25th Congress, 
 2d Session. 
 
 [ Rep. No. 463. ] 
 
 Ho. or Reps. 
 
 SHIP CANAL AROUND THE FALLS OF NIAGARA. 
 
 [To accompany bill H. R. No. 466.] 
 
 January 25, 183S. 
 
 The Committee on Roads and Canals, to zvhichwas referred the report 
 of the Secretary of War, of the result of the survey of the several 
 routes of a ship canal around the Falls of Niagara, to connect the 
 navigable waters of the Lakes Erie and Ontario, together with the 
 several memorials on the same subject, have had the same under con- 
 sideration, and beg leave to report : 
 
 That at the 2d session of the 24th Congress the same committee had 
 the subject under their consideration, and a report was submitted to the 
 House by the Honorable Gideon Hard, one of its members, exhibiting 
 both the great utility and feasibility of this important national work. To 
 this able report the committee invite the attention of the House, and ac- 
 knowledge themselves indebted for many of the facts and arguments here- 
 in imbodied. 
 
 It appears the attention of Congress was first called to notice this im- 
 portant project in the year 180S, in pursuance of a resolution of the other 
 branch of the Legislature, calling upon the Secretary of the Treasury to 
 report a scheme of internal improvements, embracing such objects only 
 as were deemed within the legitimate powers of Congress, and were wor- 
 thy of its action. In that report was included the work now under con- 
 sideration. One object of your committee, in referring to that report, is 
 to show that this is no new project ; but one which, at a very early day, 
 before the commerce on the northern lakes was known or even fully an- 
 ticipated; before the tide of emigration had set to the West, when western 
 New York was in its infancy, and the now populous western States 
 scarcely known, except as one vast forest, was considered national, and as 
 worthy of the efficient aid of the National Government. Since that pe- 
 riod two other surveys have been made ; one in 1826, prosecuted under 
 the auspices of an association of private individuals ; the other in 1835, 
 under direction of Captain W. G. Williams, United States topographical 
 engineer, pursuant to an order of the late Executive. These several sur- 
 veys put the entire feasibility of this work beyond the reach of contro- 
 versy. The report and survey of Captain Williams exhibits the great 
 skill of that faithful officer, and bears the strongest impress of scientific 
 examination, and correctness of detailed estimates. This being the only 
 
 Thomas Allen, print. 
 
4 
 
 [ Rep. No. 463. ] 
 
 harmony restored, the succeeding Executive, relying upon the soundness 
 of the principle upon which it was founded, again introduced to the con- 
 sideration of Congress (to use his own language) ' the comprehensive 
 scheme of roads and canals.' 
 
 "President Madison, in his annual message of the 3d of December, 
 1816, immediately on the restoration of peace, in enumerating the objects 
 of general interest, says : 4 1 particularly solicit the attention of Congress 
 to the expediency of exercising their existing powers, and, when neces- 
 sary, of resorting to the prescribed modes of enlarging them, in order to 
 effectuate the comprehensive scheme of roads and canals, such as shall 
 have the effect of drawing more closely together every part in the com- 
 mon stock of national prosperity.' 
 
 " It is manifest, from the phraseology of that message, the Executive had 
 direct reference to the comprehensive scheme of roads and canals which 
 had been projected under the preceding administration. This portion 
 of the message w 7 as referred to a select committee, who made an enlight- 
 ened, and it might be added, patriotic report, in which the great valley 
 of the lakes was particularly adverted to as the grand theatre upon which 
 the General Government was destined at no remote period to act a dis- 
 tinguished part in effectuating one of the proudest schemes of internal 
 navigation the world ever beheld. With such high authority before 
 them, the committee felt that they would be justified in recommending 
 the construction ol this canal upon the authority of general expediency, 
 as it is undoubtedly an object coming clearly within that class of cases; 
 but, to clear it of all doubt, they have availed themselves of more recent 
 decisions, sanctioned by every branch of the Government, that give them 
 metes and bounds of constitutional authority. 
 
 u When the question of State rights, which had been settled by the 
 famous resolutions of 1798, was reopened by the introduction of a pro- 
 tective tariff, various and conflicting opinions obtained in different sec- 
 tions of the country in regard to the true limits of the powers conferred 
 on Congress over the subject of internal improvements. Objects similar 
 to those over which Congress had, by common consent, exercised undis- 
 turbed jurisdiction, and on which it had expended vast sums of the public 
 treasure, were now declared out of the pale ofiis authority. 
 
 u The necessity which some of the statesmen discovered, of drawing 
 closer than ever the cords of strict construction, in order to defeat the 
 scheme of protection, obliterated or defaced all the ancient landmarks 
 which had hitherto guided the Government in this branch of its duty, and 
 wholly suspended the operation of a system from which the country had 
 already begun to reap some of its richest fruits, and mystified every rule 
 and principle in relation to that branch of federal legislation. The fear- 
 ful shock which the constitution received from the violence of these po- 
 litical concussions, staked its whole safety upon the event of mutual com- 
 promise and concession. An eagerness was manifested on all sides to 
 establish some fixed rules by which the rightful powers of Congress might 
 be judged. At the commencement of the late administration, the Exec- 
 utive furnished, by way of opinions expressed to both branches of the 
 Legislature, a constitutional vocabulary, which was supposed to be based 
 upon the literal grants of the constitution ; the terms which it embraced 
 were intended to afford a criterion by which every individual case might 
 
[ Rep. No. 463. ] 
 
 5 
 
 be judged in deciding; upon its constitutionality. Those opinions were 
 contained in the annual message of the 7th of December, 1830; on ex- 
 amining which, it will be found that, so far as an object is designed for 
 commercial purposes, it must have a connexion with the foreign commerce 
 of the country. That this was the criterion which was attempted to be 
 established in the message, is abundantly evident from the following short 
 extracts. 
 
 c< After alluding to the uniform practice of the Government in defraying 
 from the public treasure the expense of building light-houses, light-boats, 
 buoys, beacons, and public piers, on all the bays and harbors, as objects 
 connected with the revenue and foreign commerce, it adds : 
 
 " 4 As our foreign commerce increased, and was extended into the inte- 
 rior of the country, by the establishment of ports of entry and delivery 
 upon our navigable rivers, the sphere of their expenditures received a 
 correspondent enlargement. Light-houses, beacons, buoys, public piers, 
 and the removal of sand-bars, sawyers, and other partial or temporary 
 impediments in the navigable rivers and harbors, which were embraced 
 in the revenue districts from time to time established by law, were au- 
 thorized upon the same principle, and the expense defrayed in the same 
 manner .' 
 
 " The same sentiment was expressed more in detail in the veto message 
 of 1832, on the bill making appropriations for the construction of harbors 
 and the improvement of rivers. From this bill the Executive had with- 
 held his signature, for the reason that some of the objects were of a local 
 character- In the message he mentions the classes of cases which he 
 deemed national, and therefore constitutional : 
 
 " 1. Harbors on the seaboard. 
 
 " 2. Navigable rivers below a port of entry. 
 
 " 3. Harbors on navigable rivers and great navigable lakes." 
 
 This classification recognises distinctly a connexion with foreign com- 
 merce ; according, then, even to this doctrine, is not the great pro- 
 ject under contemplation most manifestly within the power of Congress? 
 Have not the great inland seas a most intimate and direct connexion with 
 our foreign commerce ? This cannot be denied. Any work, then, having 
 for its object the great design of increasing or rendering more secure that 
 commerce, would surely come within the constitutional limit, as pre- 
 scribed by General Jackson in the messages alluded to. That both of 
 these objects will be promoted, will appear upon examining the remarks 
 upon the utility of the work, w T hich we now come to notice. 
 
 The completion of the Welland canal, extending around the Falls of 
 Niagara, upon the Canadian side, was considered by most of our enlight- 
 ened citizens, who had marked the progress of this improvement, more 
 in the light of a military than a commercial enterpr ise. By means of 
 this canal, vessels of war, for the purpose of actual hostilities or defence 
 upon either of the great lakes, as contingencies might warrant, could pass 
 from one to the other; thus concentrating at any moment the whole force, 
 and avoiding the expense, trouble, and risk, of maintaining two distinct 
 fleets upon these waters. It is only necessary, in order fully to appreciate 
 the advantages thus secured, to advert to the scenes that transpired in 
 this region during our late contest with Great Britain, and to trace the 
 
6 
 
 [ Rep. No. 463. ] 
 
 vast frontier, studded with villages and cities, it would become necessary to 
 protect in the event of a similar rupture. It is an old and true maxim of na- 
 tions, that " in time of peace prepare for war and it may very properly 
 be assumed, that the best guarantee a nation can possibly have for peace, 
 is in her military strength, and in her ability to maintain and defend her 
 rights. Hence we see a constant and vigilant jealousy exercised on the 
 part of the European Powers, in regard to their respective movements; 
 and any considerable accession of strength on the part of either is justly 
 considered as fraught with danger to the preservation of peace, and the 
 effect invariably counteracted by some corresponding movement on the 
 part of the other Powers. 
 
 So long as a due equilibrium is presered, neither insult nor agression is 
 very likely to be committed ; nor will war follow upon every frivolous 
 pretext ; entirely, then, as a strictly defensive measure — a military precau- 
 tion — is the construction of this canal warranted, in order to counteract 
 the advantage, in case of hostilities, England would derive from the use 
 of the Welland canal, as a channel for the transportation of troops and 
 all the necessary and incidental attributes and munitions of war, it would 
 prove of incalculable service, and supersede entirely the necessity of 
 erecting forts and maintaining garrisons, at vast expense, at the innumer- 
 able important points along the line of this frontier. It is not to be ques- 
 tioned that the whole of this vast region of territory bordering on our 
 great western lakes would, in the event alluded to, be liable to constant 
 interruption and aggressions from the hostile forces, and the necessity 
 thereby imposed upon the Government of fortifying and protecting the 
 whole of this interesting portion of our country. The hostile forces 
 could, by means of the Welland canal, at any moment be concentrated 
 upon either of the lakes, and thus rendered doubly strong and effective. 
 Sound policy, then, just a regard for the security of our frontier, and the 
 preservation of peace, all unite in urging upon the national Legislature the 
 great propriety, in a military point of view, of the construction of this 
 stupendous work. The existing difficulties in Canada form no inconsid- 
 erable argument in favor of its immediate construction ; for however un- 
 successful to the insurgents this revolt may prove to be in the present in- 
 stance, it is not to be disguised that such outbreakings are more or less 
 liable to occur whilst the Canadas remain colonies of Great Britain ; nor 
 is it to be denied that such revolutions seriously endanger the pacific 
 relations between this country and Great Britain. To illustrate this po- 
 sition, it is only necessary to recur to existing facts upon our northern 
 frontier. Scenes are there daily transpiring of so hostile a character 
 that the utmost energy and discretion of the two Governments is re- 
 quired to prevent an open rupture. The Welland canal maybe said, vir- 
 tually, to be closed to our citizens, and the interruption to an intercourse, 
 commercial and otherwise, hitherto of the most friendly and beneficial 
 nature, to amount almost to a direct prohibition. 
 
