thei'e. as T understand the
ice is now ready for us.
T have luiw the honour to submit the following tracings wliich, T think, will show
you what woik has been done, and rei|uii-e but a few words of exj)lanation :—
1st. General plan of lake St. Louis, between Lachine and Xun's Island, to a scale
of 7)00 feet to the incli.
2nd. 3rd and 4th. Enlarged plans of tlie same district, showing the .soundings and
borings made in the main channel, to a scale of 200 feet to the inch.
oth. Plan of soundings taken at tlie lower entrance to Beauharnois Canal at
INIeloelieville, to a scale of 200 feet to the inch.
fn getting up the ptlans little time has been devoted to the purelv artistic jiortion,
as I thought that this would be more in accordance with your wishes ; but more than
ordinary care has been taken with the accuracy of tlie work, lioth out of doors and in
the office : and the work is as mathematically correct as is piossible with ordinary
instruments.
The principal points of surc ey, and the different base lines from which the sound¬
ings have been ffxed, have all been most carefully triangulated and calculated, and every
possible jirecaution has been taken to prevent the smallest ermr in this the essential
part of the work.
The system adopted for making the soundings was that being u.sed liy Mr. Thomp¬
son when he handed over the work to me, namely, of first finding out where shoals
existed, by running a steamer dijwn the channel, with long poles fixed to a depth of
14 feet, and afterwards carefully sounding in a small boat the ])laees whei'e the poles
had touched bottom. This .saved a gi-eat deal of time, as there are many patches with
plenty of water which re(]uire no special attention.
The position of evei'v sounding and boring was established by angles taken by two
6-inch transits fixed at either end of a conMUiient base line ; and by a system of
signals the two angles and the sounding were taken exactly at the same moment.
The distances being so great, the jilan would have been unwieldy if drawn to the
smallest scale that would have jiermitted the soundings being entered. 1 have, there¬
fore, given vou a general plan on a smaller scale, with shoals sketched on, which will
show vou in a convenient form where woi'k will reiiuire to be done, and I also send
three .sheets of details, with full ])articulai-s of the soundings, that you may see the
extent of such work. I could not well ha\ e u.sed larger scales without .some much more
elaborate protractor for j)lotting the angles than was in niy possession.
The soundings between Xun's Island and Lachine have all been reduced to the
standard of 9 feet water on the mitre sill of lock No. 7, Lachine Canal, and those at
Melocheville to the same depth on the mitie sill of lock No. G, Beauharnois Canal. In
making these reductions I have taken the nearest, half foot below the soundings given
me bv the different lockinasters, so as to be on the safe side, but my own soundings were
not taken closer than 2 feet.
On both the general plan and the enlarged details I ha\e laid down approximately
the present steamboat channel with a red line, and by way of showing its width more
clearly I had a line of soundings run on each side of it, between Nos. 1 and 2 lightships,
which on the enlarged ])lan I luuc shown with all tlu' soundings taken, but on the
general jilan I had 1o omit many on account of the small scale.
I have made no calculations as to the probable (|uantity of material rei|uired to be
dredged, until I could consult you as to the width you intend making the channel.
81
I think it is possible that a better channel might be found by diverging from the
present one a little west of No. 3 lightship, and taking a tolerably direct course to No.
I lightship, passing close to St. Nicholas Island, but there was no time to do anything
at it further than was required for our immediate use in running about the lake : and,
therefore, I can only say I think it is worth some examination before eomniencing work
on the present channel.
The district between Nun's Island and IMelocheville was examined by running over
the present north or main channel witli the long poles fixed to II feet depth of water,
and as diese indicated that there was always more than that depth of water, I paitl no
further attention to this part of the work.
Mv success with tlie borings was not very great ; owing to the very unfavoui'able
weather after we wei'e in a position to begin work, the ditiiculty of carrying on both the
soundings and borings at the same time with a small party, the time lost in ha\Ing to
move out of the way of steamers and barges, especially at the shoal near No. 1 lightship,
and other minor hindrances, thei'efoi'e, instead of being able to test all the shoals as I
hoped to do, we could only examiiu' two.
I enclose you a paper giving full ])ai'ticulars of all the boi'ings made, but the general
result is ; that to the depth of 16 feet l' inches below standai'd water surface, at the
shoal near No. I lightship, which I have marked "A," there is no indication of rock,
except at borings Nos. 10 and 14, and at shoal " B," to a dej)th of 17 feet 4 inches, the
same result, except at boring No. 19—-the material in both shoals being generally a stiff
blue clay, mixed with small stones, and sometimes gravel. Large boulders were pretty
common, the large.st one met being 5 feet thick.
