A
$TATE OF NEW YORK.
/
y/ N"o. 164:.
IJST CONVENTION
December 20, 1867.
REPORT
OF THE CANAL BOARD IN RELATION TO THE CAPA¬
CITY OF THE ERIE CANAL TO PASS BOATS EAST¬
WARD, IN ANSWER TO RESOLUTION OF CONSTITU¬
TIONAL CONVENTION, PASSED NOVEMBER 25.
To the Hon. W. A. Wiieelek,
President of the Constitutional Convention at Albany.
The Canal Board acknowledge the receipt of the following reso¬
lution, passed by the Convention on the 25th of November last.
On motion of Mr. Prosser :
Resolved, That the Canal Board be requested to report to this
Convention, at the earliest day practicable, what is the capacity of
the Erie Canal to pass property eastward, and whether in the opi¬
nion of said board any increase of capacity is necessary to accomo¬
date the increasing trade of the Western States ; and whether there
is any danger of diversion of trade out of the State, without any
farther improvement of said canal. In answer to the several
inquiries contained in the above resolution, the Canal Board have
the honor to transmit their
[Con. No. 164.] 1
2
REPORT.
[Convention
The resolution may be arranged under the following heads :
1st. What is the capacity of the Erie Canal to pass property east¬
ward ?
2d. Is this capacity sufficient to accommodate the trade of the
Western States?
3d. Is there danger of diversion of trade out of the State with¬
out farther improvement in said canal ?
Upon the first branch of the subject, what is the capacity of the
Erie Canal to pass property eastward, it is evident, without argu¬
ment, that when it is ascertained how many boats can be passed
daily through the double locks east of Syracuse; what is their
average cargo in tons, and how many days of effective navigation
unobstructed by ice or breaks we have had the past season, and for
the past ten years we have the necessary data to form an intelligent
opinion upon the subject, which it is submitted may be safely relied
upon.
On the 16th of June last a break occurred in the Erie Canal seven
miles west of Utica, which required seven days to repair. Mean¬
while boats were accumulating on either side of the break, so that
for the first six days after the navigation was fully resumed, there
were at least fourteen hundred boats awaiting the passage of the
lock at Frankfort, a few miles west of where the break occurred.
Notwithstanding this full, steady supply of boats, the total num¬
ber passed through said locks from the 21th to the 29th day of June,
inclusive, was only 1,156, making a daily average of 193.
On the 18th of September last, S. T. Ilayt, the Canal Commis¬
sioner having charge of the middle division of the Erie Canal,
reports (see Convention Doc. No. 127), in answer to a resolution of
the Convention, that from a careful test of the capacity of the double
locks at Syracuse for twenty-four hours, with a supply of boats
steadily, one hundred and ninety-eight were passed through.
The time occupied by each was carefully taken, and resulted in
requiring, at either lock, seventeen minutes and twenty-eight sec-
164
No. 164.]
3
onds on the average, to pass a loaded boat eastward, and eight min¬
utes and fifty-one seconds to pass a boat westward, with an average
cargo of thirty-three tons. By a careful examination of said report
it appears, that although it was a moonlight night, it required one
quarter more time to pass a boat in the night than in the day, and
that in the opinion of said Commissioner what was done during this
test of twenty-four hours, may be regarded as the full and fair test
of the practical capacity of the canal, when in good order, at that
place.
On the 22d day of September last a break occurred on the Eastern
division of the Erie canal, near Fulton ville, lasting five days. Boats
accumulated on either side so that when navigation was resumed
there were at least one thousand at and near the locks in vicinity of
the break, to be passed through in the next three days if they could
be so passed. Within this period, on the 28th day of September,
by order of the Canal Commissioner a test was made for 24 hours at
the locks near Schoharie creek, of 10£ feet lift. One hundred and
ninety-eight (19S) boats were passed. Another test was made at the
Fort Plain locks of 8 feet lift. This test commenced on the 27th
of September, and continued for seventy-six consecutive hours.
Six hundred and fifty-nine boats were passed.
Min. Sec
The average time east to each was 12 21
west do 12 45
at night to each was 15 03
in the day do 11 36
do
do
do
do
do
do
Tons.
Average cargo east to each was 174
do west do 38
Average number passed during 24 hours was 206 boats.
do do do when both locks
were employed every instant, 227 do
A detailed account accompanies this report; the four lock tenders
and two other persons testify to its correctness, and state that all was
done that could be done through those locks (of 8 feet lift).
4
[Convention
Summary of the Tests at the several double locks, herein referred
to in detail.
In June, At Frankfort lock, of 10£ feet lift for six
days, with a supply of boats, daily
average, 193 boats.
In Sept., At Syracuse locks, of 6 feet lift, for 24
hours, 198 "
In Sept., At Schoharie Creek locks, of 10^ feet
lift, for 24 hours, 198 "
In Sept., At Fort Plain locks, of 8 feet lift, for 76
hours ; average for the whole time
at the rate (for 24 hours) of 206 "
Average when both locks were employed every instant
of the time, was at the rate, for 24 hours, of 227 "
5) 1,022 boats.
Average for 24 hours, 204 boats.
In addition to obstructions by breaks, which have been reported
by the Canal Commissioners (see Convention Doc. INo. 89), there
are many little delays incident to the navigation never heard of
through any authenticated report, but which in the aggregate,
amount to considerable delays every season, and these curtail what
otherwise might be done. These may be classed mainly under the
following heads : Ice in the month of November, sunken boats, low
water temporarily on short levels, caused often by the lower lock
having more lift than the upper one, hence requiring more water;
breakage of paddles and lock gate.
High winds obstruct light boats in lockage and sometimes compel
them to lay up ; so with dense fogs, especially in the night. Again,
there are causes which prevent regularity of movement of boats,
even when there is an abundance of business to be done. These,
though not in themselves obstructions to the navigation, have a simi¬
lar effect by preventing a uniform and maximum flow of business
through the locks. The principal of these causes may be stated
under the following heads: Boats move at different rates of speed,
mainly for the reason that those laden with grain and other heavy
articles draw six feet of water, and those with lumber and other
164
No. 164.]
5
light articles draw four to five feet; those from the lateral canals
being smaller, move faster, and all more rapidly in the day than in
the night, and some do not run in the night at all; a suspension of
business upon the Sabbath, when for twenty-four hours but few
boats leave port. The fact that the greater portion of the tonnage
from the western states comes by sail vessels to Buffalo and Oswego,
it is controlled by the wind, hence, for three days there may be
comparatively few or no arrivals, and then 2,000,000 bushels of
grain in one day.
For the foregoing reasons, this Board is of the opinion that the
extreme practical capacity of the Erie canal to pass property from
the lakes through the double locks to tide water, when the canal is
in good order, may bo stated at one hundred boats daily on the
average • but to maintain regularly through the season a business so
large as this, through the locks of ten and eleven feet lift, those
going west must be laden very lightly, for it was demonstrated by
the test at Syracuse, that fully laden boats ascending through a lock
of only six feet lift required 17 minutes and 28 seconds each, while
those at Fort Plain, ascending through a lock of 8 feet lift with 38
tons cargo, required only 12 minutes and 45 seconds. So it is quite
evident that full cargoes westward would diminish capacity east¬
ward, and under such circumstances ninety boats daily are probably
as many as could be passed in each direction. The conclusions to
which the Board has arrived, vary so widely from estimates made
several years since by some of the State authorities on the subject of
the capacity of the Erie canal, and differ in like manner from the
estimates of many prominent delegates, as appears from the report
of their remarks in the Convention that it has seemed to be neces¬
sary, to a full and correct understanding of this branch of the sub¬
ject, to go quite largely into details. The following table, however,
presents the views of the Board in a terse form, showing what has
been done for the past eight years, the circumstances under which
it was done, so far as ascertainable, and what, under those circum¬
stances, might, in the opinion of the Board, have been done if the
locks east of Syracuse had been taxed to their utmost capacity,
every day and hour when the canal appears to have been in good
navigable order:
o YEARS.
>P-
1860, .
1861,.
1862, .
1863, .
1861, .
1865, .
1866,
1867,
«
i d u
es ** ti *
fe * 2
cs a
-S O.S o
§f S.«
s<°p
s.b'~ *
2 eC ® ^
0) d O
^ u. <u D.
April 28
May
May
May
May
May
May
May
cz
tCn3
'> g
S|
5 ^
6 o •
►a
MJ (O 2?
^fl6 g
8
11
12
5
27
10
21
25
"S-^i
oS 3
E-S"3 ».
g-5 <=<-
° e 1 P
§£g3
a*~
"tr 7-i pq2
O ccw*^ •
fcfcj O S
» > E fc£-
^cj O 4 d
5 G£ 5= is
193
182
187
193
172
180
178
162
to
a
0
♦J
.2S
eS
O V
sl
0.-°
tr-
eS O
O
>
c
Draught of water al¬
lowed.
110
5 ft. 6
157
5 ft. 6
167
5 ft, 9
177
5 ft. 9
150
6 ft.
160
6 ft.
170
6 ft.
*170
6 ft.
s s
C c«
2,276,061
2,119,609
2,917,091
2,617,689
2,116,631
2,077,180
2,523,611
2,317,270
O • j. <u 0>
Slip
S a 39.
*■=3^3
£ £™£ •"
■sl^sl
Pp.! ■
bSS=&5
2,702,000
2,857,100
3,122,900
3,116,100
2,580,000
2,880,000
3,026,000
2,751,'000
all
o o
—j
32,139
31,179
31,977
30,071
28,712
26,037
29,882
27,262
a<
o m
b£-3 .
a .id
a O o
°£j
13.975
15',658
16,083
13,667
11,261
13,171
11,318
11,907
& .
£-}
~ a
£ x
•5<
5,380
5,925
5,376
5,092
5,237
1,151
5,101
5,898
V. a
o
.*3
fl
O
S
October.
Novemb'r.
J illy.
June.
August.
Novemb'r.
August.
October.
a>
'* The precise tonnage of 1807 not yet ascertained, hut it follows very nearly from the cargo multiplied by half the lockages.
Q
O
a
c
a
a
d
o
a
No. 164.]
7
It is apparent from tlie foregoing table that the business actu¬
ally done, not only for a month at a time, but for three months in
several of the years, falls but a little short of the greatest possible
amount which can be done, based upon the tests of capacity here¬
tofore herein alluded to and fully set forth in the annexed report
and schedule.
This brings us to the second branch of the subject: " Is the
capacity of the Erie canal sufficient to accommodate the increasing
trade of the western states?" The ability to do all the business
westward has never been questioned. It is with the trade from
the western states, destined to tide water, we have to confine our
inquiries. The interior trade of the State being best accommodated
by the railway, has become very small by the canal, except the arti¬
cle of coal, which is rapidly increasing. It is a very remarkable
and significant fact,-that the tonnage from western states, delivered
at tide water, is nine-tenths of the whole, and has doubled, substan¬
tially, every ten years up to this time. .Why may not we reason¬
ably expect this rate of increase to continue for quite a long period
in the future ? The arable lands in those great food producing states
are scarcely one-fifth under cultivation, and the high prices preva¬
lent for many years past along our own seaboard and in Great
Britain, show conclusively that great as has been the increasing sur¬
plus of the West, the demand has fully kept pace with, if not outrun
the supply. Is it not then, the part of prudence at once to examine
fully our condition, and see if we are prepared to accommodate this
business, which doubles every decade? Inclose connection-with
this view, it may be profitable and afford some light, to inquire into
what has been done since the first of last September. We have
had from that time up to the close of unobstructed navigation in
month of September 25 days; in month of October 31 days, and
for shipment at Buffalo in November 10 days; making 66 days.
During this period the lockages at Alexander's lock have been :
For 25 days in September, 4,008
" 31 " October, 5,898
" 10 " November (at Fultonville), 1,637
Making.
11,543
8
[Convention
It is believed there are bound eastward frozen in with their car¬
goes (of say 200,000 tons), 1,000 boats between Albany and Buffalo.
The value of this property can scarcely be less than $12,000,000.
Could 1,000 cargoes have been added to what has been done if
the property had been ready for shipment at Buffalo and Oswego,
regularly daily, from the first of September to the 10th of Novem¬
ber? If so the lockage would have been increased 2,000.
Making 13,513, equal to 205 daily, or 102 boats each way, sonie-
what beyond what appears to be the maximum capacity of the
locks of 10 and 11 feet lift, even upon the hypothesis that perfect
uniformity of movement is attainable, and an unceasing round of
boats present themselves at the locks for 06 days in succession
with the precise regularity of a clock. If, then, we are so poorly
prepared that the business from the western states which has
reached Buffalo and Oswego the past fall, could not have been
passed through the canal if it had been compressed into the proper
and safe time for shipment so as to have arrived at tide water before
prevented by ice, and this, too, with only 5 days obstruction by
breaks, it is to this board quite apparent that there is a great lack
of capacity in the Erie canal to accommodate a trade in the future
that lias doubled every ten years up to this time, and it cannot be
truthfully denied, that more capacity is needed now to take care
of a great volume of trade in a short space of time, for such lias
hitherto occasionally been necessary, and more capacity can hardly
be obtained by any method without being accompanied with
cheaper freights and greater speed, the value of which is too appa¬
rent to need discussion. We come now to the third and last
inquiry, " Is there danger of diversion of trade out of the State
without any further enlargement of the Erie canal."
From what has been stated it is evident that but little addition
to the eastward tonnage of 1866 could have been passed through
in the short season of 1867. Boats commenced passing east from
Lockport the 6th day of May. From this time to
the 10th day of November in the morning is... 187 days.
Many boats leaving Buffalo before November 10
have not yet reached tide water on account of
the ice. Deduct breaks in the canal (only 5
days over the average for the past 10 years) ... 25 days.
104
No. 164.]
9
Leaving for effective navigation,
Which with 100 boats daily and 170 tons, average
cargo of last year would pass' through in the
season,
162 days.
2,754,000 tons.
Instead of what was done in the season of 1866,.. 2,523,664 "
Whilst the tonnage of the Western States has doubled every ten
years by the canal, the increase has been still greater by the rail¬
ways. The total movement upon the N. Y. Erie and the N. Y.
Central in the year
This increase has not been spasmodic, but remarkably regular, yet
these roads have been scarcely able to keep up their equipment to
the yearly increasing demands upon them. Indeed, during nearly
every fall for several years when there has been a full fall crop,
their freight houses at Buffalo have been steadily crowded with
property awaiting shipment.
It was so last fall. Can these roads then be depended upon to do
more than keep pace with the regular and rapid increase in tile
future so clearly indicated by their business of the past ? We think
not. The same rate of increase for the next decade will make the
total annual movement over 13,000,000 tons, requiring on each road
at least 60 daily trains every day in the year. A business half as
large as this, would exclude nearly, if not all, the passenger trains
from these roads. The present traffic on each, with a full fall trade,
requires about twelve daily freight trains east and the same west.
How apparent it is then we must look elsewhere for the accommo¬
dation of this great and increasing trade from the Western States in
the future. It has fully kept pace with, and on several occasions
for considerable periods of time choked up all the existing channels
of transit through this State not only, but through the states of
Maryland and Pennsylvania as well. Still comes the clamor for
more ample outlets from the lakes to the ocean. If nothing but
[Con. No. 164.] 2
An excess of only,
230,336 tons.
1856 was 1,719,327 tons.
And in 1866 " 4,844,989 "
10 [Convention
capacity was wanting, we might return to the common wagon road
and the six horse teams of fifty years ago.
But trade revolutions, like political, never go backward. "We
must accompany large capacity with a satisfactory celerity, and
moderate rates of freight before the wide spread feeling of discon¬
tent in the West will be dissipated, or efforts from that quarter to
establish other avenues of transit around us abandoned.
What then can be done in this State to meet the exigencies upon
us in the near future ? Will it pay to construct a double track rail¬
way from Buffalo to New York, exclusively for freight ? This would
furnish the required capacity for transit for many years, accom¬
panied with celerity of movement so desirable. Of this there can be
no reasonable doubt. It only remains to inquire what must be the
average rate of freight per ton, from Lake Erie to the Ocean, to pay
a fair return for the capital required to construct and equip such a
road. Fortunately this information is at hand, ample in its charac¬
ter, replete with minutite, and in every respect sufficient and worthy
of confidence.
The New York Central Railroad, in its sworn reports to the State
Engineer and Surveyor, shows the cost of transportation upon the
large tonnage of that corporation, to have been as follows, for the
past four years, closing on the first of October :
1S64. Total tons for the year, 1,557,448, cost per ton per mile, 2c.
1865. " " " 1,275^299, " " " 2TV7c.
1866. " " " 1,602,197, " " " 2Ti?c.
1867. " " " 1,667,926, " " « lTVc.
equal on the average to $97Y-0 per ton from Buffalo, if through by
rail to New York, and but a trifle less for eight months in the year,
if transferred at Albany to barges upon the Hudson River. The
river route being so short, coupled with handling the property
twice, it becomes nearly as expensive as the " all rail route.''''
Taking as a guide what it has cost this road, on the average, for
the past four years to do its freighting business, (well managed roads
in other States show about like results) and we can safely make the
following computation for the proposed railway :
164
No. 164.]
11
First, its probable cost. Road complete with necessary buildings
and accommodations for the transportation and handling at the ends
of the route 1,000,000 tons annually, will be cheap with a double
track at $10,000 per mile for 150 miles, $18,000,000.
Equipment for a through business of 1,000,000 tons annually
would require about what the N. Y. Central Railroad for 1,600,000
tons on the road of f less length requires, or say $7,000,000.
Second. What it will cost to do the proposed amount of business
at a rate of freight which experience proves to be necessary to pay
seven per cent upon the cost of construction and equipment.
Cost of transportation for 150 miles between Buffalo and
New York, at 2 cts per ton per mile, $9 78
Profit per ton through to pay 7 per cent on capital, 1 75
Making freight through by canal, $11 53
The average rate of freight from Buffalo to New York on wheat,
by canal, for the last four years, including over two dollars per ton
toll to the State, has been about $5.70 per ton.
If this rate by canal has caused great discontent in the west for
its alleged extravagance, how may we reasonably expect the pro¬
posed necessary rate by the new railway will be received in the same
quarter ? Exasperation, will take the place of previous mere discon¬
tent, when it is settled and generally known that the Erie canal can
no longer be relied upon to accommodate the full trade of the west
for its surplus products of forest and farm, and the only means of
transit through this State is subject to $11.53 per ton freight. What
outlet, then, except an enlarged Erie canal, will the west find to the
ocean, commensurate with their wants and their necessities, cheaper
than by the proposed freight railway ? On the 10th of March, 1862,
five commissioners, appointed by the State of Illinois, proceeded to
the seat of government of Canada, with a memorial to his excellency
the Governor-General, urging upon him and the government to open
up a route through their dominions adequate for steamships suitable
for the ocean, with 1,200 to 1,500 tons cargo, to pass out from the
lakes without transhipment to all foreign countries. One very
remarkable and significant statement is made in this memorial, that
12
[Convention
these commissioners estimated the saving in transportation from
Chicago to Liverpool by tin's route, as compared with the route
through the city and State of New York, at thirty cents a bushel on
grain. The canals connecting Lake Erie with Montreal are insuffi¬
cient in size for steamers suitable for the ocean. It is estimated that
it will require $10,000,000, to make them so. The Canadian gov¬
ernment, in the year 1S5S, caused a survey to be liiade of the Ottawa
and French rivers, with the view of making a ship navigation
through that way to Lake Huron. This survey was completed,
with maps and plans of the route, with an approximate estimate of
the cost of the work. Another survey, more full and minute in its
character, was subsequently ordered. This was made by Thomas C.
Clark, and by him submitted to the government on the 2d of Jan¬
uary, 1860 ; a copy thereof is hereto annexed, with the maps of the
previous survey. These surveys show that from Montreal outward
to the ocean, the St. Lawrence is navigable fully seven months in the
year, with at least twenty feet of water over the shoalest places, and
that for 11 years past in succession, the upper Ottawa has opened
on the 27th day of April, on the average, and closed on the 27th of
November. That from Montreal to Lake Huron is 430 miles, 351
miles of which is now good ship navigation, and by the construction
of a few dams there will be 401 miles, requiring only 29 miles of
canal with 64 locks, to complete the route ; miles of which
canal, with five locks, is already completed of nearly the required
size. The estimated cost of the improvement is $12,05S,6S0. The
distance from Chicago to Buffalo is 1,000 miles. From Chicago to
Montreal, via Ottawa river, one authority states at 930, another at
980 miles. From Chicago to Liverpool, via Ottawa river 3,720;
from Chicago to Liverpool, via Erie canal, 4,4S0. Average freight
and transfer charges at Buffalo, during the past fall, from Chicago
via Erie canal to the city of New York, 30 cents per bushel; from
New York to Liverpool, including charges for transfers, Ac., at New
York, say 11 pence sterling or 30 cents, making, without insurance,
in our currency, 60 cents per bushel from Chicago to Liverpool. If
this wheat had been transported by the proposed railway, it would
have cost, in addition to the above, 18 cents per bushel, in such case
making 78 cents per bushel.
If any stimulus were needed to hasten the completion of the work in
question, what one can possibly be greater than such exorbitant rates
164
No. 164.]
13
of freight upon property from Lake Michigan, passing through
this State, destined to a foreign market? An average of full 60
cents per bushel for three months, and for the month of October
70 to 74 cents per bushel; and this, too, accompanied with the fact
that the receipts of corn this season at tide water has been some
six or seven millions bushels less than last year. What may
we reasonably expect would have been the state of things in this
regard, with these millions of bushels added this fall to the trade
we have had ? A good steamer, suitable for the lake and the
ocean, within the limits of the locks on the proposed Ottawa route
would easily carry fifty thousand bushels of wheat, and make the
round trip, Chicago to Liverpool and return, with a proper dispatch
in port, in forty days. With such extravagant rates outward and
only a moderate cargo in return, her net profits could scarcely fail
to pay out of the proceeds of one trip lifteen per cent upon her cost.
Not only would this route be fowViidable, quick and cheap for the
foreign trade, it would also be quicker and cheaper for the New
England ports than through this State in its present condition.
ADVANTAGES OF THIS ROUTE.
First, Mainly to the States bordering on Lake Michigan, by fur¬
nishing a cheaper and quicker avenue of transit for their exports
and imports with foreign countries not only, but to the New Eng¬
land States as well; opening up all the ports on that lake at once
and likewise on Lake Superior, with only slight improvement in the
outlet, to the shipping of the world for seven months in the year.
•
Second, To Canada generally, by the inducements it would offer
to the settlement of an extensive portion of that country, now a
wilderness; the better market it would insure for their inexhausti¬
ble supplies of lumber, and the vast water power along the route
at all the locks for its manufacture, as well as the very superior
advantages there afforded for the manufacture of flour; but the closer
practical proximity to the producer in the west and the consumer
abroad, and in the eastern states. Like advantages, but less in
degree, would extend to the states west of the Mississippi river, and
perhaps even along the Ohio, and south to Memphis. Boston and
Portland could scarcely fail to profit and thrive under the enlivening
influence of a large direct trade with Lake Michigan and Superior.
14
[Convention
some of the disadvantages.
First, The State of New York at large, by the loss of revenue
from her canals.
Second, The owners of lake craft unfit for the ocean, and the
owners of canal boats, by the withdrawal of the business from
which they derive their support; the great surplus of this property
must necessarily go rapidly to decay at the docks as valueless.
Third, Varied and important interests in the cities of New
York, Oswego and Buffalo, would keenly feel the damaging effects
of this great change of route, for the exports and imports of the
country. Chicago and Milwaukee, for all practical purposes seven
months of the year, would find substantially the ocean at their
doors, and hence, become powerful rivals of the city of New York.
I
Fourth, Many other interests in this State would soon feel the
blighting influence of this northern competitor. The milling
interests in particular, at Black Rock, Lockport, Rochester and
Oswego, would find rivals on the Ottawa, powerful and lasting,
competing for the eastern and foreign trade upon most advantage¬
ous terms, by the cheaper freights and greater celerity to market
afforded by that route.
Fifth, The great railways would come in for a share of the loss
of trade through this State.
For these reasons the Board is of the opinion that there is great
danger of a diversion of trade out of the State, without further
improvement of the Erie canal.
Albany, December 2CUh, 1867.
164
REPORT
OF CANAL COMMISSIONER HAYT IN REGARD TO THE
WORKING CAPACITY OF LOCKS ON THE ERIE
CANAL.
17
REPORT.
STATE OF NEW YORK, 1
Canal Commissioner's Office, >•
Syracuse, Sept. 18, 1867. )
To tlie Hon. William A. Wheeler, President qf the Constitutional
Convention:
Sir—I have the honor to acknowledge the receipt of resolutions
in language as follows :
" In Constitutional Convention, )
Albany, N. Y., Sept. 10, 1867. j
" On motion of Mr. Bell:
" Resolved, That inasmuch as the question of an early enlargement
of the locks on the Erie, the Oswego, and the Cayuga and Seneca
canals depends, in a great degree, upon the present capacity of the
existing locks to accommodate the present and prospective business
of the country, and inasmuch as the reports and documents submit¬
ted to this Convention contain conflicting views and recommenda¬
tions as to the necessity of such improvements, the Canal Board is
hereby requested to make, or cause to be made, such examinations,
and subject the locks upon the Erie Canal, or some one or more
double locks thereon, to such tests as will determine the actual
working capacity thereof, and report the result of such investiga¬
tions at the earliest day possible to this Convention.
" Resolved, That as a part of the investigation directed to be
made, the greatest width of each boat passing the locks tested, be
taken and reported.
" Resolved, That if the Canal Board is not in session, the in¬
quiries be referred to Canal Commissioner Hayt.
" By order,
"LUTHER CALDWELL,
" Secretary."
[Con. No. 164.] 3
18 [Convention
Pursuant to the requirements of the foregoing resolutions, a test
was made, commencing at a quarter past six o'clock, on the morning
of the 17th inst., and continuing without interruption, during the
succeeding twenty-four (24) hours.
Double lock, No. 49, of the Erie canal, located at Syracuse, was
selected for the purpose, it being one of the most, if not the most dif¬
ficult. of any upon the Erie canal for fully laden boats to enter. This
is one of the five locks on the Erie canal, having an upward lift of
eastward bound boats, said locks being numbered respectively, 47,
48, 49, 51 and 52. The lift of this lock is six feet; and here, let it
be stated, that it was found, during the progress of the test, that
locks 47 and 48, about one mile east, and each having a lift of ten
and one-half feet, were fully capable of passing, and did pass, all
the boats locked al lock No. 49, and as rapidly as at that lock.
A detention to navigation having occurred the previous evening,
there were awaiting lockage, when the test commenced, fifty laden
boats, eastward bound, and thirty light and partially laden boats,
westward bound. During the first six hours there was no extra
force employed, but during the succeeding six hours an extra team
was engaged in assisting boats into the berme lock. During the
succeeding twelve hours only the usual force was employed. At
midnight the crowd of boats was dispersed, and for the balance of
the time only the ordinary lockages were made. There were fifty-
two lockages during the first six hours; sixty-two lockages during
the second six hours, and eighty-four lockages during the following
twelve hours, making a total of one hundred and ninety-eight lock¬
ages for twenty-four hours. It is, perhaps, proper that I should
express the opinion that the lockages during the first twelve hours
may have been somewhat larger than can be relied upon for an
average for an entire season ; but I am fully convinced that the
lockages for the twenty-four hours can be taken for a fair average,
under all circumstances, of what may be done throughout the
season.
The accompanying tabular statements exhibit the result of the
examination and test in detail:
Table No. 1 shows name of boat passed, hailing place, greatest
width of boat, direction moving, which lock used, (whether towing-
path or berme), time each boat consumed between " locking distan-
104
No. 164.]
19
ces," i. e. two hundred feet from eacdi end of the lock. By this
table it will be seen that the average is minutes.
Table No. 2 shows the actual time consumed by each boat from
its entrance into to passage out of the lock. Time taken from the
moment stern of boat crossed line of gates in entering till it passed
line of gates in leaving. Only fifty-six boats were so timed, but
the observations were sufficient for the purpose of arriving at an
average of the time consumed by a boat in the lock. The average
is 5¥\ minutes.
The general average for the twenty-four hours is—(1440 minutes-r-
198 boats,=) 7jf minutes. The average for the first twelve hours
is (720 minutes-f-114 boats, =) minutes.
Of the 198 boats passed, 104 were eastward bound, with an
aggregate freightage of 19,716 tons. 94 were westward bound, with
an aggregate freightage of 3,131 tons. The average tonnage for
eastward bound boats is (19,716-^104=) lS9Ty¥. The average
tonnage of westward bound boats is (3,131-^-94=) 33tVj.
The Hon. E. S. Prosser, of the canal committee, witnessed the
tests and examinations as made, and which were intended to be
such as should clearly and correctly exhibit the working capacity
of the lock. The result of the trial is herewith appended in detail.
[Respectfully submitted,
S. T. IIAYT, Canal Commissioner.
TABLE No. 1.
MEMORANDUM of test to determine the actual working capacity of lock JVo. 49, Erie Canal, for Constitu¬
tional Convention, made September 11th, 1867, under'the direction of Stephen T. Hayt, Canal Commissioner.
NAME OF BOAT.
Maggie,
Catharine Withers,
D. T. Martin,
L. D. Collins,
Mary Shaw,
Geo. II. Sanf'ord,..
A. H. Birch,
Arabel,
Lawrence,
Bulls Eye,
Joe. E. Barnard,. .
Martha King, ....
A. Kasson,
G. N. Hall,
II. C. Parsons,....
M. A. Eno,
A. T. Briggs,
G. K. Tapper,
J. W. Booth,
Hailing Place.
Rochester,
Darien, ..
North Bay
West Troy
Frankfort,
Sconondoa
Oswego,
North Bay
Philipsport
Buffalo, .
Buffalo, .
Ithaca, . .
Utica, ...
Seneca Fa
Gibson, ..
Phoenix, .
Lockport,
Durhamville
Buffalo, .. .
Width of
boat.
ft. in.
16 8
17 9
17 9
14 0
17 8
17 7
17 8
17 8
14
17
17 9
17 5
16 10
17 6
14 7
17 8
17 4
17
17
CARGO IN TONS.
Going East.
Oats, 230, ..
Corn, 216,..
P. lnm., 1S6,
Mix. lnm.,..
Corn, 224,..
Mix. lnm.,..
Corn, 228,..
Coal, 154,..
Wheat,' 237,
Coal, 199,..
Lum., 105, .
Lum., 158, .
Oats, 235, ..
Going West.
Light,
Mdse., 50,.
R.R. iron 80,
Mdse., 100,.
Light,
Light,
O
TIME REQUIRED TS
Time reach¬
Time passing
DOCKING.
■5 X
ing locking
locking dis¬
._3
&
distance.
tance.
East.
West.
H. M. S.
H. M. S.
M. S.
M. 8.
T P
6 15 40
6 30 15
14 35
B
6 23 0
6 47 10
24 10
T P
6 30 45
6 44 30
13 45
T P
6 45 20
6 54 25
9 05
B
6 46 20
7 15 20
29 0
T P
6 54 25
7 10 0
15 35
T P
7 10 45
7 29 15
18 30
B
7 15 20
7 25 20
....
10 0
B
7 25 20
7 40 30
14 40
T P
7 29 15
7 37 40
....
8 25
T P
7 37 40
7 55 30
17 50
B
7 40 0
7 48 15
....
8 15
B
7 48 15
8 6 0
17 45
T P
7 55 30
8 2 0
....
6 30
T P
8 2 0
8 14 0
12 0
B
8 6 0
8 14 0
....
8 0
T P
8 14 0
8 20 50
....
6 50
B
8 14 0
8 36 0
22 0
T P
8 20 50
8 43 0
22 10
Frank E. Peckham,
M. Pruyn,
Geo. Barnard, .
T. Yosburgh,. .
Two Brothers,.
F. L. Sheldon, .
E. II. Allen, ..
C. Yeomans, . .
Hattie,
Fall Brook, No. 4,.
W. A. Iiotchkiss, .
Jas. Spraker,
Monitor,
Jas. Ivelley,
Toronto,
¥m. Gere,
Geo. E. Clark,....
Panic,
Yandalia,
Tom. liver,
City of Washingt'n
Mary Jane,
Mary E. Horn,* ..
Frank Bruce,
H. W. Sage,
W. M. Fleming,
O. Crandall,
Maggie Mathews,.
New London,
Oswego, ..
Buffalo, ..
Buffalo, ..
Brewerton,
Auburn, .
Fulton, . ..
Clay, ....
Corning, . .
Seneca Lake
Fulton, .
Canajoharie
N. Bay,. • •
California,
Oswego, ..
Albion, .. .
Lockport, .
Eddyville,
Rochester,
. Constantia,
Rochester,
Rockville,
Buffalo, .
Buffalo, .
Ithaca,...
Rochester,
Yerona, .
Rochester,
17 9
17 9
17 8
17 10
17 10
17 9
17 8
17 10
14 7
17 5
17 9
17 10
17 8
15 0
17 7
17 9
17 10
14 4
17 5
17 5
17 9
14 10
17 8
17 10
17 7
17 9
17 10
17 7
Lura., 171, .
Corn, 230,..
Lum., 206, .
Wheat, 216,
Bar. &C.203,
Oats, 220, ..
Wheat, 205,
Rye, 216, ..
Coal, 146, ..
Oats,&c.l92,
Mixed, 215,.
Corn, 222,..
Lum., 160, .
Oats, 225, ..
Light, ...
Coal, 100,
Light, . ..
Iron, 120,
Light,
Light,
Light,
Light,
Light,
Iron, 100,
Light,
Light,
Light, .
Light, .
" Poor team.
JB
8 36 0
8
T P
8 43 0
8
B
8 45 0
9
T P
8 51 15
9
B
9 7 0
9
T P
9 11 15
9
B
9 15 15
9
T P
9 19 10
9
B
9 35 30
9
T P
9 40 5
9
B
9 44 25
9
T P
9 47 0
10
B
9 58 10
10
T P
10 1 40
10
T P
10 6 25
10
B
10 10 10
10
T P
10 20 50
10
T P
10 28 50
10
B
10 37 0
10
T P
10 40 15
10
T P
10 47 10
11
B
10 50 5
10
B
10 58 55
11
T P
11 3 5
11
T P
11 9 5
11-
T P
ll 23 45
11
15
11 29 0.
11
T P
11 33 20
11
0
9 0 tzj
15
....
8 15
0
22 0
i-i
o
15
20 0
jp-
l!_i
15
• ■ • •
8 15
10
. . . .
7 55
30
20 15
5
20 55
25
• ■ • •
8 55
0
• • • .
6 55
10
13 45
40
14 40
10
* • • •
12 0
25.
• • . •
4 45
50
14 25
to
i—
25
23 15
50
....
8 0
15,
,11 25
5
13 05
10
....
6 55
5
15 55
0
....
6 55
0
30 05
5
■ • • •
6 0
30
11 25
20
14 35
10
• • * •
12 10
30
• • • .
8 10
45
51
7
11
15
19
35
40
44
47
58
1
10
6
20
33
28
40
50
47
3
57
29
9
20
38
41
46
IN
t.
s.
0
30
0
45
15
45
25
05
45
40
TABLE No. 1 — {Ooniinved).
Hailing Tlacc.
Buffalo, . .
Rochester,.
•Lockport, .
Canastota,
Liverpool, .
Rochester,.
Oswego, ..
Clay,
Port Jackson,
Iligginsville,
Rochester,..
West,
Port Jackson
Buffalo, . ..
Rome,
Clay,
Dansville, ..
North Bay,.
Syracuse,...
Vienna, . ..
Kasonjr
West Troy,.
Width of
boa I.
ft. in.
17 0
17 9
17 8
17 8
17 9
17
17
17 9
10 8
17 9
16 G
17
17
17 8
17 8
17
14
17
17 G
17 9
17 8
17 3
CARGO IN TONS.
Going Eat>t.
Lum., 158, .
Oats, 223, ..
Lum., 230,
Light,
Goal, 219, ..
Wheat, 194,
Lum., 207,
Corn, 218,.
Corn, 21G,. .
Lum., 112, .
Conp 226,!.
Wheat, 215,
Going West.
Light,
Light,
Light,
Light,
Iron ore, 104,
Coal, 98, .
Light, ...
Light, ...
Light, ...
Coai,'li3;
■i
Time reach¬
O V.
2 3
ing locking
usance.
is
11. M. b.
B
11 51 30
T P
11 46 30
B
11 51 30
B
12 5 30
T P
12 9 15
T P
12 15 45
B
12 22 5
T P
12 24 30
B
12 27 5
T P
12 40 45
B
12 42 45
T P
12 40 30
B
12 54 0
T P
12 57 0
T P
1 4 45
B
1 9 20
B
1 14 45
T P
1 20 10
T P
1 28 15
B
1 28 15
B
1 37 0
T P
1 51 30
Map D. II. Bruce,'
G. Yiele,
Mose,
W. A. Hart,
J. H. Van Buren,.
Gerundawaugh,;]:..
A. Gilbert,
Milo,
Champion,
U. S. Mail,
Mary Allis,,.......
Cahawba,
Constitution,
Gait,
Adam E. Gray,. ..
Jno. C. Fanton,...
Eapid,
Julia L. Sherwood,
Delphine,
Milton Iloag,
Mattie Collins,....
A. Eastwood,
Contest,
J. B. Mosher,
Frank Fortier,§ . ..
A. G. Cook,
E. Bun by,
Syracuse,
Williamstown,
Liverpool,
Buffalo,
Oswego,
Geneva,.
Buffalo,
Fulton, .
Kondout,..
Port Ewen,
Glens Falls,
Oswego, . .
do
New York,
do
Milport,.. .
New York,
Utica, ....
Fort Plain,
Seneca Falls
West Troy,
Cicero,....
Ithaca,....
Ilorseheads,
Buffalo, .. .
Oswego,
do
* Common double team, berme.
+ Common double team, tow-path.
17 10
17 6
17 6
17 5
17 (5
17 3
17 7
17 7
11 0
14 0
17 6
17 7
17 3
17 8
17 9
14
17
17 6
17 2
17 9
17 9
17
17
14
17
17 0
17 G
Barley, 214,
Luin., 201, .
Flour,Ac.,66
Feed,&c.l59
S. Coal, 146,
Wheat, 201,
Corn, 218,.
do 210,.
Corn, 118,.
do 219,.
Wheat, 199,
M.lum, 150,
Corn, 221,.
Luin., 196,
Light,
Light,
B. stone, 100
Light,
do
Light,
II. Coal, 100,
Light,
Light,
do
Light,
Wood, 65,.
Light,
B
1 54 0
2 1 45
7 45
T P
1 58 10
2 19 0
20 50
©
B
2 1 45
2 15 20
13 35
i-t
Oi
B
2 15 20
2 25 0
. . • •
9 40
T P
2 19 0
2 27 15
....
8 15
B
2 25 0
2 34 10
9 10
T P
2 27 15
2 38 10
10 55
B
2 34 10
2 41 0
6 50
T P
2 38 10
2 44 15
....
6 05
B
2 41 0
2 53 0
12 ' 0
T P
2 44 15
2 56 30
12 15
B
2 53 0
3 0 0
7 0
T P
2 57 0
3 10 25
13 25
B
3 0 0
3 12 30
12 30
T P
3 10 25
3 17 20
....
6 55
to
w
B
3 12 30
3 20 10
....