 It is but a few days since that armed soldiers were stationed at the 
 several landings on either side of the river, allowing neither persons nor 
 property to pass without a scrutinizing examination, and presenting 
 throughout the Niagara frontier the appearance of one vast military 
 camp. Under such a state of things our citizens cannot be expected to 
 use the Welland canal even for commercial purposes ; and should the 
 
[ Rep. No. 463. ] 
 
 7 
 
 Canadian Government proffer its use ever so sincerely or freely, it is 
 not to be supposed that such a proposition would be accepted, or that 
 merchants or others would risk the passage of their property through a 
 country embroiled in the horrors of a civil war. So long, therefore, as 
 these difficulties exist, if not so long as there remains danger of their 
 recurrence, this canal, as a channel of western trade, must be closed. 
 Hence the importance of the immediate action of our Government, not 
 only for the purpose of fostering, sustaining, and encouraging, the enter- 
 prise, industry, -and trade, of her citizens, but also of strengthening her 
 arms and means of defence, preparatory to the event of a foreign war. 
 
 The committee append document C, from the report of the engineer 
 before alluded to, illustrating in a masterly manner the various military 
 advantages to be derived by the Government from the construction of 
 the Niagara ship canal. 
 
 If, as has endeavored to be shown, the completion of this vast na- 
 tional enterprise be of importance in a military and naval point of view, 
 it will be found upon examination no less so in a commercial one. It is 
 not necessary in this enlightened age to dwell upon the advantages, mor- 
 ally and politically, a nation constituted as this is derives from the 
 extension of its commerce ; and the obligation imposed upon Government, 
 at all times, to extend to it its fostering care and patronage. The arts 
 and sciences, morality, religion, and civilization, are all promoted by 
 commerce, and may be said to flourish in the ratio that commerce is 
 advanced. 
 
 In a country like ours, consisting of a number of distinct political com- 
 munities, having in some degree separate interests, and extending over a 
 vast extent of territory, inexhaustible in all the elements of wealth and 
 enterprise, the cords of the Union will be strengthened, the happiness 
 and interest of the people greatly promoted, by a judicious extension of 
 its internal communications. The diversity of our soil, climate, and 
 surface, and the corresponding diversity of its productions, begets an 
 interchange of commodities, of reciprocal advantage. Any object, there- 
 fore, that shall increase the facilities by which this exchange or commerce 
 is carried on, will have a direct tendency to promote the interests of the 
 people, and render more intimate existing relations. Labor may be said 
 to be the first source of wealth. To make that labor availiable beyond 
 a mere subsistence, commerce is necessary, by which the surplus product 
 of the labor of one section may be converted into the luxuries and com- 
 forts of another. All the varied interests of man, every species of 
 enterprise and labor, are promoted by this system, and no opportunity 
 should be neglected by any Government to extend its blessings to all 
 practicable limits. The agricultural interest of this country is yet in a 
 state of comparative insignificance, prosecuted more as a means of sub- 
 sistence than as a resource to wealth. As our internal communications 
 are increased, the great wealth of our agricultural regions will be devel- 
 oped, and the science of farming matured. Perhaps there is no section 
 of the territory on the face of the globe, the soil of which is more fer- 
 tile, or its mineral elements more abundant, than the great valley of the 
 lakes. By opening this new artery upon the scale of magnificence rec- 
 ommended, a new impulse will be given to this entire section of country, 
 
8 
 
 [ Rep. No. 463. ] 
 
 and one of its most obvious advantages will be the enhanced value of 
 its real estate, which may always be said to be in the compound ratio of 
 its productiveness and facilities to market. When an agricultural com- 
 munity has cultivated its lands to a state capable of supplying the home 
 consumption, the improvements of the actual products will become sta- 
 tionary, unless made accessible to a foreign market ; in which event 
 cultivation may advance to an indefinite extent, or until the foreign 
 demand is supplied. 
 
 There is no duty imposed upon a great nation more obligatory than 
 that of affording its citizens every means within the scope of its powers 
 of acquiring wealth and the comforts of life. This gives enterprise to 
 its inhabitants, and, as a political axiom, it may be said that every people 
 are prosperous and happy in proportion to the liberality and wisdom of 
 the Government under which they live. The mode of government 
 adopted by our fathers was thought best calculated to promote the wel- 
 fare and happiness of the people. Any object, therefore, which has this 
 great end in view, carrying out this great principle, it is incumbent upon 
 the Government to perform. How better can this be done than by af- 
 fording artificial channels of intercommunication ? thereby promoting 
 all the varied interests incidents to the country, harmonizing conflicting 
 opinions, removing sectional jealousies, and imparting additional strength 
 and stability to the Union. By such a policy, the remotest sections of coun- 
 try are made productive, and every portion of our soil rendered subser- 
 vient to the ends designed by the great Creator. There is no enterprise, 
 perhaps, that could be gone into, that would produce results equally 
 beneficial with this : as there certainly is no territory of equal extent 
 more capable or worthy of physical improvement than that bordering 
 upon and contiguous to our great inland seas. As before observed, 
 its soil is of unsurpassed richness, its local advantages sufficient for all 
 manufacturing purposes, and in mineral productions exhaustless. 
 
 What can be done to improve the moral, social, and political condition 
 of a country, and enhance its w 7 ealfh by means of artificial channels? Let 
 the history of this country and that of Great Britain for the last thirty 
 years answer. Nay, in Great Britain, we will go still farther back, and, 
 by a reference to her history for the last sixty or seventy years, we shall 
 find that the construction of her artificial roads and canals have con- 
 tributed, in a most eminent degree, to the development of her wealth 
 and resources, and to her present proud elevation as a great and power- 
 ful nation. In our own happy country we are by no means destitute of 
 examples showing how much we are indebted to this species of enter- 
 prise for the rapid and unparalleled advances of the United States in 
 wealth and population. Look at the great Erie canal, in the State of 
 New York: a monument of the wisdom and enlightened policy of its 
 distinguished champion, as permanent as the hills and valleys through 
 which it passes. Look also at the Erie and Ohio canal, in Ohio, and 
 for one moment contemplate the effect of these improvements upon the 
 western country. It cannot be denied that these two canals alone have 
 done more than all other causes combined to advance the wealth, popu- 
 lation, and enterprise, of the western States, to enhance the value of the 
 public lands, and contribute to the surprising rapidity of their sales. 
 
 Let not the existence of the Hudson and Erie canal in New York form 
 
L Rep. No. 463. ] 
 
 9 
 
 any argument against the construction of the one under consideration. 
 The present project is demanded to give new impetus to the march of 
 enterprise and develop new resources. Those who would now argue 
 against this measure, because the Erie canal affords sufficient facilities 
 for getting the products of the country interested to market, would have, 
 with equal propriety, argued against the original construction of that ca- 
 nal upon similar grounds. The products of this region will increase in 
 proportion to the increased facilities for carrying them to market, until, 
 indeed, the maximum of improvement shall be attained; an event scarcely 
 within the scope of imagination. What a harvest England is reaping 
 from her wise system of internal improvements, to which she is indebted, 
 in no inconsiderable degree, for the flourishing condition of her com- 
 merce, agriculture, and manufactures. That the same system will pro- 
 duce equally beneficial results to this country cannot be questioned. 
 Indeed, there is no country in the world where this system can be so 
 conveniently and advantageously prosecuted as in this, or where the outlay 
 would yield so great an income. All those who are sceptical upon this 
 subject we would seriously invite to trace upon the map the immense 
 tract of country, comprising an area of 170,000 square miles, that would 
 be thus made tributary to the great aggregate of national and individual 
 wealth. Long since has Great Britain appreciated the importance of 
 securing the trade of this vast and fertile country, and with much vigor 
 and energy has she prosecuted, in her Canadas, to successful completion, 
 extensive works of internal improvement. It is with no feelings of 
 jealousy that the committee advert to her liberal enterprise ; her exten- 
 sive system of intercommunication is the fruit of that liberal view of pub- 
 lic policy which ever characterizes a great and powerful nation. She 
 has not neglected the favorable opportunities, afforded in a state of peace 
 and plenty, to prepare for war ; and equally mindful has she been of her 
 commercial interest, not having failed to avail of every means, physical 
 and moral, so to improve her own navigation as to intercept, in a meas- 
 ure, the trade of the western States, and draw it into her own ports. 
 By the Welland canal, a communication is open between Toronto and 
 the upper lakes; the Rideau canal, built at the vast expense of six mil- 
 lions of dollars, although only 126 miles in length, connects lake Ontario 
 with the Ottawa river; the La Chien, Carrillon, Blandeau,and Grenville 
 canals, complete the entire route to Montreal. In addition to these, a 
 canal is now in progress of construction around the rapids of the St. 
 Lawrence, which, when completed, will open a direct ship communica- 
 tion with the mother country. It requires no stretch of fancy, nor can 
 it be said to be a visionary speculation, to look forward to the no distant 
 period when the ports of Oswego, Lewiston, Buffalo, Cleveland, De- 
 troit, and Chicago, will be studded with the canvass of the ships of for- 
 eign nations laden with the rich productions of Asia and Europe. 
 