No. 10 boring showed 2 feet 6 inches rock or boulders, when the work had to stop
on account of the shortness of the I'od : but fortunatelv this occurs at a depth beginning
at 13 feet 74 inches to 16 feet 1-1 inches below the standard surface, therefore it is not
likely to give much ti-ouble in any ease. I am inclined to think it rock proper on
account of its softness, for usually when boulders were met the boring rod couhl make
little impression.
Nos. 14 and 19 borings, I should sa)', were both evidently small boulders or stones.
From all I could learn, the water west of the channel, between No. 1 lightship and
Lachine, is so shallow that it is not likely to be chosen by vou as the approach to the
canal, therefore I had no borings made, e.xcept in the -cinity of the jiresent channel.
A third shoal near No. 2 lightship I have marked " probably sand," as I jtidge from
the peculiar manner in wlifch the long poles on the steamer stuck in this that it must
be sand or some soft material.
I wished to have done something in taking the rate of the current in different parts
of the lake, which will, of course, materially afiect any works that may be cariled out,
hut we had so little fa\'ourable weather for am' kind of work on the water that everv
moment was taken up with some more important work, and all I can say is, that I am
told the current runs at the i*ate of -3 to 4 miles an hour, but I am satisñed there is a
great difference in different parts.
Hoping that these explanations will enalile you to understand fully all the informa¬
tion that has been acquired during the last summer on lake 8t. Louis, and that they
will meet with youi' ajiprobation.
I have the honour to be, sir, your obedient servant,
WILLIAM CRAWFORD.
John Page, Esq., Chief Engineer Public Works, Ottawa.
. IN OTE. Report of NIr. Crawford, dated 22iid March, 1879, being included with the report of Mr.
Ramairge, is not repeated here.
62^—6
82
made at Lake St. Louis {]in'iií_Lí Xovemhei', L'^72.
SHOAL XLAft Xo. 1 LICHTSUTP, "A."
A'uml>er
..f
LxiriiiR.
1 )c{)th
of
A" liter.
Total
tliif lole^s
1 loi'fd
tlii'oiioh.
l)o|.th
of Lornig
lielow
Standard
Sui'faee
A'ater. ¡
bt.
in.
Ft.
in.
Ft.
in.
1
n
S
1
11
13
7
2
0
S
(}
0 1
10
.1
.3
Î)
3 '
0
12
10
3
f
11
.-) '
2
11 ,
14
4
n
0
4
0
1.1
t;
{')
12
(1
2
0
14
0
7
12
0
1
0
13
0
S
12
0
3
0
15
0
!)
11
0
1
0
12
0
bi
12
L
4
0
10
i¿
11
12
71.
;Î
0
10
i\
12
10
' a
.)
4
12
11^
13
10
04
h
4
10
!■'
14
11
7"
4
«
' IG
L
17)
12
7
i 3
10
10
5
10
1 ~)
2
¡ 2
0
17
8
17.
14
2
2
8
W
10
IS
14
8
2
8
17
4
bj
13
0
4
4
17
4
20
14
0
3
4
¡ 17
4
21
13
0
3
4
10
4
22
14
0
2
3
17
0
Remarks.
Stiff lilue clay mixed with small stones.
Struck a honlder, and boring was diseontinned.
(."lay : scow had to move out of way of parsing steamer.
Stiff ])lue clay,
do
do eonld get no further wdth auger-bit.
do had to move ont of the way.
do auger-bit broke,
do too late to finish boring.
12 in. of small stones, h in. of hardelay, and 2 ft. 0 in. of rock or
boulders, through which the boring rod had not got.
12 in. small stones, 2 ft. h in. gravel and clay (very hard).
Stiff clay, with .small -.tones; struck boulder, and could get no
further.
b"^ in. stiff clay, with small stones ; 3 ft. 10 in. gravel.
b") in. stiff clay, with 12 in. boulders or rock ; 2 ft. 3 in. gravel
and clay (very hard).
V) in. small stone.-. 2 ft. 7 in. hard clay and gravel. (Shoal
marked "11" on plan.)
12 in. small stones, IS in. soft clay.
Small stones and clay, very haril at top, but softer towards the
bottom.
do do
2 ft. small .-Iones -and hard clay, S in. boulders, 1 ft. 8 in. hard
elay and gravel.
Hard clay and small stones.
do (softer towards the bottom).
(i"lay and small stoiu's (softer than usual).
WILLIAM C1 {AA\' F() LD.
3 5556 O