7 40
T P
3 17 20
3 33 0
15 40
B
3 20 10
3 35 5
14 55
T P
3 33 0
3 40 30
....
7 30
B
3 35 5
3 48 30
....
13 25
T P
3 40 30
4 9 30
29 ' *0
B
3 48 30
4 5 30
17 0
T P
4 5 30
4 15 15
9 45
B
4 9 30
4 17 40
8 10
T P
4 15 15
4 32 30
17 15
B
4 20 0
4 34 45
14 45
T P
4 32 30
4 38 0
• • ■ •
5 30
t Steamer.
§ One team on tow-path; extra team baulky and taken off.
TABLE No. 1 — (Continued).
NAME OF BOAT.
Marv M. Siver, .
J. E. Marsh,....
Theo. F. Stacy, .
Col. Ellsworth,..
Wm. G. Milligan
M. A. McAnaly,
Crimea,
® E. Haight,
M. M. Caleb, ...
Luke Finley, ...
Peter C. Clifford,
Hon. Lewis Selye,.
Fall Brook No. 10,
Frank E. James, ..
J. II. Lansing,....
Maj. H.A. Barnum,
Shamrock,
K. H. Beckwith, ..
Henry Beckwith, .
Clias. Edgar,
David Abell,
Hailing place.
Bolivar,....
Constantia,
Port Gibson,
Troy,
Little Falls,
ILigginsville,
Oswego, ...
Buffalo, ...
New York, .
Newark, ...
Vienna, ...
Rochester, .
Seneca Falls,
New York,.
Corning, . ..
Canastota,..
Yerona Land
Buffalo, ...
Utica, ....
Gibson,.. .
Fort Plain,
Width of
boat.
ft. in.
17 6
17
17
17
17 9
17 9
17 5
17 9
17 6
17 8
17 9
17 9
17
17
14
17 6
17 6
17 9
17 8
14 7
17 8
CARGO IN TONS.
Going East.
Salt, 220,. ,
M. lum. 173,
Pet., 165,
Pet., 165,
Corn, 222,.
Corn, 225?.
Coal, 100, ..
Wheat, 224,
Wheat, 219.
114,
Going West.
Light,
Light,
Light,
Light,
Light,
Light,
Light,
Mdse., 100,,
Light, ....
Coal, 112,.
Light,
o
Time REQUIRED IN
o .
Time reach¬
Time passing
LOCKING.
•C 4)
O Oi
ing locking
locking dis¬
is
distance.
tance.
East.
West.
H. M. S.
H. M. S.
M. S.
M. 8.
B
4 34 35
4 42 25
....
2 40
B
2 42 25
4 59 15
16 50
T P
4 43 40
4 49 40
....
6 0
T P
4 49 40
5 4 35
14 55
B
4 59 15
5 7 0
....
7 45
T P
5 4 35
5 11 50
....
7 15
B
5 7 0
5 22 20
15 20
T P
5 11 50
5 25 30
13 40
B
5 22 20
5 31 40
....
9 20
T P
5 25 30
5 33 10
....
7 40
B
5 31 40
5 45 30
13 50
T P
5 33 10
5 53 0
24 45
B
5 45 30
5 54 5
....
8 35
T P
5 53 0
6 0 0
....
7 0
B
5 54 5
6 2 45
8 40
T P
6 0 0
6 13 0
13 0
B
6 3 5
6 10 45
....
7 40
B
6 10 45
6 25 50
15 05
T P
6 14 0
6 23 15
....
9 15
T P
6 23 15
6 32 20
9 05
B
6 25 50
6 34 0
....
8 10
0
05
25
30
40
0
P
0
0
0
45
45
45
Olean,
Utica,
Tonawanda, ..
Buffalo,
Ithaca,
Verona Land'g
Corning,
Oswego,
Phoenix,
Oswego,
Corning,
Cdnstantia, ..
N'th Western,
Syracuse, .
Lyons, ...
New York,
Lockport, .
New York,
Salina,....
New York,
Buffalo, ..
Buffalo, ..
Liverpool,.
Buffalo, ..
New York,
Covert, .. .
Fultonville,
in taken off B Lock.
;ht, detained eight minutes.
14
6
17
4
17
7
17
8
17
7
17
7
14
7
17
9
17
6
17
6
14
8
17
9
14
2
17
0
17
9
17
6
17
8
17
6
17
9
14
2
17
9
17
6
17
9
17
6
17
8
17
6
17
9
Corn, 207.
Lum., 190, .
Coal, 207
Coal, 110
Oats, 220
Coal, 108
Corn, 212
Corn, 135
Lum., 200,
Coal, 147
Corn, 225
Corn, 200
Wheat, 210,
Corn, 219
Light,
Coal, 107, ..
Mdse., 101,.
Light,
Light,
Light,
Light,
Coal, 112,
Coal, 98, .
Light, ...
Coal, 100,
Mix., 100,
Light,
T P
6 32 20
B
6 34 0
T P
6 38 20
B
6 49 40
T P
6 51 50
B
7 0 0
T P
7 3 15
T P
7 14 30
B
7 20 20
T P
7 28 25
B
7 38 0
T P
7 50 0
B
8 1 45
T P
8 4 0
B
8 18 0
T P
8 25 0
T P
8 35 0
B
8 42 0
T P
8 48 0
B
8 54 0
T P
9 1 30
B
9 8 45
T P
9 20 45
P>
9 21 30
T P
9 30 30
B
9 40 15
B
9 51 15
$ Boot aground on T. P. bank
§ Boats wedged below lock.
TABLE No. 1 — (Continued).
NAME OF BOAT.
D. J. Mitchell,...
D. G. Scliawb,. ..
Sperry,*
G. N. Deming, . .
Sherm. Petrie,...
Walrath,
Geo. B. McClellan
Geo. Wheaton, ..
Clias. D. Hill, ...
Dan'l Scott,
J. W. Peabody,. .
Hi and John,....
J. A. Woolcott,. .
E. II. Armstrong,
Chauncy BrodooK,
City of Troy,...
Harvey Rankin,
Dow Patterson,.
J. W. Winchell,
Star No. 2,
Urana
Hailing Place.
Syracuse, ...
New London,
Utica,
Rochester,...
Buffalo, ....
Manlius Center
New York,. .
Lockport, ...
Rochester,...
Sheldrake, ..
Buffalo, ....
Dixie's Land'g
Lockport, ...
Buffalo, ....
Vienna, ....
Rochester,...
Pt. Washingt'
Rochester,...
Buffalo
East Saginaw,
North Bav
Width of
boat.
ft. in.
17 9
17 10
16 0
17 9
17 10
16 6
17 7
17 9
17
17
17
17
17 8
17 9
17
17
17
17 6
17 6
17 8
17 6
CARGO IN TONS.
Going East.
Wheat, 235.
Barley, 223,
Bones&c 110
Wheat, 225,
Staves, 190,.
Mixed, 208,.
Corn,&c. 211
Corn, 216,.
Oats, 203, .
Corn, 219,.
Going West.
Light,
Light,
do
Corn, 215,.
Mixed, 50,.
Mixed, 90,.
Light,
Light,
do
Light,
T.iorht.
M
o
o .
Time reach¬
ing locking
distance.
Time passing
locking dis¬
tance.
TIME REQUIRED IN
LOCKING.
O UJ
£
East.
West.
H. M. 8.
H. M. 8.
M. 8.
M. 8.
T P
9 52 15
10 0 0
....
7 15
T P
10 0 0
10 11 15
11 15
B
10 13 0
10 18 30
....
5 30
T P
10 11 15
10 23 30
....
8 15
B
10 18 30
10 36 15
17 15
T P
10 23 30
10 50 0
26 30
B •
10 36 15
10 51 15
....
15 0
B
10 51 15
11 18 15
27 0
T P
10 50 0
11 0 15
....
10 15
T p
11 0 15
11 18 15
17 30
T P
11 IS 15
11 27 30
....
9 15
B
11 18 15
11 30 15
....
12 0
T P
11 22 30
11 17 15
20 15
B
11 35 15
11 55 0
19 15
T P
11 17 15
11 56 15
....
8 30
B
11 58 15
12 12 15
....
11 0
T P
11 56 15
12 18 15
22 0
B
12 12 15
12 35 0
22 15
T P
12 18 15
12 25 15
....
7 30
T P
12 28 15
12 15 0
16 15
B
1 9, 36 SO
19 4-6 1 5
9 45
H. P. Wilcox,
J no. S. Ileath,
Delaware,....
G. W. Hulton,
Millie,
Baltic,
Jennie Bowley
It. E. Sherlock
W. M. Dunlap
Minnehaha, .
Cicero,
Olympus, ..,
Charlton, ..,
Rodney, ....
D. W. Parshall, ,,
W. & C. Marshall,
Humbolt, .......
H. B. Sanders, .
Gov. Seymour, .
Geo. E. Jenning,
L. J. Martin, . ..
Ed. Higgins, . ..
James Prazee, . .
Nettie Donldson,
Frank Donaldson
Burn side,
P.P. Bradish,...
Geo. Armstrong,
Oswego,
17
5
Liverpool, . ..
17
7
Buffalo,
17
8
do
17
6
ILigginsville, .
17
4
Rochester,....
17
9
Clav,
17
8
Rochester,....
17
8
Sheldrake, . ..
17
6
Durhamviile, .
17
8
Kiikville, ....
17
0
Oswego,
17
9
Utica,
17
2
Ithaca,
17
9
Lyons,
17
10
Albany,
Dorian's Bay,.
17
5
17
4
Buffalo,
17
6
Fulton,
17
8
Rochester,....
17
7
North Bay,. ..
17
9
Buffalo,
17
8
Baldwinsville,
17
9
Rochester,....
17
9
do ....
17
8
North Bay,. ..
17
6
Lyons,
17
0
Iiomev
17
9
Barley, 218,
Mixed, 202,.
Oats, 221,
Barley, 227,
Wheat, 217,
Lum., 238, .
Oats, 217,..
do 220,..
Lum., 190,.
Corn, 213,.
Lum., 210,
Bar.,&c.. 158
Oats, 215, ..
do 224, ..
Hoppolesll2
Lum., 204, . . .
* Steamer.
Iron, 100, ..
Light,
Mixed, 100,.
Light, ....
Mixed, 100,.
Brick, 110, .
Light, ....
Iron, 100, .
Coal, 100, ..
do 100, ..
Light, ....
Iron ore,100,
T P
12 46 30
12
B
12 51 45
1
T P
12 59 0
1
B
1 17 0
1
T P
1 19 15
1
B
1 28 0
1
T P
1 36 15
1
T P
1 46 0
2
B
1 52 0
2
B
2 3 30
2
T P
2 110
2
T P
2 18 15
2
B
2 27 30
2
T P
2 36 0
2
B
2 42 15
3
T P
2 57 45
3
T P
3 6 15
3
T P
3 22 0
3
B
3 27 0
3
T P
3 29 30
3
B
3 41 15
4
T P
3 57 30
4
B
4 12 45
4
T P
4 13 30
4
T P
4 27 0
4
B
4 35 30
4
T P
5 3 30
5
B
5 29 30
5
0
....
9 35 fej
0
22 15
o
15
20 15
i—t
Ci
30
....
8 30
0
....
8 45
0'
24 0
45
....
6 30
0
25 0
30
....
11 30
45
22 15
15
7 15
15
15 ' 0
15
....
14 45
45
21 45
0
39 45
to
15
....
8 30
0
15 45
30
7 30
0
....
12 0
30
28 0
0
19 45
30
....
16 0
30
8 45
30
13 0
30
16 30
0
12 30
0
10 30
20
19 50
56
14
19
25
28
52
42
11
3
25
18
33
42
57
22.
6
22
29
39
57
1
13
21
26
43
48
14
49
TABLE No. 1—(Continued).
NAME OF BOAT.
Hailing FJace.
Width of
boat.
CARGO IN TONS.
Which lock
used.
Time reach¬
ing locking
distance.
Time passing
locking dis¬
tance.
TIME REQUIRED IK LOCKING.
Going East.
Going West.
East.
West.
N M. Sloat,
New Bridge,..
Syracuse, ....
North Bay,...
Weedsport, . .
Durhamville, .
ft. in.
17 9
17 8
17 9
17 8
17 9
Light, ...
do
do
T P
T P
B
T P
T P
H. M. S.
5 30 5
5 43 30
5 51 30
5 55 0
6 11 30
H. M. 6.
5 38 15
5 51 0
6 0 0
6 10 40
6 19 30
M. S.
M. S.
8 10
7 30
8 30
8 0
Pompey
Frank Bowley,....
Henrietta,
Coal, 206,
15 40
Jno. Tubbs,
Light, ...
Total,
19,716
- ■ 3,131
1,815 55
831 15
TABLE No. 2.
STATEMENT, showing time of actual loclcage of 56 boats passing East and West at Lock 49, during progress
of test on 17th dag of September, 1867.
NAME OF BOAT.
F. L. Shelden,
F. H. Allen,
C. Yeomans,
Hattie,
Fall Brook, No. 4,..
W. A. Hotel)kiss, ..
Jaraes Spraker,
North Bay,
James Kelley,
Toronto,
Win. Gere,
Geo. E. Clark,
Panic,
Yandalia,
Tom Hyer,
Mary Jane,
City of Washington,
Frank Bruce,
Mary E. Horn,
H. W. Sage,
Cargo.
Iron, 120, ...
Lumber, 206,
Wheat, 216, .
Light,
Barley, 203, .
Oats, 220, ...
Light,
Light,
Wheat, 205. .
Rye, 216, ...
Light,
Coal, 146, ...
Oats, 197,...
Iron, 100, ...
Light,
Mixed, 215,..
Light,
Corn, 222,...
Lumber, 160,
Time of boat
fairly in lock.
H. M.
9 9
9
9
9
9
9
9
9
20i
27
35
37?
46?
50
58
9 5S>
10 8i
10 18i
10 18i
10 29
10 38i
10 38
10 48?
10 50i
11 1
11 13i
11 9
Time boat leaves
lock.
H.
9
M.
13 1
9 29|
9 331
9
9
9
39
40?
51?
9 55?
10 21
10 11
10 14
10
10
26i
23i
10 33i
10 441
10 42
10 52
11
11
' 2
22i
11 14'
Time of actual
lockage.
M.
4±
2
9
61
4
3
5
5i
41
3
51
8
5
4A
6
4
3?
6
31
9
5i
TABLE Ro. 2— (Continued).
NAME OF BOAT.
AY. M. Fleming,.
O. A. Crandall, .
Maggie Mathews,
Gilbert Candee, .
Pennsylvania, ..
A. G. Gilbert, ..
Milo, ....
Champion,
U. S. Mail,
Mary Allis,
Cahawba,
Constitution,....
Gait,
A. R. Gray, ....
J. C. Fanton, ...
Rapid,
Sherwood,
Delphine,
M. Hoag,
M. Collins,
A. Eastwood, ...
Contest,
J. B. Mosher, ...
Cargo.
Oats, 225,
Light,
Light,
Lumber, 158, .
Oats, 223, ....
Feed, 159,....
Light,
Light,
S. coal, 146, ..
Wheat, 201,
Light,
Corn, 218,....
Corn, 210,....
II. Coal, 100, .
Light,
Corn, 118,.. ..
Corn, 219,....
Light,
Light,
Wheat, 199, . .
Mix. lum., 150,
Light,
Wood, 65,....
Time of boat
fairly in lock.
Time boat leaves
lock.
Time of actual
lockage.
H. M.
H. M.
M.
11 26}
11 32i
6 i
11 32
11 36
4
11 36}
11 41
4i
2
11 49
11 54f
5}
12 0
12 7
7
2 3 Of
2 36
5}
2 30}
2 40
3}
2 39f
2 43i
3f
2 46f
2 51"
4}
2 48}
2 54}
5f
2 54f
2 584
3}
3 3
3 9
6
3 6
3 11}
5}
3 12}
3 15i
3}
3 15i
3 19
3}
3 23f
3 30f
7
3 27i
3 33
51
3 35}
3 38}
31
3 37
3 41i
H
3 58i
4 51
7
3 56i
4 2i
6
4 11
4 14}
3}
4 12
4 15}
3}
Direction.
E.
W.
W.
E."
E.
E.
W.
W.
E.
E.
W.
E.
E.
W.
AY.
E.
E.
AV.
AY.
E.
E.
AY.
AY.
Frank Fortier,
A. G. Cook,
E. Bun by,
M. M. Siver,
F. F. Stacy,
J. E. Marsh,
Col. Ellsworth,
"William Milligan, .
M. A. McAnaly, . .
Crimea, ..........
E. liaight,
M. M..'Caleb,
L. Finley,
Corn, 221,
Lumber, 196, ..
Light,
Light,
Light,
Salt, 220,
Lumber, 173, ..
Light,
Light,
Petroleum, 165,
Petroleum, 165,
Light,
Light,
4
4
4
4
4
4
4
5
5
5
5
5
5
24
25i
33i
37i
45£
49 i
56i
1
7
13
171
26
28
304
32i
37
40f
48f
564
2*
5
ioi
5 19i
5' 23i
5 30i
5 32
2
3
7
6
4
"3i
6i
6
4^
4
E.
E.
W
W.
w.
E.
E.
W.
W.
E.
E.
W.
W.
%
o
Tons delivered at Tide-water from Western States.
YEAR.
1846, .
1847, .
1848, .
1846, .
1S50, .
1851, .
1852, .
1853, .
1854, .
1855, .
1856, .
Tons.
506,830
012,840
650,154
768,650
773,858
966,903
1,151,078
1,213,600
1,100,526
1,002,876
1,212,550
Tons.
918,998
1,273,099
1,036,634
1,896,975
2,158,425
2,594,837
2,279,252
1,907,136
1,903,642
2,235,716
%
•° APPENDIX F.
Shipments of Flout and. Grain from Ports on Lo.ke Michigan, during the year 1862.
* PORTS.
Flour,
.barrels.
Wh'eit,
. bushels.
Corn,
bushels. • • •
Other grain,
bushels. - •
Total,
bushels. •
• i - • . • ,'■/''
Chicago, by Lake,
Milwaukee, by Lake,
Green Bay, by Lake,
1,057,803
711,105
95,332
48,593
6 .
13,406,325
14,915,680
' 304,242
903,764
29,248,677
9,489
3,661 845
251,295
51,665,862
18,733,489
780,902
1,273,840
Racine, Kenosha,' /Sheboygan and Port
Washington,
Total by Lake,
Total by Railroads,
Grand Total, '...-
67,082
60,029
1,913,133
686,340
29,590,011
790,146
29,325,248
212,124
3,973,169
860,357
*72,454,093
5,294,327
2,599,473
30,380,157'
29,537,372
4,833,526
77,748,420
* Of this amount 1,317,026 busliele left the Lake at Grand Haven for the Detroit and Milwaukee Railroad.
APPENDIX F — (Continued).
Exports of Flour and Grain from the undermentioned ports during the year 1862.
PORTS.
Flour,
barrels.
Wheat,
bushels.
Corn,
bushels.
Other f^rain,
bushels.
Total bushels,
of grain.
Exports from New York,
do Philadelphia,
do Baltimore,
do Boston,
2,961,518
464,290
361,158
498,185
597,477
' 62,955
25,564,755
1,967,673
515,281
45,544
6,500,796
97,956
12,683,878
1,129,270
1,026,681
222,605
1,774,546
' 8,524
1,513,083
778,525
27,138
54,569,306
6,196,918
3,374,890
*2,759,074
12,002,564
614,164
431,462
do Montreal, by St. Lawrence
via Portland,
do Quebec,
Total from the above ports,
739,837
' 10,207
4,945,583
34,692,005
16,845,504
3,068,790
79,948,378
* Of this 205,040 bushels were exports from Montreal, via Boston.
APPENDIX F — (Continued).
Table showing the quantity of Flour and Grain sent Eastward from the Lake Jtegions, from 1856 to 1862,
inclusive.
RECEIVED AT
1856.
1857.
Flour,
barrels.
Wheat,
bushels.
Corn,
bushels.
Other grain,
bushels.
Flour,
barrels.
Wheat,
bushels.
Corn,
bushels.
Other grain,
bushels.
Western terminus
Bait. & 0. R. R.,
Western terminus
Penn. Central,.
Dunkirk,
Buffalo,
Susp'nsion Bridge,
Oswego,
Ogdensburgh,....
Cape Vincent, ...
Rochester,
Montreal,
Total,
449,797
215,000
350,000
1,211,189
304,524
202,930
354,964
65,000
' 712,038
487,100
405,872
2,025,519
900,000
619,280
37,432
50,000
67,366
426,801
351,011
235,331
925,411
180,194
101,363
361,578
60,472
637,052
256,183
206,793
14,088
1,321,406
' 370,249
14,140
49,408
'38,165
' 9,266
8,383,815
148,138
5,353,026
598,523
477,375
1,708,965
8,465,611
8,382,398
610,937
500,000
1,546,352
9,632,477
3,589,211
377,975
45,000
' 637,969
99,914
5,720,413
2,003,992
517,076
40,537
' 383,162
3,865,442
19,505,358
14,282,632
4,592,569
3,219,213
16,619,108
8,765,094
2,271,032
Bringing flour to bushels of wheat, we have a total of bushels of grain :
Total movement, 1856, .. 57,107,769 bushels. Total movement, 1857, .. 44,111,299 bushels.
Received at Montreal, ... 5,811,877 or 10 per cent. Received at Montreal, ... 5,315,552 or 12 per cent.
APPENDIX Y — (Continued). -■
Table showing the quantity of Flour and Grain sent Eastward1-from the Lake Regions.
RECEIVED AT
1858.
1S39.
Flour,
barrels.
Wheat,
bushels.
Corn,
bushels.
i »
Other grain,
bushels.
Flour,
barrels.
Wheat, 1 Corn,
bushels. | bushels.
Other irrain,
bushels.
Western terminus
Baltimore and
Ohio Railroad, .
Western terminus
Penn. Railroad,
Dunkirk,
Buffalo,
Susp'nsion Bridge,
Oswego,
Ogdensburgh,....
Cape Vincent, . ..
628,314
450,000
331,007
1,614,520
200,410
95,720
381,624
72,633
7,110
664,275
4,499,613
330,871
250,000
24,965
2,.789,678
1,292,424
44,126
156,631
9,865
136,537
466,403
350,000
432,052
1,502,198
41,374
64,941
294,569
9,390
1,764
597,583
17,S00
" 263,483
9,559,90S
57,562
4,875,489
769,010
266,735
416,821
638,900
I ,
196,466
150,000
14,400
1,993,140
73,346
1,342,010
64,702
216,435
8,900
204,652
' 186,449
10,735,909
102,694
6,572,432
790,178
410,191
276,515
1,769,482
' 94,945
6,621,668
"* 77,014
3,151,387
2,913,618
720,236
40,000
' 105,087
. 804,646
298,519
20,100
Montreal,
Total,
71,430
20,843,850
10,495,554
5,035,097
3,760,274
16,865,708
4,423,096
4,264,051
Bringing flour to bushels of wheat, we have a total of bushels of grain :
UV.t.il tCSO KQ QTO KRR T~4..,l ... .... r 1C K O .1,1 OtOOOK 1
APPENDIX F — (Continued).
Table shotting the quantity of FloUr' and Grain sent'Eastward from the Lalcc Regions.
RECEIVED AT
"Western Terminus Baltimore and Ohio Railroad,
Western Terminus Pennsylvania Central,
Dunkirk,
Buffalo, : ;. ;
Suspension Bridge,
Oswego, ;.......
Ogdensburgh, ; ; ...,
Cape Vincent, : ... »
Rochester, i
Montreal, ...» »
Total,
Bringing flour to bushels of wheat, we have a total of
Total movement,
Received at Montreal,
18C0.
Flour,
barrels.
Wheat,
bushels.
t * »
Corn,
bushels.
Other grain,
bushels.
r • ' i
352,413
426,660
542,765
1,122,335
650,000
121,185
248,200
28,940
5,250
608,309
126,393
864,160
8,843
1,632,920
1,875,000
2,043,535
35,161
186,597
10,725
915,648
500,888
18,502,649
' 644,081
11,386,217
9,449^461
565,022
203,878
425,765
■ 2,686,728
4,966,952
867,014
73,300
138,214
4,106,057
32,334,391
18,075,778
7,698,982
bushels of grain:
78,639,436 bushels.
;.. 6,782,135 or 8i per cent.
APPENDIX F — (Continued). ,
Table showing the quantity of Flour and Grain sent Eastward from the Lake Regions.
RECEIVED AT
Western terminus Baltimore and Ohio Railroad,.
Western terminus Pennsylvania Railroad,
Dunkirk, . . .;
Buffalo, : . . .
Suspension Bridge,
Oswego,
Ogdensburgh, :.
Cape Vincent, .
Rochester,
Montreal,
Total,
1861.
Flour,
barrels.
Wheat,
bushels.
Corn,
bushels.
Other groin,
bushels.
270,000
1,045,028
730,529
2,159,591
758,915
117,087
411,488
65,407
2,500
1,095,339
80,000
1,948,256
7,175
2,532,770
2,675,948
1,796,213
25,668
104,591
10,990
1,795,509
604,5 6 i
27,105,219
230,400
21,024,657
9,809,495
677,386
276,610
520,618
7,738,084
5,508,799
1,119,594
124,411
' ' 1,565,477
6,691,884
46,731,973
29,573,33S
10,977,120
Bringing flour to bushels of wheat, we have a total of bushels of grain:
Total movement, 120,741,851 bushels.
Received at Montreal, 1(3,575 765 or 13£ per cent.
APPENDIX F — (Continued).
Table showing the quantity of Flour and Grain sent Eastward from, the Lalce Regions.
RECEIVE!} AT .
Western terminus Baltimore and Ohio Railroad,
Western terminus Pennsylvania Railroad, ......
Dunkirk,
Buffalo,
Suspension Bridge,...........
Oswego,
Ogdensburgh,
Cape Yincent,
Rochester, ..
Montreal,
Total,
1802.
Flour,
barrels.
690,000
890,696
1,095,365
2,846,022
875,000
235,382
580,464
48,576
1,000
1,174,602
8,437,107
Wheat,
bushels.
112,061
30,435,831
10,982,132
693,684
316,403
150,000
8.534,172
51,224,283
Com,
bushels.
149,654
24,288,627
4,528,962
1,175,176
249,369
' '2,66l',6il
33,053,399
Other grain,
bushels.
550,000
1,622,893
10,173
3,849,620
2,750;000
1,467,823
• 30,000
49,047
6,622
973,046
11,309,224
Bringing flour to bushels of wheat, we have a total of bushels of grain :
Total movement, 137,772,441 bushels.
Received at Montreal, 18,041,839, or 13£ per cent.
APPENDIX F{Continued). •
Imports of Flour and Grain into Great Britain in 1862.
IMPORTS FROM
Russia, ,. ..
Prussia,
Denmark,
Mecklenburg,
Ilanse Towns,
France,
Turkey, Moldavia and Wallachia,
Egypt,
United States,
British North America,
Other countries, '.
Total,.
Flour,
CWtS..
256 973
71)0,040
4,409,534
1,108,591
551,975
7,207,113
Wheat,
buehejs.
10,617,264
11,603,872
1,162,704
745,288
1,253,608
1,798,680
3,120,544
6,072,288
29,798,160
6,891,616
2,690,136
75,754,160
Indian com,
bushels.
Countries
whence
imported
not given in
the available
returns.
21,830,328
Other grain,
bushels.
Countries
whence
imported
not given in
the available
returns.
33,342,464
Total bushels of
grain.
T3
O
3
c
o>
'a
•r~,
bX)
u
Ct-H
O
O
m *
C
a
c2
rc3
0)
o
+->
2
TEST
OF THE CAPACITY OF TIIE DOUBLE LOCKS AT FORT
PLAIN", ON THE ERIE CANAL, COMMENCING SEPT.
27, 1867,: AND CONTINUING FOR SEVENTY-SIX
HOURS, DURING WHICH TIME SIX HUNDRED AND
FIFTY-NINE BOATS WERE PASSED THROUGH.
[Con. No. 164.]
6
Test of capacity of Double Locks at Fort Plain, on Erie Canal, September 27th, 1867.
NAME OF BOAT.
Direction.
Size of boat,
large or small.
Time started
to tow into
lock.
Time got
through and
another
started in.
Actual time
consumed in
passing lQck,
east.
Tow Path.
ir.
M.
s.
H.
M.
s.
M.
s.
C. P. Gregg,
E
L
12
9
10
12
19 45
10
35
H. D. Fox,
Col. Ransom,
E
L
12
19 45
12
29 45
10
0
W
S
12
29 45
12
35 30
Jas. Maloy,
E
L
12
35 30
12
46
0
10
30
F. W. Jewell,
11. C. Webster,
E
L
12
46
0
12
59
0
13
0
E
L
12
59
0
1
11
0
12
0
F. Brodock,
E
L
1
11
0
1
26
0
15
0
E. L. Frembly,
E
L
1
26
0
1
38
0
12
0
Geo. Barnard,
E
L
1
38
0
1
51
0
13
0
Julia,
E
L
1
51
0
2
4
0
13
0
S. A. Boardman, ....
AF
L
2
4
0
2
12
0
C. Johnson,
E
L
2
12
0
2
21
0
9
0
J. S. Fitch,
E
L
2
21
0
2
37
0
16
0
Wm. Parker,
E
L
2
P
0
2
45
0
8
0
Attic Pearl,
E
L
2
45
0
2
59
0
14
0
N. Baker,
E
L
2
59
0
3
8
0
9
0
Heel Path.
Percie,
E
L
3
33
0
3
39
0
6
0
E. Haight,
E
L
3
39
0
4
0
0
21
0
E-co
33 ®
^ c fefl
« S S •
? r- ,J' 7Z
3 o a «
<olS
sr. s
45
Cargo in tons.
Going
east.
99
175
228
155
225
216
168
142
234
*250
224
225
198
220
170
95
Going
west.
Where loaded.
Buffalo, . .
Oswego, . .
Troy, ....
Buffalo, ..
do
do
Middleport,
Oswego, ..
do
Buffalo, ..
Syracuse,..
Oswego, ..
Buffalo, ..
do
Oswego, ..
Buffalo, ..
do
What with.
"Wheat.
Lumber.
Light.
Wheat.
Lumber.
Wheat.
Flour.
Lumber.
Lumber.
Wheat.
Light.
Salt.
Corn.
Wheat.
Corn.
Barley.
Oats.
Kerosene oil.
J. El well,
Anne Jane,
F. M. Fitch,
AY. T. North rope,
Lady Washington,. ..
H. Barhydt,
John Garrison,
J. J. Manger,
Eose,
Lookport,
D. E. Wells,'
J. Griffiths,
J. Smith,
Aleganny,
Tow Path.
Port Byron,
Amie Bennett,
State Eights,
Joe Eldndge,
A. P. Gilbert,
Crimea,
Kitty Yeomans,
D. A. Hawkins,
Jno. McElmore,
S. L. King,
Mary Bowley,
A. P. Newkirk,
J. H. Eoberts,
E
L
4 0 0
4 16 0
16 0
....
211
E
L
4 16 0
4 27 0
11 0
....
134
E
L
4 27 0
4 44 0
17 0
....
227
E
L
4 44 0
4 54 0
10 0
....
187
AY
L
4 54 0
5 6 0
....
12 0
....
E
L
5 6 0
5 20 0
14 0
210
AY
L
5 20 0
5 30 0
• • • •
10 0
....
E
L
5 30 0
5 39 0
9 0
....
210
E
L
5 39 0
5 58 0
19 0
....
187
AY
L
5 58 0
6 21 .0
....
23 0
....
E
L
6 21 0
6 32 0
11 0
237
AY
L
6 32 0
6 44 0
....
12 0
....
E
L
6 44 0
6 53 0
9 0
....
221
E
L
6 53 0
7 5 0
12 0
210
E
L
3 8 0
3 22 0
14 0
233
E
L
3 22 0
3 33 0
11 0
....
222
AY
L
3 33 0
3 41 0
....
8 0
E
L
3 41 0
3 50 0
9 0
224
AY
S
3 50 0
3 58 0
....
8 *0
E
L
3 58 0
4 7 0
9 0
114
E
L
4 7 0
4 22 0
15 0
.
170
AY
L
4 22 0
4 30 0
• .
8 0
E
L
4 30 0
4 39 0
9 0
200
E
L
4 39 0
4 49 0
10 0
218
AY
L
4 49 0
4 56 0
....
7 0
E
L
4 56 0
5 10 0
14 0
• • • •
224
AY
L
5 10 0
5 17 0
....
7 0
....
Buffalo,
do ..
Oswego, ...
Buffalo, ...
Buffalo, ...
Buffalo, ...
do
/
Lockport, . .
Buffalo, ...
do
Eochester,...
Oswego,
Buffalo,
New York,. .
Buffalo,
Oswego,
Buffalo,
Ivnowlesville,
Buffalo, ....
Barley.
Lumber.
Corn.
Lumber.
Light.
Oats& starch
Light.
AVheat.
Lumber.
Light.
Flour.
Light.
Corn.
AYheat.
Flour.
Corn.
Light.
Corn.
Hides.
Kerosene oil.
Lumber.
Light.
Oats.
Barley.
Light.
Corn.
Light.
Ti Test of capacity of Double Lochs at Fort Plain, on Eric Canal, September -27, 1867-—(Continued).
NAME OF BOAT.
* A. D. Iloyt, ...
R. Thompson,. .
M. J. Goodsell,.
Heel Path,
Eli Perry,
Bnrnside,
West Falls, ....
Gen. Slocum, ..
Ira Parker,
Ellen,
Houghsdale, . ..
Atlantic,
C.G.Clark, ...
MeKeWor,
Fort Sumpter, .
Win. Fable,. . ..
G. I). Beard,...
Henry Burr, ...
Ross,
M. E. Edwards,
Direction.
Size of boat,
large or*m all
Time started
to tow into
lock.
Time got
through and
another
started im
Actual time
consumed in
passing lock
east.
Actual time
consumed in
passing lock
west.
II. M. S.
II. M. S.
M. S.
M. S.
E
L
5 17 0
5 27 0
10 0
W
S
5 27 0
5 35 0
....
8 0
E
L
5 35 0
5 42 0
7 0
E
L
7 5 0
7 23 0
18 0
W
L
7 23 0
7 35 0
....
12 ' 0
E
L
7 35 0
7 44 0
9 0
....
E
L
7 11 0
S 8 0
24 0
....
AV
L
8* 8 0
8 19 0
....
11 0
E
L
8 19 0
8 31 0
12 0
....
AV
L
8 31 0
8 41 0
....
10 0
E
S
8 11 0
8 55 0
14 0
....
AV
L
8 55 0
9 4 0
9 0
E
L
9 4 0
9 10 0
6 ' 0
....
AV
L
9 10 0
9 20 0
....
10 0
E
L
9 20 0
9 28 0
8 0
, , , ,
AV
L
9 28 0
9 40 0
12 0
E
L
9 10 0
9 55 0
15 0
....
AV
L
9 55 0
10 3 0
8 0
E
L
10 3 0
10 15 0
12 0
....
CARGO IN TONS.
Going
east.
228
210
169
192
229
175
'91
216
221
125
155
Going
west.
Whore loaded.
Buffalo, .
Buffalo, .
Buffalo, .
Buffalo, .
do
Oswego, .
Chenango,
Buffalo, .
Buffalo, .
Buffalo, .
Oswego, .
What with.
Wheat.
Light.
Wheat.
Lumber.
Light.
Oats.
Corn.
Light.
Lumber.
Light.
Lumber.
Light.
Wheat.
Light.
Corn.
Light.
Lumber.
Light.
Staves.
Tow Path.
J. II. Starts,....
G. G. Warner, .,
G. N. Scatchard,
Jno, Keeley,.'. .
J. II. Port, .,.
Emily Bee, ....
J. II. Kase,. ..,
J. D. Patterson,
A. C. Green,....
Sabth Keeper, ..
M. M. Saulter, .
R. Curtis, ......
Kate Green, ....
Ed and J'olni, ..
Manchester, ...
Handy Andy,, .
Heel path.
Frank,
O. A. Ilariss, ..,
Filkins,
Sexton,
T. Parker,......
O. G. Gates, ...,
-=k. m., Sept. 28, 1SG7.
Kate,
Hansted, \ .
w
L
5 42 0
5 50 0
• • • •
8 0
E
L
5 50 0
6 0 0
10 0
• ■ • •
109
W
L
6 0 0
!0 12 0
....
9 0
....
E
S
6 15 0
6 20 0
10 0
....
145
W
L
0 20 0
0 33 0'
....
7 0
....
E
L
6 33 0
6 44 0
11 0
i
147
E
S
0 44 0
0 50 0
12 0'
....
50
E
L
6 50 0
7 17 0
21 0
....
213
W
L
7 17 0
7 28 0
<
11 0
E
L
7 28' 0
7 37 0
9 ' 0
187
IV
L
7 37 0
7 43 0
• • • •
0 0
....
E
S
7 43 0
7 54 0
11 0
125
W
L
7 54 0
8 4 3
10 ' "o
E
L
8 4 0
8 14 0
10 ' 0
200
W
L
8 14 0
8 24 0
10 ' 0
E
L
• 8 24 0
8 30 0
12 * 0
t
*227
W
L
10 15 0
10 24 0
9 0
E
L
10 24 0
10 35 0
11 ' 0
218
W
L
10 35 0
10 50 0
15 ' 0
E
L
10 50 0
11 3 0
13 ' 0
224
E
L
11 3 0
11 23 0
20 0
213
W
L
11 23 0
11 53 0
30 ' o
E
L
11 53 0
12 23 0
30 0
125
W
L
12 23 0
-12 31 0
8 ' 0
^ 't
80
12
Oswego, ...
S. Lake, ,..
Oswego, . ..
do
Buffalo,
Oswego, . ..
Bingham ton,
i.. ;
Buffalo, ....
Buffalo, ....
Oswego, .. .
Buffalo, ....
do ....
Albany, . . .
Buffalo, ....
Tr<>y,
Light.
Lumber
Light.
Coal.
Light.
Oats.
T. poles.
Wheat.
Light.
Lumber.
Light.
Lumber.
Light.
Lumber.
Light.
Corn.
Light.
Corn.
Light.
Corn.
Wheat.
Salt.
Lumber.
•Stoves.
Test of capacity of Double I odes at Fort Plain, on Erie Canal, September 28th, 1867 — (Continued).
NAME OF BOAT.
o
tf* .
G. Hoyt, .......
C. F. Wolleston..
A. G. Cole,
Goovcave, ......
J. E. Horn,....,
J. Benjamin,....
E. M. llitehcock,
E. Manankin, .,.
Tow Path.
City Syracuse, ..
Boyd,
Fiagg,
Win. Houghton,.
Lumber City, . ..
Jos. Bayley,
Streeter,
Taylor,
A. T. Alber, ....
Glen Cove,
Aaron "Weed. ...
E
W
E
W
E
E
W
E
W
E
W
E
W
E
E
E
W
E
W
IE
.C tn
L
L
L
L
L
L
L
L
L
S
L
L
L
L
L
L
L
L
L
.5 .. o
E-S.2
H. M. S.
12 31 0
12 43
12 58
1 13
• 1 39
1 56
2 19
2 51
8 36
8 49
8 57
9 10
9 16
9 26
9 41
9 49
10 7
10 17
10 25
T3
G
a a
O f" A*""*
E21?