 It is well established, both by theory and experiment, that in canal 
 navigation the expense of transportation is in the inverse ratio of the 
 size of the vessel in which the commodity is transported ; therefore, in 
 the construction of canals, it is desirable, in point of economy, to give 
 them that width and depth which will enable them to float the largest 
 class of vessels. Byway of illustrating this proposition, a statistical 
 account of the comparative expense of transportation from the city of 
 New York to Detroit, by the way of Oswego and the Welland canal, and 
 
I 
 
 10 [ Sep. No. 4(38. ] 
 
 by the way of the canal through Buffalo, is appended. The Oswego route 
 substitutes the lake vessels instead of canal boats, and cuts off about two 
 hundred miles of the Erie canal. From an estimate before the com- 
 mittee, it appears that in 1835 about 25,000 tons of merchandise was 
 shipped from the city of New York west, passing through the ports of 
 Oswego and Buffalo, four-fifths passing the latter place. " Had the 
 whole of this passed either port, it is ascertained that the different rates 
 charged from the different ports would have left the result in favor of 
 the port of Oswego, as follows : 
 
 Freight of 25,000 tons via Buffalo, - - - $600,000 
 
 Freight of 25,000 tons via Oswego, - - - 335,000 
 
 Amount saved by the Oswego route, - $265,000 
 in the transportation of merchandise from New York to Cleveland, 
 Ohio, in one year." 
 
 The cost of construction of this splendid work will vary from two to 
 four millions of dollars, according to its location and extent ; a sum com- 
 paratively of small amount when the immense advantages to be derived 
 from this great enterprise are taken into consideration. It is confidently 
 believed that it would save to the western States annuallv, on the trans- 
 portation of merchandise alone, full half its cost, and operate most bene- 
 ficially in enhancing the value of public and private lands. In the man- 
 ner of constructing this canal, the committee have adopted the recom- 
 mendation of the Hon. John C. Calhoun, while Secretary of War, leav- 
 ing its execution to the War Department, under the direction of the 
 President, from whose report the following extract is taken : 
 
 " Should Congress think proper to commence a system of roads and 
 canals, for the more complete defence of the United States, the disburse- 
 ments of the sums appropriated for this purpose might be made by the 
 Department of War, under the direction of the President. When incor- 
 porated companies are already formed, or the road commenced under the 
 superintendence of a State, it would be, perhaps, advisable to direct a 
 subscription on the part of the United States, on such terms and condi- 
 tions as might be thought proper. In other cases, and when the army 
 cannot be made to execute it, the work ought to be done by contract, under 
 the superintendence and inspection of officers of the engineer corps, to 
 be detailed for that purpose." 
 
 As to the plan and contemplated dimensions of the proposed work, the 
 committee again refer to the report of Captain Williams, upon the files of 
 the House. 
 
 Influenced by the foregoing considerations, as well as by many others 
 which have been suggested to the committee, they concwr in the fre- 
 quent recommendations of this project, and therefore respectfully ask 
 leave to introduce a bill. 
 
 A. 
 
 War Department, April 14, 1836. 
 Sir : I transmit, herewith, a report of the Topographical Bureau, pre- 
 pared in obedience to a resolution of the House of Representatives of the 
 
r Rep. No. 463. ] 
 
 11 
 
 3d ultimo, calling for information respecting the cons.truction of a ship 
 canal, to connect the waters of Lake Erie and Lake Ontario. 
 
 Very respectfully, your most obedient servant, 
 
 LEWIS CASS. 
 
 Hon. James K. Polk, 
 
 Speaker of the House of Representatives. 
 
 Topographical Bureau, 
 
 Washington, April 13, 1836. 
 
 Sir : I have the honor to submit, herewith, a copy of the report, plan, 
 and estimates for the construction of a ship canal, to connect the waters 
 of Lake Erie and Lake Ontario, made during the year 1835, under the 
 direction of Captain W. G. Williams, United States topographical engi- 
 neer, and called for by a resolution of the House of Representatives of 
 the 3d of February last. 
 
 I am, very respectfully, sir, your obedient servant. 
 
 JOHN J. ABERT, 
 Lieutenant Colonel Topographical Engineers. 
 Hon. Lewis Cass, Secretary of War. 
 
 Report of a survey around the Falls of Niagara, with a view to the con- 
 struction of a ship canal, made during the year 1835, under the direc- 
 tion of Captain W. G. Williams, of the United States topographical 
 engineers. 
 
 Washington, March 17, 1836. 
 
 Lieutenant Colonel J. J. Abert, 
 
 United States Topographical Engineer : 
 
 Sir : By the letter from the Topographical Bureau, under date of the 
 14th of April, 1835, 1 was ordered to repair to Utica, in the State of New 
 York, and advise with the Honorable Mr. Beardsley on the subject of a 
 projected ship canal around the falls of Niagara ; for a survey of which, 
 application had been made to the Department by certain gentlemen of in- 
 fluence in the State of New York. 
 
 Lieutenants Drayton and Reed having reported to me according to in- 
 structions, with the instruments necessary to accomplish the objects of 
 the survey, I immediately commenced operations ; the details of which, 
 with results, and all that relate thereto, are embraced in the following 
 report : 
 
 In order that the mind may be more prepared to comprehend, at a 
 glance, the various details in regard to several lines of survey therein re- 
 ferred to, I think it proper to premise a cursory topographical sketch of 
 the vicinity in which our operations' were conducted. 
 
 Topographical sketch. 
 
 The section of country to which the project of the Niagara ship canal 
 relates, is perhaps the most interesting on the American continent, whe- 
 
12 
 
 [ Rep. No. 463. ] 
 
 ther we consider its geological formation, the incidents of a frontier war, 
 still fresh in the memory of every American, or its peculiar and magnif- 
 icent characteristic, the cataract, whose fame has reached the uttermost 
 bounds of the civilized world. 
 
 The great waters of our northwestern possessions, covering an area of 
 150,000 square miles, bounded by a development of coast, belonging to 
 the United States, of 3,294 miles, and of the British colonial possessions, 
 of 2,425 miles, are at length discharged through the narrow channel of 
 the Niagara. It is from the head of this river, at the outlet of Lake Erie, 
 to its termination on Lake Ontario, that the question of an artificial navi- 
 gation arises, and forms the subject of the present report ; and, if only to 
 achieve a conquest over the mightiest of nature's works involves a senti- 
 ment of sublimity, the feeling will not be impaired by the reflection that 
 the conquest may be easily wrought; and, when achieved, shall be the 
 means of extending civilization, and promoting the social happiness of a 
 large proportion of our country. 
 
 Indeed, it cannot fail to excite astonishment, when the reflection is 
 once led to the subject, that, up to this epoch of an age resplendent with 
 improvements in all that relates to the melioration of commerce and the 
 advancement of civilization, this work, upon our own soil, and on a scale 
 commensurate with its importance, should still remain to be executed. 
 It needs not the aid of demonstration to prove its utility. It is one of 
 those objects that strike us with instinctive conviction, and we are in- 
 tuitively impelled to the belief of its comprehensive usefulness, even if 
 abstraction be made of every thing but the general position ; that it would 
 connect two bodies of water, leading to the most remote regions, and 
 capable of bearing upon their deep and expansive bosoms the navies of 
 the w r orld, in five seas, which are yet essentially separated, by reference 
 to the scale of commercial enterprise that legitimately belongs to such a 
 vast extent of geographical limit. 
 
 The Niagara river flows out of Lake Erie, in a direction nearly north, 
 and separates in its whole course the United States from the Canadian 
 provinces. It is about three-fourths of a mile wide, at its outlet ; be- 
 tween which and Black Rock there are rapids having a current for a 
 short distance of seven miles an hour. The river widens below Black 
 Rock, and continues of an average width of one mile, until it reaches the 
 great falls. The river embraces several islands in its course, the princi- 
 pal of which is Grand island ; the rapids commence about one mile above 
 the falls, in which distance is a descent of about fifty-two feet. The 
 great falls are divided by Goat island, and another small island interme- 
 diate to this and the American shore. The perpendicular descent is 164 
 feet on the Canada side, and a few feet more on the American ; but the 
 great mass of water passes over the Horse-shoe falls on the Canada side. 
 It has been estimated by Dr. D wight, that the volume of water descending 
 at this point amounts to 90,000,000 tons per hour. 
 
 The development of the curve formed by the edge of the precipice is 
 estimated between three-fourths of a mile and one mile. The distance 
 from the outlet of Lake Erie to the great falls is about twenty-two miles. 
 From this point to Lewiston, about seven miles, the river rushes through 
 a chasm in the Lewiston ridge, whose edges are about 350 feet above the 
 surface of the water; the fall in this distance is about 103J feet, and 
 thence to Lake Ontario two feet. Just above Lewiston the high ground 
 
[ Rep. No. 463. ] 
 
 13 
 
 suddenly ceases, and a descent of 216 feet occurs in a horizontal distance 
 of 1,000 feet, measured on the projection of the line of greatest acclivity 
 to the ridge. This brings us to the plateau of land on which the village 
 is situated ; hence a gradual slope characterizes the ground to the edge 
 of Lake Ontario, about six miles, comprising a fall of 121 J feet. The 
 features of topography on the opposite side of the Niagara are very sim- 
 ilar, from the crest of the mountain at Queenstown heights to the lake. 
 
 The ridge appears to have been formerly continuous, and to have 
 formed the southern edge of Lake Ontario, from which the waters have, 
 at distant intervals, receded. This is shown by three distinct berms, 
 generally parallel to the shores of the lake, but which eventually 
 converge towards the Niagara river, between Lewiston and Fort Ni- 
 agara. 
 
 It is evident, also, from the conformation of ground both at the falls and 
 about Lewiston, that the waters of the upper lakes first burst their barriers 
 at this point, and have since receded by degrees, breaking off large frag- 
 ments from the edge of the precipice over which they have fallen. Even 
 within the memory of man, it is asserted that a sensible difference exists 
 in its configuration ; and the fall of the Table rock, in the years 1818 
 and 1828, may be regarded as an illustration of the process by which 
 this change is being gradually effected. If we may be allowed to specu- 
 late on the changes of a remote future, we may imagine prospective 
 eyes to witness a gradual recession of the cataract towards the lake ; the 
 crest over which it falls, assuming a lower plane, until it eventually 
 sinks to, and becomes an element of, a general slope, over which the 
 great volume of the upper lakes shall flow. The waters of Lake Erie 
 would recede from their existing limits, and their intermediate future 
 outlines would be only indicated by successive berms, converging to- 
 wards the outlet of the Niagara. This convergency of the several 
 berms to the Niagara river, on the southern shore of Ontario, is, I think, 
 a conclusive evidence that |his lake once occupied a higher level, and 
 and at different periods has occupied different elevations. In tracing 
 these changes, we are insensibly led to the conclusion, from analogous 
 reasoning^ that the levels of the whole chain of lakes will eventually and 
 successively change ; that the St. Lawrence river may, in remote ages, 
 have possessed a peculiarity similar to that which characterizes the 
 Niagara ; and that a point of time may exist in the vista of futurity, 
 when the strait between Erie and Huron, and finally between Huron 
 and Superior, may boast a like phenomenon. In a word, that this will, at 
 length, be worn away by the irresistible waters, and Superior find its way 
 over one continuous and inclined plane to the broad bosom of the Atlan- 
 tic. At the outlet of the Niagara, at the northeast extremity of Lake 
 Erie, is situated Buffalo. This city, which a few years since might 
 have been regarded as an insignificant village, has now become the 
 principal emporium of the northwestern lakes, and cannot fail to retain 
 its ascendancy over any other point upon the lake. Here the Hudson and 
 Erie canal, which has been the source of its prosperity, has its outlet. 
 The growth of Buffalo is an illustration of the advantages of this project, 
 that every comprehension may realize. When we see a flourishing and 
 refined community spring suddenly from the wilderness, we are made 
 sensible, without reference to statistical records, of the amelioration that 
 
14 
 
 [ Rep. No. 463. ] 
 
 must be operating in a vast extent of country dependent upon it. It is 
 a monument to art and commerce, that eloquently speaks of extended 
 social happiness, of fields reclaimed from the desert, of industry and 
 talent usefully employed, and of a thousand undefinable benefits to the 
 human race. 
 
 The Hudson and Erie canal is conducted from Buffalo, along the mar- 
 gin of the Niagara river, to its intersection with the Tonnewanta creek, 
 a little above its mouth, the creek being raised to the necessary level by 
 means of a dam. The channel of the Tonnewanta is made use of during 
 a distance of eleven miles, to Pendleton village ; thence to Lockport, 
 about seven miles, the canal passes through deep cutting. At Lockport 
 a fall of sixty feet occurs, which is overcome by five double consecu- 
 tive locks to the long level ; from this point it proceeds in an easter- 
 ly direction to Troy and Albany, where it debouches into the Hudson 
 river. From Lockport, the line upon which a portion of our survey w 7 as 
 conducted diverges northwardly to its termination at the mouth of Eigh- 
 teen-mile creek. 
 
 The great descent at Lockport is occasioned by the Lewiston ridge, 
 which intersects the canal at this point. This steep declivity runs from 
 the Niagara river, above Lewiston, to Lockport, without any interme- 
 diate depression worthy of notice. It continues its course thence in a 
 direction nearly parallel to the lake. 
 
 The ridge, as it becomes more remote from the Niagara river, gene- 
 rally becomes more elevated, to the limits to which my survey extend- 
 ed. The whole of this district of country is based upon nearly horizon- 
 tal strata of lime and sand stone alternating ; this exhibits itself most, 
 conspicuously in the chasm through which the Niagara flows; although, it 
 must be remarked, that localities exhibit discrepancies in regard to this 
 rule, and that, on the line of canal from Lockport, west, there is some 
 slight inclination of the strata beneath the horizontal. The first propo- 
 sition, however, holds as a general geologicaj feature. The slope below 
 the ridge, down to the lakes, appears to consist of an alluvial formation, 
 with a substratum of sand and lime stone. From the foot of the com- 
 bined locks at Lockport to the mouth of the Eighteen-mile creek, which 
 has its rise at this point, the ground is very uneven ; at first a considera- 
 ble descent takes place through a precipitous gorge for about two miles ; 
 thence, a valley with low banks on either side for about five miles and 
 a half ; the intermediate distance between this and the mouth of the 
 creek would be a work of considerable difficulty, as there is a rocky bar 
 which circumscribes the outlet. From this point to the mouth of Ni- 
 agara river is eighteen miles; from which circumstance the creek de- 
 rives its name. 
 
 From Fort Niagara, at the east side of the outlet of Niagara river into 
 the lake, to the head of navigation, is about lh miles ; the banks of the 
 river in this distance are high and precipitous. The river, from Lewis- 
 ton to its outlet into the lake, has a rapid current, but is accessible to ev- 
 ery description of vessels navigating the lakes. This description com- 
 prises the area to which my report will refer. In its agricultural prop- 
 erties, it partakes of the character of this section of the country general- 
 ly, possessing a rich alluminous soil, favorable to the growth of wheat and 
 every product to which the climate is congenial ; but there is one point 
 of view in which this district offers advantages in a peculiar degree : 
 
[ Rep. No. 463. | 
 
 i5 
 
 namely, its manufacturing facilities. By way of illustration, we may re- 
 gard the lake as being dammed by the Lewiston ridge, presenting a head 
 of water of three hundred and twenty feet. This may be made available 
 at almost any point of the ridge, and along the margin of the Niagara 
 river, at a comparatively inconsiderable expense, by reference to the hy- 
 draulic power it would afford. My views in this respect will be further 
 elucidated in the course of my report. I now proceed to details immedi- 
 ately referring to the plans and estimates of our survey. 
 
 Plan of canal. 
 
 The project under consideration contemplates a ship or steamboat ca- 
 nal ; and we assume, for dimensions of locks and breadth of canal, pro- 
 portions to render the work a means of transportation for the larger class 
 of steamboats or sail vessels navigating, or that may navigate, Lakes Erie 
 and Ontario. 
 
 We assume for the length of lock two hundred feet, breadth fifty feet, 
 the width of canal one hundred and ten feet at the surface of the water, 
 and depth ten feet. The locks will have a lift varying with circumstan- 
 ces, and generally not exceeding ten feet. It is obvious that the waters 
 to supply the exigencies of lockage, &c, will be drawn from the Niagara 
 river ; the plane of the bottom of canal at its summit-level intersecting it 
 at ten feet below its minimum elevation. 
 
 My plan principally refers to a system of double locks to make the de- 
 scent at Lewiston ridge ; but an estimate for single locks for that object 
 is embraced in my report. Map No. 2 will exhibit, on a horizontal scale 
 of thirty-six inches to one mile, the descent by double locks, comprising 
 an artificial harbor at Lewiston. 
 
 From the harbor to the outlet of canal on Niagara river, two modifica- 
 tions are shown on the map ; one terminating at the steamboat wharf, 
 and the other at the ferry. Their expense may be regarded in a gene- 
 ral estimate as nearly alike. 
 
 The line A B, debouching at a lower point of the river, although of 
 greater development, would more generally be approved of, as avoiding 
 an ascent against the current, for ascending vessels, of eleven hundred 
 yards. 
 
 I have roughly estimated also the cost of a plan to descend the ridge 
 by single locks, having an intermediate basin between each lock. It is 
 found to be more expensive than the descent by double locks, by refer- 
 ence to their respective properties of speedy transit. This arises from 
 the great cost of the outer or sustaining wall, and the advantage to econ- 
 omy of diminishing the length of line in its application to the side slope 
 of the mountain ; as this must be obvious, 1 have not introduced the esti- 
 mate into my report. 
 
 In regard to the route of the contemplated canal, there have been dif- 
 ferent opinions : and several have been designated, having at least as 
 much reference to local interest as to the general advantage of the pro- 
 ject. Above the rest, and such as appear deserving of notice, are : 
 
 A line beginning at Porter's storehouse, near old Fort Schlosser, pass- 
 ing by Fort Grey, descending the ridge at that point, and debouching at 
 Lewiston : this is the shortest line surveyed. 
 
16 
 
 [ Rep. No. 463. ] 
 
 A line beginning as above, passing by Manchester village, and inter- 
 secting the preceding line : this has least deep cutting. 
 
 A line up the valley of Gill creek, descending the ridge through a de- 
 pression at the head of Fish creek, and terminating on Lake Ontario, at 
 he mouth of Mill creek : this location possesses advantages of a* military 
 character, by reference to the contiguity of the shore of a foreign Power. 
 
 Local modifications of the above lines. 
 
 A line ascending the Cayuga creek, crossing the Lewiston ridge near 
 Pekin, and debouching at the mouth of Twelve-mile creek. 
 
 A line debouching at the mouth of Tonnewanta creek, ascending the 
 same to Pendleton village, descending at Lockport into Eighteen-mile 
 creek, and keeping the valley to its mouth. 
 
 For the present, however, we shall confine ourselves to the investiga- 
 tion of the project by its shortest route, and eventually compare it with 
 others to be hereafter referred to. 
 
 General description of route line No. 1 . 
 
 Beginning at a point on the Niagara river denominated Porter's store- 
 house, and near old Fort Schlosser, the line of levels crosses Gill creek 
 at a distance of half a mile above its mouth, and is carried nearly in a 
 straight line to the head of Bloody run ; the ground over which they pass, 
 after the first mile, is generally swampy, although somewhat elevated ; 
 and for the first four miles, as determined by careful borings, no rock 
 worthy of mention will occur, excepting a small portion at Gill creek ; 
 the soil is, however, by no means easy of excavation, being, as illustrated 
 by the profiles, in some parts of a tenacious character ; the ground is 
 3wampy, covered with a heavy growth of timber, and will require drain- 
 ing. 
 
 From this point, the valley of Bloody run is pursued to within a short 
 distance of the point where the run falls over the precipice into the Ni- 
 agara river, at a small distance from the chasm known as the Devil's hole, 
 three and a half miles below the great falls. 
 
 The levels now pass over unequal ground, but slightly elevated, how- 
 ever, until they reach the brow of the Lewiston ridge. This portion of 
 the line was run very near the precipitous brink of the Niagara river, 
 and only involves a prism of rock cutting of inconsiderable depth. 
 
 Until we arrive at Fort Grey, no obstacle of importance intervenes ; 
 indeed, none but the most commonplace circumstances of canal construc- 
 tion present themselves. It is from this point to the debouch of the pro- 
 ject into the Niagara river that difficulties of a serious character may be 
 apprehended. 
 