H. M.
12 43
12 58
1 13
1 39
1 56
2 19
2 51
3 0
8 49
8 57
9 10
9 10
9 26
9 41
9 49
10 7
10 17
10 25
10 36
g'S-g
J-g.2
U ~ B
<! w a w
M. S.
12 0
15 0
17 0
23 0
*9 0
8 0
*6 0
15 '6
8 0
18 0
'8 '6
c.S^'
E -c ©
E ft/)
a = 2 ■
2 5 S?
M. S.
15 0
26 "0
32 'o
13 0
13 0
10 0
10 'o
11 "o
CARGO IN TONS.
Going
east.
229
232
129
229
22S
150
ioo
*224
170
"80
Going
w«st.
100
ioo
65
Where loaded.
Buffalo, . .
Buffalo, . .
New York,
Buffalo, ..
do
New York,
Buffalo, ..
New York,
Buffalo, ..
Oswego, ..
Buffalo, , .
O. Lake, ..
Oswego, ..
What with.
Corn.
Light.
Oats.
R. R. iron.
Lumber.
Wheat.
Salt.
Wheat.
Merch'dise.
Lumber.
Light.
Flour.
Light.
Corn.
Light.
Lumber.
Light.
Peas.
Light.
C. Hammond,
Goodrich,
Waterman,
Clias. Dates,
Fred. Delano,
Jlcel Path.
Right of Way,
Ironsides,
G. G. Wagner,
Colorado,
F. Trapp,
I. A. Pool,
I. Albie,
G. N. Selver,
A. W. Douglas,
Edward Many,
Hermitlia,
Good Templar,
Wood Brier,
Mary Anne,
Edda Sutton,
Lewis Howel,
Tow Path.
J. E. Flarone,
p. m., Sept. 28, 1867.
A. G. Bailey, ......
E
L
10 36 0
10 16 0
10 0
W
L
10 16 0
10 59 0
....
E
L
10 59 0
11 11 0
12 0
W
L
11 11 0
11 20 0
....
W
L
11 20 0
11 14 0
E
L
3 0 0
3 30 0
30 0
E
L
3 30 0
3 50 0
20 0
E
L
3 50 0
1 10 0
20 0
E
L
1 10 0
127 0
17 0
E
L
1 27 0
118 0
21 0
E
L
118 0
5 17 0
29 0
E
L
5 17 0
5 35 0
18 0
E
L
5 35 0
5 52 0
17 0
W
L
5 52 0
6 2 0
....
E
L
6 2 0
6 10 0
8 ' 0
E
L
• 6 10 0
6 20 0
10 0
E
S
6 20 0
6 38 0
18 0
E
L
6 38 0
6 52 0
11 0
E
L
6 52 0
7 10
10 0
E
L
7 10
7 37 0
33 0
W
L
7 37 0
7 51 0
E
L
11 11 0
11 55 0
11 0
W
L
11 55 0
12 9 0
13 0
9 0
21 0
10
17 0
11 0
150 .... Buffalo, . . ..
.. . . 100 New York,. .
218 .... Buffalo, . . ..
.. .. 100 New York, . .
.. .. 80 Troy,
175 .... Oswego,
160 .... Rome,
216 .... Oswego,
228 .... do
220 .... Buffalo,
175 .... do
233 .... do
213 .... do
200 .... Oswego,
207 .... Seneca Lake,
62 .... B. River,
221 .... Buffalo,
197 Loeliport, ...
213 .... Buffalo, . ...
. . .. 15 New York,. .
162 .... Oswego,
Lumber,
Coal.
Corn.
Merchandise
Merchandise
Lumber.
Flour.
Flour.
Barley.
Sundries.
Lumber.
Rye.
Corn
Light.
Lumber.
Coal.
Lumber.
Oats.
Staves.
Corn.
Merchandise
Lumber.
Light.
Test of capacity of Double Lochs at Fort Plain, on Erie Canal, September 28ih, 1867 — {Continued).
NAME OF BOAT.
~ G. W. Booth, ..
2L. A. Card,....
Williamson, ...
William Hanks,
J. Glass,
W. O. Spraker,
William JIo\ve,
I. W. Beat, ....
B. II. Winan,..
J. II. Bowley,..
J. G. Ilartson, .
E. G. Thomas, .
C. A. Pool, ....
George Sanders,
Heel Path.
G. C. Barnes, ..
S. N. Derriek, .
John Houston, .
Sabbath Keeper,
G. P. Buster, . .
Direction.
Size of boat,
large or email
Time started
to tow into
lock.
Time got
through and
another
started in.
O OJd
o
.5-a o
-If
Slid
£ C «' »>
3 8 S.S
Actual time
consumed in
passing lock
west.
CARGO
Going
cast.
11. M. S.
11. M. 8.
M. S.
M. 8.
w
L
12 9 0
12 18 0
• • • •
9 0
....
E
L
12 18 0
12 39 0
21 0
....
187
W
L
12 39 0
12 55 0
• . • •
16 0
. . ■
E
L
12 55 0
1 2 0
7 0
....
162
W
L
1 2 0
1 17 0
• • * •
15 0
....
E
L
1 17 0
1 30 0
13 0
....
221
W
L
1 30 0
1 44 0
, , , ,
14 0
....
E
L
1 44 0
1 53 0
9 0
....
138
W
L
1 53 0
2 6 0
• • • •
13 0
....
E
L
2 6 0
2 18 0
12 0
....
190
W
L
2 18 0
2 30 0
....
12 0
....
E
L
2 30 0
2 42 0
12 0
....
213
W
L
2 42 0
3 4 0
• • • •
22 0
....
E
L
3 4 0
3 20 0
16 0
125
E
L
7 54 0
8 18 0
24 0
220
E
L
8 18 0
8 26 0
8 0
....
230
W
L
8 26 0
9 6 0
• • « •
40 0
....
E
L
9 6 0
9 16 0
10 0
....
181
W
L
9 16 0
9 25 0
....
9 0
• . • •
Going
WOBt.
100
110
100
Where loaded.
Oswego, . . .
Oswego, ...
Buffalo, . ..
Buffalo, ...
Buffalo, ...
Buffalo, ...
Albany,
Buffalo, ...
Buffalo, ...
do
New York,.
Oswego, . ..
Hudson, . ..
What with.
Light.
Lumber.
Light.
Lumber.
Light.
Corn.
Light.
Lumber.
Light.
Oil.
Light.
Corn.
R. R
Lumber.
iron.
Barley.
Corn.
Coal.
Lumber.
Iron ore.
Bableton,
q O. Koudro, . ...
® F. Batchcdor, . .
•\P. M. Church,..
^H. C. Correll,. .
A. S. Bernley, .
J? C. S. McClain, .
^ Crib,
Grace Wart,
II. A. Frink,...
T. M. Crippen, .
Tow Path.
Morse,
Carey,
C. A. Nobles, . .
Katy Davis,
Aldie,
E. W. Osborne,
H. King,
S. Danes,
R. Whiteman,..
Susan,
J. II. Coats,
Milo,
G. A. Ensighn,.
R. R. Williams,
K. Jemison,
P. E. Toles,
E
L
9 25 0
9 34 0
9 0
W
L
9 34 0
9 53 0
«...
E
L
9 53 0
10 6 0
13 0
W
L
10 6 0
10 25 0
....
W
S
10 25 0
10 35 0
....
E
S
10 35 0
10 43 0
8 0
W
L
10 43 0
10 56 0
....
E
C
10 50 0
11 3 0
7 0
W
s
11 3 0
11 11 0
....
E
L
11 11 0
11 24 0
13 0
W
L
11 24 0
11 34 0
E
L
3 20 0
3 47 0
27 0
E
L
3 47 0
4 5 0
18 0
E
L
5 5 0
4 20 0
15 0
E
L
4 20 0
4 43 0
23 0
E
L
4 43 0
5 10 0
27 0
E
L
5 10 0
5 22 0
12 0
E
L
5 22 0
5 40 0
18 0
E
L
5 40 0
5 57 0
17 0
E
L
5 57 0
6 7 0
10 0
E
L
6 7 0
6 20 0
13 0
E
L
0 20 0
6 35 0
15 0
E
L
6 35 0
6 55 0
20 0
E
S
6 55 0
7 5 0
10 0
E
S
7 5 0
7 12 0
7 0
E
L
7 12 0
8 10
49 0
E
L
8 10
8 20 0
19 0
19 0
19 ' 0
10 0
13 ' 0
8 ' 0
10 ' 0
218
....
....
101
219
....
....
112
....
60
220
"eo
210
....
150
200
196
221
200
125
132
219
100
189
238
160
100
218
216
22S
Buffalo, ....
Troy,
Buffalo, ....
Amboy, ....
New York,. .
Buffalo, . ..
Tonawanda.
New York,..
Seneca Lake,
Buffalo,
do
do
do
do
do
Rome, . .
Buffalo,
Oswego,
Buffalo,
do
do
Corning,
Buffalo,
do
do
Oats.
Merch'dise.
Wheat.
Brick.
Merch'dise.
Corn.
Light.
Merch'dise.
Coal.
Light.
Lumber.
Staves.
Corn.
Barley.
Coal.
Oil.
Lumber.
Rye.
Lumber.
Staves.
Corn.
Lumber.
do
Corn.
Oats.
Wheat.
!z5
o
Ci
►f-
o
Test of capacity of Double Locks at Fort Plain, on Erie Canal, September 28th, 1S67 — (Continued).
NAME OF BOAT.
Direction.
«"3
i e
1.
V- —
o o
a §,
N £?
cc «
Time started
to tow into
lock.
Time pot
through and
another
started in.
J-c|
2 £
^ fl to
y c 5 C3
u P. <u
Heel Path.
H.
M.
s.
ii.
M.
3.
M.
3.
Crib,
E
c
11
34
0
11
40
0
0
0
Walreth,
W
L
11
40
0
11
47
0
.
Crib
E
C
11
47
0
11
55
0
8
0
r. m., Sept. 28,18G7.
T. II. Dobson,
W
L
11
55
0
12
9
0
• . •
.
Crib,
E
C
12
9
0
12
15
0
0
0
UHb,
E
C
12
15
0
12
22
0
7
0
Spencer,
W
L
12
22
0
12
30
0
Crib,
E
C
12
30
0
12
39
0
9
0
0. C. French,
W
L
12
39
0
12
49
0
Crib,
E
C
12
49
0
12
58
0
9
0
Crib
E
C
12
58
0
1
10
0
12
0
P. Manor,
W
L
1
10
0
1
18
0
Crib,
E
C
1
IS
0
1
20
0
8
0
Lone Star,
W
L
1
20
0
1
39
0
Crib,
E
C
1
39
0
1
47
0
8
0
Marj Shaw,
W
L
1
47
0
1
58
0
...
.
Actual time
consumed in
passing lock
west.
CARGO
Going
east.
N TONS.
Going
west.
Where loaded.
What with.
M. S.
....
....
....
Tonawanda.
7 0
....
....
Light.
—
Tonawanda.
14 0
82
New York,...
E. E. spikes.
....
Tonawanda.
....
do
8 0
Light.
....
Tonawanda.
10 0
.............
Light.
....
Tonawanda.
....
do
8 0
Light.
....
Tonawanda.
13 0
Light.
....
Tonawanda.
11 0
Light.
Tov'} Path.
J. Pierce,
Win. Cox
G. Peterson,
Estelle,
Bliston,
T. L. Mnrsdon
Novelty,
Babbutt,
C. M. Belnapp,
D. G. Hewitt,
A. M. Gray,
Delaware,
Crib,
Nat. Nero,
E. B. Hunt,
Low & Noah,
Ileel Path.
•Crib,
Gen. Grant,
Willie,
Hiram Aliff,
E. T. Chilingwortli,. .
A. Van Buran,
J. F. Huntley,
Addisson,
O. Scott,
C. W. Davis,
E
L
8 20 0
8 41 0
21 0
W
L
841 0
8 54 0
....
E
L
8 54 0
9 4 0
10 0
E
L
9 4 0
9 23 0
19 0
W
L
9 23 0
9 34 0
E
L
9 34 0
9 41 0
7 ' 0
E
L
9 41 0
9 54 0
13 0
W
L
9 54 0
10 10 0
....
E
L
10 10 0
10 19 0
9 0
W
L
10 19 0
10 30 0
....
w
L
10 30 0
10 43 0
....
w
L
10 43 0
10 56 0
....
E
L
10 56 0
11 6 0
10 0
w
L
11 6 0
11 21 0
....
E
S
11 21 0
11 30 0
9 0
W
L
11 30 0
11 45 0
E
C
1 58 0
2 6 0
8 0
W
L
2 6 0
2 22 0
.
E
L
2 22 0
2 34 0
12 ' 0
W
S
2 34 0
2 41 0
E
L
2 41 0
2 53 0
12 0
W
L
2 53 0
3 8 0
E
L
3 8 9
3 IS 0
10 0
W
S
3 18 0
3 39 0
E
L
3 39 0
3 44 0
5 ' 0
W
L
3 44 0
4 0 0
. • • .
16
0
160
7
0
*181
15
0
'l75
21
0
'228
6
0
• • • •
150
195
205
175
165
135
52
100
106
100
' 9S
100
190
150
130
' 49
' 'io
' 'si
Oswego, .
New York
Buffalo,
Syracuse,
New York
Buffalo,
do
Newbury
Buffalo,
New York
do
do
Tonawanda
New York,
Black River,
Newburgli, .
Tonawanda,
Albany, . .
Old Point,
Albany, ..
Oswego, . .
Oswego, . .
New York,
Oswego, ..
Lumber.
Coal.
Oats.
Salt.
Merch'dise.
Lumber.
Luin. &stav,
Coal.
Oats.
Merch'dise.
do
do
Roofing.
Lumber.
Coal.
Merch'dise.
Coal.
Stoves.
Lumber.
Light.
Lumber.
Merch'dise.
/,Tf
Light.
Test of capacity of Double Locks at Fort Plain, on Eric Canal, September 28, 1867— (Continued!).
NAME OF BOAT.
C. H. Gage,. ....
Hattie Vandeker,
4 Susquehanna, ...
Aunt Polly,
P. Kelsev,
Evergreen City, .
2 Tow Path.
Alden,
Adelburt,
Acme,
Live Yankee, ...
C. Bowley,
S. C. Roberts,...
Walter Scott, . ..
M. J. Tremain,..
United States,...
Sain. Thorn, ....
Rose Anna,
Tilly Seaton,
Kate Frees,
Direction.
Size of boat,
large or small
Time started
to tow into
lock.
Time got
through and
another
started in.
Actual time
consumed in
passing lock
east.
Actual time
consumed in
passing lock
west.
CARGO
Going
east.
II. M. S.
11. M. S.
M. S.
M. S.
E
L
4 0 0
4 11 0
11 0
....
200
W
L
4 11 0
4 24 0
• • • •
13 0
....
E
L
4 24 0
4 33 0
9 0
....
200
W
L
4 33 0
4 46 0
13 -0
....
E
L
4 46 0
4 56 0
10 0
....
210
W
L
4 56 0
5 12 0
16 0
....
E
L
11 45 0
11 57 0
12 0
215
IV
L
11 57 0
12 5 0
• • • •
8 0
....
E
L
12 5 0
12 14 0
9 0
....
213
W
L
12 14 0
12 27 0
13 0
, , , ,
E
L
14 27 0
12 34 0
7 0
....
172
W
L
12 34 0
12 44 0
• • • •
10 0
....
E
L
12 44 0
12 52 0
8 0
....
225
W
L
12 52 0
10 0
• • • •
8 0
....
E
L
10 0
19 0
9 0
....
190
E
L
19 0
1 23 0
14 0
....
210
E
L
1 23 0
1 35 0
12 0
....
181
W
L
1 35 0
1 47 0
12 0
E
L
1 47 0
1 57 0
10 0
• • • •
228
Going
west.
100
80
"Where loaded.
Syracuse,
Buffalo,
Buffalo,
Elizabethport,
Buffalo,
Buffalo,
New York, . .,
Oswego,
Oswego,
Fort Plain, ..
Buffalo,
do
Buffalo,
What with.
Salt.
Light.
Wheat.
Light.
Wheat.
Coal.
Corn.
Light.
Corn.
Oil.
Lumber.
Light.
Wheat.
Light.
Mercli'dise.
Corn.
Lumber.
Light.
Wheat.
C. L. Henry,
Wm. C. Streeter,
J. Small,
Heel Path.
B. B. Clapp,
A. Belch,
Bell fast,
Dan Pardee,
Charley,
Syracuse,
W. & A. Northrop, ..
Jas. Reiley,
C. Douer,
Morning Star,
M. A. Eno,
Yates,
Briggs,
J. H. Wooding,
Dido,
E. Mason, .. ..
Tow Path.
M. S. Clark,
Unknown, .. ..
Durango,
Vicksburgh,
Horrigan,
J. Spencer,
w
L
1 57 0
2 7 0
• • • •
10 0
....
E
L
2 7 0
2 27 0
20 0
....
213
W
L
2 27 0
2 40 0
....
13 0
....
E
L
5 12 0
5 21 0
9 0
215
W
L
5 21 0
5 35 0
....
14 0
E
L
5 35 0
5 45 0
10 0
....
234
W
L
5 45 0
6 3 0
....
18 0
....
E
S
6 3 0
6 10 0
7 0
....
90
W
L
6 10 0
6 24 0
....
14 0
....
E
S
6 24 0
6 38 0
14 0
....
70
W
S
6 38 0
6 48 0
....
10 0
• • • •
E
L
6 48 0
6 58 0
10 0
....
216
W
L
6 58 0
7 15 0
....
17 0
....
E
L
7 15 0
7 28 0
13 9
....
179
W
L
7 28 0
7 39 0
....
11 0
....
E
L
7 39 0
7 48 0
11 0
. ... .
238
W
L
7 48 0
8 7 0
....
19 0
....
E
L
8 7 0
S 19 0
12 0
....
210
W
L
8 19 0
S 30 0
11 0
....
E
L
2 40 0
2 47 0
7 0
225
W
L
2 47 0
2 55 0
....
8 0
....
E
L
2 55 0
3 8 0
13 0
....
213
W
L
3 8 0
3 21 0
....
13 0
....
E
L
3 21 0
3 44 0
23 0
....
225
W
L
3 44 0
3 54 0
*
10 0
....
100
61
70
ii2
Buffalo, .
Buffalo, . .
Buffalo, ..
New York,
B. River,..
B. River,..
Oswego, . .
Waterford,
Oswego, . .
New York,
Oswego, ..
New York,
Buffalo, ..
Oswego, ..
Buffalo, ..
Buffalo, ..
Light.
Corn.
Light.
Oats.
Light.
Oats.
R. R. Iron.
Lumber.
Light.
Lumber.
Light.
Barley.
Sand.
Lumber.
Merch'ndise.
Corn.
R. R. Iron.
Oats.
Light.
Wheat.
Light.
Wheat.
Light.
Corn.
Light.
Test of capacity of Double Lochs at Tort Plain, on Erie Canal, September 28th, 1867 — (Continued).
NAME OF BOAT.
J. W. Winchel,
J. B. Taylor,...
Royal,
J. Paige,
II. J. Reed,....
Samuel Morgan,
II. Barker,
Vespers,
J. M. Barker, . .
B. Sears,
Heel Path.
Kitty Bowley, .
New Idea,
Crib,
Crib,
Crib,
Crib,
Crib,
Crib,
Tom Reed, ....
Direction.
« <3
20
a.
I-
Ji
Time started
to tow into
lock.
Time got
through and
another
started in.
Actual time
consumed in
passiDg lock
east.
II. M. S.
H. M. S.
M. S.
E
L
3 51 0
110
10 0
W
L
110
1 13 0
E
L
1 13 0
1 21 0
11 ' 0
W
L
1 21 0
1 31 0
E
L
1 31 0
113 0
9 0
W
L
113 0
1 55 0
• . • •
E
L
1 55 0
5 5 0
10 0
W
L
5 5 0
5 13 0
....
E
L
5 13 0
5 21 0
8 0
W
L
5 21 0
5 36 0
E
L
8 30 0
8 38 0
8 0
W
L
8 38 0
8 58 0
....
E
C
8 58 0
9 9 0
11 0
E
L
9 9 0
9 17 0
8 0
E
L
9 17 0
9'29 0
12 0
E
L
9 29 0
9 38 0
9 0
E
L
9 38 0
9 51 0
13 . 0
E
L
9 51 0
10 5 0
11 0
E
L
10 5 0
10 15 0
10 0
<u CM
G— y
O
+■» <u —*
c bo
oo 5
TO ^
C.>
M. S.
9
10
12
8
15 0
20 0
CARGO IN TONS.
Going
east.
213
156
2is
175
201
181
221
Going
west.
101
ii3
iio
ioo
Where loaded.
Syracuse, .,
Oswego,
Buffalo, ...
New York,.
Oswego, ...
Newburgh, .
Buffalo, ...
New York,.
Oswego, ...
Troy,
Tonawanda,
do
do
do
do
do
Buffalo,
What with.
Salt.
Light.
Lumber.
Light.
Corn.
Merchandise
Lumber.
Coal.
Staves.
Merchandise
Lumber.
Merchandise
Corn.
Win. Broker,
Shears & Clark,
I. I. Wilkins,
Frank Williams, ...
FT. C. Alvord,
a. m., Sept. 29,1867.
H. C. Leroy,
G. W. Pierce,
Tow Path.
W. J. Nesbitt,
Meteor,
Locotra,
T & M. Kenny,
City of New York, .
L. Rhodes,
I. R. Waits,
A. Ransaufeld,
G. S. Hazard,
I. G. Freeman,
A. Monroe,
C. A. Folger,
C. Hinsdale,
S. W. Scott,
F. Mackie,
Jas. Norman,
E
L
10 15 0
10 41 0
26 0
■ • • •
171
• • • •
E
L
10 41 0
11 3 0
22 0
• • • .
162
....
W
L
11 3 0
11 24 0
• • • •
21 0
.... >
....
w
L
11 24 0
11 44 0
• • • •
20 0
....
100
E
L
11 44 0
11 54 0
10 0
....
219
W
L
11 54 0
12 4 0
20 0
E
L
12 4 0
12 30 0
26 0
....
227
....
E
L
5 36 0
5 45 0
9 0
216
W
L
5 45 0
5 57 0
.
12 0
....
100
E
S
5 57 0
6 3 0
6 0
• • • •
45
W
L
6 3 0
6 14 0
11 0
....
100
E
L
6 14 0
6 24 0
10 0
216
W
L
6 24 0
6 34 0
10 0
107
E
L
6 34 0
6 45 0
ii o
• « • •
217
AY
L
6 45 0
6 58 0
13 0
....
E
L
6 58 0
7 9 0
11 0
224
AY
L
7 9 0
7 20 0
ii o
.
E
L
7 20 0
7 35 0
15 0
232
AY
L
7 35 0
7 48 0
13 0
100
AY
L
7 48 0
7 58 0
10 0
200
....
AY
L
7 58 0
8 13 0
• •
15 0
.
97
E
L
8 13 0
8 23 0
10 0
175
AY
L
8 23 0
8 33 0
. .
io o
....
....
Oswego,
do
Jersey Citv, ..
Buffalo, .....
Lockport, ....
Oswego,
New York,. ..
B. River,
N ew York,. ..
Rochester, ...
Troy,
Oswego,
Buffalo,
Liverpool, ...
New York,. ..
Salina,
N. Brunswick,
Oswego,
Lumber.
Lumber.
Light.
Coal.
Wheat.
Light.
Flour.
Barley.
Coal.
Lumber.
Coal.
Flour.
Merch'dise.
Barley.
Light.
Corn.
Light.
Salt.
R. R.iron.
Salt.
Coal.
Lumber.
Light.
Test of capacity of Double Locks at Fort Plain, on Erie Canal, September 29th, 1867 — (ContinuecT).
NAME OF BOAT.
Heel Path.
Fred. Barnard, . .
"Joal,"
Anne Flags;,
D. G. Mink, ....
Win. Clark,
Geo. Beadle,
II. Davis,
North Star,
Donnely,
M. Davis
N. B. Card,*....
J. M. Manus, ...
Tlios. Kuran, ...
Geo. Woods,
Geo. Armstrong,
Tow Path.
M. Diefendorf, ..
Morse,
Direction.
Size of boat,
large or small
Time started
to tow into
lock.
Time got
through and
another
started in.
Actual time
consumed in
passing lock
east.
Actual time
consumed in
passing lock
west.
II. M. S.
II. M. S.
M. S.
M. S.
w
L
12 30 0
12 45 0
....
15 0
E
L
12 45 0
10 0
15 0
....
W
L
1 0 0
1 31 0
....
31 0
E
L
1 31 0
1 46 0
15 0
....
W
L
1 46 0
2 15 0
29 0
E
L
2 15 0
2 21 0
6 0
....
W
L
2 21 0
2 51 0
....
30 0
E
L
2 51 0
3 12 0
21 0
....
W
L
3 12 0
3 24 0
....
12 0
E
L
3 24 0
3 34 0
10 0
....
W
L
3 34 0
3 52 0
....
18 0
E
L
9 18 0
9 25 0
7 0
....
W
L
9 25 0
9 42 0
....
17 0
E
L
9 42 0
9 50 0
8 0
....
W
L
9 50 0
9 55 0
5 0
W
L
8 33 0
8 48 0
15 0
w
L
8 48 0
9 10
....
13 0
CARGO IN TONS.
Going
Going
east.
west.
98
170
....
....
65
212
....
....
100
130
...
....
115
125
*150
....
221
....
100
222
Where loaded.
Bondout,..
Oswego, ..
New York,
Buffalo, . .
New York,
Oswego, ..
Elery Pt., .
Buffalo, . .
Oswego, . .
Buffalo, ..
New York,
Buffalo, . .
What with.
Coal.
Lumber.
Mercli'dise.
•Rye.
Mercli'dise.
Flour.
Coal.
Lumber.
Light.
Lumber.
Light.
Oats.
Pig iron.
Barley.
Light.
Light.
Light.
' Stopped locking through this lock five hours and twenty-six minutes.
Ella Ward,
qG. P. Sanders,
§ Gen. Burnside,
' Win. W. Wimouth,.
^ II. Seymour,
II. II. Golf,
2 Three Sisters,
T. T. Brewster,
Shamrock,
Huron,
Oliver Laden,
Clark,
Burbeck,
a. m. Sept. 29, 1867.
ro Noyes,
Heel Path.
Cora,
Cohobee,
A. Stacy,
S. A. Gilespie,
Clipper,
Maggie,
Sisters,
Jas. Fragee, .'.
W. Eowley,
Bissell,
Emer,
w
L
9 10
9 14 0
....
13 0
....
E
L
9 14 0
D 22 0
8 0
....
197
E
L
9 22 0
9 43 0
21 0
....
216
E
L
9 43 0
10 0 0
17 0
....
120
E
L
10 0 0
10 10 0
10 0
....
146
W
L
10 10 0
10 25 0
....
15 0
....
E
L
10 25 0
10 35 0
10 0
• • • •
210
W
L
10 35 0
10 45 0
....
10 0
....
E
L
10 45 0
11 3 0
18 0
....
187
E
L
11 3 0
11 15 0
12 0
....
231
E
L
11 15 0
11 22 0
7 0
....
116
E
S
11 22 0
11 33 0
11 0
....
72
W
L
11 33 0
11 53 0
20 0
E
L
11 53 0
12 0 0
7 0
224
E
L
9 55 0
10 4 0
9 0
182
W
L
10 4 0
10 12 0
....
8 0
....
E
L
10 12 0
10 20 0
8 0
....
210
W
L
10 20 0
10 33 0
....
13 0
....
E
L
10 33 0
10 43 0
10 0
.
169
W
L
11 43 0
11 4 0
....
21 0
....
E
L
11 4 0
11 9 0
5 0
....
119
W
L
11 9 0
11 14 0
....
5 0
E
L
11 14 0
11 21 0
7 0
155
W
L
11 21 0
11 45 0
....
24 0
....
E
S
11 45 0
11 54 0
9 0
....
87
100
123
104
100
ii5
Elizabethport,
Oswego, ......
Buffalo,
do
do
Salina,
Oswego,
Buffalo,
do
B. River,
Rondout,
Buffalo,
Oswego,
Buffalo,
New York,. ..
Buffalo,
New York,...
Buffalo,
Oswego,
N. Brunswick,
B'ville,
Coal.
Barley.
Corn.
Lu mber.
Staves.
Light.
Salt.
Light,
Lumber.
Wheat.
Oil.
Lumber.
Coal.
Corn.
Lumber.
Light.
Corn.
Merchandise
Lumber.
Merchandise
Corn, &c.
Light.
Lumber.
Coal.
Lumber.
Test of capacity of Double Loci's at Fort Plain, on Erie Canal, September 29th, 1867 — {Continued).
name of boat.
Powhatten, ........
p. m., Sept. 29, 1S67.
Crib,
Dunlap,
Crib,
W. B. Taylor,
Tow Path.
TI. Hilling,
Mary D.,
Ellen Rose,
Robert Barnard,. ...
Anne Rebecca,
Win. Ward,
Emma Tracy,
E. Bnndy,
St. John,
M. Johnson,
F. Wellington,
p *
Parmley,
Direction.
Size of boar,
large or small.
Time started
to tow into
lock.
a
aj C
a =~5
t->«- a in
Actual time
consumed in
passing lock,
east.
Actual time
consumed in
passing lock,
west.
CAKQO
Going
east.
N TONS.
Going
west.
Where loaded.
What with.
H. M. S.
II. M. S.
M. S.
M. S.
w
s
11 54 0
12 2 0
....
8 0
Light.
E
c
12 2 0
12 8 0
6 0
Tonawanda.
W
L
12 8 0
12 24 0
....
16 0
....
100
New York,. ..
Mercli'dise.
E
C
12 24 0
12 30 0
6 0
....
....
....
Tonawanda.
W
L
12 30 0
12 38 0
....
8 0
—
Light.
E
L
12 0 0
12 15 0
15 0
138
Buffalo,
Lumber.
W
L
12 15 0
12 33 0
....
18 0
....
97
New York,. . .
Marble.
E
S
12 33 0
12 45 0
12 0
....
140
S. Lake,
Coal.
AT
L
12 45 0
12 0
....
17 0
....
Light.
E
L
12 0
1 12 0
10 0
....
219
....
Oswego,
AVheat.
E
E
1 12 0
1 24 0
12 0
....
222
....
Buffalo,
Corn.
W
L
1 24 0
1 44 0
20 0
....
100
Pt. Johnson,..
Coal.
E
L
1 44 0
1 58 0
14 0
....
172
Oswego,
Lumber.
A\r
L
1 58 0
2 15 0
....
17 0
....
90
<
o •
Mercli'dise.
E
L
2 15 0
2 21 0
6 0
....
175
....
Oswego,
Lumber.
W
L
2 21 0
2 33 0
....
12 0
....
102
Newburgh, ..
Coal.
E
L
2 33 0
2 42 0
9 0
. • • • •
219
....
Buffalo,
A\7lieat.
oo
a
o
a
<!
a
H
o
a
CI) as. Macker,
A. D. Macy,
Geo. Morris,
G. S. Ilibbard,.. .
Heel path.
Crib,
Fred. Powers,....
Crib,
Win. Knox,
Crib,
L. D. Collins,
Crib,
David Ellis,
Mary Tracy,
Nihardt,
F. W. Lenliardt,..
P. E. Bellinger, . .
Flattie Eliza,
Frank Reese, . ... .
W. M. Church,...
Kitty Culver,
Tow Path.
H. S. Armstrong,.
City Bank,
Amelt
J. R. Weller,
W. Armstrong,*. .
w
L
2 42 0
2 51 0
....
E
L
2 51 0
3 3 0
12 0
W
L
3 3 0
3 13 0
....
E
L
3 13 0
3 24 0
11 0
E
C
12 38 0
12 45 0
7 0
W
L
12 45 0
12 53 0
....
E
C
12 53 0
1 11 0
7 0
W
L
111 0
1 15 0
....
E
C
1 15 0
1 25 0
10 0
W
S
1 25 0
1 32 0
....
E
c
1 32 0
1 38 0
6 0
E
L
1 38 0
1 46 0
8 0
E
L
1 46 0
2 32 0
46 0
W
L
2 32 0
2 46 0
E
L
2 46 0
■ 2 56 0
10 ' 0
W
L
2 56 0
3 16 0
E
L
3 16 0
3 26 0
10 0
W
L
3 26 0
3 33 0
....
E
L
3 33 0
3 44 0
11 0
W
L
3 44 0
3 59 0
W
L
3 24 0
3 36 0
E
L
3 36 0
3 50 0
14 ' 0
W
L
3 50 0
4 3 0
....
W
L
4 3 0
4 33 0
W
L
4 33 0
5 30 0
....
9 0
10 " 0
15
7
....
216
229
14 b
....
....
150
20 0
....
*220
7 0
....
224
15 ' 0
12 0
....
'228
13 0
....
30 0
....
57 0
....
225
221
110
105
104
100
Oswego,
Buffalo, .
Tonawanda.
Tonawanda.
Hudson,
Tonawanda.
Tonawanda.
Buffalo,
do ......
Hew York,. . .
Buffalo,
New York,. ..
Oswego,
Buffalo, ......
Syracuse,
New York,. ..
•Stopped lockiDg through this lock three hours and four minutes.
Light.
Flour.
Light.
Oats.
Light.
Iron ore.
Light.
Corn.
Corn.
R. R. Iron.
Lumber.
Merch'dise.
Corn.
Light.
Corn,
Light.
Light.
Salt.
Merch'dise.
Light.
Light.
Test of capacity of Double Locks at Fort Plain, on Erie Canal, September 29, 1867— (Continued).
NAME OF BOAT.
Direction.
Size of boat,
large or small.
Time started
to tow into
lock.
Time got
through and
another
started in.
11.
M.
s.
11.
M.
s.
David Ellis,
w
L
8
34
0
8
40
0
Mohawk Valley,
E
L
8
40
0
9
15
0
Three Brothers,
IV
L
9
15
0
9
23
0
Iiosina,
E
L
9
23
0
9
30
0
Pilot,
W
L
9
30
0
. 9
35
0
C. K. Finney,
E
L
9
35
0
9
40
0
Clara and Jennie,. .. .
AV
L
9
40
0
9
53
0
S. A. Covell,
AV
L
9
53
0
10
3
0
It. Paddock,
E
L
10
3
0
10
12
0
Eugenie,
AV
L
10
12
0
10
22
0
Heel Path.
Clair,
E
L
3
59
0
4
15
0
L. I). Cumings,
AV
L
4
15
0
4
35
0
C. E.-Barns,
W. S. Storms,
E
L
4
35
0
4
47
0
AV
L
4
47
0
5
10
0
Lookout,
E
L
5
10
0
5
25
0
N. II. Wolfe,
AV
L
5
25
0
5
37
0
Jake Bern is,
Jas. Alexander,
E
L
5
37
0
5
45
0
AV
L
5
45
0
6
3
0
E. P. Silenser,
E
L
6
3
0
G
13
0
e o
E-e o
o —
^ g be
«s2
— c/, *-»
V G »- '/j
C « c3
M. 8.
35 ' 0
7*0
5 ' 0
9 ' 0
10 0
12 0
15 0
*8 ' 0
10 ' 0
c.E^'
Erg
C 9. a.
2 =« s
<5 O Q.?
M. 8.
6 0
8 0
5 0
13 0
10 0
10 ' 0
20 0
23 ' 0
12 ' 0
18 ' 0
CARGO IN TONS.
Going
east.
210
' *90
*210
172
224
210
152
170
*221
Going
west.
89
*102
'166
*97
Where loaded.
Buffalo, . .
Cleveland,.
Buffalo, . .
Oswego, ...
New York,.
Buffalo, . .
New York,
Buffalo,
Albany,.
Oswego,
Buffalo,
N. Brunswick,
Buffalo,
What with.
Light.
"Wheat.
Light.
Leather.
Light.
Corn.
Light.
Light.
Flour.
Merchandise
Oats.
P. Iron.
Oil.
Sand.
Lumber.
Light.
Feed.
Coal.
Oats.
Niagara,
Addie McGee,
Frank Eno,
Z. C. Foote,
Frank Harter,
Lafeyette,
J. T. Roe.
Tow Path.
City of Albany,
A. J. Labor,
J. T. Chard,
Vanburen & Noble,..
Alba,
Eclipse,
Security,
Pennsylvania,
John Bootlie,
Balance,
L. B. Busli,
B. B. Bush,
L. H. Gibbs,
R. R. Johnson,
E. A. Gilbert,
Albion,
Heel Path.
C. Van Buren,
Minor,
ay
l
6 31 0
6 31 0
...»
18 0
....
E
l
6 42 0
6 42 0
11 0
....
180
w
l
6 54 0
6 54 0
....
12 0
....
E
l
7 3 0
7 3 0
9 0
....
224
w
l
7 17 0
7 17 0
....
14 0
....
E
l
7 25 0
7 25 0
8 0
....
224
w
l
7 38 0
7 38 0
13 0
E
l
10 31 0
10 31 0
9 0
200
w
l
10 43 0
10 43 0
....
12 0
....
E
l
10 53 0
10 53 0
10 0
«...
240
w
l
11 9 0
11 9 0
....
16 0
....
E
l
11 21 0
11 21 0
12 0
....
200
w
l
11 32 0
11 32 0
....
11 0
....
E
l
11 40 0
.11 40 0
8 0
....
210
w
l
11 54 0
11 54 0
....
14 0
....
E
l
12 0 0
12 0 0
6 0
....
125
av
S
12 7 0
12 7 0
....
7 0
....
E
l
12 14 0
12 14 0
7 0
....
147
ay
l
12 26 0
12 26 0
....
12 0
....
E
l
12 36 0
12 36 0
10 0
«...
176
ay
l
12 43 0
12 43 0
....
7 0
....
E
l
12 53 0
12 53 0
10 0
....
215
ay
l
12 0
12 0
9 0
E
l
7 38 0
7 54 0
16 0
213
ay
s
7 54 0
8 10 0
....
16 0
....
110
60
107
' 98
120
125
New York,.
Oswego, ...
Buffalo
Buffalo
Rochester,. .
New York,.,
Buffalo,
Newburgh,.,
Buffalo,
Brunswick, .,
Buffalo,
Schenectady,
Constantia, ,
Oswego,
Newburgh, .,
Buffalo, ...,
Buffalo,
Buffalo,
Merch'dise.
Lumber.
Light.
Oats.
Light.
Oats & corn.
Light.
Flour.
Merch'dise.
Oats.
Coal.
Wheat.
Coal.
Oats.
R. R. Iron.
Lumber.
Light.
Lumber.
Coal.
Oats.
Light.
Corn.
Light.
Oats & corn.
Light.
Test of capacity of Double Lodes at Fort Plain, on Erie Canal, September 2d (A, 1867 — (Continued).
NAME OF BOAT.
Almeda,
^ M. D. Mercer,
® C. R. Finney,
Monitor,
Willie Dunn,
Fein Stark,
Win. S. Fenn,
F. E. Tuttle,
Slasher,
C. Wiley,
Martin,
Maggie,
Flag Ship,
a. m., Sept. 30,1867,
Nettie Curtis,
Tow Path.
Willie,
J. Mattiinore,
Shamrock,
E. F. Davis,
Direction.
Size of bont,
large or small
Time started
to tow into
lock.
Time got
through and
another
started in.
Actual time
consumed in
passing lock
east.
Actual time
consumed in
passing lock
west.
CARGO
Going
east.