 From the brow of the ridge the lines of level were carried obliquely 
 to the line of greatest acclivity of the ascent, falling in such proportion 
 to the measured horizontal distance, as to render them conformable to 
 the projected dimensions of the locks and basins, with the required lift 
 for each lock. These data furnish the means of projecting a flight of 
 double consecutive locks to the foot of the ridge, or a line of single locks, 
 with intermediate basins; involving, in either case, a descent of 319$ 
 
[ Rep. No. 463. ] 
 
 17 
 
 feet from the bottom of the ca^al at Fort Grey, to the corresponding sur- 
 face at its intersection, ten f jt below the surface in Niagara river. 
 
 As the slope of the mountain may, in a general view, be regarded as 
 uniform, and under an angle too great to admit of the location of the 
 locks on a line approximating to that of greatest acclivity, it would be 
 necessary, by means of excavation and embankment, to prepare a berm 
 for their reception. 
 
 Our supposition involves a heavy mass of side-cutting, so as to estab- 
 lish the exterior walls of the locks upon a weli-consolidated foundation ; 
 by this means, the whole section of the locks and basins would possess a 
 homogenous basis, and have their stability ensured. 
 
 This excavation comprehends the space to be occupied by the sustain- 
 ing and inferior walls ; and in case the double locks should have their 
 similar surfaces in the same horizontal plane, the breadth of their divi- 
 ding-walls would be comprised in the section. 
 
 In estimating the width of the berm necessary to the emplacement of 
 the locks, we must regard as elements the strength and solidity or thick- 
 ness necessary to their walls, to prevent lateral slides, or their overthrow 
 by the pressure of water against them from within ; and the space neces- 
 sary to the working of the locks, which must of course occupy the upper 
 surface of the wails. Precautions must be observed, to destroy the possi- 
 bility of a thread of water from leakage or filtration, wearing itself a pas- 
 sage beneath the locks, throughout portions of the descent, and thereby 
 acquiring sufficient head to act upon the foundations. In a system of 
 consecutive locks of such extent as that before us, thus principle of hy- 
 drostatics should be well considered. 
 
 Too much care cannot be observed in establishing the permanence and 
 solidity of the work ; and every applicable element of knowledge, theo- 
 retical as well as practical, must be brought to bear upon the subject, 
 previously to a final adjustment of the plans. 
 
 In regard to experience, the realm of practical science does not exhibit 
 a similar construction, and its light will therefore be but partially displaj 7 - 
 ed. To compensate for this deficiency, abstract and general propositions 
 of physical research must be carefully investigated, in reference to sucli 
 modifications as may be involved, differing from those of works of a simi- 
 lar character already constructed. 
 
 This is a remark, it is true, that may be applied to every new project 
 in some degree, but its emphasis is peculiar in regard to the one in ques- 
 tion : in ordinary cases, great masses of water find their way to lower 
 levels, by gradual descent; and the plans of the engineer to surmount 
 such obstacles have followed them up and vanquished them in detail. 
 But at Niagara, Nature has concentrated her powers, and by one stupen- 
 dous effort has seemed to bid defiance to the art of man. The records of 
 science do not exhibit an instance in which so great a fall is overcome 
 in so small a distance, not even in a degree that will admit of comparison, 
 much less when it is a question of a project which, in the grandeur oi its 
 proportions, has no example. 
 
 It may be regarded as a national monument of ait, from its general 
 usefulness to the country; and although no pains be taken to r&titfer the 
 project magnificent, in its very simplicity it will be so, and in congeniali- 
 ty with the stupendous obstacle it is intended to subdue. 
 * 2 
 
18 
 
 [ Rep. No. 463. ] 
 
 Its effect will be grand and imposing in a vastly greater degree than 
 in other, even more expensive works ; because it differs from them gen- 
 erally in possessing a concentration of human art, human industry, and 
 physical means, applied to a single point. 
 
 As the line of levels descends to the foot of the ridge, it gradually 
 winds round until its horizontal projection becomes nearly parallel to its 
 location at the beginning of the descent. 
 
 In order to obtain the direction which leads it to the most favorable 
 point of debouche on the Niagara river, for the present modification of our 
 project I have planned a basin allowing sufficient room for the largest 
 vessel admissible to the locks to turn and assume its change of course. 
 At this point the flight of locks would terminate in an extensive artificial 
 harbor, comprising an area of about 114 acres, and elevated 120 feet 
 above the level of the Niagara river ; it will be formed between the 
 ridge on which the principal street of Lewiston is situated and the main 
 ridge, possessing a mean depth of fourteen feet. The embankment 
 necessary to back the water would be very inconsiderable. 
 
 It is an element forming a very important feature in our project, and 
 would have the advantage of serving as a part of the canal, obviate a 
 mass of expensive construction, and at the same time afford very essential 
 accommodation to trade ; indeed, a basin of this kind would be almost 
 necessary, by reference to the very contracted space which can be made 
 available for the purpose of commercial transactions in the vicinity of the 
 debouche, in connexion with the precipitous banks of the river and the 
 violence of the current ; moreover, the prism of water drawn from this 
 reservoir, to supply the descent of the locks to the termination of the pro- 
 ject, would be scarcely perceptible. This would render the descent from 
 the harbor to the outlet independent, for its immediate exigencies, of the 
 supply of water to be drawn through the upper flight of locks from the 
 summit-level of the project. 
 
 At both extremities of the line above described, there is a navigable 
 passage for vessels drawing even more than ten feet water into the lakes, 
 namely, from Porter's store-house into lake Erie, and from Lewiston 
 to lake Ontario. 
 
 To confirm the assurance of this fact, I ordered a reconnoissance be- 
 tween Schlosser's and the outlet to lake Erie. Numerous soundings 
 were taken by Lieutenant Drayton, from whose report I find there is no 
 depth in the channel less than fourteen feet. 
 
 It is a matter of notoriety that there is water at the outlet of Niagara 
 into lake Ontario for vessels of any ordinary capacity. It was therefore 
 deemed unnecessary to carry the investigation to that point. 
 
 On the whole extent of this route may be procured fine building mate- 
 rials for the locks, of every description : limestone is found in abundance, 
 and hydraulic cement may be procured at a low rate. 
 
 These facts being premised, I proceed to the estimative details. 
 
 Line No. 1. — (See map and profile.) 
 
 For the purpose of draining the canal when necessary for repairing it, 
 and because there is a rise and fall, dependent upon winds and seasons, 
 in the Niagara river, a guard and regulating lock at the outlet of the ca- 
 
[ Rep. No. 463. ] 
 
 19 
 
 nal is deemed expedient. Our observations during the time the survey 
 was executing only detected a difference of level of five inches. By 
 information, however, obtained on the ground, it appears to be con- 
 siderably greater ; and, according to the statement of Mr. Geddes, an en- 
 gineer well acquainted with the topographical facts connected with this 
 section of the country, it varies to the amount of three feet, rising during 
 the prevalence of certain violent winds, but seldom being depressed 
 below the ordinary surface. Our levels refer to the low 7 est observed 
 plane of its surface, at a time when the level is stated to have been at a 
 minimum. 
 
 The lock-walls, therefore, must be elevated four feet above the mini- 
 mum level of the river. They will have a thickness of four feet at top, 
 and eight feet at the base. The dividing-wall of lock will have a thick- 
 ness of twelve feet. The estimate is as follows : 
 
 6,1 50. S cubic yards of masonry for side-walls, bottom of lock, 
 
 &c, at 5.5 * - - - - - $33,829 40 
 
 For mitre-sills, hollow T quoins, at 14.2 ... 8,657 00 
 
 Lock-gates, with incidental w ork - 1,500 00 
 
 200 running feet of walling in river, 444 cubic yaids, at 2.5 - 1,110 00 
 
 Coffer-dam, to protect the foundation of the lock - - 6,666 00 
 
 Contingencies - 5,176 24 
 
 Total $56,938 64 
 
 The plan to which this estimate refers is an element common to all the 
 experimental lines diverging from Porter's store house, and will be car- 
 ried into the expenses of each. It embraces the idea of double locks, 
 with such additional work as may contribute to a reasonable accommoda- 
 tion to trade. At a termination of this kind, many expensive additions 
 may be suggested, not absolutely necessary to the primary object of the 
 undertaking. 
 
 B. 
 
 Comparison of routes. 
 
 The annexed summary of cost, applied to its respective experimental 
 location, in connexion with the statement in regard to distances, enables 
 the mind to form, at a glance, the comparison between them, by reference 
 to these elements. But in order that a judicious selection may be made, 
 other considerations necessarily become involved in the question ; and 
 these, in a great measure, furnish the medium through which their prop- 
 erties are to be adjudged. 
 
 As a commercial scheme exclusively, with the most rigorous economy 
 as the governing principle, even to the prejudice of convenience of 
 trade, and barely to effect the object of connexion between the lakes 
 for a large class of vessels, the first plan referred to in the annexed 
 statement would of course be adopted. 
 
 If this scheme, however, involved the idea of an expenditure propor- 
 tionate to the character of the enterprise, and importance of the results 
 
20 [ Rep. No. 463. ] 
 
 that may be justly ascribed to it, we would, without hesitation, recom- 
 mend the second, namely, the descent by double locks ; for it is evident 
 that in the first proposition a great delay would frequently occur in the 
 passage of vessels — an evil that would accumulate with the increase of 
 trade, and result eventually in the necessity of constructing another inde- 
 pendent flight of locks. This, by a comparison of estimates, is shown to 
 be inexpedient. 
 
 But when the question passes beyond the limit of commercial opera- 
 tions merely, and enters the sphere of political expediency, new consid- 
 erations are involved, tending, very generally, to embarrass a decision. 
 It was this reflection that induced me to survey the line No. 2, as I have 
 already explained, in presenting the estimate of its expense. In doing 
 so, moreover, I, peihaps, have said all that is necessary, in regard to its 
 advantage over the preceding line No. 1, and its modification. 
 
 In discussing the merits of the modification to line No. 2, the question 
 is resolved into the following proposition : whether it be desirable to 
 expend an additional million of dollars, as a measure of precaution, to 
 enable the work to reach a point E, (map No. 1,) whence it could easily 
 be conducted, in case it should be deemed advisable, to the lower lake, 
 and be, in its whole development, without the pale of annoyance from 
 an enemy. It is for those who should determine to execute the work to 
 judge of this expediency. 
 