II. M. S.
II. M. S.
M. 8.
M. S.
E
L
8 10 0
8 39 0
29 0
....
143
W
S
8 39 0
8 49 0
10 0
E
L
8 49 0
9 4 0
15 0
216
W
L
9 4 0
9 21 0
• • * •
17 0
E
L
9 210
9 31 0
10 0
....
224
W
L
9 31 0
9 50 0
19 0
W
L
9 50 0
10 15 0
25 0
E
L
10 15 0
10 31 0
16 0
218
W
L
10 31 0
10 52 0
21 0
E
S
10 52 0
11 15 0
23 0
87
W
L
11 15 0
11 27 0
12 0
E
L
11 27 0
11 41 0
14 0
215
W
L
11 41 0
11 54 0
13 0
W
L
11 54 0
12 10 0
16 0
«...
E
L
12 0
1 13 0
11 0
W
L
1 13 0"
1 24 0
11 0
E
L
1 24 0
1 32 0
10 0
240
E
L
1 32 0
1 43 0
11 0
• • • •
224
Going
west.
43
110
Where loaded.
Buffalo, . . .
Buffalo, . ..
Buffalo, . ..
Buffalo, . ..
Gen. Valley,
Buffalo, . ..
New York,.
Tonawanda.
Am boy,....
Buffalo, . ..
Buffalo, ...
What with.
Lumber..
Light.
Wheat.
Light.
Corn.
Light.
Light.
Corn.
Light.
Lumber.
Light.
Corn.
Mercli'dise.
Light.
Coal.
Oats.
Corn.
F. Deesz,
A. E. Sweet,
Terresa,
M. Sonnime,
N. Huntley,
T. T. Greenley,
J. S. Pierce,
W. B. Austin,
Uranna,
Minnie Thorn,
F. Williams,
C. Tubbs,
Heel Path.
Memphis,
E. 0. Greenfield, ...
Iloastonic,
J. Bennett,
Geo. Warring,
-Hattie Bell,
Schulecup,
' F. Hostler,
E. Bell,
Tip Top,
Hodkish,
.Essabella,
F. AVyker,
Emma Cole, -
J. J. Austin,
E
L
1 43 0
2 24 0
41 0
....
204
W
L
2 24 0
2 38 0
....
14 0
E
S
2 38 0
2 46 0
8 0
'. . . .
160
AV
L
2 4G -0
3 0 0
«...
14 0
....
E
L
3 0 0
3 11 0
11 0
165
AV
L
3 11 0
3 19 0
....
8 ' 0
E
L
3 19 0
3 30 0
11 0
....
'225
AV
L
3 30 0
3 38 0
• • * •
35 0
....
E
L
3 38 0
3 49 0
11 0
....
230
AV
L
3 49 0
4 0 0
....
11 0
. . * .
E
L
4 0 0
4 15 0
15 0
....
175
AV
L
4 15 0
4 22 0
7 0
AV
L
12 10 0
12 31 0
21 0
AV
L
12 31 0
12 40 0
....
9 0
• • • •
AV
L
12 40 0
1 36 0
56 0
«...
E
L
1 36 0
1 46 0
10 0
....
224
AV
L.
1 46 0
1 56 0
....
10 0
E
L
1 56 0
2 7 0
11 0
213
AV
L
2 7 0
2 20 0
13 ' 0
E
L
2 20 0
2 33 0
13 ' 0
175
AV
L
2 33 0
2 47 0
14 ' 0
E
L
2 47 0
3 2 0
15 ' 0
195
AV
L
3 2 0
3 21 0
19 ' 0
....
AV
L
3 21 0
3 40 0
....
19 0
....
E
L
3 40 0
3 53 0
13 0
219
AV
L
3 53 0
4 6 0
....
13 * 0
....
"E"
L
4 6 0~
4 22 0
16 0
....
-156
100
100
95
ioo
97
Buffalo,
New York,. . .
Lyons, ........
Elizabeth port,
Oswego,
New York,. ..
Buffalo,
Oswego,
New York,..
Buffalo,
New York,. . .
Buffalo,
Buffalo, ......
Buffalo,
Oswego,
Buffalo,
Oswego, ......
Corn.
Coal.
Wheat.
Coal.
Lumber.
K. E. Iron.
Wheat.
Light.
Barley.
Merch'dise.
Lumber.
Light.
Light.
Light.
Merch'dise.
Corn.
Light.
Corn.
Light.
Lumber.
Light.
Wheat.
Light.
Light.
W heat.
Light.
Lumber.
D
C5
OS
Test of capacity of Double Locks at Fort Plain, on Erie Canal, September 30th, 1867 — (Continued).
NAME OF BOAT.
Carp,
£ Tow Path.
J. Jemerson,
Clara King,
D uncan,
R. Deifendorf, ..
Wm. T. Nuthall,
Geo. B. Earley,. .
Delos Harvey, ..
I-U-K-A,
River Queen, ...
B. Wyant,
A. C. Cowell, ...
O. Smith,
Evvin Mary,
Cortiese,
J. Garsley,
M. E. Myrick,. ..
Heel Path.
J. II. Walrath,..
W
E
W
E
W
E
W
E
W
E
W
E
W
E
W
E
W
E
aj as
c a
^ 7
<— X*
O O
« tc
N
S3.2
L
L
L
L
L
L
L
L
L
L
L
L
L
L
L
L
•a o
t.S
2 s
• I •
Bog
h. m. 8.
4 22 0
4 22
4 28
4 35
4 45
4 56
5 6
5 17
5 26
5 35
5 45
5 53 0
6 10 0
6 24
6 33
6 43
7 0
4 32 0
•O
- S .2
Oj=
2 £ o S
~5 §5
n. m. s.
4 32 0
4 28 0
4 35 0
4 45 0
4 56 0
5 6 0
5 17 0
5 26
5 35
5 45
5 53
6 10
6 24
6 33
6 43
7 0
7 9
4 42 0
u ® B O
3 ""•2
m. 8.
6
io
io
9
io
17
9
• •
17
10 0
m. s.
10 0
7 0
ii o
ii o
*9 "o
"8 "o
14 0
io o
9 *0
CARGO IN TONS.
Going
east.
228
228
if>9
169
225
205
2i6
iis
219
Going
west.
107
ioo
*47
*100
100
Where loaded.
Buffalo, . .
Buffalo, ..
New York,
Buffalo, . .
New York,
Buffalo, ..
New York,
Oswego, . .
Jersey, . . .
Buffalo, . .
Newburgh,
Oswego, ..
Coal Point,
Buffalo, ..
What with.
Light.
Wheat.
Light.
Wheat.
R. R. iron.
Lumber.
Merch'dise.
Lumber.
Merch'dise.
Wheat.
Brick.
Oats.
Coal.
Barley.
Light.
Coal.
Light.
Wheat.
Briebee,
A. Toms,
Ella Despaugh,
Geo. Ford,
Cahablv,
Nelly,
Crib,
Crib, ,..
Crib
Crib,
Crib,
Crib,
D. T. Martin,
P. S. Marsh,
Geo. H. Sanford,
Tow Path.
Frank Wash,
Geo. McChesney,
Wide Awake,
Douglas,
J. EL. Reed,
Hardware,
Wm. Bowman,
Peabody,
Idaho,
Fictus,
Rockaway,
J. R. Bentley,
w
L
4 42 0
4 55 0
• . . •
E
L
4 55 0
5 8 0
13 0
E
L
5 8 0
5 35 0
27 0
E
L
5 35 0
5 45 0
10 0
E
L
5 45 0
6 5 0
20 0
E
L
6 5 0
6 22 0
17 0
E
C
6 22 0
6 32 0
10 0
E
C
6 32 0
6 41 0
9 0
E
C
6 41 0
6 52 0
11 0
E
C
6 52 0
7 6 0
14 0
E
c
7 6 0
7 15 0
9 0
E
c
7 15 0
7 25 0
10 0
W
c
7 25 0
7 36 0
• < • •
E
c
7 36 0
7 46 0
10 0
W
c
7 46 0
8 12 0
E
L
7 9 0
7 19 0
10 0
W
L
7 19 0
7 30 0
«...
E
L
7 30 0
7 45 0
15 0
W
L
7 45 0
7 55 0
• • • •
E
L
7 55 0
' 8 11 0
16 0
W
L
8 11 0
8 31 0
• . . .
E
L
8 31 0
8 41 0
10 0
W
L
8 41 0
8 55 0
E
L
8 55 0
9 14 0
19 0
W
L
9 14 0
9 29 0
• • • ■
E
L
9 29 0
9 45 0
16 0
W
L
9 45 0
9 55 0
....
13 0
11 0
26 ' 0
, ,
,
180
11
0
219
10
0
. ,
.
*207
20
0
....
, ,
.
176
14
0
....
#
200
15
0
....
. .
233
10
0
....
192
175
208
228
181
220
9
"77
ioo
Oswego, ...
do
Buffalo, ...
Oswego, . ..
do
Tonawauda.
do
do
do
do
do
Buffalo, . ..
Oswego, ...
Buffalo, ...
Buffalo, ...
New York,.
Buffalo, ...
Albany, ...
Oswego, ...
Oswego, ...
Jersey City,
Light.
Barley.
Lumber.
Oats& staves
Barley.
Lumber.
Light.
Barley.
Light.
Wheat.
Light.
Wheat.
Light.
Corn.
Coal.
Oats.
Merch'dise.
Lumber.
do
Barley.
Coal.
Test of capacity of Double Locks at Fort Plain, on Erie Canal, September 29t/>, 1867 —
(Continued),
NAME OF BOAT.
Direction.
C2 *aJ
° a
^ 2
<1-1 u
Z «
_N
Time started
to tow into
lock.
Time got
through and
another
started in.
Actual time
consumed in
passing lock
east.
Actual time
consumed in
passing lock
west.
•
H. M. S.
H. M. S.
M. S.
M. S.
G. P. liver, ;.......
E
I.
9 55 0
10 15 0
20' 0
....
AV. H. Hallenback, ..
AV
L
10 15 0
10 11 0
....
29 0
State of New York,..
E
L
10 11 0
10 57 0
3 0
....
Fall Brook,
AV
L
10 57 0
11 08 0
11 0
Heel Path.
Mary Bowlan,
E
L
8 12 0
8 26 0
14 0
....
--L. McKebby,
AY
L
8 26 0
8 17 0
....
21 0
Crib,
E
C
8 17 0
8 52 0
5 0
AY. AY. Wells,
AY
C
8 52 0
9 0 0
8 0
Crib,..
E
C
9 0 0
9 6 0
6 0
John & Mary,
AV
C
9 6 0
9 21 0
....
18 0
Crib,
E
c
9 21 0
9 31 0
7 0
,
Col. Ells-worth,
AY
c
9 31 0
9 39 0
8 0
Crib,.
E
c
9 39 0
9 45 0
6 0
Jas. Jackson,
AY
c
9 45 0
9 53 0
8 0
Crib,..:.... ........
E
c
9 53 0
9 59 0
6 0
Ben Doty,
AY
c
9 59 0
10 8 0
9 0
Simon Cohen,
E
c
10 8 0
10 16 0
8 0
D. G. Van Buren, ...
W
c
10 16 0
10 26 0
10 0
Merritt, .. . . . .......
E
c
10 26 0
10 34 0
8 -0
Chas. Thayer,
AV
c
10 31 0
10 47 0
....
13 0
CARGO IN TONS.
Going
east.
220
213
231
221
211
Going
west.
no
Where loaded.
100
Syracuse, ..
Buffalo, . ..
Buffalo, . ..
Troy,
Tonawanda.
Tonawanda.
Albany, . ..
Tonawanda.
Tonawanda.
Tonawanda.
Buffalo,
Buffalo, . ..
Brunswick,
What with.
Salt.
Light.
Corn.
Light.
Wheat.
Merchandise
Light.
Pig Iron.
Light.
Light.
Light.
Corn.
Light.
Rye.
Coal.
Tow Path.
City of Utica,.
Mada Juda,
Lamaraux,
I. D. Stoddard,
a. m., Sept. 30, 1867,
Estella,
E. S. Hawley,
I). S. Pritcliard,
II. A. Dorn,
A. IVillard,
Abigail,
E. A. Holt, . . „
Magrauh,
Hewcombe,
Morse,
Lucy Corel!,
A. Dodge,
Ileel Path.
L. J. Peck,
Burnside,
Ada Tester,
IVm. H. Mead,
Gladiola,
Geo. W. Bird
S. G. Hart,
E
L
11 8 0
11 23 0
15 0
136
W
S
11 23 0
11 38 0
. . . .
15 0
....
E
L
11 38 0
11 57 0
19 0
• • • •
208
W
L
11 57 0
12 5 0
... ..
8 0
W
L
12 5 0
12 19 0
14 0
w
L
12 19 0
12 47 0
• • • .
28 0
• * • •
100
w
L
12 47 0
1 15 0
. . . .
28 0
w
I,
1 15 0
1 30 0
*
15 0
• • • •
102
IV
L
1 30 0
1 36 0
. . . .
6 0
....
75
E
L
1 36 0
2 2 0
26 0
.
150
IV
L
2 2 0
2 12 0
10 0
E
L
2 12 0
2 21 0
9 0
202
IV
L
2 21 0
2 31 0
10 0
E
L
2 31 0
2 45 0-
14 0
218
W
L
2 45 0
2 55 0
. . • .
10 0
IV
L
2 55 0
3 17 0
....
22 0
E
L
10 47 0
10 59 0
12 0
196
IV
L
10 59 0
11 14 0
. . • •
15 0
150
E
L
11 14 0
11 21 0
7 0
218
....
IV
L
11 21 0
11 35 0
14 0
100
E
L
11 35 0
11 43 0
8 0
162
....
IV
L
11 43 0
11 51 0
.
8 0
E
L
11 51 0
12 0 0
9 0
..
163
....
Buffalo, . .
Buffalo, .
Hew York,
Jersey, . .
Hew York,
Buffalo, '. .
Buffalo, . .
Buffalo, . .
Buffalo, . .
Eondout,. .
Buffalo, . .
Amboy,.. .
Oswego, . .
O. Lake, ..
Oats.
Light.
Oats.
Light.
Light.
Merch'ndise.
Light.
Coal.
Merch'ndise.
Lumber.
Light.
Staves.
Light.
Corn.
Light.
Corn.
Coal.
Yin &E seed.
Cement.
Lumber.
Liu-lit.
u
Lumber.
Test of capacity of Double Locks at Fort Plain, on Erie Canal, September 30th, 1867 — (Continued).
NAME OF BOAT.
Direction.
Size of boat,
large or small
Time started
to tow into
lock.
Time got
through and
another
started in.
Actual time
consumed in
passing lock
east.
Actual time
consumed in
passing lock
west.
p. m., Sept. 30, 1867.
H.
M.
s.
H.
M.
s.
M.
s.
M.
s.
A. Pierce,
M. Seaman,
Kearsarge,
w
s
12
0
0
12
8
0
8
0
E
L
12
8
0
12
16
0
8
0
W
S
12
16
0
12
25
0
, ,
. #
9
0
Crawford,
E
L
12
25
0
12
35
0
10
0
Mary M. Ogman,....
W
L
12
35
0
12
51
0'
16
0
A. G. Gould,
E
L
12
51
0
1
0
0
9
0
Jessie Rohde,
W
S
1
0
0
1
8
0
8
0
Oliver Breed,
E
L
1
8
0
1
18
0
10
0
C. M. Bartlett,
W
L
1
18
0
1
25
0
. .
. .
7
0
Tow Path.
T. B. Wright,
W
L
3
17
0
3
35
0
18
0
Monitor,
E
L
3
35
0
3
55
0
20
0
North American, ....
AY
L
3
55
0
4
6
0
11
0
Alberger,
G. L. Burrows,
E
S
4
6
0
4
25
0
19
0
AY
L
4
25
0
4
47
0
22
0
Sabee,
E
L
4
47
0
4
55
0
8
0
11. S. Iteed,
E
L
4
55
0
5
10
0
15
0
Bazill Candee,
E
L
5
10
0
5
25
0
15
0
Anson Pratt,
Fred. Sealey,
E
L
5
25
0
5
39
0
14
0
E
L
5
39
0
5
50
0
11
0
• •
CARGO
Going
east.
[N TONS.
Going
west.
Where loaded.
What with.
63
New York, ...
Merch'dise.
118
Buffalo,
Oil.
•
65
New York,...
Merch'dise.
208
Buffalo,
Corn.
• • • •
90
New York,. ..
Pig Iron.
220
• • • •
Oswego,
Barley.
....
....
Light.
218
,
Buffalo,
Corn.
....
Light.
Light.
213
....
Oswego,
Corn.
....
....
Light.
81
....
Geir. Yalley,..
Lumber.
....
113
New York,...
Coal.
226
• • • •
Oswego,
AABieat.
228
Buffalo,
AYheat.
172
....
Oswego,
Lumber.
210
....
Old Point,
Coal.
224
Buffalo,
Corn.
Lala Roork,
M. Fink,
A. Noten,
L. P. Smith, ....
Nasbeck,
Morell,
Heel Path.
AY. Haskins,
John Bissell,....
Green Bay,
Thos. Foster, ...
C. II. Smith,....
A. Horning,
D. Z. Moore,
Stafford,
Connecticut,
Lyons,
M. Trafarn,
A. W. Nettles, ..
G. A. Gibbs,
John Deans,
34 Cribs,.
E
L
5 50 0
6 5 0
15 0
210
AY
L
6 5 0
6 17 0
• • • •
12 0
E
L
6 17 0
6 25 0
8 0
235
E
L
6 25 0
6 35 0
10 0
....
144
E
L
6 35 0
6 53 0
18 0
....
156
AY
L
6 53 0
7 3 0
....
10 0
E
L
1 25 0
1 32 0
7 0
166
AY
L
1 32 0
1 50 0
18 0
E
L
1 50 0
1 58 0
8 0
140
AY
L
1 58 0
2 6 0
8 0
E
L
2 06 0
2 14 0
8 0
210
AY
L
2 14 0
2 30 0
....
16 0
E
L
2 30 0
2 39 0
9 0
219
AY
L
2 39 0
2 45 0
.
16 0
AY
L
2 55 0
3 20 0
25 0
E
L
3 20 0
3 31 0
11 0
200
AY
L
3 31 0
3 39 0
.
8 0
E
L
3 39 0
3 47 0
8 0
225
AY
L
3 47 0
4 0 0
13 0
E
L
4 0 0
4 8 0
8 0
175
2,084
1,746
26,027
110
40
'ioo
100
1,360
4,639
Averages,
2,084 1,746 27,387 4,639
M. S. M. S. TONS. TONS.
12 15 13 19 161 25£
Buffalo, ...
Buffalo, ...
Oswego, . ..
Oswego, . ..
Oswego, . ..
Jersey,
Oswego, ...
Buffalo, ...
N ew York,.
Buffalo,
New York,,
do
Rochester,..
Buffalo, ...
Buffalo, ...
Ton a wan da,
"Wheat.
Light.
"Wheat.
Lumber.
Lumber.
Light.
Lumber.
Sand.
Lumber.
Light.
Corn.
Hardware.
"Wheat.
R. R. Iron.
R. R. Iron.
Flour.
Light.
"Wheat.
Light.
Lumber.
Lumber.
Test of capacity'of Double locks at Dock Plain, on Erie Canal, September 30 th, 1867 — {Continued).
NAME OF BOAT.
Direction.
Size of boat,
large or small.
1
Time started
to tow into
lock.
o
ti
o
B
s
through and
another I
started in. !
Actnal time 1
consumed in
passing lock,
east.
c, .2 j*
ST3 O
•r. 4;—>
? § a
2
<3 v c,?
CARGO
Going
east.
Tow Path.
ii.
M.
s.
H.
M.
s.
M.
s.
M.
s.
. M. Covell,
E
L
7
3
0
7
13
0
10
0
, ,
156
..J. Able,
"W
S
7
13
0
7
21
0
11
0
....
. .1. Brown,
E
L
7
21
0
7
31
0
10
0
t ,
213
. Butterfield,
AY
L
7
31
0
7
12
0
8
0
.
.ate,
E
L
7
21
0
7
50
0
26
0
, .
150
1 m. Van Ilorn,
E
L
7
50
0
8
2
0
12
0
216
. F. Downer,
AY
S
8
2
0
8
19
0
, .
, ,
17
0
• • • .
rib,
E
c
8
19
0
8
25
0
6
0
, ,
. .
. F. Carpenter,
AY
L
8
.25
0
8
31
0
. ,
. .
9
0
....
T. II. Dean,
E
L
8
31
0
8
15
0
11
0
, ,
156
tate of Michigan,. . .
AY
L
8
15
0
8
55
0
10
0
ory Hunt,
E
L
8
55
0
9
3
0
8
0
# t
230
eo. "W. Foland, ....
AY
L
9
3
0
9
10
0
7
0
. C. Harper,
1. D. Dennison, ....
E
L
9
10
0
9
21
0
11
0
230
AY
L
9
21
0
9
32
0
11
0
ldustry,
E
L
9
32
0
9
13
0
11
0
219
.. F. Walcott,
AY
L
9
13
0
9
55
0
.
12
0
.eh. Walrath,
E
L
9
55
0
10
5
0
10
0
172
reo. Harris,
AY
L
10
5
0
10
15
0
io
0
[. Cavanaugh,
E
L
10
15
0
10
25
0
10
0
. .
. .
210
Going
west.
87
111
50
103
Where loaded.
Oswego, . .. ..
Buffaloj
S. Lake,
Buffalo, . ...
Tonawanda.
New York,. .
Oswego, ....
Elizabethport,
Liverpool, . .
Oswego,
New York,. .
Buffalo,
New York,..
Buffalo,
Buffalo,
What with.
Lumber.
Light.
"Wheat.
Light.
Coal.
"Wheat.
Light.
Iron ore.
Lumber.
Coal.
Salt.
Light.
Barley.
Merch'ndise.
Corn.
Merch'ndise.
Lumber.
Light.
Corn.
Universe,
J. Ellisson,
M. II. Weber,
L. E. Harris,
J. C. San ford,
Sister to the Six Bros.
P. W. Sprague,
Nelson Young,
Harm & Port,
Henry Williams, ....
31. Howe,
p. m., Sept. 30, 1867.
Six Brothers,
Minnie Howe,
Manhattan,
L. B. Niles,
George,
Anna Saqueth,
Craftsman,
Zouave,
G. J. Whiting,
S. A. Douglas,
J. A. Kelly,
O. S. Baker,
D. W. Whiting,
Ed. Mead,
Amnesty,
Y.Wilson,
w
L
10 25 0
10 38 0
• • • •
13 0
....
E
L
10 38 0
10 48 0
10 0
....
213
W
L
10 48 0
10.55 0
, , . ,
7 0
....
E
L
10 55 0
11 2 0
7 0
....
218
AY
L
11 2 0
11 13 0
• • • •
11 0
....
E
L
11 13 0
11 20 0
7 0
....
2io
AY
L
11 20 0
11 28 0
..
8 0
AY
L
11 28 0
11 38 0
....
10 0
....
AY
L
11 38 0
11 45 0
7 0
....
E
L
11 45 0
11 54 0
*9 0
162
AY
L
11 54 0
12 3 0
....
9 0
E
L
12 3 0
12 11 0
8 0
215
AY
L
12 11 0
12 22 0
• • • •
ii "6
E
L
12 22 0
12 32 0
10 0
232
AY
L
12 32 0
12 45 0
• • • •
13 0
....
E
L
12 45 0
12 55 0
10 0
....
2io
AY
L
12 55 0
15 0
io o
....
E
L
1 5 0
1 15 0
10 'o
169
AY
S
1 15 0
1 25 0
• • « •
io o
....
E
•L
1 25 0
1 32 0
7 0
....
221
AY
L
1 32 0
1 43 0
• . ,
ii o
E
L
1 43 0
1 52 0
9 0
....
232
AY
L
1 52 0
2 10 0
....
is o
....
AY
L
2 10 0
2 25 0
15 0
....
E
L
2 25 0
2 35 0
....
io 'o
'210
AY
L
2 35 0
2 50 0
15 0
E
L
2 50 0
3 0 0
.. ..
io o
'208
100
62
100
105
95
iis
100
' 91
New York,. ..
Buffalo,
Buffalo,
Buffalo,
Oswego,
New York,...
Buffalo,
Kondout,
Buffalo,
Rochester, . ..
New York,. . .
Oswego,
Buffalo,
New York,. ..
Oswego,
Rondout,
New York,.. .
Buffalo,
N. Brunswick,
Buffalo,
Merch'dise.
Corn.
Light.
Corn.
Light.
Corn.
Light,
do
do
Lumber.
Merch'dise.
Corn.
Coal.
Corn.
Light.
Flour.
Merch'dise.
Lumber.
Light.
Oats.
Merch'dise.
Barley.
Coal.
R. R. Iron.
Wheat.
Coal.
Oats.
Test of capacity of Double Locks at Fort Plain, on Erie Canal, September 30th, 1867 — (Continued).
NAME OP BOAT.
Mose,
Aunt Cally,
Galeana,
Sanssouci,
Fashion,
F. Petrie,
L. D. Ilaines,
Stars and Stripes,
Two Cribs,
W
E
W
E
W
E
W
E
a «
c s
7.
o o
ft) ?
cc J2
L
L
L
S
S
L
L
L
'C o
t.2
CO
ov £
.log
H. M. 8.
3 0 0
3 13 0
3 21 0
3 43 0
3 51 0
4 0 0
4 8 0
4 15 0
a d
&">SU
o -c 4)
SPSS
H. M.
3 13
3 24
3 43
3 51
4 0
4 8
4 15
4 23
Towpath lock,
Heelpatk lock brought forward,
ft) a it
p-~ u
o
0)'-
S a"
5 a « ,0
ooj«
<< u P. ft)
M. 8.
13 0
11 0
8 ' 0
*8 ' 0
8 ' 0
2,449
2,084
4,533
$> XM
£- o
,-"C o
■«-»
•=1.2,
II®'
•< "
S.S
M. 8.
....
219
19 0
....
....
105
9 0
....
....
181
7 0
....
207
....
80
1,970
1,746
3,722
CARGO IN TONS.
Going
cast.
36,708
27,387
64,095
Going
west.
6,353
4,639
10,992
Where loaded.
Buffalo, . . .
Buffalo, ...
Buffalo, . ..
Buffalo, ...
Tonawanda,
What with.
Light.
Staves.
Light.
Flaxseed.
Light.
Lumber.
Light.
Corn.
Lumber.
M. 8. M. 8. TONS. TONS.
Averages, towpath lock, 12 26 12 16 186 39^
Averages, heelpath lock, 12 15 13 19 161 35£
No. 164.]
73
From the foregoing, both locks fully employed, passed at the rate
of 227 boats per day (of twenty-four hours).
SUMMARY BOTH LOCKS.
M. S. No. Boats.
Average time passing East, 12 21 367
" " " West, 12 45 292
659
Tons.
• Average cargo passing East, 174£
" West, 38
Day.
M. S.
10 26
12 21
10 55
10 31
Day.
M. S.
13 15
12 15
11 56
11 11
Day.
M. S.
11 36
The undersigned, Iloratio E. Crewe and John N. Van Evera,
being duly sworn, do depose and say that they were employed to
take an account of the boats passing the Fort Plain locks from
twelve o'clock and nine minutes (12.9) the 27th day of September
noon to four o'clock and twenty-three minutes (4.23) in the after¬
noon of the 30th day of September, 1867; that they respectively
kept a true and exact account of all the boats and cribs of timber
which passed said locks, and the exact time (so far as practicable)
that each boat or crib took in passing the same, as is specifically
stated in the foregoing account; that both of the said locks were
fully employed in locking boats, and faithfully and energetically
attended during all of said time, except as stated in the aforesaid
account, with plenty of water, except when the water had been
[CON. NO. 164.] io
Night.
M. S.
Towpath Lock, aver'ge time, 1st. 13 21
" " 2d. 14 07
" 3d. 15 01
" 4th:— —
Night.
M. S.
Average time berme lock, 16 06
" " " " 15 42
" " " " 16 00
« a a a
Night.
M. S.
Average time both locks night and day, 15 3
74
[Contention
drawn down by flooding out the boats eastward to facilitate the pas¬
sage, so that it was necessary to suspend business during the time
stated ; that during the entire time from the 27th at noon to the
30th day of September (4.23) four twenty-three r. m., boats were
waiting to be passed through said locks, and for most of the time
the boatmen assisted the lock-tenders, thus greatly facilitating the
passing of their boats.
II. E. CREWE,
J. N. VAX EVERA.
Subscribed and sworn to before me )
this 15th day of October, 1867, (
L). C. Shults, Justice of the Peace,
Fort Plain, N. Y.
Walstine Roof, George A. Burdick, George L. Dygert and Rich¬
ard Pulver being duly sworn, do depose and say that-they "have respec¬
tively heard the foregoing affidavit read, and that they were respec¬
tively employed as lock tenders at the Eort Plain locks from the 27th
day of September at noon to the 30th day of September, 1867, at four
o'clock and twenty-three minutes in the afternoon (4.23), and that
during the time that each was on duty respectively the locks were
well, faithfully and energetically tended, with plenty of water except
as stated in the said affidavit; that there were boats waiting all the
time and they were passed as rapidly as they could be, and those
going eastward were flooded out, which accelerates the passage con¬
siderably.
WALSTINE ROOF,
GEORGE A. BURDICK,
GEORGE L. DYGERT,
RICHARD PULVER.
Subscribed and sworn to before me this 15th )
day of October, 1867, at Fort Plain, N. Y., j
D. C. Shults, Justice of the Peace.
164
RETURN
TIIE RECENT SURVEY AND REPORT OF
ENGINEERS ON TIIE OTTAWA SIIIP CANAL.
RETURN
To an address from the Legislative Assembly to His Excellency
the Governor General, dated the 5th instant, praying his Excel¬
lency to be pleased to cause to be laid before the House, a Return
of the recent Survey and Report of the Engineers on the Ottawa
Ship Canal.
By command,
Secretary's Office, ) C. ALLEYN,
Quebec, Ydth March, 1860. j Secretary.
^S©» OF ,
c
georgian bay TO montreal
ACCOMPANYING THE
REPORT OF WALTER SHANLY, C.E,
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from LAKE HURON to MONTREAL by the
FRENCH RIVER AND OTTAWA
AS COMPARED WITH THAT
BY THE
GREAT LAKES
achusetts
()we«°l
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ACCOMPANYING REPORT OF WALTER SHANLY C. E
FRENCH RIVER AND OTTAWA NAVIGATION.
Irooklyix
N EWYOR'
Iifh.of Weed.Parsons itCo AIbmty.N W
Comparison of Routes.
Chicago to Montreal via St. Lawrence and Ottawa.
NAMES.
O
Via St. Lawrence.
Laehine,
St. Lawrence and Wetland,
Lachine,
Ottawa,
Via Ottavia.
Open Navigation.
Lake.
1,145
575
Inland.
134
401.74
Total.
1,279
970.74
Canals.
8.5
60.5
09.0
8.5
20.52
29.02
Total.
1,348
1,005.76
5
49
54
5
64
69
Lockage.
Current.
43.75
490.00
534.75
43.75
665.70
709.45
26.5
21.4
REPORT.
To tlie Hon. John Rose, Commissioner of Public Works:
Sir—I have the honor to submit herewith my report upon the
Ottawa navigation, in accordance with instructions received from
the Department of Public Works, and hereunto appended.
The questions upon which information is sought, and to answer
which the survey has been carried 011 during the past year, are as
follows:
I. To determine the practicability of a navigation for vessels of
the larger class, between Montreal and Lake Huron by way of the
River Ottawa, and its tributary the Matawan, LakeHipissingue and
the French river.
II To ascertain what scale is best suited to the nature of the route.
III. To give a reliable estimate of the cost of the improvement.
In the first place, I have to report that the distance between Mon¬
treal and the mouth of French river on Lake Huron (according to
the plans furnished me by the Department), is, following the line of
navigation adopted, 430.76 miles.
That of this distance 351.81 miles are already a good natural
navigation, and require no improvement, and that it is perfectly
practicable so to improve the remaining 78.95 miles, so as to convert
the whole drain of waters into a first-class navigation for steam ves¬
sels, and to reduce the length of canaling to 29.32 miles, or, exclu¬
sive of the Lachine canal, to 20.82 miles.
Secondly—The scale of navigation attainable, and which I would
recommend as best suited to the capabilities of this route, is calcula¬
ted for vessels of one thousand tons burden, and has locks 250 feet
long by 45 feet wide, by twelve depth, on the mitre sills. ' i
164
80
[Convention
Finally—A careful estimate, resulting from a close instrumental
survey of all obstructed points, the details of which will be found
hereafter, enables me to state that the cost of this improvement,
exclusive of interest, legal expenses and land damages, none of
which I have any means of ascertaining, will not exceed the sum of
$12,057,6S0, distributed as follows:
OTTAWA AND FRENCH RIVER NAVIGATION.
Distances.
Levels.
Cost.
Rivers
and
Lakes.
Canals.
No. of
Locks.
Feet
Lockage.
Lacliine Canal,
13.31
24.70
7.73
8.50
5
43.75
Not estim'd.
do do
$469,672
1,649,909
136,105
816,733
681,932
1,256.840
262,514
243,507
1.757,653
1,162,154
2,160,369
886,117
574,175
Saint Anne's
1.19
1
1.
Carillon to Grenville
5.
.10
7
58.5
55.97
3.75
26.69
1.70
19.28
18.32
24.93
4.85
33.58
51.74
16.22
51.15
47.52
Cliaudiere and des Clienes,..
2.61
6
63.00
Cliats,
.60
5
50.
Snow's to Black Falls,
River and Lake Coulonge,...
Chapeau and l'lslet,
1.05
.14
11
2
104.
18.
Joachim's to Mattawan
River Mattawan,
2.26
1.08
5.97
0.82
14
11
148.20
144.
French River
7
77.
401.44
29.32
64
665.70
$12,057,680
There are, exclusive of the Lachine canal, 20.82 miles of canals,
costing $12,058,680, which is equal to $579,134 per mile of canal.
But the cost of the whole navigation, from St. Anne's to Lake Huron,
408.76 miles, is but a trifle under $29,500 per mile.
Such are the results of the Survey. The manner in which they
have been attained will be described under the following general
heads:
I. Physical characteristics of the Ottawa.
H. Method of improvement proposed.
164
No. 164.] 81
III. Character of work and materials in locks, dams, canals, &c.
IY. Scale of Navigation.
Y. Special description.
YI. General remarks.
I. Physical Characteristics of the Ottawa.
Before taking up in detail the method of improvement proposed
for this chain of waters, I shall sketch briefly the physical geography
of the Ottawa Yalley, and some of its prominent geological features.
Nor is this foreign to an engineering report, for, in order to clearly
understand the matter of the changes proposed, we must first get a
correct idea of things as they are.
Hi vers have been well defined as the channels by which the water,
originally evaporated from the sea, and falling upon the land, is
returned to the sea again, and the volume of water discharged is the
excess of precipitation over evaporation -throughout the valley of
any river, varying directly with the area of drainage, the rain pro¬
ducing character of the atmosphere, and the nature of the soil.
Their position is determined by the laws of gravity, and they
always follow, from the interior continents to the sea, the line of
quickest descent,—that is, the line of lowest level, whether result¬
ing from upheaval, denudation, or the combined effects of both.
The characteristics of rivers are much modified by the nature of
the geological formations through which they pass, and their dif¬
ferent powers of resistance to the transporting and eroding effect
of the waters.
In a country based upon sedimentary rocks, which are not hard
enough to resist the force of the current, and generally do not appear
above the surface at all, the formation of river channels is a process
similar to that which we see when a shower falls upon a newly culti¬
vated field. The water follows the line of quickest descent, but
meeting materials of different degrees of hardness, it meanders
about from right to left and assumes a sinuous course; its constant
tendency being to elongate its channel and consequently diminish
TCoir. No. 164.] 11
82
[Convention
its slope. These windings are so great in some rivers as to double
their length, as in the case of the Mississippi, between the Ohio and
the Gnlt ot Mexico. When the length of the channel has been so
much increased as to diminish the slope, and the consequent veloc¬
ity ot the current to such a rate that it will eat into the shores 110
longer, the regime is said to be established.
But in a formation composed of the harder crystalline rocks which
obtrude themselves above the surface, the waters have not the same
power to form for themselves channels; and the characteristics of
the rivers of such a country are very different from those previously
described.
The irregular depressions and clefts in the surface become tilled
with water, and form lakes, whose overflow tumbles in cascades and
rapids, over the rocky barriers which it cannot destroy, until it finds
its way into other lakes, lying at a lower level, and from these to
others, until at last it is received in some such arm of the sea as the
Gulf of St. Lawrence or Hudson's Bay.
A glance at the map of our continent will show at once the dis¬
tinctive peculiarities of the two systems ; north of the St. Lawrence,
in the region of crystalline rocks, the country is dotted with lakes,
and the.connecting rivers are generally short. In what may be
termed the Mississippi system, there are but few lakes, and the
rivers are long, and marked by a peculiar sinuosity of course.
Owing to the absence of the harder rocks, there are but few .cas¬
cades and rapids. The currents are strong, but all the tributaries
of the Mississippi have at some seasons of the year a natural navi¬
gation for boats of light draft of water.
On what we may call the northern river system, the navigation
consists of stretches of deep and still water, interrupted by rapids
and falls ; around which the light canoes of the voyageurs are
portaged by hand.
The obstacles to the improvement of these two river systems are
of an entirely opposite nature. The problem in the one case is to
regulate the natural flow, so as to retain sufficient depth for naviga¬
tion in summer, and to defend the surrounding country from the
disastrous inundations caused by spring floods, which often rise to a
164
No. 164.]
83
height of fifty or sixty feet above the summer level, and would
probably sweep away any artificial works intended for the improve¬
ment of navigation. As the country becomes more widely settled,
and a larger area of timbered land is cleared away, the evil
increases; for swamps diminish evaporation, and act as natural
reservoirs to moderate the violence of torrents.
Our river system, fortunately for us, is furnished with a series of
reservoirs, which cannot be destroyed, in the lakes themselves.
These lakes receive the waters from the melting of the snows in the
spring, and hold them stored up against the summer heats. Hence
the beautiful uniformity of the flow of our rivers. The St. Lawrence,
unless dammed by ice, seldom rises over four or five feet; and the
average rise of the Ottawa, where free from obstructions, is about
twelve. There are few more beautiful illustrations of that, beneficent
design, which adapts the physical structure of the earth to the wants
of its inhabitants than this; for, from the unretenti've nature of the
soil, the rain would escape nearly as fast as it fell; and the northern
rivers would be torrents at one time, and nearly dry for the rest of
the year, were it not for these natural reservoirs in which the sur¬
plus waters have been stored up among the hills.
To improve the navigation of such a river system is a compara¬
tively simple matter, for the greater part is already done to our
hand, and we have only to devise some means of getting from puj
lake to another, and our task is accomplished.
This brief sketch of the more prominent peculiarities of the north¬
ern river system of this Continent, will enable us readily to compre¬
hend the physical characteristics of the Ottawa, the largest of the
tributaries of the St. Lawrence.
Its total length from its source, near the heads of the Saguenay
and St. Maurice, according to Sir William Logan, from whence it
describes nearly the half of a circle in its course, until it falls into
the St. Lawrence at the Island of Montreal, is over seven hundred
miles ; and it drains an area of not less than eighty thousand square
miles.