 We would call the attention, however, to the character of permanence 
 and durability that must belong to such a project, and suggest that the 
 future interests of the country are to be, in a measure, dependent upon 
 it and that it would prove a humiliating and grievous reflection to after- 
 times, should the work be suddenly neutralized in its advantages, at the 
 very moment when its facilities ought to be most sensibly useful to the 
 nation. 
 
 To develop all the considerations involved in this comparison would 
 exact more time than I am permitted to devote to it. It is sufficient to 
 show that a route possessing the property of security from insult is prac- 
 ticable, and at a reasonable cost to the nation. 
 
 But the comparison between the Lockport route, and the one I have 
 just alluded to, may be referred to the common standard of military ex- 
 pediency. 
 
 It is seen, by reference to the foregoing statement of costs and lengths 
 of location, that the route by line No. 2 has the advantage, in point of 
 economy, to the amount of $296,743 over that by Lockport. We see, 
 likewise, by reference to this statement, and the respective maps accom- 
 panying my report, that it possesses the advantage of being a shorter 
 and less embarrassed line of communication. 
 
 Its supposed advantages have been predicated upon the belief that it 
 offered a more retired line of communication from foreign aggression; 
 and this is a maxim that ought not to be overlooked : but in the present 
 instance it admits of modification, owing to the peculiar features of 
 topography characterizing the vicinity to this portion of the line of con- 
 tact of the two countries. 
 
 By reference to the map, it will be seen that from Porter's store-house 
 to the end of line No. 2, on lake Ontario, our shores are precipitous, and 
 offer "a difficult barrier in any part to the landing of a hostile force ; and 
 
[ Rep. No. 463. J 
 
 21 
 
 that with the precaution growing out, as it were, of the project, should it 
 be executed, as explained in the accompanying memoir, the line would 
 be rendered inaccessible. 
 
 We are impressed with the belief that we should avail ourselves of the 
 topography of the frontier, and, regarding the Niagara river, from Porter's 
 store-house to lake Ontario as a natural entrenchment, concentrate our 
 resources there, as furnishing the strongest accessorial advantages to resist 
 invasion, and at the same time enable us promptly to assume the attitude 
 of aggression under auspicious circumstances, and to the achievement of 
 the most important results. 
 
 By retiring the line, Ave abandon, in a measure, our strong ground of 
 resistance, and throw it from beneath the shelter of our military establish- 
 ment already constructed at the mouth of the Niagara river, by which 
 the debouche of line No. 2 would be sustained. 
 
 It is seen, also, in comparing the two routes, that one portion of naviga- 
 tion would be common between them, namely, that between lake Erie 
 and the mouth of Tonnewanta creek ; and this portion is unquestiona- 
 bly the most accessible part of the line to a hostile descent from the oppo- 
 site shore. 
 
 In addition to these considerations, the project of line No. 2 supposes 
 an excellent harbor at its termination on lake Ontario, while that pro- 
 jected at the mouth of the Eighteen-mile creek is comparatively ineffi- 
 cient ; observing, at the same time, that the rocky bar circumscribing its 
 mouth must ever prove an obstacle to its improvement. 
 
 Moreover, the contiguity of the inlet of the Niagara river to the mouth 
 of Four-mile creek, our projected termination, is a great desideratum, as 
 vessels in stress of weather may run, without apprehension, for the harbor 
 there, in the assurance that, in case of difficulty to effect an entrance, they 
 will be at least in the vicinity of a harbor of easy access, where they may 
 take refuge until more seasonable weather. 
 
 It must be noticed, in regard to this subject, that any artificial harbor on 
 this shore of the lake would be difficult of access in very heavy storms, 
 owing to the danger of concussion against the sides of the piers ; an in- 
 convenience I have often noticed at the celebrated artificial harbor of 
 Ramsgate, in Kent, England. 
 
 Superadded to the objections already stated, in regard to the route by 
 Lockport, there is one important circumstance in the inconvenience and 
 delay that the navigation on the present Erie canal would be subjected to, 
 and we think that the loss sustained by it would scarcely be compensated 
 by the diminution in the expense of our estimate, by the deduction we 
 have made, in the assumption that the excavation for our present project 
 would be diminished by the amount of that already executed for the Erie 
 canal. 
 
 In the supposition of an entire new location, the estimate would, of 
 course, be greatly augmented, and the difference of cost in favor of line 
 No. 2 proportionably increased. 
 
 It is to be noticed in the line No. 2, that a portion of its development 
 has a diminished breadth. This advantage, for the economy of excavation, 
 could not be adopted on the Lockport route. In the first case, business 
 would be divided between the two canals ; but in the other, it would 
 necessarily be concentrated, and embarrass the operations of trade, unless 
 it should possess a breadth equal to that we have projected. 
 
22 
 
 [ Rep. No. 463. ] 
 
 In order to fully prepare the undertaking for the contingency of a rup- 
 ture with our Canada neighbors, it would be necessary to pass the rapids 
 of Black Rock by a short cut and a few feet of lockage on the American 
 shore. As the channel of the Niagara river is, in this part, on the Canada 
 side, this modification applies equally to either route compared, and may 
 remain as an item for future consideration, the expense being regarded as 
 inconsiderable. 
 
 A plan, indeed, has occurred to me by which the whole of this accessi- 
 ble portion between Buffalo and the mouth of Tonnewanta creek might 
 be somewhat more retired and more easily protected. The expense of this 
 work would be, of course, somewhat greater. Let the canal commence 
 at Buffalo, and carry the level of the lake, as nearly as may be admissi- 
 ble, along the valley of the Niagara river, as far retired from its margin as 
 the nature of the topography will permit, to the mouth of Gill creek, as- 
 cending the valley of this stream to the head of Fish creek, as per line 
 No. 2, and thence descending to lake Ontario. By this means we save a 
 very considerable prism of rock excavation, and thus compensate, in some 
 measure, for the greater length of the canal. This prism would be pro- 
 portionate to the elevation that lake Erie may possess over the level of 
 Niagara river, at our point of beginning, near Porter's store-house. 
 
 The plans, maps, and profiles, accompanying the present report, are as 
 follows : 
 
 General topographical map, Lewiston line — No. 1. 
 Plan of location for descent of ridge, artificial harbor, and section of 
 lock — No. 2. 
 
 General topographical map, Lockport line — No. 3. 
 
 Map of harbor at mouth of Eighteen-mile creek — No 4. 
 
 Profile line, No. 1. 
 
 Profile line, No. 2. 
 
 Profile line, No. 3. 
 
 Profile line, No. 4. 
 
 Profile line, No. 5. 
 
 These comprise all the various data obtained in the course of our exam- 
 ination; and will, I hope, when collated with my report, satisfactorily 
 illustrate the subject under consideration. 
 
 In the course of my duty I have been assisted in the field, and in the 
 various incidental calculations connected with the survey, by Lieutenant 
 T. F. Drayton and Lieutenant J. G. Reed, United States army ; and I do 
 not regard it as an empty form to express to them, through the bureau, my 
 acknowledgments for the very assiduous and efficient attention they have 
 bestowed upon every minutia of duty intrusted to them. 
 
 Lieutenant E. B. White, United States artillery, and Mr. G. W. Feath- 
 erstonhaughjr., United States civil engineers, have likewise assisted, very 
 essentially, in the drawings and calculations that have been involved du- 
 ring the progress of my report — having been attached to my brigade since 
 the close of our field duties. 
 
 Of the preceding lines, we will assume the five following as the best 
 basis on which to institute a comparison by reference to their fitness for the 
 proposed project : 
 
[ Rep. No. 463. ] 23 
 
 Cost. 
 
 Line No. 1. — Shortest route from Porter's store-house to 
 steamboat wharf, or ferry, at Lewiston, 
 by single locks - - - $2,568,899 36 
 
 Do. by double locks - - - 3,610,596 21 
 
 Line No. 2. — From Porter's store-house by Gill creek and 
 Four-mile creek, terminating on lake 
 Ontario .... $4,616,423 47 
 
 Modification of line No. 2, as above, and terminating at 
 
 Lewiston, passing through artificial harbor $4,744,982 S8 
 
 Line No. 5. — By Eighteen-mile creek, Lockport, and Ton- 
 ne wanta creek - - - $5,041,725 48 
 
 Lengths of lines Nos. 1, 2, 3, and 4, together with their " modifications," 
 included between Porter's store-house and Lewiston, and Porter's store^ 
 house and mouth of Four-mile creek. 
 
 Miles. Feet, 
 
 Line No. 1. — From Porter's store -house to Queenstown ferry, 
 byway of Bloody run, Devil's hole, and Fort 
 Grey, descending mountain by double and 
 consecutive locks - - 7 4,040 
 
 Line No. 1. — From Porter's store to " steamboat wharf," at 
 
 Lewiston, descending mountain by single locks 8 3,660 
 
 Line No. 1. — From Porter's store-house to "Qneenstownferry," 
 at Lewiston, descending mountain by single 
 locks, principally - - - - 8 3,180 
 
 Line No. 4. — From Porter's store-house, by "New Manches- 
 ter," to steamboat wharf, at Lewiston, follow- 
 ing the valley of Fisk creek, and descending 
 mountain through depression at Miller's sul- 
 phur spring - - - - - 9 5,230 
 
 Line No. 3. — From Porter's store-house, by New Manchester, 
 to steamboat wharf, at Lewiston, descending 
 the mountain at Fort George - - 10 2,400 
 
 Line No. 3. — From Porter's store-house, by same route, but ter- 
 minating at Lewiston, at Queenstown ferry - 10 1,920 
 
 Line No. 2. — From Porter's store-house to mouth of Four-mile 
 creek, following the valleys of Gill and Four- 
 mile creeks, and descending mountain through 
 depression at Miller's sulphur spring - 14 5,000 
 
 Modification of line No. 2, by diverging at C, at foot of second 
 bcrm, and following it westwardly to D, where 
 it debouches into artificial harbor - - 5,120 
 
24 
 
 [ Rep. No. 463. ] 
 
 C. 
 
 Military and commercial memoir. 
 
 In regard to general considerations involved in the project of the canal 
 around the falls of Niagara, those relating to military defences are first in 
 a national point of view ; scarcely less prominent, however, are those 
 which relate to the amelioration of commercial relations between the 
 highly-productive regions of the upper lakes and the Northeastern States. 
 
 Regarding it as a national military work, without adverting to the pre- 
 cise location of the canal, (which, by reference to the routes we have sur- 
 veyed, would be matter for the locating engineer, as directed by the views 
 of the National Government.) its advantages would be to give celerity to 
 the movement of forces, munitions of war, shipping — in a word, the ma- 
 teriel of an army between the two lakes, Erie and Ontario ; which, in 
 case of war with Great Britain, would doubtless become the scene of ac- 
 tive operations. 
 
 The efficiency imparted to military force, derived from the power of 
 concentrating, is a principle in strategy too well understood to need illus- 
 tration. In its application to our subject, we realize its value in a con- 
 spicuous manner. 
 
 It is almost certain that, in the event of hostilities between the United 
 States and Great Britain, the naval warfare on the lakes would be exten- 
 sively assisted, or, perhaps, entirely conducted, by vessels propelled by 
 steam. In such case, their light draught of water would enable them to 
 pass from one lake to the other with such dimensions of canal as have 
 been projected. 
 
 This is a desideratum to which every mind must be sensible : it would 
 impart mobility to our force, and enable us oftentimes to secure the fruits 
 of a victory, or suddenly to repair the disasters of defeat. 
 
 By this facility, the invasion of our territory on either lake might be 
 prevented, with all the concomitant, desolating effects of war. A thousand 
 modifications of circumstances might be adduced, to show defeat and dis- 
 aster to our arms as the result of the want of means of co-operation be- 
 tween our naval forces on the lakes ; but I regard it as sufficient to lead 
 the attention to this department of the subject, without occupying time with 
 details which must be obvious to every intelligence. 
 
 Neither ought our Government to Hatter itself that the British and Cana- 
 dian Governments are insensible to the advantages to be derived, in such 
 an event, from interior communication. The former has already construct- 
 ed a steamboat canal, ostensibly for military purposes, from Montreal to 
 Kingston ; and one for commercial and military purposes, from lake On- 
 tario to lake Erie. 
 
 The advantages to be derived to the British, in case of hostility, from 
 these facilities, would be incalculable ; and a commensurate caution is call- 
 ed for on our side, to counteract their tendency. Under the administra- 
 tion of the Duke of Wellington, a chain of communication by steamboat 
 canals was opened from Montreal to Kingston, a distance of 246 miles. 
 These consist of La Chine, Carrillon, Blondeau, and Grenville canals ; 
 but the project to which these are only accessory, is the Rideau canal, ex- 
 tending from By town to Kingston, 126 miles, which alone has cost the 
 British Government the sum of six millions of dollars, and boasts of some 
 
[ Eep. No. 463. J 
 
 25 
 
 of the finest construction in the department of civil engineering existent 
 in any country. Yet this is only a part of the project ; and a line of 
 military works is contemplated to secure it against aggression, and render 
 it an efficient channel of communication in the event of war with the 
 United States. 
 
 The works on the Rideau canal were constructed under the direction 
 of Colonel By, of the royal engineers, assisted by officers of the same 
 corps. It remains under surveillance of the engineer department, and 
 officers of engineers are stationed at Bytown and Kingston, and interme- 
 diately, for that object. The military works at Quebec are proceeding to 
 completion, at great expense ; and the garrisons at various points of their 
 frontier are by no means neglected. These facts are not irrelevant, as 
 demonstrating that the British Government, although in time of profound 
 peace, regard the military position of the colony with marked solicitude. 
 
 In sections of our country having no immediate relations with the Can- 
 adas, nor interest in the changes that are operating there, the generality 
 of persons refer to the lessons of their boyhood as the sources of informa- 
 tion, and they regard it as a bleak, sterile, unpopulated country, and a 
 burden to the parental Government which sustains il. This, to a certain 
 extent, was true but a few years ago : but the scene has changed mate- 
 rially, and a reference to statistic records will show that a very small por- 
 tion of our own country can boast of a more rapid amelioration than has 
 taken place in regard to the Canadian Provinces. 
 
 In 1834, by an official statement, it appears that the population of Up- 
 per Canada had doubled within eight years ; that it is of a peculiarly 
 valuable character ; and that the development of agricultural and com- 
 mercial resources has been commensurate. 
 
 A few facts will corroborate the truth of the remark. It is stated, upon 
 good authority, that of late years the annual emigration to Canada from 
 England, Ireland, and Scotland, amounts to from fifty to sixty thousand 
 souls ; and a cursory visit to that country will exhibit to us, most strikingly, 
 the advantageous difference in character of that emigration and the one 
 which is received in our Atlantic cities from the same source ; and the 
 cause is obvious. The industrious mechanic, the laborious pains-taking 
 farmer, who, as the reward of their efforts, have enjoyed competency and 
 comfort at home, when moved by the spirit of enterprise, do not wish to 
 sever themselves entirely from those institutions under which they have 
 derived those advantages ; whilst the idle and improvident desire nothing 
 so much as a change from a state of things under which they have suf- 
 fered want and penury, and to which they, for the most part, unjustly 
 attribute their ill fortune. 
 
 To this is to be added the great difficulty thrown in the way of the best 
 class of emigration to this country by the British Government, with the 
 facilities afforded to its establishment in the Provinces. 
 
 It became my duty, under instructions from those to whom I was refer- 
 red by the department for my guidance during my operations of the last 
 summer, to make myself, by personal observation, acquainted with the 
 advance of improvement in this section of the continent. 
 
 Under these auspices, I was induced to diverge somewhat from the 
 beaten track of visiters to the Canadas, and have verified, and can attest 
 the truth of the foregoing observations ; but their full illustration would 
 be necessarily founded upon details in their relation incompatible with the 
 
26 
 
 i 
 
 [ Eep. Xo. 463. 
 
 general nature of my report, but which, in their sum, have made a sen- 
 sible and- well defined impression upon my mind. 
 
 As belonging immediately to my profession, however, I cannot help 
 indulging in a comment upon some of the works of civil construction on 
 the Rideau canal. At Bytown, Jones's falls, and Kingston mills, are 
 certainly some of the finest specimens of hydraulic architecture on the 
 continent of America. At Bytown are eight consecutive locks, seven of 
 10, and one of 11 feet lift, 133 feet long and 33 feet broad : these, as well 
 as the locks at Kingston mills, are worthy of the highest admiration. But 
 it is at Jones's falls that the most remarkable work is achieved. It con- 
 sists of a dam 62 feet in height and 400 long, in solid masonry, and among 
 the most perfect in existence ; a waste wier cut through a solid rock, and 
 a descent of 60 feet by three consecutive locks, and a fourth with an in- 
 termediate basin. The dimensions of the locks are as those above stated, 
 with the extraordinary lift of 15 feet ; yet, under the head of water con- 
 sequent upon such a plan, there is scarcely the appearance of a leak, and 
 the masonry is of the most finished and beautiful character. 
 
 I take this opportunity to express myself indebted to the frank and 
 liberal politeness of the British officers generally, during my visit to the 
 Canadas. 
 
 I have to thank Captain Bolton, of the royal engineers, not only for his 
 elegant hospitality, but for the facilities he afforded me for observing many 
 valuable modifications relating to my profession, and taking, in regard to 
 the details of locks, &c, such memoranda and drawings as were suggested 
 by many portions of this truly magnificent work of civil construction. 
 
 I have, perhaps, employed more emphasis than was necessary in re- 
 gard to this subject : but I feel assured the work is scarcely known 
 throughout the United States, otherwise than by name, even to profes- 
 sional engineers, and much less to the community generally ; to whom, in 
 reference to the subject in hand, I cannot but think it must prove inter- 
 esting. 
 
 Resuming our discussion, let us now suppose a population of the kind 
 to which I have referred, established, as it ultimately will be, in the ex- 
 tensive region comprised between the same parallels of latitude as Maine, 
 New Hampshire, Massachusetts, and the southern boundary of New 
 York, and lying between lake Superior on the west, and St. Lawrence 
 river on the east, with lakes Huron, Erie, and Ontario on the south, pos- 
 sessing a climate attempered by the genial influence of surrounding inland 
 seas ; and we shall be made sensible, at once, of its imposing attitude, in 
 every relation, to awaken a national solicitude. 
 
 But, limiting our view, it will be sufficient for our immediate object to 
 concentrate our reflections upon the region in the neighborhood of the St. 
 Lawrence, and the peninsula of Upper Canada, stretching itself far into 
 the territory of the United States. It is this section, which will, in a few 
 years, according to the present ratio, contend with any of our most flour- 
 ishing States, both in population and resources, that we have just cause to 
 regard with a jealous eye. 
 
 By the enterprise of the Canadians, a railroad is contemplated to con- 
 nect lake Huron with lake Ontario. This project being carried into 
 execution, (as it certainly will be,) it becomes the great portage between 
 the upper lakes and lake Ontario, and will have an immediate influence 
 in concentrating population, and developing the resources of this valuable 
 territory. 
 
[ Rep. No. 463. ] 
 
 27 
 
 When we contemplate the maps of this region, and notice the peninsula 
 of Upper Canada jutting into our country, and reflect that, independently 
 of its local advantages, with those of soil, climate, and population, it pos- 
 sesses a retired and guarded line of communication, issuing from the im- 
 pregnable fortress of Quebec, in the hands of so great a military Power, as 
 Great Britain, we should not be insensible to such precautions as are cal- 
 culated to increase the security of our frontier, whilst subserving in an 
 eminent degree the cause of commerce, agriculture, and civil industry. 
 
 We are not so illusory as to interpose the Niagara canal as an aegis 
 against the growing power to which we have alluded ; but it should be 
 regarded as one important measure, as concentrating population, by open- 
 ing the facilities of collateral avenues, by rendering available the immense 
 hydraulic advantages of which this point is susceptible, and by thus giv- 
 ing strength to this exposed frontier. 
 