From the table of rivers (see Appendix B) it will be seen that its
size is about equal to that of the Iihine, and its great regularity of
84
[Convention
flow, particularly as compared with such rivers as the Ohio and
Rhine, will be evident.
This is principally owing to its numerous lakes, as before men¬
tioned ; but in some degree to the fact, that, from the difference of
latitude, the snow has melted and passed on to its southern tribu¬
taries before its "north water," as it is called, comes down.
»
The two great geological divisions of its rocks are Laurentian and
Silurian. The Laurentian rocks are supposed by geologists to have
been the surface of the then existing continent, and the floor of the
6ea upon which the sedimentary Silurian rocks were deposited.
The outlines of the shores of this ancient continent followed the
north bank of the St. Lawrence, and thence ran up the Ottawa,
skirting its north shore at varying distances. The present Ottawa
Valley, as far up as Deep river, seems to have been a bay or inlet of
the Silurian sea; bounded on the north and west by the main con¬
tinent, and 011 the south by a peninsula which runs into northern
New York, and forms that wild section of country of which the
Adirondac Mountains are the eastern boundary. The River St.
Lawrence has broken through the isthmus which connected this
peninsula with the main land in a great number of channels, form¬
ing the celebrated group of the Thousand Islands.
The surface of this Laurentian formation is extremely rugged, and
the rocks are contorted in a manner that shows the action of some
extraordinary force. There is little level land, and the hollows
between the rocky hills are filled with innumerable lakes, whose
water is clear and deep. The whole region shows the wearing effects
of water, and has evidently been much influenced by glacial action,
as may be seen from the grooved appearance of-the rocks and the
hills, and the huge deposits of boulders that choke up portions of
the river beds. The rocks consist chiefly of micacious and horne-
blendic gneiss, mica slates, and veins of crystalline limestone.
The silurian rocks, on the other hand, are sandstones and lime¬
stones, lying in regular strata, flat and undisturbed as when
deposited on the floor of the ocean.
164
No. 164.]
85
The truth of the observation of Hugh Miller that the physiognomy
of the landscape depends upon its geology, is nowhere more evident
than upon the Upper and Lower Ottawa.
From Montreal to Deep river the Ottawa runs in a silurian valley;
although at some points, as the " Rocher Fendu " and the Chats, the
crystalline rocks show themselves in the channel of the river. The
general features of the landscape are those of a level country, like
that of all limestone formations. Rocky barriers have penned back
the waters into long lakes, like the Des Chenes and Chats, whose
shores are low and flat and generally cultivated to the water's edge
with fertile farms. The timber is hardwood, principally beech,
maple, ash and elm. The width of these sheets of water is from half
a mile up to two miles.. Along the northern shore at varying dis¬
tances, runs the unbroken outline of the Laurentian hills ; which, as
has been stated, were probably once cliffs against which beat the
waves of a silurian sea.
Above Deep river the character of the landscape changes. We
are now entering upon the oldest part of our continent, whose rugged
masses and contorted outlines speak of the convulsions of former
ages. The hills that had admitted a strip of level country between
their bases and the river, now crowd close upon its edge, and rise
precipitous, in some places, to the height of seven or eight hundred
feet. The groves of hardwood give place to those vast forests of
pine of which the wealth of the Ottawa chiefly consists, and the
clearings are few and unimportant.
As we advance, the scenery becomes more wild and rugged, and
the picturesque beauty of the cliffs and cascades of the Mattawan,
and of the lonely isles of French river, is unrivalled in any part of
the continent.
Lake Nipissingue is of irregular shape, from forty to fifty miles
long and twelve to eighteen wide, and receives the water of seven
rivers ; two of them, the Sturgeon and Nauwanitigone, of consider¬
able size. The south and west shores are bold, and the depth of
water is gre^t. The north and east shores are low and flat, and the
water shoals gradually. The western end of the lake is filled with
islands, and the shores are cut up with inlets ending in marshes.
86
[Convention
The Mattawan and French rivers consist of a series of long and
narrow lakes, of a great depth and sluggish current, the waters
escaping from each into the next below over natural dams of rock,
wherever, from greater softness or a more unfavorable disposition of
the strata for resistance,* those rocky dams have been much worn
down, the current is stronger, and it may be seen from the rounded
and wave-worn appearance of the rock-bound shores, that the lake
above has once maintained a higher level than it now holds.
On the Ottawa, from the Mattawan to Deep river, there are strong
currents, and the character of the water is more river than lake like.
II. Method of Improvement Proposed.
From the preceding sketch, the following conclusions may be
deduced :
That there are two great natural divisions of the Ottawa country ;
on one of which the banks of the river are low, and the rocks gen¬
erally soft; while on the other the shores are precipitous and rocks
hard.
That the Ottawa is a river of very even flow, and not subject to
sudden rise or destructive freshets.
That the extent of obstructed water requiring improvement is
but a small proportion of the whole, and that the greater part is a
chain of inland lakes affording a good natural navigation.
How to connect these unobstructed parts is the question now to
he considered.
When a river is obstructed by falls and rapids, there are several
methods of making it navigable.
I. We may cut canals around the rapids and lock up and down
through them, keeping away from the river and letting it entirely
alone.
* Note.—When the dip of the strata is in the direction of the current, the water has only an
erosive force ; hut where it is against the current, the strata are undermined, fall from their
own weight, and are broken to pieces, and the next flood carries the debris away down stream.
164
F 0. 164:.]
87
II. We may throw dams across the channel of the river and
convert the rapids into a series of still lakes, and lock directly
from one into another.
III. We may combine these methods by canaling aronnd rapids,
and using low dams to give the required depth and to drown out
currents between the canals.
Sometimes one of these methods is most applicable to a particu¬
lar locality, and sometimes another; and the judgment of the
engineer is shown by his choosing that which best suits the cir¬
cumstances of the case.
On the lower Ottawa, where the lakes are long and deep, and
the shores low and highly cultivated, it would be unwise to at¬
tempt to alter the existing levels, for we should drown a large
extent of country, thereby destroying arable land and probably
rendering what was left unhealthy. Whatever plan is proposed
will carefully avoid disturbing the long levels. •
But fortunately for the project, on the greater part of the river,
where the water is required to be raised, the shores are bold and
the desired lift would overflow but little land. Here we have
only to raise the natural dams or reefs of rocks to the desired
height by artificial structures, thus restoring a condition of things
which possibly existed before the ceaseless rush of the waters, or
glacial action had worn the rocks dam down to their present state.
Wherever canaling is resorted to, the canal will follow the shore,
and be constructed by embankments rather than in excavation, on
account of the great saving of expense over thorough cuts in solid
rock of the large dimensions necessary for the navigation..
The whole key to the system of improvement proposed for the
Ottawa is comprised in two propositions:
I. Follow the natural bed of the river, and avoid cutting into
the rocky shores.
II. Gain the depth required for navigation by raising the sur¬
face of the water rather than by submarine rock excavation.
88
[Convention
We may lay it clown as a general principle that, although on
the lower part of the river where the shores are flat and lie upon
sedimentary rocks, we could dispense with the use of dams; yet,
as soon as we enter upon those portions where the river has cut
its bed through crystalline rocks (which is more than half the dis¬
tance from Montreal to Lake Huron), the only mode by which a
navigation can be made at all is by raising the water by dams.
There is not now depth enough of water; the currents are too
strong to be overcome; and as the shores rise almost perpendicular
from the water's edge, there is no room to construct canals; more¬
over, even if there were room, the length of artificial canal re¬
quired would be so great as to condemn the project; and there
can be no doubt of the superiority of a still deep lake from two to
three hundred yards wide for purposes of navigation, over a canal
of fifty yards in width.
Fortunately every existing condition favors this mode of con¬
struction.
The bed of the river consists of hard crystalline rocks, worn
smooth and generally free from boulders, and the shores of the
same material rise abruptly on either side, diminishing the length
of dam required.
Points can be obtained where the water is shallow, and where
there are rocky islands which will act as natural buttresses for the
structure. Under these circumstances there is no more danger of
a properly constructed flat dam being disturbed than one of the
islands themselves.
As has been previously said, the Ottawa is not a river subject to
sudden rise or extraordinary floods. It never averages over three
inches in twenty-four hours for any number of days in succession;
its common rise is one inch per day. Its rise to its high water
mark stand, and subsequent fall, occur every year at nearly the same
dates with the utmost regularity. (See Appendix for Table <;C.")
There is very little shove of ice in the Ottawa, where dams
would be required.
164
No. 164.]
89
So ample is tlie volume of water, even in the dryest time, that
notwithstanding leakage and the effect of wind blowing down
stream, the dams would be always submerged with from one to
two feet of water running over their crests.
A very important effect of dams upon the Ottawa will be to
diminish the variation between high and low water. This is always
proved to be the case wherever they are built, for there is a greater
area to be filled up by the flood waters before they can rise, and
the discharge over the top of a dam is so free that the water can
never rise above it to the same extent that it does in a river chan¬
nel obstructed by islands and sunken rocks.
In designing a system of dams for the Ottawa improvement, we
should have the actual volume of water discharged both at the lowest
and highest recorded stages. This M'ould require a series of gauges
in different parts of the river, taken for a term of years, until the
greatest and least flow was ascertained from actual measurement.
As the time of this survey has been limited to one season, I can¬
not pretend to have attained such accuracy; nor, merely for the
purpose of an estimate of cost, is it necessary. It is only requisite,
for that purpose, that what is assumed as the greatest and least
volume should cover the extreme limits of variation.
The results of several guages give, for the summer volume of
discharge, at Portage du Fort, 31,000 cubic feet per second, and
that of high water, 127,000 cubic feet per second. From anything
on record, it does not appear probable that the least discharge ever
falls below 25,000 cubic feet per second, or the greatest over
130,000. These quantities, therefore, have been assumed as a
maximum and minimum. (See Appendix, Table " D.")
Where the dams themselves act as waste weirs, it has been thought
preferable to raise the masonry of the upper or guard lock, and
allow the water to raise as high as it would upon the crests of the
dams, rather than to attempt to control it by guard gates in the
body of the dams, as this would be introducing a perishable mate¬
rial and mode of construction into the body of the work.
|~Con. No. 164.] 12
90
[Convention
The height at which the water will stand upon the crests of the
dams for different volumes of discharge, has been calculated by the
formula for weirs, originally due to the investigations of Du Iluat.
Let Q he the number of cubic feet per record, and L the length
of the overfall of dam be known and we can obtain
IL—The height at which the water will stand above the crest of
the dam, from the simple equation.
= ( Q )t
3.50 L.
By this formula, the table of dams (see Appendix "D") was
calculated, and the height of the coping of guard locks established.
It will be seen that these dams will have from 1.34: to 3.51 of
water running over them at low water. Yet for purposes of esti¬
mating, their crests have been assumed to be as high as the level
of water above them which gives excess of material.
One other point demands notice. We know that by dams we
can drain out currents in these lakes themselves, strong enough to
affect navigation.
The velocity of any current depends directly upon the area of
flowage. "When that is large in proportion to the volume, the
velocity is slow, and as the area diminishes the velocity increases
in order that equal volumes may pass in equal times. IIow great
this velocity will be at any point is strictly a matter of calculation,
founded on well known hydraulic laws. Without here giving
details, it is sufficient to state in general terms that the present area
of flowage will be so much enlarged by the depth of water thrown
on by dams, that no greater velocity of current need be appre¬
hended than three miles an hour at any point, even during the six
or seven weeks of high water, and during the rest of the season
the currents will be entirely imperceptible.*
*The investigation of the laws that govern the flow of water over weirs, is one of the most
important branches of hydraulic engineering, and has received the attention of many eminent
eavans, among whom may he particularly mentioned Du Buat, Castel, Poucelet, Lesbois, Dan-
huisson, in France; Egleweir, Weisbach, in Germany; the Kennies, Sir John Leslie and Thomas
E. Blarkwell, in England; and .Tames B. Francis, of Lowell, in the United States.
All the rules and formulas derived from their investigations are founded on that natural law
governing the velocity of fluids, known as the theorem of Tonicelli, modified by co-efficients
104
No. 164.]
91
III. Character of Work and Material in Locks, Dams, Canals, dec.
In accordance with the instructions of "the Department,, the
quality of the work is proposed to be not inferior to the standard
of the St. Lawrence canals, and everything has been designed as
substantial as possible. It is believed that there will be nothing
perishable but the lock gates 011 the whole line.
Dams, where carried above water, will be of rough but strong
rubble masonry laid in cement; wherever the water runs constantly
over them they will be flat timber dams composed of solid timber
laid up crib-fashion, without framing, fastened with three-quarter
inch square bolts twenty inches long; at each crossing rock bolts
one-quarter inch round, to be filled with loose stones, covered with
four inch plank well spiked, and staunched with gravel, similar to
those usually constructed by the Department, in connection with
timber slides.
In most places the water can be diverted by a rough coffer dam,
and the permanent structure commenced directly upon the flat
rock. This operation is much facilitated by the numerous chan¬
nels into which the river is divided at the points selected, by large
and small islands. The dams can be run from one island to another,
and passages left for the discharge of the waters, which can be
afterwards closed.
When the water is deep, recourse must be had to the system of
sinking cribs. The dams should, where possible, be laid out upon
obtained by comparing the results derived from it with those furnished by experiment. As those
experiments have as yet been made on a comparatively small scale, we cannot apply the rules
deduced from them to circumstances widely differing from those under which the experiments
were made, without discrepancies more or less great being found in the results.
The case with which we have to deal is fortunately one where we proceed from the greater to
the less, so that an error, whatever it is, is diminished instead of being increased. Were we cal¬
culating the amount of available water-power from the height on the crest of our dam, a very
small error either in observation, or in the co-efficient itself, would give results widely differing
from the truth ; but where we have already gauged the flow of the stream, and only calculated the
height for a given length of dam, we know that the calculated result must, at least, be as close an
approximation to mathematical truth, as is the quantity expressing the number ol cubic feet of
water passing a given area in a second, as obtained from our gauges.
Nevertheless it would be very desirable to have a series of experiments made, with special
reference to determining the actual longitudinal section of a large river, dammed entirely across,
during different volumes of discharge from extreme high to low water. Such experiments, if
properly made, would not on,ly be a very valuable contribution to engineering science, but are
almost indispensable to the proper carrying out of a scheme of the magnitude proposed in this
report.
92
[Convention
segments of circles arching up stream, a mode of construction in
which the greater the pressure the tighter the dam. Every alter¬
nate crib should be lowered to its place, sunk and fastened to the
rock with heavy iron bolts. The key cribs should then be floated
in to All up the spaces, and the whole sheet-piled on the up-stream
side.
Upon this level surface the superstructure of the flat dam is car¬
ried up in the usual way. Generally the levels can be so arranged
as to receive the spill of the dam into deep water; where this could
not be done an apron of solid timber has been provided to protect
the rock below.
Timber and stone suitable for dams are found abundantly in all
parts of the route, and there are no points where their construction
offers greater difficulties than have been successfully overcome by
the enterprise of the lumbermen on the tributaries of the Ottawa.
The locks are intended to be built of sound and durable stone
laid in hydraulic cement, with fine bouchard face cut to quarter of
inch joints, backing of rectangular stone, with parallel beds laid to
one inch joint, and well bounded to face work. The rock is gener¬
ally assumed to be sound, but a tight timber foundation, laid in
concrete, is provided for under the recesses.
The gates are designed of solid timber, in the style now used on the
St. Lawrence canals. Each gate will have two sluices 10' 6 '+2' 6",
and culverts around the hollow quoins to be used in case of accident
to the sluices, or together with them if required. The arrangement
for opening and shutting gates should be of the most approved kind;
and it is believed that a lockage need not take over ten minutes : the
average time on those locks of the St. Lawrence canals where the
latest improvements in machinery and gates are used.
In arranging the lockage, it has not been found necessary to
place more than two locks in combination except at the Talon-
chute, where three have been combined, the contour of the ground
prohibiting any other arrangement.
The cost of the execution of this work will depend, more than
anything else, upon the character of the rock, its hardness in exca¬
vation, and its suitableness for purposes of construction. As has
164
No. 164.]
93
been before stated, the two great divisions of the Ottawa rocks are
Laurentian and Silurian. The former are very hard, difficult to
work, and too brittle for the face stone of locks ; while, on the other
hand, the Silurian lime and sandstones are easily excavated, and,
from the upper beds of the limestone, known as the Trenton group,
we can procure a building material excellent in every respect, both
as regards ease of workmanship, strength and durability. From
some of the argillaceous beds a good hydraulic cement can be
obtained, such as is now made at Hull, opposite Ottawa city.
"We know, then, that from Montreal to Deep river, building stone
lies all around us, but from that point to Lake Huron, it was much
to be feared that the stone of the country, although good enough
for backing lock walls, filling lock dams, and rough masonry in
general, could not be depended on for face work. Luckily, however,
this is not true of the whole of that extent of country. A bed of
yellow weathering, fossiliferous limestone, on the northeast shore of
the river, a little above the Deux Rivieres Rapids, will afford good
6tone for the structures in that district, and on the lower Mattawan.
At Talon-Chute there is a vast mass of crystalline limestone,
described in the geological report, which is a fine grained and toler¬
ably tough stone, and appears to be good enough for face work.
Tiie locks at that point have been estimated to be built of it.
The face work of the remainder of the locks upon the Lower
Mattawan, is designed to be built from a quarry of gray granite
(probably an intrusive dyke) on the north side, about half a mile
from the river, below Paresseux-Chute.
For the structures on French river, the face stone must come from
the beds of Niagara lime, on the Manitoulin Islands of Lake Huron.
This will much increase the cost of that portion of that work and
render its construction naturally gradual.
IV. Scale of Navigation.
The first point to consider is, whether we are designing a local or
a thorough navigation. This would be decided by the general depth
of the chain of waters, the difficulties of overcoming the summit,
the supply of water, and other points more or less closely connected
with the preceding.
94
[Convention
To these my attention was first directed, and after careful personal
examination of the whole route, aided by the graphic report of Mr.
Shanly, and the results of such surveys as were at the time made, I
was able definitely to decide that, whatever scale was fixed on
should be with the view of completing, at some future day, the
through line of navigation.
It must be borne in mind that this is exclusively a steam naviga¬
tion ; sails, although useful auxiliaries, would never alone enable
vessels to pass through this route, with any saving of time, over
that by the Welland canal.*
The next point is whether we shall build lochs fitted for large
vessels ; or whether, preserving the dimensions suited to an inland
and local navigation, we shall cause a transhipment to take place
at the mouth of French river, which is about half way between
Chicago and Montreal by this route.
This question is determined by the length of canal (or what is
equivalent in delay to an artificial cut) on the route where a large
proportion of the distance is canal. I should then recommend tran¬
shipment ; for I believe the unwieldiness of large vessels, on account
of their top hamper being acted upon bjr the wind,—the risk of
damage to the vessels and to the works in the narrow channel of
the canal, and the delay arising from these causes, would more than
balance the cost and trouble of transhipment into steam barges
better suited for canal navigation.!
* When the question of the enlargement of the Erie canal came up several years ago, this point
■was discussed very thoroughly, and the opinion of forwarders was that, if the Erie canal were
large enough to admit vessels of 1,000 tons, they would still prefer to tranship to Buffalo.
t In this I am supported by the opinion of Mr. Shanly. who has in hie report so well expressed
the character of this route, that I shall make no apology for quoting it here :
"It is a steam navigation, and more especially for that denomination of steamers known as
1 Propellers,' that I believe the Ottawa and French river route is destined to hold a first place as
a channel of trade. For vessels of that description the character of the waters, and of the region
on either side of them, is peculiarly fitted. Land-locked for the greater portion of the way, the
route will not in that respect be as advantageous for sailing craft as that by the great lakes, but
the inexhaustible supplies of wood at all points along it, and the facilities for taking their fuel on
board at frequent intervals, will forover render the cost of working steam vessels lower on this
than on any equal length of navigation on the continent. Here, too, the propeller can keep the
even tenor of its way heedless of the storms which, sweeping across the lakes in the autumn of
each year, cause such immense destruction of life and property."
164
No. 164.]
95
As soon as I had ascertained that the length of canal on the
whole route, including Lacliine, would not exceed 29.32 miles, and
that the remaining 401.44 miles could be made a navigation allow¬
ing of as rapid a transit as the great lakes themselves, and indeed
more so, so far as freedom from head winds and storms is concerned,
I was then prepared to recommend the larger scale and an unbroken
line of navigation.
It only remains to decide how large. "When crops are good, and
full freights offer, it is an advantageous axiom, that the larger the
vessels the cheaper the cost of transport. It is a fortunate pecu¬
liarity of this route that vessels can always depend upon making
up full freights of sawed lumber from the inexhaustible pine forests
of the Ottawa, manufactured at every dam on the river.
It requires then, I think, no argument to prove that we cannot
err in providing to let down to Montreal the largest class of pro¬
pellers, now confined to the upper lakes by the limited size of the
Welland canal.
From these data, and after consultation with various persons
experienced in the lake trade, I have fixed upon the dimensions
given as follows:
The length proposed by Mr. Shanly, and suggested in the instruc¬
tions of the Department, 250 feet,—is long enough for vessels of the
desired tonnage. It does not, however, seem desirable to exceed
the breadth of the St. Lawrence canals, 45 feet; because this is in
itself wide enough, and because it makes the enlargement of the
Lacliine canal attainable without pulling down the present lock
walls.
The depth has been fixed at twelve feet, which is absolutely
necessary if we wish to admit vessels of over six hundred tons, as
will be seen from the table of large propellers (given in Appendix
E.) for which I am indebted to the kindness of Capt. D. P. Dobbins,
Secretary of the Board of Lake Underwriters, Buffalo, FT. Y.
Although, through the heavy cuttings and where the distance is
short, I have followed the width recommended by the Department,
109 feet on bottom, I have not hesitated to increase the prism of
the canal generally to 146 feet on bottom, as I believe that it is not
more than is required for vessels to pass with speed and safety. The
96
[Convention
depth has been fixed at one foot more than the locks—say 13 feet;
and in lakes and rivers will be 15 feet, and generally average 20 feet.
V. Special Description.
Commencing at the city of Montreal, we have the Lacliine canal
common to both the St. Lawrence and Ottawa routes. It is 8.5
miles long; has five locks 200 ft. X 45 X 9, with a total lockage
of 44.75 feet. The prism of the canal is 80 feet on bottom, 120 at
water surface, and averages 10 feet deep. This would have to be
deepened and the locks lengthened, to admit vessels of the same
tonnage as could pass the proposed Ottawa canals.
As neither the time nor means at my disposal have enabled me
to make a survey of this, I have not included it in my estimate.
The enlargement involves no serious obstacles, and will, probably,
be made whether the Ottawa navigation is opened or not.
A map of Lake St. Louis, made for the Commissioners of the St.
Lawrence improvement, in 1842, by A. LaRue, P. L. S., shows a
channel depth, somewhat circuitous, of not less than 15 feet from
Lachine to Isle Perrot. For reasons given above, I have not made
any survey here, but am informed by pilots that there are 15 feet,
and over, along the north shore of Isle Perrot, up to the foot of the
present St. Anne's lock. I have myself taken soundings for half a
mile below the lock, and over that distance can corroborate the
troth of their statement; but it is much to be desired that there
should be a new survey with soundings carefully made from Saint
Anne's lock to Lachine.
saint anne's.
Length of canal, 1.19 miles.
One lock one foot lift, L. W. 3.5, II. W.
Guard pier below, 1,000 feet long.
Canal above, 125 feet wide by 5,000 feet long.
Estimated cost, $469,672.
I propose to enlarge the present lock to the requisite dimensions,
as it occupies the best point that can be selected. In order to do
this it will be necessary to put in a coffer dam and pump it dry, take
down the east wall and get the pit sunk to the proper depth, as early
in the spring as the weather will admit of laying stone. Then, by
164
In o. 1GP]
97
working niglit and day, it would be possible to complete the new
lock without delaying the opening of the navigation more than
three or four weeks.
It will be necessary to build a guard pier 1,000 feet long below
the lock, on the side next the rapid, to cut off the current which,
at high water, is strong enough to incommode vessels very much.
Tins will be an ordinary crib-pier filled with stone.
Above the lock the river bed is Potsdam sandstone, in strata of
from five to eighteen inches thick, somewhat tilted upon one another
and covered with boulders from the Laurentian rocks. The average
depth from the head of the lock to a point where the water suddenly
deepens to eighteen feet is eight feet, and the distance five thousand.
I propose to make a double line of timber piers, 15 feet wide and
125 feet apart, for the whole distance. Half of the width of each
pier to be filled with earth lining and sheet-piled, and the enclosed
area divided into sections by water tight bulk heads. The rock is
seamy and would leak a good deal, but by putting in powerful steam
pumps and shortening the length of the section to be laid dry in
proportion to the leakage, it would be perfectly practicable to keep
down the water until the excavation was made to the required depth
of five feet. The stone would be used to fill the outside compart¬
ments of the piers, and the excess deposited outside of that. The
bulkheads would be removed, and the whole thing would be an
artificial canal 125 feet wide and 13 feet deep, in the bed of the
river, while the piers would serve as guides to keep vessels from
straying out of the channel. I have been particular to describe this
in detail, as a similar method will be proposed for submarine rock
excavation wherever it may occur.
The face and backing of locks is estimated to come from the neigh-
© ©
boring quarries of Chazy limestone at Point Clair, of which the piers
of the Victoria bridge are built; filling of cribs out of the excavation.
This is unquestionably the best way to make the improvement,
for were the proposed canal located on the shores of the Island of
Montreal, as has been sometimes proposed, the amount of under
water rock excavation required to reach 15 feet of water from the
shore, both above and below, would actually exceed that on the line
[Con. No. 104.] 13
98
[Convention
I propose, and we should have, in addition, an enormous amount
of excavation on land, and an expensive bridge to build for the
Grand Trunk Railway.
lake of two mountains.
The head of the Saint Anne's canal would be 23 miles from Mon¬
treal. From the 23d to 24th mile, according to the surveys of W.
33. Gallwey, C. E., placed in my hands by the Department, it has a
depth of from 20 to 30 feet. From the 24th to the 26^th mile, the
low water depth does not exceed 13 to 14 feet, and I am unable to
say whether the bottom is rock or some material that could, if
required, be dredged. From the 2C^th mile to the foot of the Caril¬
lon rapids at the 47fth mile, the channel is 30 feet, and the naviga¬
tion is straight and unimpeded.
carillon.
Length of canal 0.5 miles.
2 locks, 12 and 5 feet lift; passing basin, 2,000 feet long.
Rolling dam, 1,700 feet overfall; lift of water, 6.25 feet.
Estimated cost, $307,742.
At Carillon the river is obstructed for 1.3 miles by a reef of cal-
ciferous sandstone with only two or three feet of water running
over it, except in the " Sickle" channel, about 150 feet wide and 9
or 10 deep, and as its name implies, very crooked. The fall at the
stage of water, when we levelled it, was 8.75.
This has been overcome by the military canal, built by the Impe¬
rial Government, 2.09 miles long; locks up, 23 feet, by two locks
12S + 32. 5 + 5.5, and down again, 13 to 15 feet by one lock of
the same size, and is fed from the North river. The prism of the
canal is very irregular, being from 18 to 40 feet wide on bottom,
and 50 to 80 at surface, say 5.5 deep in the centre, gradually shoal¬
ing to each side. It runs in from 5 to 16 feet cutting to water
surface, principally rock.
The locks are in a very ruinous state, and cannot last many years
longer in their present condition.
The great amount of rock excavation necessary to enlarge this
canal to the new scale, its twelve to fifteen feet of unnecessary lock-
164
No. 164.] 99
age, and the bad location of the lower lock, forbid us attempting
to improve the present work.
I have located the new canal on the south shore of the river.
The water is 25 to 30 feet deep up to the lower lock, which is at the
foot of the current, near the house of the late Judge Macdonald,
Point Fortune. The passing basin is defended from the river by a
wall of stone laid in cement battening 2" in 12", backed by a bank
of loose rock oufof the excavation, sloping 1J to 1 towards the
river, and the whole paved with stone set on edge. The rolling
dam stands on flat rock, free from boulders, and, except in the
channel, the depth of water is not over two feet. It will have a
slide for timber, and the height of water above its crest will range
from 2.57 to 8.11 feet.
By removing some fifty thousand cubic yards of rock between the
upper lock and the head of the rapid, this dam across the river
could be dispensed with. On referring to the map it will be seen
that the proposed canal occupies the place of the side dam just con¬
structed. To gather enough depth of water to run deal and timber
cribs, as we are obliged to destroy this channel, we must provide a
new one, and there is no way so practicable as to raise the water
by a dam, which shall contain a broad and short slide leading
directly into deep water below.
The lock stone will come either from the Pointe Claire quarries,
or those of Isle Bizard. The loose stone for dam filling, out of the
excavation, and the stone for the wall, to be laid in cement, can be
got out of the bed of the river in such size and shape as will enable
it to be laid up into a wall with scarcely any dressing. On this
account I have considered that $3.25 per cubic yard would be suffi¬
cient ; which price implies that but little labor is required.
CnUTE A BLONDEAU.
Length of canal, 0.07 miles.
One lock, 10 feet lift.
Boiling dam, over fall, 1,750 feet, lift 12 feet.
Light dam, cement masonry, 1,550 feet long.
Estimated cost, $114,315.
100 [Convention
A strctcli of five miles of still water, over 30 feet deep, brings ns
to this rapid, about 900 feet long, and falling four feet. The Mili¬
tary canal is here formed by cutting off a point of rock, and lias one
lock of the same size as at Carillon. The canal is forty feet wide,
and cut through rock, about the same depth.
We place the new lock in a channel between the island and the
present lock, and follow the line of reef with one dam, the depth,
except in channel, not being over two or three feet. This dam has
a slide for timber similar to Carillon.
The object of raising the water 12 feet by this dam is as follows :
The lower end of the present Grenville canal is through rock cut¬
ting. By raising the water at the Chute a Blondeau, we can follow
the river for 1.1 miles above the present lower lock of the Gren¬
ville canal, shortening the new one by so much, and saving a large
amount of rock cutting.*
The lock stone is estimated to come from the same point as Caril¬
lon. Stone for dams can be procured on the spot.
grenville.
Length of canal, 4.33 miles.
One pair of combined locks, 12 feet lift each.
Passing basin, 400 feet long.
One lock feet lift; prism of canal 150 feet at surface, 146 on
bottom, and 13 deep at head for 2,000 feet, 100 feet wide on bottom.
Guard lock, 1 to 15 feet lift.
Estimated cost, ^1,197,862.
The bed of the Ottawa, at the foot of the Long Sault, which is an
almost continuous rapid for five miles, with a fall of forty-five feet,
consists of calcareous sandstone, covered with boulders from the Lau-
* The Chute a Blondeau is one of the few points on the Ottawa where the phenomenon of
" ice-packing" takes place.
The floating ice which has come down the Long Sault, is arrested by the sheet of still water
below this rapid, jammed under it and " packed," until an ice-dam is formed, raising the river
some 25 to 30 feet above its summer level.
The effect of the proposed dam would he to form a still lake for some three miles above it which
would be frozen over with a thick sheet of ice, and the " packing." if it took place at all, would
be removed some three miles up the river, above the point fixed for the lower entrance of the
Grenville canal.
164
No. 164.]
101
rentian crystalline rocks. These are worn smooth and polished
by the water, are of all sizes, and in many places entirely conceal
the rock in position. This makes so bad a foundation for artificial
structures, that we are driven perforce out of the bed of the river,
and can do nothing but enlarge the present Grenville canal, which
is generally well located on a strip of flat land lying between the
high bank and the margin of the river.
As has been stated, we leave the river 1.1 miles above Grucese
Point, and lock up at once to the Grenville level, in order to raise
the bottom of the canal out of cutting. The new line joins the
old one in about a mile, follows it for about a mile and a half, and
then, to avoid rock cuttings, runs along the river's edge, which
forms one bank, while the other is formed by a stone wall laid in
cement, backed by a bank of loose rock out of the excavation of
the head, and sloped 1-J- to 1 toward the river, and paved. The
new canal follows the old line, cutting through the neck of land
upon which the village of Grenville stands. Here, for 2,000 feet,
the width has been estimated to be 100 feet, with sides nearly
vertical. The embankments (not river wall) are formed by dry
battered wall, backed with earth filling.
If, instead of using these stone walls, laid on dry land, and in
cement in river wall, the embankments were dressed to a slope of
If to 1, and paved, the estimate cost of this section could be re¬
duced about three hundred thousand dollars.
The lock-stone can be brought from below by the present canals;
all the other stone can be got out of the river, or near by; and, as
at Carillon, will require but little labor to lay it into a good wall.
All the rock from Carillon to Grenville is soft, lies in thin strata,
and can be easily got out. I have considered $1 per cubic yard
as an ample allowance, except at Chute a Blondeau, where the
rock is harder and there is less of it, and I have called it $1.25
per yard. The lock-stone is easily dressed and can be carried
from the quarries to where it is wanted, in scows; distance 25
to 35 miles. I have considered that $12 per face and $6 per
backing, averaging $8, would be sufficient.
At the head of Long Sanlt is a great sand-shoal, partly dry at low
water; but following close to the north shore we have 24 to 30 feet.
102
[Convention
From Glenville to Ottawa, the river runs in a level valley, with
low shores of blue tertiary clays; a considerable extent is over¬
flowed by high water, and covered with sand deposited by the river.
The width is from one to two thousand feet, and the channel
depth 30 feet, until we get to the " Green Shoal," some eight or
nine miles below Ottawa city. Here a caleiferous sandstone reef
runs clear across the river, diminishing the depth at low water to
eight feet for a length of five hundred feet.
It will be necessary to pursue the same course here, that has
been recommended at St. Anne's and remove the stone by a coffer
dam, the sides of which should be left for guide piers to indicate
the channel. Between this place and Ottawa City, there are some
sand shoals that must be dredged, but 110 more rock.
The sum estimated for the improvement of this section is $136,-
105.
The plans of this part of the river furnished me by the depart¬
ment from the surveys of Mr. Gallwey, being unfinished, I have
obtained the distance from Grenville to Ottawa City through the
kindness of Sir William Logan, who calculates it at 55.25 miles in
a straight line. Allowing for the bends of the river, I have called
it 56.07.
ciiaudieke and des chenes.
Length of canal: Chaudibre, 2 ; Des Chenes, .61. Total, 2.61.
Slides channel: pair of combined locks, 11^ feet lift each ; pass¬
ing basin, 600 feet long; pair of combined locks, 11L feet lift
each ; water surface above raised 3.7 feet by prolongation of present
dam from head of mill flume, across islands to Spark's Point.
Spark's Point: 1 lock, feet lift; side dam, stone, 1,700 feet
long; rolling dam at head, at Little Chaudibre, 2,000 feet over¬
fall ; lift of water four feet, drowns out Eemoux.
Remoux: coffer dam and rock excavation.
Des Chenes : 1 lock, lift; canal banks, battered wall of stone
in cement, backed with stone tilling and paved. Estimated cost,
$S06,733.
1G4
No. 164.]
103
At Ottawa City the river is interrupted by rapids and falls for
6.36 miles, having a descent between Ottawa harbor and Des Chenes
lake of about 60 feet, *36 of which are taken up by the Chaudibre
a magnificent fall which affords one of the finest water powers on
the continent.
Several lines had been previously surveyed for this canal, but I
have preferred to follow the river, shortening the length of canal
required, and much diminishing the amount of rock cutting, and
consequent expense. But little land is overflowed, and that chiefly
swamp. Two mills would be destroyed (Spanks aud the Britannia),
but the new privileges would be better than those now existing.
Stones for the dams can be got out of the excavation, and excel¬
lent loclcstone from the Trenton group of limestones abounds close
at hand.
Lake Des Chenes, or, as it is sometimes called, Chaudibre lake, is
26.69 miles long, and varies from half a mile to two miles in width ;
and, according to Mr. Gallwey, its general channel depth is from 20
to 30 feet of water.
* Below the river Quio the channel is crooked for a short distance,
the depth 14, 16 and 18 feet, and some points might have to be
taken off. From there to the foot of the Chats there is 25 to 30.
CIIATS.
Length of canal, 0.6 miles.
Chats island : 1 pair combined locks, 12 feet lift each; passing
basin, 400 feet long ; clay embankment, paved; 1 pair combined
locks, 12 and 6 feet lift; rolling dam, 3,700 feet over-fall; tight
dam, 300 feet; lift of surface 4 feet. Chats rapids; 1 lock, 8 feet
* At the time we took our levels, the fall between Des Chenes lake and Ottawa harbor was
59.5 feet: but the difference between the recorded levels of low water is 63 feet. If this is correct,
of which I have some doubts, it is owing to the greater evaporation on the longer level below. It
has been thought prudent to provide for 63 feet of lockage.
Below, the river rises more than at any other point, some 20 to 24 feet. This is attributed to
the fact that the Gatineau, a very large river, comes in a little below at right angles to the main
river, and draws back its waters.
104
[Convention
lift; rolling dam, 2,100 feet spill; light dams, 1,000 feet long ; lift
of surface 8 feet, up to low water level of Chats lake.
Head of rapids : coffer dam and rock excavation. Estimated
cost, $081,932.
This, it will be observed, differs entirely from the old route of the
Chats canal. A considerable proportion of the excavation necessary
to finish that work to the scale originally contemplated (GO feet wide
and seven deep), has been done, but it forms a very insignificant
amount of that required for the new scale. The canal ends below
in Big bay, a sheet of water about a mile long, quite shallow, and
with a bottom of gneiss rock.
The depth at-low water per 700 feet, is not over 5.5 ; per 1,000
feet, not over 8.5 : and per 1,600 feet, at the entrance, not over six
or seven feet, although most of this is probably clay, and could be
dredged.
The only way a sufficient depth can be got, except at a ruinous
expense, is to throw a dam across the mouth of Big bay, and raise
the surface placing a lock on what is called Hudson's point.
•
My estimate for the completion of the present Chats canal on this
plan, to a scale uniform with the rest of the river, is $1,465,439.
[See appendix.]
There being some difficulties in ascertaining the amount of work
done, I have credited the work with the whole amount expended,
as per last report of Department of Public Works, amounting to
$324,000, leaving a balance to be yet expended of $1,141,429.
My estimate for the new work has been stated at $GS1,932, show¬
ing that it would be a saving to the Province of $459,507 to abandon
the work already done on the old route and take the new one.
The length of canal on the old route is three miles, and is quite
crooked ; on the new route we have only one-sixth of a mile, being
the locks and passing basin. The rest of it will be as good naviga¬
tion as any part of the river. I have no hesitation in recommend¬
ing the adoption of the new route.
164
No. 164.]
105
"We cross tlie Chats island with four locks, as stated above, and
run a low dam along the line of reefs at the head of the main fall,
raising the surface enough to drown out currents up to our upper
lock. The water does not exceed three feet in depth on the line
of dam, except in the channels, and there are so many islands to
work from, that the difficulty of building a dam here is not so great
as at first sight would appear.
The depth of water will not be less than from 20 to 25 feet from
this point to the upper lock and dam. This brings us to the level
of Chats lake, and we have IS to 30 feet depth as far as the reef at
the present head of the rapids. At what is called the Canoe chan¬
nel, there is now a depth of ten feet, but it is narrow and crooked.
It slopes above into 13 feet of water in about 300 feet, and below,
pitches off at once into 18 feet of water. After the dam has been
built below, and water stilled, it will be necessary to put in a coffer
dam here, and remove some rock, which is chiefly crystalline lime
stone, leaving the sides of the dam for guides, as at Green Shoal.
The lock stone for this work should come from the quarries of
Black river limestone, on Des Chenes lake. Stone for dams can be
got in the neighborhood. I have estimated the face stone at $12,
and the backing at $6.50 per cubic yard, or an average of $8.25.
Up to this place whatever rock excavation has been necessary,
was through silurian lime and sand stones of a soft texture. But
this rocky barrier, over which the river tumbles in some thirty differ¬
ent chutes, is one of 'the Laurentian series, and consists of gneiss,
liorneblendic, mica slates, and crystalline limestone. The strata are
considerably inclined, dip in the direction of the current and the
" strike " is generally at right angles to the direction of the stream,
as may be plainly seen from the course of the reef.
These rocks are all hard to work. The crystalline limestone is
much the easiest, and I have allowed $1.50 per cubic yard for it.
The mica slates, and particularly the liorneblendic gneiss, of a greasy
texture and greenish red color, such as is found at the lower end of
the canal excavations, are hard to drill, and require much powder
to break them up. The price which I have allowed, and which is
proportioned to the rock prices over the rest of the river, is $2.50
per cubic yard.
[Con. No. 464.] 14
106
[Convention
The Chats lake is a fine sheet of water, 18 miles long, and from
half a mile to three miles wide, with a channel depth of from 25 to
30 feet.
From the head of this lake to the head of the Calumet island, a
distance of 31.07 miles by the north or Calumet channel, and 24.70
miles l>y the South or "Rocher Fendu" channel, the river has a
total fall of 102.48 feet, and is much obstructed by rapids and
shoals. On the north channel more than half the fall is concen¬
trated at one point, the Grand Calumet falls, and there are longer
stretches of still water. The south channel is a continuous rapid for
much of the distance.
In deciding between these two channels, several things were
apparent without further instrumental survey:
I The Calumet was 6.28 miles longer than the other.
II. From thehead of the Calumet Falls to La Pape, 17 miles, the
bed of the river is cut through sandy alluvial soil, is very crooked,
and is filled with shifting sand-bars and shoals, that would have to
be dredged, not only once, to open the navigation, but continually
to keep it open.
III. The timber slides now occupy the Calumet channel, and as
there is not room for both timber and vessels, if we take this
channel, new slides must be built on the Rocljer Fendu.
IY. The nature of the ground at the Calumet Falls would require
three locks in combination.
The very important question of cost could not be determined
without making location of locks and dams on both channels, and
estimating on each.
The lock at the Snows is common to both routes ; the lift at the
upper one at Portage du Fort, and the height of dam, would have
to be increased six feet. Two locks and a dam, and 0.2S miles of
canal at the "Mountain " chute, and five locks and a dam at the
" Grand Calumet," raising the water to the level of the river at
the head of the Island.
164 *
No. 164.]
107
Here the only possible location for the canal is on the site of the
present slides. A ravine to the left of the Fall was surveyed in
1857. But even by combining all the live locks at the lower end,
there would he fifty feet cutting for one mile, which, even for a canal
of a hundred feet wide, would require the removal of nearly a mil¬
lion yards rock. This is, of course, impracticable.
In comparing the cost of the two routes, the lockage is the same;
and the difference of dams is not enough to affect the estimate
materially. But the " Calumet" route would have in excess,
167,500 cubic yards rock cutting, at $1.50 $251,250
1,000,000 " dredging, at 35c 350,000
Showing a difference of cost of $601,250
over the Rocher Fendu route.
Taking all these things into account, I have no hesitation in
recommending the Rocher Fendu for improvement, and shall de¬
scribe how it can be done.
CHENAUX A " SNOWS."
Total length of canal, 0.2 miles. .
1 lock 6 feet lift.
Dam 1,267 feet.
Estimated cost, $133,356.
The rapids of the Ottawa are caused by reefs.
These are the remains, more or less worn away, of the rocky
barriers which once separated the different lakes. In the limestone
formations, the whole bar has generally been washed away, leaving
an entirely submerged reef. But among the Laurentian rocks, the
river cuts channels through the softer veins, leaving the harder rocks
protruding above the water in the form of islands. The " Snows "
is a place where even the reefs between the islands have been worn
away, so that it is now merely a contraction in the channel, forming
what hydraulic writers call a " discontinuous weir."
108
[Convention
In summer the volume of water is only sufficient to dam itself up
some six or eight inches,* forming a slight ripple; but in floods the
water above rises from three to four feet, making a rapid too strong
for steamboats to ascend.
Three methods of improvement have been suggested:—To raise
the Chats Lake and drown out the rapid ;—To remove the islands
which obstruct the channel;—To put alock in one of the channels.
When a river channel is contracted, the water dams itself up until
it has attained ahead sufficient to give itself velocity enough to pass
through the narrow passage. Raising the water below will not
prevent this from taking place, unless it is raised enough to give
it an area of flowage equal to that of the average channel of the
river. To do this here would require a lift of the Chats Lake so
great as to be inadvisable.
To enlarge the area from 8,400 to 20,000 square feet, by remov¬
ing obstructions, would require too much rock excavation.
We are, therefore, reduced to the third plan, as recommended by
T. E. Norman, C. E., in his report to the Department last year, and
must put a lock in one of the channels. The Canoe channel has
been selected as the best; and the Steamboat channel will be left
open for the descending trade : but all the others will be closed by
* The cross section of this point gives an area equal to that of a
channel 420 feet wide, by 20 feet deep. The river above averages
1000 feet wide, by 20 feet deep. By the formula for discontinuous
weirs, where
J=breath of channel =420 feet.
6 = depth = 20 feet.
A=height to which is dammed =6-10 of foot.
<?=quantity of discharge in cubic feet per second,='Jb -J.2 q h
( -|-c?)=32,254 cut feet, the quantity as gauged at same time,
and a mile above was 30,913.
At high water d becomes 2S
h " 4
p " 127,000
agreeing very nearly with other observations of II. W. discharge.
164
No. 164.]
109
low dams. This will raise the water six feet * above its present
level. In the Spring the high water will pour over these dams.
I have gone somewhat more into detail in describing this place
than its importance would seem to warrant; because from its being
the line of the present steamboat navigation, it has been much dis¬
cussed, and many plans suggested for its improvement, botli by
professional and amateur engineers.
The lock stone should come from the superior quarries at the
lower end of Chats Lake.
POSTAGE DU FOET.
Length of canal, 0.24 miles.
1 Lock 12 feet lift, passing basin 400 feet long.
1 Lock 8 feet lift. Rolling dam 2,664 feet long.
Light dam, of masonry, 1,360 feet, lift of surface, 10.5.
Estimated cost, $287,396.
Here we have a multitude of islands and channels, but the reefs
between are not worn down more than two or three feet below the
surface of water, with one exception, a narrow channel called the
" Devil's Elbow," which is over twelve feet deep. The locks will
be placed at the head of the island to which runs the dam of
Usborne's mills. From the locks to the north shore the dam is a
light one, with a flume to admit water and logs to the mills. The
remainder is a rolling dam, giving free discharge to the flood waters.
The timber slides will not be disturbed, except to lengthen them
for the increased fall.
* Call q = 32,254 cubic feet, per record.
d—20 feet.
h— 6 feet height required.
And b— breadth required.
The formula, q
b= 9 (2-3 h + a) V 2 g h =1051 feet,
which is about the breadth of the present steamboat channel, which
may be left alone. And by closing the others, the water will be
dammed up six feet.
110
[Convention
The locks may be built of a crystalline limestone, known as
Portage du Port marble, and the dams of the same.
ROCIIER-FENDU.
Length of canal, 0.61 miles.
8 Locks and 5 dams, as follows:—
Pocher-Fendu Chute canal, 0.07 miles.
1 Lock ten feet lift; dam 450 feet long.
Lift of surface 13 feet.
Long Rapids canal, 0.12 miles.
Pair of combined locks, 14 and 6 "feet lift; rolling dam 600 feet;
tight dam 500; lift 17 feet.
Lafontaine's liapids, length 0.23 miles.
1 Lock 12 feet lift; basin 400 feet long; 1 lock 12 feet lift: dam
350 feet long ; lift 17 feet.
Norman's liapids, length 0.12 miles.
Pair combined locks 12 feet each; dam 350 feet flat, 100 feet
tight; lift 23 feet.
Black Falls, length 0.7 miles.
Guard lock, 2 to 4 feet lift; tight stone dam 1,100 feet long;
low water lift 2.4.
Estimated cost, $836,088.
The dam at Portage du Fort will drown out the small rapids
known as the " Split Rock and Tables," and give sufficient depth of
water as far as the Rocher-Fendu Lake, which, according to the
surveys of T. E. Norman, Esq., is 30 to 60 feet in depth. The dis¬
tance from Portage du Fort to the head of this lake, where we have
a lock and dam, is 7.35 miles. A distance of 1.61 miles takes us to
Long Rapids, where are two locks and a dam. The lift of water, 17
feet, drowns out La Barri&re, Muskrat, and Mice Rapids, all of which
have channels worn through the reefs, so that there will be no neces¬
sity for submarine rock excavation, while the shores are bold and
high enough to prevent much land from being overflowed. TYe are
now at the foot of what is called La Fontaine Island, and here the
river is divided into three channels. It is proposed to follow the
6outh channel, and by building a tight stone dam above Black's
Falls, at the head of the Island, to shut out the flood water and drive
it down the other two channels, only admitting enough for naviga¬
tion. Otherwise, the amount of water discharged in flood is so great
104
No. 1GL]
Ill
in proportion to the contracted size of the channel, that it would
he difficult either to build structures, or use them after they were
done. By availing ourselves of the existence of these other chan¬
nels to take off the surplus water, we can lay our work without
coffer dams, and regulate force of currents as we please. Five
locks and three dams take us to the head.
Some of the crystalline lime stone is good enough for locks, some
stone will come from the quarries on Allumettes Island above, and
perhaps some from Portage du Fort or Chats Lake.
, The rock on this part of the river, although of the Laurentian
series, will not be so hard as that at the Chats, owing to the greater
amount of crystalline limestone, and to the preponderance of fel¬
spar in the gneiss, which is easily acted on by the weather, and
causes the gneiss to crumble, and become broken up. I have esti¬
mated the rock excavations at $1.50 per cubic yard. Stone for
dams can be got in the locality.
From the head of the Calumet Island to the foot of the Allumet¬
tes Island, the river expands into what is known as Lake Coulonge.
At its foot the river is divided into several channels and islands.
The main body of water passes on the west side, and has not been
sounded until this year. The other channels are quite shallow,
but this has 20 feet and over, except at one point, where, for five
hundred feet in length, there is not over ten feet at low water.
Through the remainder of Lake Coulonge according to plans
made under the direction of Mr. Shanly, and furnished me by the
Department, there is 25 to 30 feet in depth of water.
The river is again divided into two channels by the Allumettes
Island ; the Northern of which, known as the Culbute, is much the
better suited for navigation.
This channel is narrow with bold shores, and the fall 18.26 feet,
is concentrated into rapids at the head, the Culbute and l'lslet.
For nine miles from the foot of the Island, up to a slight rapid of
five or six inches fall, known as the Chapeau, and caused by a con¬
traction of the channel, we must follow the natural bed of the river,
which is somewhat crooked, and will require a considerable amount
112
[Convention
of dredging, particularly at the mouth of Black River, a turbulent
stream which brings down much sand during the Spring freshets.
It is probable that there will be some boulders, and points of
reef below water, to be removed. For the improvement of this
section there has been estimated the sum of $262,414.
ciiaueau and l'isi.et.
Length of canal, 0.14 miles.
Chapeau: 1 lock, 12 feet lift, and rolling dam 500 feet long;
tight dam, 240 feet; lift of surface. 11.5 feet.
L'lslet: 1 lock, 6 feet lift, L. W., 12 feet: II. W.; tight dam, 700 ,
feet long; lift of surface 9.5 feet. Estimated cost, $253,512.
The lift of 11.5 at the Chapeau, gives good navigation for 5.85
miles to the foot of l'lslet. Here a tight dam of masonry in cement,
as at Black's Falls, will keep out the flood waters, and drive them
down the broad Pembroke channel, and the lock is located in the
channel between the island and the north shore.
This raises the surface of the water above l'lslet to the level of
the river at Fort William, aud drowns out the Culbute, which rapid
darts through a narrow gorge in the rock, not over eighty feet
wide, with high perpendicular cliffs on either hand. It will be
necessary to take three or four feet oft" the top of the reef for about
fifty feet in length. This can be done by putting in a short tem¬
porary dam at the head, after the water is raised and made still by
the dam below. Then, on opening the gates of the lower dam, the
bed of the river will be laid dry at this point, and the rock can be
removed, after which the coffer dam above must be taken out.
The lock stone for these works is estimated to come from the
quarries on Allumettes Island, four or five miles from the work.
Stones for dams can be got near by.
Although it does not properly fall within the limits of this Report,
yet I shall take the liberty of calling the attention of the Commis¬
sioners to the fact that the expenditure of the above named sum of
$253,512, would extend the present steam boat navigation from
Res Joachims to the head of Calumet Falls, a distance of 75 miles.
From thence the macadamized road just finished by the Department,
1C4
No. 164.]
113
would avoid the 8.41 miles of obstructed navigation, between the
steamboat landing above the Calumet and Portage du Fort, the
present head of navigation on Chats Lake; avoiding the expensive
and tedious detour of Muskrat Lake. An additional expenditure
of $80,000 would build the lock at the Snows. The dam would
not be required at present.
I know of no point above the city of Ottawa where so little ex¬
penditure would do so much for the local traffic, as at these places.
From the head of Culbute to Fort William, 5.3 miles, the river
is much broken up by rocky islands, but according to the sound¬
ings laid down on the plans of Mr. Slianly, there is a deep,
although somewhat tortuous channel.
From Fort William to the Rapid des Joachims we have the tine
stretch of water known as Deep River; this is very straight, one
or two thousand feet wide, and 27.6 miles long. The depth is
very great, and said to be over 100 fathoms in some places; the
shores are very bold, and the general character of the scenery
resembles that of the Saguenay on a small scale.
DE3 JOACHIMS.
Total length of a canal 0.57 miles.
Pair combined locks, 13 feet lift each. Passing basin 2,000 feet
long. Embanked by material taken from the excavation and sides
of river. Slopes paved. One single lock, 12 feet lift. Dam, 1,272
feet long; length of overfall, 1,148 feet; lift of surface, 17.8 feet.
Estimated cost, $327,774.
This rapid is 1.64 miles long and falls 26.4 feet. It comes in
nearly at right angles to the general course of the river, which, if
prolonged, would run through a series of lakes, and strike the
river again about three miles above. A line of levels were taken
by Mr. Gr. II. Perry, to see whether this chain of lakes might be
followed and a Canal cut through the ridge, dividing them from
the river. Although the distance is less than a mile, the cutting,
even with proposed dam at head of Joachims, would average 20
feet, which would require the removal of over 400,000 cubic yards,
[Cox'. No. 104.] 15
114
[Convention
principally rock. ITence we prefer to follow the north shore of
the river itself. The lock occupies the place of the slides, which
will have to he removed to the south side of the island, where
there is a very good place for them.
Face stone locks is estimated to come from Pembroke quarries.
All other stone can be obtained in the neighborhood.
mc soeley's.
Length of canal, 0.13 miles; 1 Lock ten feet lift. Length of
dam, 1,383 feet; length of overfall, 1,041 feet; lift of surface, 16.5
feet. Estimated cost, $169,375.
From the Upper Lock at des Joachims, a distance of 13.68
miles, brings us to a series of small rapids of 3 feet fall, where we
put in a lock on the south side of the river, and a dam. It is
necessary to raise the water eleven feet on the foot of the Bocher
Capitaine; and to avoid making the dam at the Joachims so high,
this intermediate dam at McSorley's is designed.
The face stone of the lock must come from the Pembroke Quar¬
ries. Backing, and other stone, adjacent to the works.
kociieb capitaine.
Total length of canal, 0.65 miles.
Single lock, 13 feet lift; passing basin, 1,000 feet long. Mate¬
rial for bank taken from excavation; slopes paved.
Single lock six feet lift, L. AV., 12 at II. AV. Dam, 1,005 feet;
lift of surface, 22.4 feet; pool, 0.70 miles long. Pair of combined
locks, 13 and 6 feet lift; dam, 1,702 feet long; overfall, 1,400
feet; lift of surface, 21.5 feet.
Estimated cost, $533,544.
The Roclier Capitaine, which it is proposed to overcome in the
above manner, is one of the largest rapids on the Ottawa, falling
40.9 feet in a distance of 1.35 miles. The locks are located on the
north side of the river. The bank is composed of an immense mass
104
No. 164.]
115
of boulders of all sizes, worn smooth by the water. It covers a
space of about two square miles, and rises some sixty feet above the
water. Fortunately, between these boulders and the river there is a
strip of solid rock in position, upon which we place the locks and
canals. The bottom of the river is smooth rock, the depth wdiero
the dams run is not great, and except that the upper dam must be
long, there is 110 special difficulty in overcoming this rapid.
The face stone of locks is estimated to be got from Pembroke
Quarries ; but the expense would be less, if the canal, hereafter
described at the Deux Rivieres, were built first, as the stone would
then come from the Quarries above it, without transhipment. The
rest of the materials can be-got near the work.
DEUX RIVIERES.
Length of canal, 0.46 miles.
Pair of combined locks, 12 feet lift each ; passing basin, 500 feet
long. Material of bank from excavation ; slopes paved ; single lock,
12 feet lift, passing basin, 500 feet long ; single lock, 6 feet lift;
upper locks, on timber foundations. Dam, total length, 1,292 feet;
over fall, 938 feet, lift of surface 33.9 feet.
Estimated cost, $419,942.
The Rapids, known as the Deux Rivieres, Iron and Levielle,
occupy 3.15 miles, and fall 31.1 feet. The fall in the river, from
their head, to Johnson's Rapids, a distance of 17.85 miles, is 9.7 feet,
most of which occurs in the rapids at the Rocky Farm, which occupy
4.75 miles. It was thought best to put in a high dam at the Deux
Rivieres, and then back the waters to Johnson's Rapids, as the
facilities were greater for that mode of construction, than for putting
in another dam and lock between the two, and the amount of land
overflowed is quite insignificant.
The locks are situated on the south side of the river, on a flat
piece of land, well suited for their location ; the lock stone will
come from beds of a yellow or buff colored fossiliferous limestone,
which appears on the north side of the river, about three miles above,
116
[Convention
and promises to afford a good building stone. Other stone can lie
got near at band.
johnson eapids.
Length of canal, 0.45 miles. Single lock, 12 feet lift; passing
basin, 1,900 feet long; raised with earth and stone from cutting;
slopes paved; single lock on timber foundation, 8.2 feet; lift at L.
W., up to 13 feet; at II. W.; dam, 2,626 feet long ; over fall 2,000
feet; lift of surface, 21 feet.
The locks and canal are on the North side of the river on a strip
of flat land. The dam stands in 4} feet water at L. W.
The lock stone will come from quarries below, other stone near by.
This dam drains the rapids just below the mouth of the Mattawan,
and the currents in that river, and throws 13 feet water upon the
foot of the Pleinschants rapids, 3.40 miles above.
mattawan kivek.
At Fort Mattawan, 308 miles from Montreal, we leave the Ottawa
which turns to the northward, and still a large river. The amount
of water passing in summer being but little less than that running
over the Chaudihrc at Ottawa. This is owing to the fact that, as
we descend, the river expands into wide lakes, and loses by evapo¬
ration nearly as much as it receives from its tributaries.
From this point to French River, I cannot do better than to quote
from the report of my principal Assistant, Mr. E. R. Blackwell:—
" On commencing examinations for a work of the contemplated
character and magnitude of the improvement of the Ottawa and
French River Waters, the first thing presenting itself as indispen¬
sably necessary, was to obtain a reliable section of French River,
Lake Nipissingue, and the summit or height of land between
Nipissingue and Trout Lakes. The examinations were commenced
at the principal mouth of the middle outlets of French River on
the 20th November, 1858."
164
No. 164.]
117
This debouchment of French River is entirely land-locked. To
the West lie a large group of Islands known as the "Bastard
Islands," which completely shelter the mouth of the river from the
Westerly and Southwesterly winds of Georgian Bay. The main
land affords protection from the Northerly winds.
" The channel to the entrance of French River lies at the north¬
erly extremity, and close under these Islands. There appears to
be several deep and broad Channels divided by sunken reefs, and I
am confident that a spacious entrance can be marked out, free from
these treacherous sunken rocks which mark the whole coast of
Georgian Bay.*
" From the mouth of French River, for the distance of 2.74 miles,
the liver is straight, broad and deep; the banks bold, and the grey
crystalline gneiss rocks rise perpendicular out of the water, and
make it resemble more the deep bays of the Lake, than the mouth
of a river.
"At this distance from the Bay, the river makes a turn nearly at
right angles to the right, and becomes quite narrow; and here
' Les Betites Dalles Rapids,' form a barrier to navigation; the fall
at this point is six feet. The rapids are about ninety feet in width,
and it is about eleven'hundred and sixty feet from deep water below
to deep water above. The rock on the north rises nearly perpen¬
dicular to the height of ninety feet, and on the south side, with a
gentle slope, to the height of twenty feet, in a distance of one hun¬
dred and twenty feet, and then rises abruptly into broken cliffs.
"From 'Les Betites Dalles' we continue our course nearly east,
for the distance of one and a quarter miles ; here we find two large
Channels, one continuing directly on the course we have been
traversing, and the other nearly at j'iglit angles to the north.
* The mouth of French River is a deep fissure or cleft in the rock extending from the Lake into
the laud. Its course is about North-east and Soutty-west, which is that of the strike" of the
strata in that locality, and consequently of the ridges on land and the reefs in the water. Thus,
although the navigation is dangerous to those who are coasting and have to pass over the ends
of the reefs, there can always be found a direct entrance between them, unobstructed by shoals of
sunken rocks. I have myself sounded from the foot of the Petites Dalles, out into the open lake,
and found a gradual increase of 6, 7, 8, 9 and 10 fathoms, where my soundings ceased, about half
a mile from the point where the river may be said to end.—T. C. C.
118
[Convention
" We pursued our examinations up the latter for the distance of
three miles, to 'Lac du Boeuf,' a body of water about three miles
long by one mile in width, thickly studded with Islands; here we
enter on our easterly direction for Lake Nipissingue.
''At the distance of 10.17 miles from ' Les Pctites Dalles,' we
find a small rapid of two feet fall, about two hundred feet wide,
and the water from six to eight feet deep at a low stage.
"At a further distance of 3.82 miles, another small rapid of
seven-tenths of a foot fall, is encountered. 1.08 miles further, we
reach ' Le Grand Rbcollet Rapids,' with a fall of G.80 feet. The
width of the river at this point is two hundred and fifty feet. The
bank on the North side rises nearly perpendicular to the height of
one hundred and fifty feet above the water. On the south side
there is a table scarcely sufficient in length and breadth for the lock.
The rest of the bank rises perpendicularly eighty or ninety feet.
"After leaving ' Le Grand Rbcollet,' we have a reach of 17.02
miles to the ' Rapide de Parisien,' where there is a fall of 1.20 feet.
In the next 4.10 miles, we pass the ' Petite Faucelle Rapid,' fall 4.4
feet, ' Rapide du Buison,' fall 3.3 feet, ' Grand Faucelle Rapid,' fall
5.6 feet, and ' Rapide du Pin,' fall 2.6 feet. In tracing the distance
we change our course from East to North. At the head of the
'Rapide du Pin,' the course again becomes easterly, and continues
so to the foot of the ' Qliaudibre Rapids,' a distance of 7.57 miles.
" The fall between the foot of Lake Nipissingue and the still
water in French River below the Rapids, is divided into fine cas¬
cades and rapids. The total fall is 26 feet in a distance of 1.61
miles. The banks at the water's edge of the Rapids are mostly low,
rising gradually for the distance of sixty to one hundred feet back;
then they rise abrupt into high rocky cliffs.
" From the mouth of French River on the Georgian Bay, to its
source at the outlet of Lake Nipissingue, the distance is 47.52 miles;
the ascent at low water is 60.3 feet, making the elevation of Lake
Nipissingue 634.3 feet above tide water.
" The distance through Lake Nipissingue is 30.44 miles. Be¬
tween Nipissingue and Trout Lakes two routes were carefully
examined.
1G4
No. 1G4.]
119
" The first by the valley of the 1 Rivibre des Yases,' 6.G9 miles
in length.
" Tlie second by the valley of the ' Objibwaysippi,' 4.19 miles
in length, with an ascent between Nipissingue and Trout lakes of
twenty-four and a half feet. The water heads of the Mattawan are
658.8 feet above tide water.
" In comparative cost these two routes have no relative merits.
By the 'Vases ' route, there are four miles of cutting, any one of
which would cost more than the whole line of the ' Ojibwaysippi'
route.
" Here we pass the watershed between the waters of the Ottawa
and French Rivers.
" After entering ' Trout Lake' our course bore South of East.
The length of this lake is 8.43 miles, and average width one mile.
At the foot of this occurs a narrow ridge of rocks which divides it
from Turtle Lake. The fall is nine-tenths of a foot. The Rapid is
about ten feet wide, and not over eighteen inches in depth. We
then pass 3.28 miles through Turtle Lake, nearly on a due east
course. This lake averages about half a mile in width. Passing
down the outlet of Turtle Lake, we change our course to the north
in the first two miles ; thence eastwardly, and at the distance of
3.74 miles, we enter Lac Talon. The descent between these two
last named lakes is 29.9 feet, giving ' Lac Talon' an elevation of
628 feet above tide water. The outlet has a succession of small
rapids with deep still ponds between them.
" The course through Lac Talon lies about south-east, and is 7.63
miles in length, with an average width of one mile. Lac Talon
discharges through a flume-like chute of 21 feet in width, with three
beautiful cascades, before reaching the level below. The total fall is
42.7 feet. Each side of the chute is bounded by high and barren
syenite cliffs.
" From the foot of Talon-Chute, the course of the water changes
to the north, until they reach the foot of the Paresseux-Chute, 2.88
miles; in this distance there is a series of ponds, or basins and
rapids, making a descent to the head of the Paresseux-Chute of 21
120
[Convention
feet. At the Paresseux Rapids and Chute there is 33.8 feet fall in
a beautiful cascade.
" After passing the Paresseux-Chute, the river passes between
bold cliffs of syenite, which present the appearance of rough and
massive masonry, towering up about one hundred and fifty feet
above the surface of water. The river is narrow and deep between
these iron bound barriers, in places only one hundred and live feet
wide. It soon widens to two hundred and fifty and three hundred
feet in width.
" From Lake Talon to the river below Talon-Chute, a route was
examined, leaving Talon-Lake about one and a half miles above its
foot. At the distance of fifteen hundred feet from Lake Talon, we
encountered a summit of fifty feet in height above the lake, and
about two thousand feet in length ; after passing this summit, we
dropped down into a chain of small ponds running nearly east, and
emptying into the Mattawan about one-half of a mile below ' Pares¬
seux-Chute.' The length of this line is 4.15 miles, and more direct
than the channel of the river, and well adapted for the line of
improvement, were it not for the heavy cutting at the summit. The
examinations, estimates, and plans of this route were made with
the same care and attention as marked those of the main route.
" The river route is 1.0G miles longer, but it is estimated to cost
$5G4,000 less and is recommended.
" From the foot of the ' Paresseux-Chute' to the mouth of the
Mattawan, the course is direct and nearly due east. At 2.G4 miles
we reach the ' Rapide des Aiguilles,' with a fall of four tenths of a
foot: 0.71 miles further east is the ' Rapide des Rochers,' with a
descent of 4.8 feet. At this rapid the land on each side is low and
swampy for the distance of six to eight hundred feet back. Pass¬
ing down with a strong current for 1.20 miles, we reach the 'Rapide
de la Rose,' fall 5.06 feet. At the further distance of seven-tenths
of a mile is the ' Rapide des Epines,' fall 5.G feet.
" From the foot of the ' Rapide des Epines,' we find a broad and
deep stretch of river for five and a half miles in length, with the
same rugged syenite cliff-like banks ; at the foot of this fine stretch
of water, we reach the 'Lac Plein Chants Rapids and Chute,' with
1G4
No. 164.]
121
a fall of 1G.9 feet, in the distance of four-tenths of a mile. At the
further distance of 2.40 miles, the Mat taw an enters the Ottowa
waters. In this distance we find three small rapids, with a fall
of 5.4 feet; making a total descent of the Mattawan 1G9.8 feet in
the distance of 39.79 miles, and the low water surface at the mouth
489 feet above tide.
"A tabular statement of the low water sections of these rivers;
&c., is hereunto annexed.
" The characteristics of the French Elver and Mattawan waters
are similar, each being a succession of pools of wide, deep and still
water, separated by short falls and rapids; in many of these pools
there is no perceptible difference of level.
" The shores are principally lined with the ever-prevailing syenite
and gneiss, rising abruptly out of the water into bold, precipitous
cliffs, covered with a dwarf growth of timber.
" By the mode of improvement proposed, that is by locks and
dams, which is the only feasible plan of work to render these rivers
navigable for any class of vessels that may navigate the Western
lakes, the characteristics of these rivers will, in a great degree,
remain the same as now, after the completion of the improvement."
My earl}7' attention was called to the question of supply of water,
"upon which the success of the whole project depends," and more
particularly directed to the practicability of the plan of elevating
Lake Nipissingue to the summit level, as proposed by Mr. Shanly,
both by the general instructions of the Board of Public Works
and by your letter of instructions.
Mr. Shanly, in his Report on the " Ottawa Survey," says: " It
may at once be stated that the summit does not furnish water suffi¬
cient to meet the demands of even a far inferior scale of navigation
to that which the general character of the route would warrant
us in looking forward to."
To this opinion of Mr. Slianly's, respecting the suppty of water
from the summit, that is from Trout and Turtle Lakes, I agree; and
after a careful examination of the whole subject, I would recom¬
mend the following plan for
[Cox. No. 164.] 16
122
[Convention
supply:
" For tho supply of water it is proposed to raise Lake Nipissingue
9.46 feet above liigh water, and lower Trout Lake 7.85 feet, and
Turtle Lake 6.95 feet, and Turtle Lake outlet to the same level, and
to raise Lac Talon 20.95 feet, which brings it up to the same height,
making a summit level for navigation of 57.12 miles in length, with
an area of watershed at 31.65 square miles, and a reception basin
of eighty miles in length, and varying from one-half of a mile to
12 miles in width, giving a surface of about three hundred and
thirty square miles. By this arrangement it does not become
necessary to make any provision for a storage reservoir. The waters
of Lake Nipissingue are sufficient for any scale of navigation, and
for all time to come.
"Although the quantity of water required to maintain a steady
flow of any given depth through open sluices of regular width,
may be calculated with a considerable degree of accuracy; yet, in
the case of an open river of uneven bottom and irregular width
and declivity, like that of the French Biver, it cannot be expected
that anything more than a rough approximation can be obtained ;
uncertainty must attend the measurements, and consequently the
results founded thereon.
" Fortunately for us in this ease, the quantity of water discharged
from Lake Nipissingue through the French river is so large, that
any error of this kind could not affect the question of supply for
any scale of navigation that may be adopted.
" The quantity of water found, by careful gauging, to be flowing
in French river at a low stage, was nine thousand Ave hundred
(9,500) cubic feet per second, or (820,800,000) eight hundred and
twenty millions eight hundred thousand cubic feet in twenty-four
hours. Assuming the locks to be 250 X 50 X 12, and that fifty
lockages are made each way in twenty-four hours, it would require
fifteen million cubic feet of water, or less than one-fiftieth part of
the supply. The whole amount of water flowing is equivalent to
5,472 lockages each twenty-four hours. This at once sets at rest
any idea of the necessity of a storage reservoir.
" There are but few objectionable features to this mode of supply¬
ing the necessary water for navigation, and of raising Lake Nipis-
164
No. 164.]
123
singue to the height above stated. The first and almost the only-
one is the overflowing of the lands bordering on the lakes.
" The entire southern shore of Lake Nipissingue, east of the
Chaudiere Portage, is bounded by high ban-en rocky cliffs, with a
scanty growth of evergreens covering the whole, except a strip on
the east end of the lake, about eight miles long, and varying from
one-tenth to one-fourth of a mile in width, one-half of which is
annually inundated by the spring freshets. The shore of the East
Bay and the east end of the lake, for the distance of ten miles will
be overflowed ; a large portion of this tract is annually submerged
by the freshets, and nearly the whole is one extended tainarac
swamp or an alder marsh. The north shore for two-thirds of its
leno;th is high, and out of the reach of this height of water.
O o > O
" In the vicinity of the Hudson's Bay Post, at the mouth of the
Sturgeon river, the largest tract on the borders of the lake will be
submerged, say from ten to twelve miles in length, and from two
to three miles in width; one-third of the tract is low, open marsh,
about one-third swamp, annually overflowed, and the remaining
third tolerably fair land for agricultural purposes.
"In the Western Bay, there is an occasional narrow strip that
will be drowned out. Taking the -whole land that will be drowned
by the rising of Lake Nipissingue, it will be inconsiderable when
compared with the length of shore, and that but of small value for
agricultural purposes.
" Eaising Lake Nipissingue to the height of Trout Lake, would
lessen the cost of construction about one million dollars, and re¬
duce the length of canal on the summit to less than one and three-
quarter miles, would increase the lockage 15.6 feet, and overflow
three times as much land as the plan proposed.
" The land, being in a district uninhabited except by a few In¬
dians and the servants of the Hudson's Bay company, cannot be
looked upon as claiming much consideration in deciding upon such
an important question. The objectionable features in elevating
the water of Lake Nipissingue to the level of Trout Lake, are: —
" First, the low banks along the southerly shore, west of the
Chaudibre Portage, and also for two miles to the east of the Por¬
tage ; Second, the large fissures and crevices in the rocks, affording
124
[Convention
an opportunity for the escape of water, scarcely to he estimated:
in fact this might prove so large as to cause any attempt to meet
such an emergency entirely abortive, and without a more careful
and minute instrumental examination of the entire southern shore
west of the Portage than my limited time would permit me, I
should be unwilling to recommend the raising of Lake Nipissingue
higher than contemplated in the plan proposed.
" The raising of Lake Talon can be accomplished without over¬
flowing the adjacent lands to any considerable extent."
LOCKAGE.
" The arrangement of locks and dams connected will be as fol¬
lows :
"At ' Les Petites Dalles,' one lock, fourteen feet lift, on the
south side of the river.
" To establish the level above the Petites Dalles, it would be
necessary to construct seven dams across the several outlets of
French river.
Total length of dams, 1,535 feet,
Aggregate spill, 1,595 feet,
Crest of dams, 8.50 feet above low water.
" These dams throw the water up to ' Le Grand Recollet Ilapids,'
fifteen and one-tenth miles, drowning out two small rapids, so that
no excavation will be necessary to give the requsite depth of water.
"At ' Lc Grand Itecollet,' one lock of thirteen feet lift, on the
south side of the river; two dams will be necessary, one across
each channel of the river.
Total length of dams, 5GG feet,
Aggregate spill, 40G feet,
Crest of dam, 1.130 feet above low water.
"The length of the next reach 1.G95 miles extending to the
'Itapide dc Parisian,' where we have one lock of seven feet lift,
on the north side of the river.
Total length of dam, 599 feet,
Length of spill, 445 feet,
Crest of dam, 21 feet above low water
104
No. 164.]
125
" The next reach is only 2.23 miles to the ' Rapide du Buisson,'
drowning out the ' Petite Faucelle Rapid,'so that no excavation
will be necessary for the requisite depth of the water. At this
point there is one lock of ten feet lift on the north side of the river.
Here the river is divided by a large island, into two channels; it
will be necessary to dam each of them and also to dam the north
channel of the east in making these dams.
Total length of dams, 1,070 feet,
Aggregate spill, 1,055 feet,
Crest of dam on main channel, 19^ feet above low water;
Crest of dam in the north channel of the east, 10.8 feet
above low water.
"From the head of the lock at the ' Rapide du Buisson,'the
level extends to the foot of the Chaudibre Portage ten and one-half
miles, drowning the 'Grande Faucelle' and ' Rapide du Pin ;' a
small island, one hundred feet long by twenty-live feet wide, will
have to be excavated to the depth of live feet from its present
surface.
" At the Chaudidre Portage there will be three locks of two feet
lift, each, the first single, and the second and third combined,
located on the south side of the river. By combining all these
locks a saving of about $80,000 could be made.
" Four dams across the outlets of Lake Nipissingue will be neces¬
sary.
Total length of dams, 1,134 feet,
Aggregate spill, 1,310 feet,
Crest of dams, 16.7 above low water.
" The next or summit level, extends to the foot of Lac Talon, a
distance of 57.12 miles, with a guard lock in the canal between
Nipissingue and Trout lakes, to control the waters in time of high
wind.
" At the foot of ' Talon lake,' there is one lock of eleven and a
half feet on the north side of the outlet.
Total length of dam, 500 feet,
Length of spill, 472 feet,
Crest of dam, 23.7 feet above low water mark.
126
[Convention
" The next three locks occur 0.43 miles below the last mentioned
lock and on the south side of the river at Talon chute, all in com¬
bination, each fourteen and a half feet lift.
Total length of dam, 3S2 feet,
Length of spill, 332 feet,
Crest of dam, 12.3 feet above low water.
"Two combined locks of eleven feet lift each, next occur at the
'Petit Paresseux Rapid;' length of level 2.13 miles. The locks
are located on the north side of the river. This level drowns out
several small rapids, so that but trilling excavation will be required
to make the necessary depth of water."
Total length of dam, 1128 feet.
Length of spill, 1128 "
Crest of dam, 22.8 feet above low water.
" At ' Paresseux Chute,' 0.35 miles below, are two locks in com¬
bination, each fourteen feet lift, located on the south side of the
river."
Total length of dam, 872 feet.
Length of spill, 872 "
Crest of dam 10.4 above low water.
" A level of 4.62 miles extends to the ' Rapide de la Rose.' There
we have one lock thirteen feet lift on the south side of the river.
This level completely drowns out the 'Rapide des Aiguilles,' and
' Des Roehers.' "
Total length of dam, 812 feet.
Length of spill, 812 "
Crest of dam 21.2 feet above low water.
The next level of 6.29 miles reaches the last locks on this division
at'LacPlein Chants Rapide and Chute.' "Where there are two
locks in combination, of thirteen feet lift each, on the north side of
the river.
Total length of dam, 664 feet.
Length of spill, 3SS "
Crest of dam. 18.8 feet above low water.
164
No. 164.] 127
" A short reach of 2.40 miles carries as to the mouth of the Mat-
tawan, the eastern end of the western or Nipissingue division.
" The question of cost will be greatly enhanced by the difficulties
to be encountered in procuring the materials necessary for the con¬
struction.
" The face coping and culvert stone for all the locks west of the
Summit, will have to be procured from the great Manitoulin island,
in Lake Huron, which lies to the westward about fifty miles, directly
facing the mouth of French river. The stone for the lock at Les
Petites Dalles can be landed at the work, and that for the Ttapide do
Parisien will be attended with the additional cost of two short port¬
ages. For the lock at " Du Buisson," three short portages will be
necessary, and for the locks at the Chaudidre portage, two short
portages, and two miles of land carriage will have to be encountered.
All foreign materials for these locks will be subject to similar ex¬
pense of transit.
" The stone for the hacking and interior of all the locks of this
division, will be obtained from the excavation for locks, and from
the banks adjacent to the works.
" Large quantities of rectangular blocks are found upon the banks
of the river often with parallel beds and joints more perfect than it
would be possible to quarry them from limestone quarries, and in
size well adapted to the character of the work. The stone for rub¬
ble masonry will be procured in the same manner as the backing.
Loose stone for filling the dams, will be obtained from the excava¬
tion, and picked up from the river banks.
" The timber for the locks and dams is in all cases convenient; in
no instance do I think it will be necessary to haul over two miles.
In some instances it will be found cheaper to cut the timber on the
banks above the work, and float it down rather than haul it.
" The work west of the summit requires no special description ;
there are no difficulties to be encountered in the construction, of an
unusual character.
"The first two miles of canal, on the summit, between Nipissin¬
gue and Trout lakes, are wholly of earth, cutting through an open
128 [Convention
marsh, easily drained. This work has been estimated at thirty-five
cents per cubic yard.
" For the remainder of the canal, the material has been all esti¬
mated as rock. The excavation will all be disposed of with a short
handage. In this portion of the canal there are several deep ponds,
which can be easily drained without machinery as the work pro¬
gresses. The rock excavation has been estimated at two dollars per
cubic yard. Twenty-two hundred feet of this cut have been esti¬
mated with a width of one hundred feet on the bottom.
" For the excavation of the bars in Trout and Turtle lakes, it is
contemplated to commence the work at the foot of the Turtle lake
outlet, carrying it up to Turtle lake, the water of the lake will then
pass off" through the cut, and leave the rocks to be excavated out of
water, and easy of access. Then by cutting through the barrier be¬
tween Turtle and Trout lakes, which is only three hundred feet
long, the work in Trout lake will be drained, and will be as easily
accomplished as any on the whole length of the improvement, except
that in some places boats will have to be used to pass to and from
the work ; a liberal allowance has been made for such contingencies.
" The greater portion of the work to be done in Trout lake, is the
removal of round boulders, varying in size from one-fourth of a
cubic yard to six and eight cubic yards.
" That in Turtle lake is the excavation of rocks and reefs, mostly
in the pinnacle form. As they stand up with bold slopes and deep
sounding near them, they can be readily excavated at less than the
usual expense of rock excavation. Anticipating that this character
of work would be looked upon as a hazardous undertaking, and ex¬
pensive, I have given it a price of two dollars and twenty-five cents
per cubic yard; a far larger price than that for which 1 think it
can be safely executed.
"For the locks at the foot ' Lac Talon,' and ' Talon Chute,' an
abundance of crystalline limestone is found at those points, and from
the examinations made of this material, it is presumed that it will
make suitable masonry for lock walls. The excavation for these
locks is chiefly in this kind of limestone.
1C4
No. 164.]
129
" For locks at' Petite Parresseux,' and ' Parressenx Chute,' the
face stone will have to be hauled about two miles from a fine quarry
of gray granite. A liberal estimate has been made for the expen¬
sive dressing of this character of stone.
" The face stone for the locks at the ' Rapide de la Rose,' and at
' Plieu Chants Chute,' it is proposed to obtain from the same quarry."
YI. GENERAL REMARKS.
In the preceding pages it has been attempted to show that the
Ottawa waters may be improved for vessels of one thousand tons
burden, for a sum not exceeding $12,026,351.
The discussion of the important questions of the present or pros¬
pective need of such improvement; its effect, if constructed, on the
course of western trade, and its relative merits to other routes already
existing, formed no part of my instruction, and will not be taken
up here.
I shall take the liberty, however, to recommend, that whatever
new work may be hereafter constructed upon this line of waters,
may not be of less dimensions than those which I have stated as
necessary for the through line of navigation, as the difference in cost
between a canal on a small scale like those already built, and such
a one as has been recommended, would not amount to so much as,
in my judgment, would warrant the construction of work which
might hereafter have to be enlarged.
I cannot conclude this report without expressing how much we
have been indebted to the labors of the Geological survey and its
accomplished director, Sir William Logan. Their plans of French
river, Lake Nipissingue and the Mattawan, were so complete, and
after a close test, proved so accurate, that they left nothing farther
to be desired towards a general map of that section of the "waters.
Had they not been in existence, this report could not have been
made without another season's field work.
Had maps of the Ottawa river, of a similar character to those of
French river, been accessible, a large part of the expense of the
[Con. No. 164.] 17
130
[Convention
Ottawa survey might have been saved to the Province. I mention
these facts both as an act of justice, and because I wish to record
distinctly my appreciation of the geographical results of the Geolo¬
gical survey, in regard to which my past year's labors have qualified
me to speak.
The labors of my predecessors, Messrs. Stewart, Perry and Gall-
wey, have been made use of to determine the lengths and depths
of the unobstructed, or rather still water portions of the river.
The plans and sections of the " Rocher Fendu " channel, and Chats
rapids, made for the department by Mr. Thomas E. Norman, have
been adopted in full.
Mr. Slater's levels and bench marks, from Fort William to the
head of the Chats channel have been followed ; everything else upon
which this report and estimate of cost is based, has been derived
from actual survey, carried on under my own supervision, and for
the correctness of which I am responsible.
In accordance with the instructions of the department, the plans
and estimates "give in detail the dimensions and quantities of each
section of work, and the structures pertaining thereto." This has
required a much more careful survey than is usual on a preliminary
examination, and has involved a large amount of labor. It has
been necessary to make a continuous section of 198.73 miles river,
and to make detailed surveys and cross sections of the location of
every lock, canal and dam, on the whole line. Plans, on a large
scale, have been constructed from these surveys, and the estimates
and quantities taken out in detail with great care.
This could not have been accomplished in the limited time
allowed, if I had not been so fortunate as to have had very ener¬
getic as well as careful assistants.
To Mr. E. R. Blackwell, whose reputation, as an experienced
Hydraulic Engineer, stands high in the United States, I owe the
labor of conducting the surveys from Des Joachims to Lake Huron,
and taking out the quantities upon the whole line. By his judg¬
ment I have been much guided in arranging plans and determining
prices.
1C4
No. 164.]
131
To my other assistants, Messrs. T. E. Norman, C. II. Irvin and
Mr. II. Civer, I am much indebted for executing quickly aud accu¬
rately, whatever fell to their duty to perform.
I have also been assisted by the judgment and experience of Mr.
Horace Merrill, Superintendent of Ottawa Timber Slides, to whom
is due the plan of Timber Dams. His report upon the effect of
the proposed improvements upon the timber navigation, and the
arrangements and cost of new slides will soon be handed in.
I must also state that all our work on the river has been facil¬
itated by the courtesy of the officers of the Hon. Hudson Bay Com¬
pany, among whom I may particularly mention George McTavisli,
Esq., C. T. Fort William.
All of which is respectfully submitted by
(Signed) TIIOS. 0. CLARKE,
Engineer Ottawa Survey.
January 2, 1S60.
APPENDIX.
(A.)
Extract from Instructions to the Engineers intrusted with the
Ottawa Survey.
The survey is to be prosecuted with a view of ascertaining the
practicability of opening a ship communication between the St.
Lawrence and Lake Huron, through the Ottawa waters, and not
for the purpose of making a minute and highly accurate hydro-
graphic chart of the river, except so far as the same may be sub¬
servient to the first named purpose.
The engineer in charge of each section of the survey, is to examine
in that section the nature of the difficulties and the quantity of the
canaling required to be done, and to state the cost of such canaling;
132
[Convention
giving in detail the dimensions and quantities of each section of
work and the structures pertaining thereto, and the prices which
appear to him sufficient for their execution, in order that the data,
upon which his estimates are based, may be open to the inspection
of this Department.
The scale of navigation upon which his estimates are to be based,
will be that proposed by Mr. Shanly, i. e. dimensions of locks
250x50x10 feet.
Canal one hundred feet wide on bottom, depth ten to eleven feet.
Should he, however, see any reason which appears to him sufficient
for modifying any of these dimensions, he will make a separate
estimate upon such portions, giving his reasons for the change.
The quality of the works proposed should not be inferior to the
standard of the St. Lawrence canals.
lie will be expected to report generally upon the method pro¬
posed for executing the works, and to designate the points from
which materials are to be obtained; and should any special diffi¬
culties of construction occur on his section, he should show how he
proposes to overcome them.
With his report he will furnish a separate plan and section of
each piece of canal, carefully noting upon the sections the differ¬
ence of level between extreme high and low water.
As the question of supply, upon which the success of the above
project depends, is to be determined upon your section, you will give
particular attention to that point, and to the practicability of the
plan of elevating Lake Nipissingue to the summit level, as proposed
by Mr. Shanly. The question also of a terminal harbor on Lake
Huron should receive your careful consideration, and the proper site
for lighthouses and piers should be pointed out.
(Signed)
Toronto, 16<A Nov., 1858.
L. Y. SICOTTE,
Chief Commissioner.
B.
Table of Rivers.
NAMES.
Amazon,
Mississippi,
St. Lawrence,
Niagara,
Ganges,
Nile,
Ohio, at Wheeling, .
Thames,
Rhone,
Rhine,
*Ottawa (Grenville),
French River,
Area of
drainage in
square miles.
2,400,000
1,226,000
565,000
237,300
432,000
520,200
25,000
5,000
38,000
88,000
80,000
4,700
Length in miles.
4,000
4,400
2,600
1,680
2,240
215
560
700
700
DISCHARGE IN CUBIC FEET PER SECOND.
Low water.
447,200
370,589
36,300
23,100
1,400
1,330
7,000
13,400
35,000
9,500
Mean.
900,000
389,000
207,000
220,000
21,000
33,700
85,000
High water.
1,700,000
1,270,000
406,666
494,200
' 260,277
7,900
204,000
164,000
150,000
Authority.
Encyclopedia Britannica.
C. Ellet, Jr.
A. J. Russell, Esq.
N. Y. State Reports.
Sir C. Lyell.
Encyclopedia Britannica.
C. Ellet, Jr.
Encyclopedia Britannica.
D. Aubuisson.
do
Ottawa Survey,
do
January 2d, 1860.
* See tables C. and D.
(Signed)
THOS. C. CLARKE,
Engineer Ottawa Survey.
c.
Tabic of Heights of Water—Upper lock, Grenville, 1859.
b
es
P
P
aj
>"3
Height of
water 011 sill.
February.
Height of
water on sill.
March.
Height of
water on sill.
April.
Height of
water on sill.
k
d
S
Height of
water on Bill.
June.
Height of
water on sill.
F. I.
F. I.
F. I.
F. I.
F. I.
F. I.
1
6 3
1
5 4
1
5 1
1
10 10
1
n n
1
13 9
2
6 3
2
5 4
2
5 1
2
10 10
2
12 3
2
13 8
3
6 2
3
5 4
3
5 1
3
10 10
3
12 6"
3
13 7
4
6 1
4
5 4
4
5 1
4
10 10
4
12 9
4
13 6
5
6 1
5
5 4
5
5 1
5
10 11
5
13 0
5
13 6
6
6 1
6
5 4
6
5 1
6
10 10
6
14 2
6
13 6
7
6 0
7
5 4
7
5 1
7
10 9
7
14 5
7
13 5
8
5 11
8
5 4
8
5 1
8
10 7
8
14 7
8
13 7
9
5 10
9
5 4
9
5 1
9
10 4
9
14 10
9
13 6
10
5 10
10
5 4
10
5 0
10
10 2
10
14 10
10
13 5
11
5 9
11
5 4
11
5 0
11
10 0
11
14 11
11
13 3
12
5 9
12
5 4
12
5 0
12
9 11
12
14 11
12
13 1
13
5 8
13
5 4
13
5 0
13
9 10
13
15 0
13
12 0
14
5 7
14
5 4
14
5 2
14
9 9
14
15 10
14
12 10
15
5 7
15
5 3
15
5 3
15
9 9
15
15 10
15
12 9
10
5 7
16
5 3
16
5 6
16
9 9
16
15 10
16
12 8
17
5 7
17 '
5 3
17
6 0
17
9 9
17
15 9
17
12 7
18
5 8
18
5 3
18
7 0
18
9 9
18
15 8
18
12 7
19
5 6
19
5 3
19
7 8
19
9 9
19
15 8
19
12 6
20
5 6
20
5 3
20
8 1
20
9 9
20
14 7
20
12 6
21
5 5
21
5 3
21
8 6
22
5 5
22
5 3
22
9 0
23
5 5
23
5 3
23
9 5
21
5 5
24
5 2
24
9 7
25
5 5
25
5 2
25
9 8
23
5 5
26 '
5 2
26
9 11
27
5 5
27
5 2
27
10 0
23
5 5
28
5 1
28
10 3
20
5 5
. * • ■
29
10 5
30
5 4
■ • • •
30
10 6
31
5 4
..
31
10 8
21
9
9
21
14 6
21
12
H
*
22
9
9
22
14 11
22
12
7
O
23
9
10
23
14 11
23
12
6*
M-
O
lL_J
24
11
2
24
14 10
24
12
H
25
11
3
25
14 10
25
12
6
26
11
5
26
14 9
26
12
5
27
11
7
27
14 9
27
12
4
28
11
9
28
14 8
28
12
3
29
11
10
29
13 11
29
12
2
30
11
11
30
31
13 10
13 10
30
12
1
CO
c*
C — (Continued).
Table of Heights of Water — Zipper Loclc, Grenville, 1859.
*3
Height of
water 011 Bill.
Ol
I'
<
Height of
water on Bill.
September.
Height of
water on sill.
October.
Height of
water 011 sill.
November.
Height of
water on sill.
December.
Height of
water on sll].
F. I.
F. I.
F. I.
F. I.
F. I.
F. I.
1
12 0
1
8 7
1
6 7
1
8 1
1
7 10
1
10 9
2
11 11
2
S 7
2
6 7
2
8 3
2
7 11
2
10 9
3
11 10
3
8 6
3
6 6
3
8 5
3
7 11
3
10 9
4
11 9
4
8 G
4
6 5
4
8 6
4
7 10
4
10 7
5
11 8
5
8 54
5
G 5
5
8 7
5
7 9
5
10 7
6
11 7
G
8 5
6
6 5
6
8 8
6
7 9
6
10 8
7
11 6
7
8 5
7
6 4
7
8 9
7
7 9
7
10 8
8
11 5
8
8 4
8
6 4
8
8 9
8
7 9
8
10 8
9
11 3
9
8 3
9
G 4
9
8 9
9
7 10
9
10 7
10
11 2
10
8 2
10
G 3
10
8 8
10
7 10
10
10 6
11
11 0
11
8 1
11
G G
11
8 7
11
7 10
11
10 5
12
10 10
12
S 0
12
6 10
12
8 G
12
7 10
12
10 4
13
10 8
13
8 0
13
G 10
13
8 6
13
8 0
13
10 3
14
10 G
14
7 11
14
7 2
14
8 5
14
8 6
14
10 1
15
10 5
15
7 10
15
6 10
15
8 5
15
9 3
15
10 0
16
10 3
1G
7 9
1G
G 8
16
8 4
16
9 4
16
9 11
17
10 1
17
7 9
17
G 7
17
8 2
17
9 5
17
9 10
18
10 0
IS
7 S
18
G 7
18
8 0
18
9 6
18
9 9
19
9 10
19
7 G
19
G 7
19
8 1
19
9 H
19
9 8
20
9 S
20
7 5
20
G 8
20
8 2
20
11 4
20
9 8
21
9 6
21
7 4
21
6
22
9 3
22
7 3
22
6
23
9 1
23
7 2
23
7
24
9 0
24
7 1
24
7
25
• 8 11
25
7 0
25
7
26
8 10
26
6 11
26
7
27
8 10
27
6 10*
27
7
28
8 10
28
6 10
28
7
29
8 9
29
6 9
29
7
30
8 8
30
6 8
30
7
31
8 8
31
6 7
■ *
* *
Jaimary 2d, 1860.
(Signed)
21
8 1
21
11 8
21
9 7 fe!
22
8 0
22
12 1
22
9 6 -°
23
8 1
23
11 11
23
9 6 £
24
8 2
24
11 10
24
9 5 £
25
8 2
25
11 9
25
9 3
26
8 3
26
11 8
26
9 1
27
8 2
27
10 11
27
8 10
28
8 1
28
10 10
28
8 8
29
8 0
29
10 10
29
8 7
30
8 0
30
10 9
30
8 5
31
7 11
..
31
8 3
THOMAS C. CLARKE, £
Engineer Ottawa Survey. -t
D.
TABLE OF DAMS —Showing the depth of water on their crests at high and low water.
NAME.
Carrillon,
g Chute a Blondeau,
^ Little Chaudi^re, .
Chats,
Portage du Fort, .
Rocher Fendu C.,.
Long Rapids,
Joachims,
McSorley's,
Rocher Capitaine,
do do
Deux Rivieres, . ..
Johnson's Rapids,
Parresseux,
Length of over¬
fall in feet.
1,700
1,750
2,000
2,100
2,400
400
600
1,150
1,040
1,050
1,400
93S
2,000
920
LOW WATER.
Q.
Cubic leet per
second.
35,000
35,000
25,000
25,000
25,000
15,000
15,000
25,000
25,000
25,000
25,000
25,000
25,000
5,000
H.
Height in
feet.
20
15
2 31
2 80
08
64
67
33
55
51
92
82
29
34
HIGH WATER.
Q.
Cubic feet per
second.
150,000
150,000
130,000
130,000
130,000
70,000
70,000
125,000
125,000
125,000
125,000
125,000
125,000
7,800
H.
Height in
feet.
8 4S
8 32
6 93
8 40
6 08
13
10 07
9 76
10 43
10 36
8 54
20
11
6 73
1 63
Difference
between high
and low water.
5 28
5 17
4 62
5 60
4 0
8 36
6 40
6 43
6 88
6 85
5 62
7 38
4 44
0 29
Remarks.
) Rocher Fendu
J Channel.
Mattawan.*
The heights II and II in columns 4 and 6 were calculated by the formula H=(j^j) §.
The quantities Q and Q are assumed to be the least and greatest volumes of water, respectively, which will pass
over the dams. (Signed) THOMAS C. CLARKE,
January 2d, 1860. Engineer Ottawa Survey.
* Tlieae quantities include the supply drawn frum Lake Nlpissingue in addition to the present discharge of the Mattawan.
No. 164.] 139
(E.) Abstract of Estimates.
Saint Anne's $469,672 00
Carrillon $307,741 80
Chute a Blondeau 144,315 25
Grenville 1,197,852 30
1,649,909 00
Green Shoals 136,105 00
Chaudi&re and De3 Chenes 816,733 00
Chats .' 681,932 00
Snows $133,356 50
Portage du Fort 2S7,396 10
Eocher Fendu 836,088 00
1,256,840 00
Lake Coulonge 262,514 00
Chapeau l'lslet, &c 243,507 00
Des Joachims $327,773 62
McSorley's 169,375 15
Eocher Capitaine 553,543 70
Deux Eivihres 419,941 40
Johnson's 287,019 20
1,757,653 00
Plain Chants 215,744 35
De la Eose 123,573 20
Parresseux 242,096 20
Petite Parresseux 212,116 45
Talon Chute 270,105 05
Talon Lake 98,518 65
1,162,154 00
Summit Cutting 2,160,369 00
Chaudihre of French Eiver $468,925 02
Eapide de Bnisson 132,612 50
Parisien Eapid 108,358 90
Grand Eecollet 136,849 20
Petites Dalles 139,870 90
886,117 00
Add 5 per cent for engineering and $11,483,505 00
superintendence 574,175 00
$12,057,680 00
(Signed) TILOS. C. CLAEKE,
January 2d, 1860. Engineer Ottawa Survey.
F.
Table of Large Propellers — 600 tons and over.
YEAR.
1856,
1856,
1856,
1855,
1856,
185T,
1857,
1857,
1857,
1857,
1856,
1857,
1857,
1857,
1857,
1856,
1855,
1856,
Name.
Port of hail.
Acme,
Alleghany,
Adriatic,
Chicago,
Cuyhahoga, ...
Comet,
Dacotah,
Equinox,
Eclipse,
Equator,
Evergreen City,
Free State,
Fountain City,.
Galena,
Hunter,
Iron City,
Iowa,
Jersey City, . ..
Kenosha,
Tl/f nmr
Buffalo, ..
do
Detroit, ..
Buffalo, ..
Cleveland,
Buffalo, . .
Cleveland,
Buffalo, ..
do
do
Sheboygan,
Buffalo, ..
Cleveland,
do
Buffalo, ..
Cleveland,
Buffalo, ..
Dunkirk,..
Cleveland,.
Tlotrm f
Tonnage.
762
583
663
758
601
622
698
620
620
620
62-1
768
820
690
680
607
981
633
645
S79
OVER ALL.
Length.
Beam.
190.6
172.0
178.0
181.3
193.4
185.0
185.0
1S5.0
192.6
196.0
210.0
193.0
200.0
184.2
247.0
182.0
194.7
904. O
33.3
28.7
31.6
29.0
30.4
30.0
30.0
30.0
27.9
31.6
30.3
30.4
30.0
29.4
31.0
29.5
27.10
23 5
1857,
1856,
1856,
1858,
1856,
1855,
1856,
1S56,
1856,
1857,
Mendota,
Milwaukee,
May Flower, ...
Nile, ... i
Neptune,
New York,
Northern Light,.
Oriental,
Plymouth,
Pittsburgh,
Potomac,
Pacine,
Pocket,
Tonawanda,
Wenona,
Cleveland,
Buffalo, ...
Dunkirk, .
Cleveland,
Buffalo, ..
do
do
do
do
do
Cleveland,
709
193.9
30.7
11.0
650
200.0
28.0
10.6
623
185.0
28.0
11.0
700
188.0
28.6
11.0
675
181.0
30.2
10.6
665
182.1
32.0
10.6
716
207.0
30.0
10.6
850
234.0
34.0
10.6
846
212.0
32.0
11.0
606
185.0
28.0
10.6
818
209.0
33.0
11.0
715
196.0
30.0
10.8
611
181.1
29.3
11.6
922
688
193.0
30.6
11.0
January 2d, 1860.
(Signed)
THOMAS C. CLARKE,
Engineer Ottawa Survey.
Ottawa Waters unimproved— Table of Distances and Levels.
NAMES OF RIVERS, LAKES, RAPIDS, &c.
Tide Three Rivers,
Montreal Harbor,
Lachine,
Lower St. Annes,
Upper St. Annes,
Carrillon Rapids,
Above do
Chute a Blondeau Rapids, . .
Above do
Foot of Long Sault Rapids,.
Grenville,
Ottawa Harbor,
Above Chandibre Falls,
Above Litttle do
Above Remonx Rapids, ....
L>es Ohenes Lakes,
Foot of Chats Falls,
Above Chats,
Chats Lake,
DISTANCES.
Miles from
Montreal.
0.00
8.50
22.00
22.10
47.70
49.00
53.00
53.10
54.50
60.43
116.50
118.50
122.86
149.55
150.05
153.16
Length of
open naviga¬
tion.
13
25
4
i
56
26
50
60
00
40
07
69
Length of
obstructed
navigation.
50
10
30
io
93
36
61
^ise, low
pater sec¬
tion.
Elevation
above tide,
low water.
Elevation
above tide,
high water.
Differ¬
ence.
0.00
12.75
12.75
43.75
56.50
62.50
'6:66
.50
57.00
63.50
6.50
1.00
58.00
67.00
9.00
1.00
59.00
71.00
12.00
8.75
67.75
77.75
10.00
.05
67.80
79.80
12.00
4.00
71.80
87.00
15.20
.10
71.90
88.30
16.40
45.80
117.70
132.50
14.80
*2.30
120.00
140.00
20.00
42.30
162.30
170.30
8.00
8.10
170.40
177.40
7.00
2.80
173.20
181.20
8.00
9.80
1S3.00
191.80
8.00
.30
183.30
193.30
10.00
38.00
221.30
225.30
4.00
11.80
233.10
240 10
7.00
D
C
cs
O
D
(3
S
cs
Q
W3
c
o
i)
o
K
Rapid,
Foot, of Snows Rapid,
Head of do
' Portage du Fort Rapid,
Head of do
Mountain Rapid,
Head of do
Head of Darg
Foot of Caluinet,.
Head of do
La Passe,
Portage du Fort Rapid,
Rocker Fendu Falls,...
Long Rapids Foot,
La Barriere Foot,
Muskrat,
Miee,
La Fontaine's Lake, ...
Black Rapids,
Black Falls,
Flat Rapids,
La Passe,
Foot Allumette Island,
Foot of Cbapeau,
Head of do
Foot of L'Islet,
Head of Culbute,
Fort William,
Head of Deep River,
171.13
171.33
175.73
181.33
184.14
202.20
175.73
183.00
184.50
186.00
187.00
188.00
188.50
189.50
190.30
192.00
195.92
206.60
215.43
215.50
220.35
221.10
226.40
254.00
* Estimated at 2.30.
.20
233.30
240.30
7.00
.20
.60
233.90
243.90
10.00
1.90
235.80
245.80
10.00
13.00
24S.80
257.80
9.00
6.20
255.00
265.00
10.00
13.29
268.29
281.29
13.00
1.76
270.05
278.05
8.00
5.65
275.70
285.70
10.00
55.67
331.37
340.37
9.00
4.21
335.58
345.58
10.00
248.80
.50
249.30
259.30
10.00
6.40
255.70
264.70
9.00
16.30
272.00
284.00
12.00
3.30
275.30
284.30
9.00
6.80
2S2.10
291.10
9.00
3.30
285.40
293.40
8.00
18.70
304.10
314.10
10.00
17.80
321.90
331.90
10.00
16.27
12.00
333.90
.343.90
10.00
1.68
335.58
345.58
10.00
2.58
338.16
349.16
11.00
.76
338.92
349.92
11.00
.60
339.52
350.52
11.00
.57
340.09
350.59
10.50
5.69
17.09
357.18
364.18
7.00
.32
357.50
364.20
6.70
1.30
358.80
36S.60
9.80
G—Ottawa Waters Unimpr>
NA1IES OF RIVERS, LAKES, RAPIDS, &c.
Head of des Joachims "Rapids,
Mouth of des Moines River,
Foot of McSorley's Rapids,
Head of do
Foot of Roclier Capitainc Rapids, ...
Head of do do
Foot of Deux Rividres Rapids,
Head of do do
Foot of Trout Rapids,
Head of do (at Mic Macs),
Foot of La Veillde,
Head of do
Foot of Rocky Farm Rapids,
Head of do do
Foot of Johnson's Rapids,
Head of do
Foot of Muttawan Rapids,
Head of do
Mouth of Mattawan River,
— Tulle trf Distances and Levels — (Continued).
DISTANCES.
Miles from
Montreal.
255.64
263.30
268.25
269.00
272.50
£73.85
285.55
256.01
286.70
2S7.15
288.10
288.70
296.75
301.50
306.55
307.00
307.60
308.00
308.00
Length of
open naviga¬
tion.
7.66
'' 3! 50
ii !to
8.05
"5." 05
'60!60
. . i . . .
242.52
Length of
obstructed
navigation.
1.64
' R 95
.75
' 1.35
' ' M6
.69
0.45
0.95
0.60'
4^75
' 0M5
' o'.io
65.48
Rise, low
water sec¬
tion.
26.40
1.00
3.00
3.00
2.90
40.90
4.30
12.60
.80
7.40
2.80
7.50
0.40
8.50
0.08
4.09
0.01
2.09
Elevation
above tide,
low water.
3S5.20
386.20
389.20
392.20
395.10
436.00
440.30
452.90
453.70
461.10
463.90
471.40
471.80
480.30
481.10
486.00
486.10
489.00
489.00
Elevation
above tide,
high water.
402.20
403.90
450.00
455.90
478.50
503.30
Differ¬
ence.
17
17
14
15
17
14
G — (Continued) — Matt a
r—>
d
% Mouth of the Mattawan,
' Foot of Lac Plein Chants Rapid and Cliute, ...
o Foot of Lac Plein Cliants,
*_ Foot of Des Epines Rapids,
2 Head of do
—J Foot of Rapide de la Rose,
Head of do
Foot of Rapide des Rochers,
Head of do
Foot of Rapide des Aiguilles,
Head of do
Foot of Chutes des Paresseux,
° Head of do
Foot of Petite Paresseux Rapids,
Head of do
Foot of Lac Pimisi,
Foot of Talon Chute,
Head of do
Rapid below Lac Talon,
Foot of Lake Talon,
Head of do
Foot of Turtle Lake,
Foot of Trout Lake,
Head of do
East shore of Lake Hippissingue,
Head of Cliaudi&re Portage,
van and French River Waters unimproved.
308.00
242.52
65.48
......
489.00
310.40
2.00
0.40
5.40
494.40
310.80
0.40
16.90
511.30
316.25
5.45
0.20
511.50
......
316.30
0.05
5.60
517.10
......
316.85
0.55
• • • ■ . •
0.20
517.30
......
317.00
0.15
5.60
522.90
318.20
1.20
1.40
524.30
318.30
0.10
4.80
529.10
......
319.00
0.70
0.10
529.20
......
319.01
0.01
0.40
529.60
......
321.65
2.64
529.60
321.85
0.20
33.80
563.40
322.20
0.35
0.00
563.40
......
322.35
0.15
8.20
571.60
323.38
1.03
12.80
584.40
324.53
1.15
584.40
324.71
0.18
42.70
627.10 .
......
325.18
0.47
• • • • • •
627.10
325.33
0.15
0.90
628.00
633.10
332.34
7.01
......
• ••••«
628.00
336.08
3.74
29.90
657.90
659.70
339.36
3.28
0.00
658.80
347.79
8.43
658.80
661.60
Fall.
351.98
4.19
24.50
634.30
382.42
30.44
634.30
641.60
G— Ifattawan and French River Waters unimproved — (Continued).
NAMES OF RIVERS, LAKES, RAPIDS, &c.
Foot of Cliaudi&re Portage,....
Foot of Chaudi&re Rapids,
Head of Rapide da Pin,
Foot of do
Head of Grand Faucelle Rapid,
Foot of do
Head of Rapide du Buisson, . . .
Foot of do
Head of Petite Faucelle Rapid,
Foot of do
Head of Rapide de Parisien,...
Foot of do
Head of Grand Recollet Rapids,
Foot of do
Head of Small Rapid,
Foot of do
Head of Small Rapid,
Foot of do
Head of Petites Dalles Rapid,..
Miles from
Montreal.
382.72
384.03
391.60
391.69
392.45
392.53
393.22
393.32
393.78
394.00
395.49
395.70
412.72
412.74
413.74
413.82
417.54
417.64
427.81
DISTANCES.
Length of
open naviga¬
tion.
7.57
(R76
0.69
'one
1.49
' 17.02
1.00
3.72
10.17
Length of
obstructed
navigation.
0.30
1.31
0! 09
0.08
o'io
0.22
o! 21
0.02
'6.08
OHO
Rise, low
water sec¬
tion.
25.30
0.70
''2'60
0.10
5.60
0.40
3.30
''4.40
0.80
1.20
0.30
6.80
0.10
0.70
' *2.00
Elevation
above tide,
low water.
609.00
608.30
608.30
605.70
605.60
600.00
599.60
596.30
596.30
591.90
591.10
5S9.90
589.60
5S2.80
5S2.70
5S2.00
5S2.00
580.00
580.00
Elevation
above tide,
high water.
612.00
3.70
611.90
3.30
609.00
3.40
59s'30
6.40
593.70
3.80
583.90
3.90
Foot of Petites Dalles Rapid,
Mouth of French River,
January 2d 1860.
428.02
0.21
6.00
574.00
430.76
2.74
574.00
351.81
78.95
430
.76
(Signed) THOS. C. CLARKE,
Engineer Ottawa
H.
Ottawa waters improved — Table of Distances and Levels.
NAMES.
Montreal,
<p Lachine,
St. Annes,
Canal,
Lake of Two Mountains,
Carrillon canal,
Cliute a Blondeau,
Lock and dam,
Foot of Grenville canal,.
Head of do
DISTANCES.
Miles from
Montreal.
0.00
8.50
21.81
23.00
47.70
48.20
53.00
53.07
56.00
60.43
Length of rivers
and lakes.
13.31
13.31
24.70
4.80
'2.93
7.73
Length of
canals.
8.50
8.50
1.19
1.19
.50
.07
4.43
5.00
Elevations
above tide.
12.75
56.50
57.1
58.
59.
71.
76.
86.
116.5
117.5
Number of
locks.
Lockage.
43.75
1.00
12.00
5.00
10.00
12.00
12.00
6.50
1.00
Total number
of locks.
Green Shoals,
Ottawa Harbor,.
Below Sparks' Mill, ..
Lock and dam,
Foot du Chene Rapid,
Canal,
116.50
118.50
122.25
122.86
Head of du Chdne Lake,
149.55
Chats canal,
150.05
Lock and dam,.
Chats Lake,
151.75
151.85
Foot of Snows,
Lock and dam,
Portage du Fort Rapids,
Locks and dam,
171.13
171.33
175.73
175.97
120.
166.
174.50
183'."
11.50
11.50
11.50
11.50
8.50
''8.50
63.00
183.30
225.30
233.30
12.00
12.00
12.00
6.00
8.00
50.00
233.30
239.3
259.30
li'
12.00
8.00
H — (Continued).
NAMES.
Rocher Fendn Chute,.
~ Locks and dams,
^ Long Rapids,
Lock and dam,
Lafontaine Rapids,
Locks and dam, .. .
Norman's Rapids, .
Locks and dam,...
Black Falls,
Lock and dam,....
Lake Coulonge, ..
Foot of Cliapeau,.
Lock and dam,
L'Islet
Distances.
Miles from
Montreal.
1S3.32
183.39
185.00
1S5.12
1S8.63
188.86
189.18
189.30
190.43
190.50
215.43
215.50
220.35
Length of rivers
and lakes.
7.35
R61
3.51
' ^32
1.13
18.32
24.93
4.85
Length of
canals.
07
12
23
12
07
05
.07
Levels.
Elevations
above tide.
269.30
289.30
313.30
337^30
339.30
339.30
339.30
351.30
Number of
locks.
1
10.00
1
14.00
1
6.00
1
12.00
1
12.00
i:
Lockage.
Total number
of locks
12.00
12.00
''2.00
12.00
11
Total
lockage.
104.00
Lock and dam,
Fort William,
Foot des Joachims,
Foot of des Joachims Rapids,:.
Locks and canal,
Foot of McSorley's Rapids,....
Lock and approaches,
Foot of Rocher Capitaine,
Locks and canal,
River to head of Rocher Capit'n,
Locks at do do
Foot of Deux Rivieres,
Locks and canal,
Foot of Johnson's Rapids,
220.42
220.40
254.00
254.00
254.57
268.25
268.38
272.50
272.95
273.65
273.85
288.55
286.01
306.55
.07
4.85
.14
33.58
33.58
0.57
13.68
4 12
0.13
0.45
0.70
0.20
11.70
0.46
20.54
357.20
357.50
358.50-
358.80
396.80
406.80
425.80
444.80
486.80
II — (Continued).
NAMES.
Locks and canal,
Month of Mattawan River,
Mattawan River.
Mouth of Mattawan River,
Foot of La Plcin Chants,.... )
Rapids and Chute, f
Locks and dam,
Foot of Rapids de la Rose,
Lock and approaches,
Foot of Paresseux Chute,
Lock and approaches,
Foot of Petit Paresseux Rapid,,
Lock and approaches,
Distances.
Miles from
Montreal.
307.00
308.00
308.00
310.40
310.56
316.85
317.03
321.65
321.85
322.20
322.40
Length of rivers
and lakes.
1.00
51.74
2.40
6.29
62
0.35
Levels.
Elevations
above tide.
507.00
507.00
533.00
546.00
574.00
596.00
Number of
lock?.
Lockage.
12.00
8.20
13.00
13.00
13.00
14.00
14.00
11.00
11.00
Total number
of locks.
14
Total
lockage.
148.20
Foot of Talon Chute,
C
o Lock and approaches,
^Foot of Lake Talon,
L Lock and approaches,
Ci
Summit Level.
Talon Lake,
Turtle Lake outlet,
Trout and Turtle Lakes,
Summit Cut,
° Lake Nipissingue,
French River.
Head of Chaudifere Portage,. )
Lake Nipissingue, )
Locks and basin,
Head of Eapide du Buisson,..,
Lock and approaches,
Eapide de Parisien,
Lock and approaches,
Grand Eecollet Eapids,
324.53
2.13
(1
14.50
324.75
0.22
639.50
\l
14.50
(1
14.50
325.18
0.43
325.30
0.12
1
11 50
16.22
1.08
334.30
9.00
651.00
336.08
1.78
347.79
11.71
351.98
4.19
382.42
30.44
651.00
51.15
5.97
•
382.42
651.00
I 1
10.00
382.72
0.30
621.00
\l
10.00
(1
10.00
393.22
10.50
393.38
0.16
611.00
1
10.00
395.61
2.23
395.70
0.09
601.00
1
10.00
412.65
16.95
H — (Con tinned.)
NAMES.
Distances.
Levels.
Miles from
Montreal.
Length of rivers
and lakes.
Length of
canals.
Elevations
above tide.
Number of
locks.
Lockage.
Total number
of locks.
Total
lockage.
Lock and approaches,
Petit Dalles Rapid,
Lock and canal,
Mouth of French River, 1
Georgian Bay, j
Totals,
412.74
427.84
428.02
430.76
15.10
2.74
0.09
0.18
0.82
588.00
574.00
l
l
13.00
14.00
7
77.00
47.52
401.44
29.32
64
663.70
430.00
76.00
January 2d, 1860.
(Signed)
THOMAS C. CLARKE,
Engineer Ottawa Survey.
I.
ITEMS.
Work at Saint Anne's. Lock JSro. 1.
Removing old lock walls, Cubic yds.,
Excavation, including pumping, &c., do
Embankment, do
Masonry in lock walls, face and coping, .... do
do do culverts, do
do do backing, do
Rubble masonry in cement, do
Concrete masonry, do
Timber in foundations, Linl. feet,
Wrought iron in foundations, Lbs.,
Cast iron, do
Mitre sills, complete, :
Culvert gates, complete,
Lock gates, complete,
Piers.
Pine timber, Linl. feet,
Wrought iron, Lbs.,
Pattered wall in cement, Cubic yds.,
Stone filling, do
Lining with earth, &c., do
Quantities.
Price.
2,900
$0 75
134,800
1 50
4,060
25
2,055
12 00
148
16 00
4,509
8 00
68
6 00
2,020
18
4,500
15
5,780
10
858,400
16
147,600
10
494
4 00
78,980
25
36,400
35
Amount.
$2,175 00
202,200 00
1,015 00
24.660 00
2,368 00
36,072 00
408*66
363 60
675 00
578 00
625 00
5,000 00
650 00
137,344
14,760
1,976
19,745
12,740
00
00
00
00
00
Total.
$205,390 00
71,399 60
186,565 00
T — (Continued).
ITEMS.
Coffer Dams to he removed.
Pine timber, Linl. feet,
Lining with earth, tfce., Cubic yds..
Plank, do
o "Work at Carillon. locks JVo. 2 and 3.
"* Excavation of rock, Cubic yds.,
Removal of crib work, do
Embankment, do
Masonry in lock walls, face coping,
do do culverts, ...
do do backing, ..,
Rubble masonry in cement,
Concrete masonry,.
do
do
do
do
do
Timber in foundations, Linl. feet,
Wrought iron in foundations, Lbs.,
Cast iron, do
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete",
Price.
$0 22
60
26 00
Amount.
Total.
83,465 00
408 00
2,444 00
1 00
50
25
30,000 00
5,000 00
12,783 75
12 00
48,984 00
16 00
4,736 00
6 00
54,228 00
4 50
17,023 50
6 00
816 00
18
6S6 80
15
1,351 50
10
1,156 00
1,250 00
12,550 00
1,300 00
$6,317 00
$469,671 60
$47,783 75
442,081 80
Dam.
Pine timber, Linl. feet,
Plank, including spike, F. B. M.,
Wrought iron, .. Lbs.,
Stone tilling, Cubic yds.,
Slope or pavement wall, do
Battered wall, do
Coffer Dams to be removed.
Pine timber, Linl. feet,
Stone tilling, Cubic yds.,
Lining with earth, &c., do
Work at Chute a Blondeau. Lock JVo. 4.
Excavation of rock, Cubic yds.,
Embankment, do
Masonry in lock walls, face and coping, do
do do culverts, do
do do backing, do
Rubble masonry in cement, do
Concrete masonry, do
Timber in foundations, Linl. feet,
Wrought iron in foundations, Lbs.,
Cast iron, do
Mitre sills, complete,
16
22 00
10
50
1 50
3 25
22
75
30
1 25
25
12 00
16 00
6 00
4 50
6 00
18
15
10
34,080 00
7,524 00
4,600 00
23,500 00
7,275 00
30,592 25
107,571 25
6,930 00
2,775 00
600 00
10.305 00
$207,741 80
4,343 75
2,646 25
$6,990 00
32,388 00
2,368 00
34,110 00
447 00
408 00
363 60
675 00
578 00
625 00
I — (Con
linucd).
items.
Lock gates, Complete, .
Culvert gates, complete,
Dam.
Pine timber, Link feet,
Plank, including spike, F. B. M.,
Wrought Iron, Pounds,
Stone tilling, _ Cubic yds.,
Slope of pavement wall, do
Battered wall in cement, do
Coffer Dam to be removed.
Timber, Linl. feet,
Stone filHng, Cubic yds.,
Lining with earth, &c., do
K-t
CS
Work at Grenville. Locks No. 5, 6, 7 and 8.
Excavation of earth, Cubic yds.,
do loose rock, do
do solid rock, do
Quantities.
Price.
Amonnt.
A
Total.
$5,800 00
650 00
$78,412 60
53,462 65
5,450 00
88,350
327,000
43,900
19,434
2,129
3,437
15,200
1,800
1,020
361,000
25,200
366,300
$0 16
22 00
10
60
1 50
3 75
22
1 00
30
30
60
1 00
$14,136 00
7,194 00
4,390 00
11,660 40
3,193 50
12,885 75
$3,344 00
1,800 00
'306 00
$108,300 00
15,120 00
366,300 00
$144,315 25
$489,720 00
Masonry in lock walls, face and coping, .... do
do do culverts, ' do
do do backing, do
Rubble masonry in cement, do
Concrete, do
Timber in foundations, Linl. feet,
Wrought iron, Pounds,
Cast Iron, do
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Canal Banks.
Stone tilling made from cuts, Cubic yds.,
Plank, including spike, F. B. M.
Slope or pavement wall, Cubic yds.,
Battered wall dry, do
do in cement, do
Coffer Dams to he removed.
Timber, Linl. feet,
Stone tilling, Cubic yds.,
Lining with earth, &c., do
7,6(52
522
16,925
410
844
15,210
11,980
20,230
85,730
27,197
77,380
57,566
27,800
2,500
1,320
91,944 00
8,352 00
101,550 00
1,845 00
5,064 00
2,737 80
1,797 00
2,023 00
2,190 00
18,230 00
2,275 00
238,007 80
$21,432 50
40,795 50
212,795 00
187,089 50
462,112 50
$6,116 00
1,500 00
396 00
8,012 00
$1,197,852 30
I — ( Contin ued ).
items.
Work at Gre^n Siioals, and dredging of tiie river
between Green Shoals and Ottawa.
Excavation of rock within cofferdam, Cubic yds.,
Dredging of channel, do
Piers.
Pine timber, Link feet,
Stone filling, Cubic yds.,
"Wrought iron, Pounds,
Lining with earth, &c., ' Cubic yds.,
Coffer Dams to be removed.
Pine timber, Link feet,
Stone filling, Cubic yds.,
Lining with earth, &c., do
o
Work at Ottawa City, including all to the head of
tiie Du Ctienf. IIapids. Locks Nos. 9, 10, 11, 12,
13 and 14.
Excavation of rock, Cubic yds.,
Excavation of rock at foot of locks within
coffer dams, including pumping, do
Quantities.
Price.
Amount.
Total.
9,402
200,000
$2 50
30
$23,505 00
60,000 00
$S3,505 00
106,510
17,210
11,756
3,700
16
75
10
30
$26,641 60
12,975 00
1.175 60
1,110 00
41,901 20
30,030
2,470
1,200
25
1 00
60
$7,507 50
2,470 00
720 00
10,697 50
$136,104 70
243,760
90
$219,3S4 00
8,333
1 50
12,499 -50
Excavation of rock at the Kemoux, within
'q coffer dams, including pumping, Cubic yds.,
§ Removal of old cribs, do
" Removal of bridge piers, do
^ Embankment, do
£ Masonry in lock walls, face and coping, do
l—1 do culverts, do
do backing, do
Coursed rubble masonry at head of lock 12,. do
Rubble masonry in cement, , do
Concrete, do
Timber in foundations, Linl. feet,
Wrought iron in foundations, Pounds,
Cast iron, do
£2 Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Swing bridge,
Dams and Canal Banks.
Pine timber, Linl. feet,
Plank, including spike, F. B. M.,
Wrought iron, Pounds,
Stone filling, Cubic yds.,
Slope or pavement wall, do
Battered wall laid dry, do
do
Puddle wall,.
in cement,
do
do
2 00
32,000 00
30
1,849 80
50
53 50
25
8,592 50
10 00
$126,730 00
16 00
11,968 00
5 00
160,830 00
6 50
23,153 00
4 50
3,658 50
6 00
1,842 00
18
1,639 80
15
3,168 00
10
2,912 00
3,125 00
29,300 00
3,250 00
7,000 00
16
$26,592 00
22
00
6,828 80
10
9,169 00
75
10,905 00
1
50
9,750 00
8,490 00
3
00
3
50
35,784 00
45
1,602 00
$274,379 30
378,576 30
I — (Continued).
ITEMS.
Lining with chip stone and gravel, Cubic yds.,
Coffer Dams, -J- to be removed.
Pine timber, Linl. feet,
Stone tilling, Cubic yds.,
Wrought iron, Pounds,
Lining with earth, &c., Cubic yds.,
WoKK AT THE ClIATS RAPIDS. Locks JVoS. 15, 16, 17,
18 and 19.
Excavation of earth, Cubic yds.,
do rock, do
do do within coffer dam, in¬
cluding pumping, .... do
Embankment, do
Masonry in lock walls, face and coping, do
do culverts, do
do • backing:, do
Quantities.
Price.
Amonnt.
Total.
2,770
$0
30
$831 00
$109,951 80
156,260
18,799
15,249
5,500 '
1
20
00
10
30
$31,852 00
18,799 00
1,524 90
1,650 00
53,S25 90
$816,733 30
32,500
77,645
2
25
50
$8,125 00
194,112 50
4,444
74,323
3
50
15
15,554 00
11,148 45
$22S,939 95
9,187
600
27.726
12
16
6
00
00
50
$110,224 00
9,600 00
134.719 00
Timber in foundations, Lineal feet,
Wrought iron in foundations, Lbs.,
Cast iron, ■. Lbs.,
Plank, including spike, F. B. M.,
Mitre sills complete,
Lock gates complete,
Culvert gates complete,
Dam and Piers.
Excavation, Cubic yds.,
Pine timber, Lineal feet,
Plank, including spike, F. B. M.,
Wrought Iron, Lbs.,
Stone tilling, Cubic yds.,
Slope or pavement wall,., do
Battered wall in cement, do
Lining with chip stone and gravel,.
do
Coffer Darns, one-half to he removed.
Pine timber, Lineal feet,
Stone tilling, Cubic yds.,
Lining with earth, &c., do
W OKK AT THE SnOWS, OR ChENAUX pAPIDS.
Lode No. 20.
Excavation of rock, Cubic yds.,
16,600
3,728 00
1,628 40
2,334 00
1,788 00
2,500 00
20,750 00
2,600 00
302,687 90
$1,000 00
44,760 30
9,950 00
8,747 00
36,444 00
4,101 00
11,760 00
1,324 00
118,086 30
$19,106 00
12,016 80
1,095 00
32,217 SO
$681,931 95
$29,050 00
I — (Continued).
ITEMS.
Embankment, Cubic yds.,
Masonry in lock walls, face and coping,
do culverts,
do backing,
Rubble masonry in cement,
Concrete masonry,
Jiniber in foundations,
Wrought iron in do
Cast iron in do
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
do
do
do
do
do
Lineal feet
Lbs.,
Lbs.,
Dams and Piers.
Excavation,
Pine timber,
Plank, including spike,
Wrought iron,
Stone tilling,
Battered walls in cement,
Lined with chip stone, gravel, &c.,...
Cubic yds.
Lineal feet,
F. B. M.
Lbs.,
Cubic yds.,
do
do
Quantities.
Amount.
Total.
$3,420 00
$31,472 00
35,133 75
2,604 00
1,701 00
462 00
343 40
337 50
578 00
625 00
5,650 00
650 00
$32,470 00
79,706 65
320 00
4,537 35
634 00
800 00
3,330 00
6,562 50
225 00
16,408 85
Coffer Dam to be removed.
Pine timber, Lineal feet,
Stone tilling, Cubic yds..
Lining with earth, &c., do
Work at Portage du Fort Rapids.
Locks Nos. 21 and 22.
Excavation of rock, Cubic yds.,
Embankment, do
t Masonry in lock walls, face and coping, .,
do culvert,
do backing,
Rubble masonry in cement,
Concrete masonry,
do
do
do
do
do
Timber in foundations, Lineal feet,
"Wrought iron in foundations, Lbs.,
Cast iron, Lbs.,
Mitre sills complete,
Lock gates complete,
Culvert gates complete,
Dam.
Pine timber, Lineal feet,
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
$2,866 00
1,825 00
80 00
1 40
$66,088 00
20
2,811 20
14 00
$56,224 00
18 00
5,328 00
6 75
59,393 25
4 50
1,665 00
6 00
816 00
17
686 00
15
1,350 00
10
1,156 00
1,250 00
10,700 00
1,300 00
15
$21,342 00
20 00
6.674 00
10
4,4S7 50
4,771 00
$133,356 50
$68,891 20
139,868 25
I — (Continued).
ITEMS.
Battered walls 111 cement, Cubic yds.,
Stone filling, do
Lining with chips, stone, gravel, &c., do
Coffer Dam, one-third to he removed.
Pine timber, Lineal feet,
Stone filling, Cubic yds.,
Lining with earth, &c.,. do
C3
"Work at Rocher Fendh Channel.
Locks Dos. 23, 24, 25, 26, 27, 28, 29 and 30;
Excavation of solid rock, Cubic yds.,
Excavation of loose rock, do
Embankment, do
Masonry in lock walls, face and coping, .... do
do culverts, do
do backing, • do
Rubble masonry in cement, do
Concrete masonry, do
Timber in foundations, Lineal feet,
Prices.
Amount.
Total.
$3 75
60
50
$32,568 75
8,270 40
1,095 00
$74,437 65
20
1 00
50
$2,682 00
1,440 00
77 00
4,199 00
$287,396 10
1 50
60
30
$99,030 00
1,920 00
12,493 50
$113,443 50
14 00
18 00
6 75
4 75
6 50
17
$223,272 00
18,792 00
248,265 00
10,326 50
2,886 00
2,835 60
Wrought iron in foundations, Lbs.,
Cast iron, Lbs.,
Mitre siils, complete,
Lock gates, complete,
Culvert gates, complete,
Dams.
Pine timber, Lineal feet,
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
Stone tilling, Cubic yds.,
Battered wall in cement, do
Lining with chip stone, .gravel, do
Coffer Dams.
Pine timber, Lineal feet,
Stone filling, Cubic yds.,
Lining with earth, &c., do
Waste Weir.
Oak timber, Cubic feet,
Oak planks, F. B. M.,
Wrought iron, Lbs.,
Rubble masonry, Cubic yds.,
Masonry in arches, do
30,120
40,680
274,970
385,500
71,550
37,948
12,874
2,222
31,245
3,450
410
540
3,920
1,176
355
60
4,518 00
4,068 00
4,575 00
38,100 00
4,550 00
562,188 10
$41,245 50
7,710 00
7,155 00
37,948 00
51,496 00
1,111 00
146,665 50
$6,249 00
4,312 50
205 00
10,766 50
$135 00
98 00
176 40
1,775 00
840 00
3,024 40
$836,088 00
I — (Continued ).
items.
1 York at Lake Coulonge and Culbute Channel.
Dredging, Cubic yds.,
Excavation of rock, do
Piers and Coffer Dam.
o Pine timber,
j| - ^ 7
Stone tilling,
Lining with earth, &c.,
"Work at Chapeau, L'Islet and Culbute Rapids.
Locks No. 31 and 32.
Excavation of rock, Chapeau and L'Islet,. .. Cubic yds.,
do Culbute, do
Embankment, do
Masonry in lock walls, face and coping, .... do
do culverts, do
do backing, do
Rubble masonry in cement, do
Concrete masonry, do
Timber in foundations, Link feet,
Price.
S 30
2 00
16
60
30
40
00
30
14 00
18 00
6 75
4 75
6 50
17
Amount.
Total.
$127,350 00 '
86,660 00
$214,010 00
$34,248 00
11,166 00
3,090 00
48,504 00
$262,514 00
$30,940 00
4,000 00
3,657 00
$38,597 00
$60,368 00
5,328 00
79,947 00
883 50
884 00
686 80
Wrought iron in foundations, Lbs.,
Cast iron, Lbs.,
^ Mitre sills, complete,
"o Lock gates, complete, ..
§ Culvert gates, complete,
p Dams.
^ Pine timber, Linl. feet,
2 Plank, including spike, F. B. M.,
1 Wrought iron, Lbs.,
Battered wall in cement, Cubic yds.
Stone tilling, do
Lining with chip stone gravel, &c., do
Coffer Dam to he removed.
►= Pine timber, Linl. feet,
10 Stone tilling, Cubic yds.,
Lining with earth, do
Waste Weir.
Oak timber, Cubic feet,
Oak plank, . F. B. M.,
Wrought iron, Lbs.,
Bubble masonry, Cubic yds.,
Arch masonry, do
1.350 00
1,156 00
1,250 00
10,400 00
100 00
163,553 30
$4,986 00
1,203 40
1,352 00
11,104 00
2,998 10
368 00
22,006 50
$10,218 40
5.710 00
'870 00
16,798 40
$131 75
98 00
176 40
1,170 00
976 00
2,552 15
$243,507 35
I — (Continued).
items.
Work at des Joachims Rapids. Locks No. 33, 34, 35.
^ Excavation of rock, Cubic yds.
® Embankment, do
Removal of piers, cribs, &e., do
Masonry in lock walls, face and coping, .... do
do culverts, do
do backing, do
Rubble masonry in cement, do
Concrete masonry, do
Battered wall in cement, do
Timber in foundations, Linl. feet,
Wrought iron foundations, Lbs.,
Cast iron, Lbs.,
Mitre sills complete,
Lock gates complete,
Culvert gates complete,
Dams, Cribs and Canal Banks.
Excavation, Cubic yds.,
Pine timber, Linl. feet,
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
Stone filling, Cubic yds.
Price.
1 25
15
20 00
10
50
Amount.
si
75
$34,475 00
25
12,875 00
20
986 00
13
00
$87,451 00
17
00
6,358 00
6
75
102,539 25
4
75
3,942 50
6
50
1,001 00
4
00
5,280 00
17
774 52
15
1,583 85
10
1,456 00
1,565 00
14,375 00
1,625 00
$1,071 25
17,001 00
4,936 00
4,020 00
00
9,640
Total.
$48,336 00
227,951 12
Battered wall in cement, Cubic yds.,
Slope or pavement Avail, do
Lining with chip stone, Ac., ' do
Coffer Dam to he removed.
Pine timber, Linl. feet.
Stone filling, Cubic yds.,
Lining with earth, &c., do
"Work at McSorley's Rapids. Lock No. 36.
Excavation of rock, Cnbic yds.,
do earth, do
Embankment,
Masonry in lock Avails, face and coping,
do culverts,
do backing,
Rubble masonry in cement,
Concrete masonry,
do
do
do
do
do
do
Timber in foundation, Linl. feet,
"Wrought iron in foundation, Lbs.,
Cast iron, Lbs.,
Mitre sills complete,
Lock gates complete,
Culvert gates, complete,
4 00
212 00
1 75
7,313 25
50
350 00
20
$4,182 00
1 00
2,320 00
35
441 00
2 00
$20,840 00
9 25
2,282 50
25
2,160 00
15 50
$38,362 50
19 09
2,812 00
7 25
40,962 75
4 90
1,592 50
6 75
450 00
17
343 40
15
675 00
10
578 00
625 00
6,200 00
550 00
$44,543 50
6,943 00
$327,773 62
$25,282 50
93,260 15
I — (Continued ).
items.
Dam and Crib.
Excavation of earth, Cubic yds.,
Pine timber, Linl. feet,
£ Planks, including spike, F. B. M.,
Wrought iron, Lbs.,
Stone tilling, Cubic yds.,
Battered wall in cement, do
Lining with chip stone, gravel, &c., do
Coffer Dam to be removed.
Pine timber, Linl. feet,
Stone tilling,. ■. Cubic yds.,
Lining with earth, &c., do
Work at Rociier Capitaine Rapids. Locks No. 37,
38, 39 and 40.
Excavation of rock, Cubic yds.,
do earth, do
Embankment, do
Prices.
Amount.
Total.
25 $500 00
15 18,273 00
20 3,904 00
10 3,902 00
70 13,594 00
30 8,256 00
50 308 50
20 $1,476 00
00 '520 00
30 99 00
$48,737 50
2,095 00
$169,375 15
75
25
10
$87,697 75
13,631 25
3,245 40
$104,574 40
do
do
do
do
do
do
Masonry in lock walls, face and coping,
do culverts,
do backing,
Rubble masonry in cement,
Concrete masonry,
Battered wall in cement,
Timber in foundations, Linl. feet,
Wrought iron in foundations, Lbs.,
Cast iron, do
Mitre sills, complete,
Lock gates, complete,..
Culvert gates, complete,
Dam and Canal Banks.
Excavation of earth, Cubic yds.,
Embankment, do
Pine timber, Linl. feet,
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
Stone filling, Cubic yds..
Battered wall in cement, do
Slope or pavement wall, do
Lining with chip stone, gravel, &c., do
134,392 50
10,440 00
127,353
7,775
1,524
5,094
1,116
2,259
2,034
2,190
19,175
2,275
00
00
90
00
90
00
00
00
00
00
$674 00
215 00
46,861 50
9,656 00
15.151 00
50,310 00
1,062 00
8,680 00
725 50
315,634
30
133,335 00
$553,543 70
I — (Continued).
ITEMS.
"Work at Deux Rivieres. Locks Nos. 41, 42, 43 and 44.
Excavation of rock, Cubic yds.,
do earth, do
® Embankment, do
Masonry in lock walls, face and coping, ..,
do culverts, ,
do backing,
Hubble masonry in cement,
Concrete masonry,.
do
do
do
do
do
Timber in foundations, Link feet,
Plank in foundations, F. B. M.,
Wrought iron in foundations, Lbs.,
Cast iron, do
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Dam and Canal Banks.
Excavation, Cubic yds..
Embankment, do
Pine timber, Link feet.
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
Quantities.
3,540
50,900
20,610
7,S60
522
18,230
5S0
2,408
32,900
146,200
3,100
20,340
720
22,130
176,250
198,600
72,630
Price.
$1 90
25
15
13 50
18 00
6 75
5
7
00
00
17
20 00
15
10
1 00
15
15
20 00
10
Amount.
Total.
$6,726 00
12,725 00
3,091 50
$106,110 00
9,396 00
123,052 50
2,900 00
16,856 00
5,593 00
2,924 00
466 50
2,034
2,190
18,650
2,275
00
00
00
00
$720 00
3,319 50
26,437 50
3,972 00
7,263 00
$22,542 00
292,447 00
Stone filling, Cubic yds..
Buttered wall in cement, do
Slope or pavement wall, do
Lining with chip stone, gravel, <fcc., do
Coffer Dam.
Pine timber, Linl. feet,
Stone filling, Cubic yds.
Lining with earth, &c., do
Work at Johnson's Rapids.
Locks Nos. 45 and 46.
Excavation of rock, Cubic yds..
do earth, do
Embankment, do
Masonry in lock walls, face and coping, .... do
do culverts, do
do backing, do
Rubble masonry in cement, do
Concrete masonry, do
Timber in foundations, Linl. feet,
Plank in foundations, F. B. M.,
Wrought iron in foundations, Lbs.,
Cast iron in foundations, do
Mitre sills, complete,
38,538
80
30,830 40
3,272
4 00
13,088 00
5,969
2 00
11,938 00
555
50
277 50
97,845 90
18,430
20
$3,686 00
3,000
1 00
3,000 00
1,200
35
420 00
7,106 00
$419,941 40
5,605
2 00
$11,120 00
57,150
30
17,145 00
10,964
15
1,644 60
4,201
15 00
$63,150 00
$29,909 60
296
20 00
5,920 00
9,448
7 25
6S,498 00
590
5 25
3,097 50
750
7 20
5,300 00
11,530
16
1,844 80
43,400
20 00
868 00
4,800
15
720 00
11,560
10
1,156 00
1,250 00
I — (Continued).
ITEMS.
Lock gates, complete, . . .
Culvert gates, complete,.
Dam and Canal Banks.
Excavation, Cubic yds.,
Embankment, do
Pine timber, Link feet,
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
Stone tilling, Cubic yds.,
Battered wall in cement, do
Slope or pavement wall, do
Lining with chip stone, &c., do
Coffer Dam.
Pine timber, Link feet,
Stone tilling, Cubic yds.,
Lining with earth, &c., do
Works at Plein Ciiants Chute.
Locks A'os. 47 and 48.
Excavation of rock, Cubic yds..
Quantities.
1,790
26,280
175,640
465,600
77,720
28,340
190
8,282
1,185
17,800
2,000
1,320
17,614
Price.
$0 75
15
14
20 00
11
75
4 77
2 00
50
20
00
30
1 75
Amount.
Total.
$11,000 00
1,300 00
$1,342 50
3,942
24,589
9,312
8,549
21,255
•902
16,564
592
00
60
00
20
00
50
00
50
$3,560 00
2,000 00
396 00
$164,104 30
87,049 30
5,956 00
$287,019 20
$30,S24 50
Embankment,
| Masonry in lock walls, face and coping,.
' do culvert,
do backing,
L Eubble masonry in cement,
Concrete masonry in cement,.
do
do
do
do
do
do
'Timber in foundations, Linl. feet,
Wrought iron in foundations, Lbs.,
Cast iron in foundations, do
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Dam.
Excavation, Cubic yds.
Pine timber, Linl. feet,
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
Stone tilling, Cubic yds.
Battered wall in cement, do
Lining with chip stone, gravel, &c., do
Work at Bapide de la Eose. Lock No. 49.
Excavation of rock, Cubic yds.,
Embankment, do
2,650
8,420
30
2,760 00
19 00
$75,905 00
23 00
5,198 00
7 30
68,371 80
6 00
810 00
8 25
701 25
17
431 80
15
907 50
10
878 00
940 00
8,475 00
975 00
50
$265 00
15
9,937 50
20 00
3,770 00
10
3,170 00
40
636 00
4 90
5S8 00
50
200 00
1 75
$4,637 50
30
2,526 00
$33,584 50
163,593 35
18,566 50
$215,744 35
$7,163 50
I — (Continued).
ITEMS.
Masonry in lock walls, face and coping,
do culverts,
do backing,
Rubble masonry in cement,
Concrete masonry in cement,
. Cubic yds.,
do
do
do
.do
Timber in foundations, Lineal feet,
Wrought iron in foundations, Lbs.,
Cast iron, do
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Dam.
Excavation, Cubic yds.,
Pine timber, Lineal feet,
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
Stone tilling, Cubic yds.,
Rubble masonry, do
Lining with chip stone, gravel, &c., do
Amount.
Total.
$39,000 00
3,256 00
36,436 30
1,610 00
560 00
343 40
675 00
578 00
625 00
5,650 00
650 00
$S9,983 70
$185 00
9,297 00
3,620 00
2,866 00
8,370 00
1,843 00
245 00
26,426 00
$123,573 20
Work at Paresseux Chute. Locks Nos. 50 and 51.
Excavation of rock, Cubic yds.,
Embankment, do
Masonry in lock walls, face and coping,.
• do culverts,
do backing,
Hubble masonry in cement,
Concrete masonry in cement,
Timber in foundations,
do
do
do
do
do
Lineal feet.
Wrought iron in foundations, Lbs.,
Cast iron, do
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Dam
Excavation, Cubic yds.,
Pine timber, Lineal feet,
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
Stone tilling, Cubic yds.,
Battered wall in cement, do
Lining with chip stone, gravel, &c.,.
do
2 25
$74,564 00
25
2,025 00
17 00
$70,125 00
21 00
4.746 00
7 00
68,705 00
5 50
1,100 00
7 90
679 40
17
431 80
15
907 50
10
878 00
940 00
8,700 00
975 00
50
$165 00
15
2,268 00
20 00
1,920 00
10
914 00
50
80 00
4 75
712 50
50
1,260 00
$76,589 00
158,187 70
7,319 50
$212,096 20
I — (Continued).
ITEMS.
Work at Petit Paresseux Rapids.
LocJcs Nos. 52 and 53.
g Excavation of rock, Cubic yds.,
Embankment, do
Masonry in lock walls, face and coping,.
do culverts,. :
do backing,
Rubble masonry in cement,
Concrete masonry in cement,
do
do
do
do
do
Timber in foundations, Lineal feet,
Wrought iron in foundations, Lbs.,
Cast iron, do
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Dam.
Excavation, Cubic yds.,
Pine timber, Lineal feet,
Plank, including spike, F. B. M.,
AY rought iron, Lbs.,
Stone tilling, Cubic yds.,
Price.
$1 75
25
17 00
21 00
7 00
5 50
7 90
17
15
10
50
15
20 00
10
40
Amount.
Total.
$36,181 25
2,190 00
$38,371 25
$63,359 00
4.746 00
59,248 00
1,705 00
679 40
431 80
907 50
878 00
940 00
8,025 00
975 00
141,894 70
$322 50
%
16,635 00
6,214 00
5,175 00
2,976 00
Battered wall in cement, Cubic yds.,
Lining with chip stone, gravel, &c.,.
do ■
Work at Talon Chute. Locks Nos. 54, 55 and 56.
Excavation of rock, Cubic yds.,
Embankment, .". do
Masonry in lock walls, face and .coping, do
do culverts, do
do backing, do
Rubble masonry in cement, do
Concrete masonry in cement, do
Flagging, do
Timber in foundations, Link feet,
Wrought iron in foundations, Lbs.,
Cast iron, do
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Dam.
Excavation, Cubic yds.,
Pine timber, Link feet,
Plank, including spike, F. P. M.,
Wrought iron, Lbs.,
Stone filling, Cubic yds.,
75
50
1 00
15
20 00
10
40
190 00
338 00
1
75
$48,650 00
30
8,730 00
13
50
$82,107 00
17
50
5,320 00
98,759 25
6
75
5
25
5,145 00
7
75
666 50
1
75
626 50
17
431 80
15
. 907 50
10
1,177 00
1,250 00
11,670 00
1,300 00
$65 00
1,455 00
676 00
540 00
304 00
3
o
31,850 50 £
^
$212,116 45
$57,380 00
209,360 55
I — (Continued).
ITEMS.
Battered Avail in cement, Cubic yds.,
Lining with chip stone, gravel, ike., do
"Work at foot of Talon Lake. Lock No. 57.
Excavation of rock, Cubic yds.,
Embankment, do
Masonry in lock walls, face and coping,
do culverts,
do backing,
do
do
do
Babble masonry in cement, . ..' do
Concrete masonry, do
Timber in foundations, Lineal feet,
Wrought iron in foundations, Lbs.,
Cast iron, do
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Dam.
Excavation, Cubic yds.,
Quantities.
47
226
9,200
6,600
2,097
14S
4,740
116
68
2,020
4,500
5,780
215
Price.
$4 50
50
2 00
25
13 50
17 50
6 75
5 25
7 75
17
15
10
1 00
Amount.
Total.
$211 50
113 00
$18,400 00
1,650 00
$2S,209 50
2,590 00
31,995 00
609 00
527 00
343 40
675 00
578 00
625 00
5,500 00
650 00
$215 00
$3,364 50
$270,105 05
$20,050 00
72,301 90
Pine Umber, Lineal feet.
Plank, including spike, F. B. M.,
"Wrought iron, ' Lbs.,
Stoue tilling, Cubic yds..
Battered wall in cement, do
Lining with chip stone, gravel, &c., do
"Work on Summit Level.
Summit Cut between Ntpissingue and Trout Lalces.
Excavation of earth, Cubic yds.,
do rock, do
Excavation of rock in Trout lake, do
do do Turtle lake, do
do do Turtle outlet, do
do earth in Turtle outlet, do
Guard Lock between Nipissingue and Trout Lakes.
Excavation of rock, Cubic yds.
Embankment, do
Masonry in lock walls, face and coping, do
do backing, do
Concrete masonry, do
Timber in foundations, Lineal feet
Wrought iron in foundations, Lbs.,
17.200
15
2,580 00
72,300
20 00
1,446 00
9.030
10
903 00
1,880
30
564 00
65
4 75
308 75
300
50
150 00
6,166 75
$98,518 65
4S3,470
3d
$169,214 50
355,260
2 00
710,520 00
$879,734 50
175,740
2 25
$395,415 00
84,840
2 25
190,890 00
321,100
1 75
561,925 00
1,456
25
364 00
1,148,594 00
33,830
2 00
$67,660 00
1,960
30
58S 00
68,248 00
1.665
16 50
$27,472 50
3,004
7 75
23,2S1 00
136
7 50
1,020 00
9,040
17
686 80
4,000
15
1,350 00
I — (Continued).
items.
Cast iron, Pounds,
Mitre sills, complete,
Lock gates, complete,
"Work at tiie Ciiaudiere Portage and at the Outlets
of Lake Nipissingue.
Locks Nos. 58, 59 and 60.
Excavation of rock, Cubic yds.,
Embankment, do
Masonry ill lock walls, face and coping,
do culverts,
do backing,
Rubble masonry in cement,
Concrete masonry,
do
do
do
do
do
Timber in foundations, Link feet,
Wrought iron in foundations, Pounds,
Cast iron, do
Mitre sills, complete, '.
Lock gates, complete,
Culvert gates, complete,
Quantities.
Price.
Amount.
Total.
$878 00
1,250 00
7,855 00
$110,237 50
12,450 00
$97,755
8,041
92,670
1,038
986
774
1.584
1,445
1,565
13,000
1,625
00
00
00
00
00
52
00
00
00
00
00
$63,793 30
$2,160,369 80
$122,687 50
220,483 52
Dams.
O Excavation, Cubic yds.,
§ Pine timber, Linl. feet,
"Plank, including spikes, F. B. M.,
o Wrought iron, Pounds,
Stone tilling, Cubic yds.,
£ Battered Avail in cement, do
•—11 Lining with chip stone, gravel, &c., do
"WORK AT THE RAPIDE DU BUISSON.
Loclc No. 61.
K>
Embankment,.
Masonry in lock Avails, face and coping, .
do culverts,
do backing,
Rubble masonry in cement,
Concrete masonry,
Cast iron,
Mitre sills, complete,....
Lock gates, complete, . ..
Culvert gates, complete,.
Cubic yds.,
10,400
do
2,700
do
1,995
do
148
do
4,380
do
96
do
70
Linl. feet,
2,020
Pounds,
4,500
do
5,780
1 00
$400 00
15
5,940 00
20 00
2,316 00
10
2,310 00
1 25
6,425 00
4 75
7,448 00
50
915 00
2 00
$20,800 00
25
675 00
16 00
$31,920 00
20 00
2,960 00
7 25
31,755 00
5 75
552 00
7 00
490 00
17
343 40
15
675 00
10
578 00
625 00
5,200 00
650 00
25,754 00
$368,925 02
$21,475 00
75,748 40
I — (Continued).
ITEMS.
Dam. and Piers.
Excavation, Cubic yds.,
Pine timber, Linl. feet,
Plank, including spike, F. B. M.,
^ Wrought iron, Lbs.,
® Stone tilling, Cubic yds.,
Battered walls in cement, do
Lining with chip stone, gravel, <fcc., do
"Work at Bapide df. Parisien. Lock d\ro. 62.
Excavation of rock, Cubic yds.,
Embankment, do
Masonry in lock walls, face and coping, .... do
do culverts, do
do backing, do
Bubble masonry in cement, do
Concrete masonry, do
Timber in foundations, Linl. feet.
Wrought iron in foundations, Lbs.,
Cast iron, Lbs.,
Quantities.
Price.
Amount.
Total.
1,130
$1 00
$1,130 00
89,410
15
13,411 50
164,400
20 00
3,288 00
32,410
10
3,241 00
13,214
1 00
13,214 00
76
4 60
349 60
1,510
50
755 00
$35,389 10
$132,612 50
8,050
2 00
$16,100 00
6,700
0 30
2,010 00
$18,110 00
1,995
15 25
$30,423 75
148
19 25
2,849 00
4,382
7 25
31,769 50
177
5 75
1,017 75
70
6 80
476 00
2,020
17
343 40
4,500
15
675 00
5,780
10
578 00
Mitre sills, complete,....
Lock gates, complete,...
Calvert gates, complete,.
Dams and Piers.
Excavation of rock, Cubic yds.,
Pine timber, Linl. feet,
Plank, including spike, F. 13. M.,
Wrought iron, Lbs.,
Stone tilling, Cubic yds.,
Pattered wall in cement, do
Lining with chip stone, gravel, &c., do
WoEK AT Le GkAND PeCOLLET AND PETIT PeCOLLET.
Luck No. 30.
Excavation of rock, Cubic yds.
Embankment, do
Masonry in lock walls, face and coping,
do culverts,
do backing,
Pubble masonry in cement,
Concrete masonry,
Timber in foundation,.
do
do
do
do
do
Linl. feet,
Wrought iron in foundation, Lbs.,
Cast iron, Lbs.,
Mitre sills, complete,
625 00
5,200 00
650 00
75
$202 50
15
6,456 00
20 00
1,900 00
10
1,616 00
65
3,893 50
4 50
1.440 00
50
133 50
2 00
$33,900 00
25
1,250 00
14 75
$34,220 00
18 75
2,775 00
7 00
35,665 00
5 60
5,320 00
6 60
231 00
17
171 70
15
337 50
10
578 00
625 00
74,607 40
15,641 50
$108,358 90
$35,150 00
I — (Continued).
ITEMS.
Quantities.
Lock gates, coijiplete,
Culvert gates, complete,
Loose stone paved, Cubic yds.,
Darns and Piers.
Excavation of rock, : do
Fine timber, Link feet,
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
Stone tilling, Cubic yds.,
Battered wall in cement, do
Lining with chip stone, gravel, tkc., do
Coffer Dam to be removed.
Pine timber, .' Link feet.
Stone tilling, Cubic yds.,
Lining with earth, &c., do
Works at Les Petites Dalles and other outlets.
Lock No. 64.
Excavation of rock, Cubic yds.,
Embankment, do
Price.
Amount.
Total.
$5,650 00
650 00
$1 50
225 00
$86,448 20
1 50
15
20 00
10
40
4 25
50
$90 00
7,147 50
1,684 00
1,363 00
2,326 00
76 50
120 00
12,807 00
1,944 00
20
60
60
$1,308 00
480 00
156 00
$136,349 20
2 00
25
$38,480 00
750 00
$39,230 00
Masonry in lock walls, face and coping, ...
do culverts,
do backing,
Hubble masonry in cement,
Concrete masonry,
do
do
do
do
do
Timber in foundations, Linl. feet,
Wrought iron in foundations, Lbs.,
Cast iron, Lbs.,
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Davis and Piers.
Excavation, Cubic yds.,
Pine timber, Linl. feet,
Plank, including spike, F. B. M.,
Wrought iron, Lbs.,
Stone filling, Cubic yds.,
Battered wall in cement, do
Lining with chip stone, gravel, &c., do
Coffer Dam to be removed.
Pine timber, Linl. feet,
Stone filling, Cubic yds.,
Lining with chip stone, gravel, &c.,
$31,752 00
2,664 00
37,317 00
808 50
455 00
343 40
675 00
578 00
625 00
5,800 00
650 00
81,667 90
$125 00
4,395 00
1,466 00
1,130 00
1,266 00
3,315 00
270 00
11,967 00
$4,182
2,320
504
00
00
00
7,006 00
$139,870 90
J.
Chats Canal, Old Line
items.
Locks JSos. 1, 2, 3, 4, 5, and Guard Lock.
Excavation of eartli, Cubic yds.,
do Gneiss rock, do
do limestone rock, do
Embankment, do
Masonry in lock walls, face and coping,
do culverts,
do backing,
Rubble masonry in cement,
Concrete masonry,.
do
do
do
do
do
Timber in foundations, Lineal feet,
Wrought iron in do Lbs.,
Cast iron, Lbs.,
Plank in foundations, E. B. M.,
Mitre sills, complete,
Lock gates, complete,
Culvert gates, complete,
Dam and Cribs, Hudson''s Point.
Pine timber Lineal feet,
Plank, including spike, F. B. M.,
Prices.
15
20 00
Amount.
$0
25
$23,425 00
2
50
803,175 00
1
50
233,130 00
30
11,043 00
12
00
125,328 00
16
00
11,968 00
$156,500 50
6
50
4
50
3,105 00
6
00
7,200 00
16
3,913 44
15
2,537 25
10
2,922 00
20
00
1,146 00
3,125
25,435
3,250
00
00
00
$13,845 00
3,830 00
Total.
$1,070,773 00
©
©
346,430 19
a
o
<
(?)
*
H
o
a
"Wrought iron, : Lbs.,
Stone tilling, Cubic yds.,
Battered wall in cement, do
Slope or pavement wall, do
Lining with chip stone, gravel, &c., do
Coffer Dams to be removed.
Pine timber, Linl. feet,
Stone filling, Cubic yds.,
Lining with earth, &c., do
(Signed)
January 2, 1860.
28,750
14,201
1,515
3,796
600
10
80
4 00
1 50
40
2,875 00
11,360 80
6,060 00
5,694 00
240 00
43,904 80
11,880
1,389
576
26
1 20
50
$2,376 00
1,666 SO
288 00
4,330 80
$1,465,438 79
THOS. C. CLARKE,
Engineer Ottawa Survey.