 Were the National Government to purchase a site for armories, and es- 
 tablish foundries there, it would become the nucleus of a powerful manu- 
 facturing interest, and concentrate a population which, in time of war, 
 would be ever ready to arm in defence of its threshold, and become the 
 most efficient guaranty against aggression. 
 
 It must not be imagined that its contiguity to the frontier would render 
 it unsafe for such object ; for, supposing it to receive the attention from 
 Government that it deserves, in a military aspect it may be regarded as 
 one of the strongest defensible positions on our frontier. 
 
 On the west it is entirely inaccessible, by means of the rushing waters 
 and precipitous banks of the Niagara river. To attack from the south, 
 the enemy would be obliged to cross a considerable distance above the 
 falls, and descend the river on the American side, through a densely set- 
 tled section of country : his line of operations would therefore be attenua- 
 ted, and eventually intercepted. On the east, in the supposition that the 
 canal be constructed, its gorge would be unassailable by the interposition 
 of a body of water of one hundred and ten feet wide, and ten deep, which 
 would be rendered impassable by the resistance opposed, or at least pro- 
 duce a delay that would be incompatible with the nature of an enterprise 
 requiring for success the greatest celerity. 
 
 The Lewiston ridge offers a barrier on the south side, which, with a 
 little attention, might be rendered inaccessible. The Fort Niagara, with- 
 in so short a distance of the only point where a landing could be effected 
 on the Niagara river from the opposite shore, would be a sufficient pre- 
 ventive to an incursion from this quarter. 
 
 A landing for such object could only be effected by the want of precau- 
 tion on our side, under cover of night, and by a small number. The en- 
 terprise would certainly be cut off by a detachment from the garrison, 
 with which this position would stand in military relation, both offensive 
 and defensive ; aided, also, by armed parties of the inhabitants, inspired 
 by patriotism, and rendered vigilant by a sense of insecurity from the 
 proximity of the enemy. 
 
 In the execution of the project also to which I refer, this manufacturing 
 district would become the terminus of avenues leading to every part of 
 the State. Thus, an enemy of the force we refer to, once upon the high 
 ground above the Lewiston ridge, and he would be assailed from every 
 point with a promptitude that would render success to his enterprise, nay, an 
 escape, impossible. With great deference, we advance the opinon that a 
 
28 
 
 Eep. Xo. 463. ] 
 
 liberal policy would regard such a project as of the greatest national im- 
 portance, as calculated to increase the strength of this at present assaila- 
 ble frontier, by augmenting its population and resources, and by provi- 
 ding it with arms and all the materials for defence. 
 
 The shield of national protection would be thus interposed, with a pa- 
 ternal care, to shelter the inhabitants of this section from the calamities in- 
 cidental to their position in time of war. 
 
 But a more enlarged view may be taken in regard to the proposed pro- 
 ject — a view in which I caimot but think the country at large, stimulated 
 by a sense of national pride, must take a deep interest. 
 
 In the event of a war, it is apparent, from the increasing resources of 
 Upper Canada, and the policy by which Great Britain appears to 
 be actuated, that the most energetic efforts would be made upon the fron- 
 tier ; and it would be question of invasion from one side or the other, con- 
 ducted upon an extensive scale. Should we not become the aggressors, 
 it is almost obvious that the enemy would soon place himself in the atti- 
 tude to become so. 
 
 A true policy, founded upon established principles, dictates that we 
 should prepare for the contingency under any circumstances ; but the 
 more imperiously in the present instance, where the object may be effected 
 with inconsiderable expenditure hi ostensible military preparation, and 
 without giving the slightest ground of complaint to a nation with whom 
 we are at peace. 
 
 By the arts of peace, and for purposes of great commercial utility, we 
 may prepare this section of the country to become, in case of emergency, 
 a depot of inestimable value to the whole of our Northwestern frontier. 
 
 From this point (Pappui, in the event of invasion from our side, troops 
 and munitions of war could afford ready reinforcements to lines of opera- 
 tion, diverging, as they would do, from this point of contact of the hostile 
 territories. Under the influence of its strength and its contiguous resources, 
 the passage of the Niagara river could be commanded, both at the head 
 and foot of navigation, below and above the falls. 
 
 In the circumstances under which Canada was placed last war, it was 
 undoubtedly the plan to have cut off the enemy's line of operations on the 
 St. Lawrence ; as Canada would then have fallen into our hands for want 
 of resources within herself. 
 
 But the face of things has changed in regard to that country, as already 
 explained, and she would henceforward possess internal resources of no 
 ordinary capacity. Moreover, to cut off the enemy's line of communica- 
 tion, which would be operated by the Rideau canal, and sustained by de- 
 fensive works, would require a more extended line of operations on our 
 part, greatly calculated to weaken our position in that quarter. 
 
 We should, therefore, be obliged to turn our attention to the invasion of 
 Upper Canada ; and, with this object in view, such a point as the one to 
 which we refer would become a principle of energy. It would give con- 
 sistency to our project of campaign, by reducing our lines of operation to 
 their minimum ; inspire confidence in the militia, by the idea of the prox- 
 imity of a place of support ; and enable us to improve good fortune, or 
 recover from the effects of bad ; in a word, it would enable us not only 
 to achieve victories, but render them valuable in their results. 
 
 With such resources at hand, we should be enabled to effect that great- 
 est of desiderata, to carry the war into the enemy's country ; whilst our 
 
[ Rep. No. 463. 
 
 29 
 
 own soil and firesides upon this frontier should be guarantied from the hor- 
 rors of invasion. 
 
 In contemplating a state of things such as this hypothesis is founded 
 upon, I do not think my views can be deemed visionary, however tranquil 
 may^appear the horizon in this quarter at the present moment. Indeed, 
 all history teems with the assurance that war is a state of things insepara- 
 ble from the nature of man, springing from causes so light in their incipi- 
 ency as to baffle the speculations or the predictions of the most profound 
 political wisdom in assigning results to the diplomatic intercourse of nations. 
 
 But, waiving the idea of collision with the Canadas, it may be shown 
 that the site referred to possesses many peculiar advantages as a manu- 
 facturing depot, to suit the most general emergencies ; and the existing 
 posture of affairs with a powerful maritime nation may possibly give some 
 weight to the propositions I am about to advance. 
 
 The stupendous peculiarity of its hydraulic advantages needs no com- 
 ment. I will not attempt to demonstrate what may be regarded as a 
 proverb : it is unquestionable that a greater water power, and that too in 
 its application to practical purposes, can there be commanded than at any 
 other point on the surface of the globe. 
 
 It is the advantages of its local position, in conjunction with its other 
 attributes, that I shall endeavor to illustrate. For, let us suppose a hostile 
 fleet blockading our Eastern and Southern coast, and the communication 
 on the seaboard entirely cut off between them — a case which- obviously 
 might occur — and then turn our reflections to the unprotected state of our 
 Gulf coast, its present destitution of the materials necessary to its defence, 
 and the aid it would always require in the exigency of war from the 
 Northern States ; and the policy, even necessity, of i:s possessing some 
 great military depot in a secure and sheltered situation, becomes impres- 
 sively obvious. 
 
 The district of which it is a portion stands in bold relief, by reference 
 both to its central position and the properties required. 
 
 If the attention be turned towards the map of the United States, with 
 this object in view, the mind will be struck with its peculiar advantages. 
 
 The Hudson and Erie canal passes its threshold; New York is, there- 
 fore, at hand. The Susquehanna, with its outstretched arms, approaches 
 it nearly ; Philadelphia and Baltimore, the Delaware and Chesapeake, are, 
 therefore, its neighbors. The St. Lawrence, and the avenues to lake 
 Champlain, and thence the branches of canal through the Eastern States, 
 form a continuous navigation. The vast empire of water of the great 
 lakes is spread before it ; but, above all, in the sense we at present regard 
 it, New Orleans arid our Southern coast, through the great valley of the 
 Mississippi and the canals either projected or already executed, stand in a 
 relation to it that we think should render it a locality of peculiar national 
 interest, and highly entitled to a portion of that public expenditure which 
 belongs to a general system of precautionary and defensive measures. 
 
 By means of the Niagara ship canal, the Oswego ship canal, projected, 
 and those above referred to, a secure, capacious, and expeditious medium 
 of transit, by steam navigation, is opened between the chief cities of our 
 Eastern coast, and the vast unprotected territory of our Southern maritime 
 frontier. 
 
 We will now advert to the commercial advantages to be diffused by the 
 project, so far as they are of a nature, by their generality, to call for the 
 
30 
 
 [ Rep. No. 463. ] 
 
 aid of the National Government. We regard as paramount the con- 
 nexion of the lakes Superior, Michigan, Huron, and Erie, with the lake 
 Ontario, which, by their extent and depth, may be severally regarded as 
 inland seas, and which belong not to any particular State, so far as they 
 are within our boundary, but to the entire jurisdiction of the United States ; 
 the rendering maritime several thousand miles of lake coast, by open- 
 ing to it the only obstruction to direct commerce with the Atlantic, through 
 the channel of the St. Lr.wrence, secured in equal participation by treaty 
 to the United States. To render the coast of the United States, upon our 
 upper lakes, in immediate commercial relation with a foreign nation bor- 
 dering the lower lake and the St. Lawrence, and with our own coast on 
 the lower lake ; placing in immediate commercial relation the United 
 States coast of the upper lakes with the great commercial depot of New 
 York, through the medium of the Oswego and Hudson ship canal, to be 
 executed by the State of New York, with the extraordinary dimensions 
 given to the St. Lawrence canal, now executing, in conjunction with the 
 projected Niagara canal, ships of three hundred tons might navigate from 
 the Atlantic ocean to the ports on our upper lakes. 
 
 We may assume, even, that a large class of merchant ships, by a con- 
 struction modified as in some mercantile nations of Europe, might be 
 adapted to this trade. 
 
 In discussing the subject of draught in vessels, when we regard the ele- 
 ments which enter in assigning the burden to any particular draught, we 
 are not struck with any difficulty in the question theoretically, inasmuch 
 as it is determined generally by the length multiplied into the breadth 
 into the depth, either of which factors may be changed at will ; and we 
 may, therefore, build a very flat vessel to carry a very large cargo, by in- 
 creasing two of the elements, length and breadth, and yet diminishing the 
 third. As our plan of canal, and length of locks, admit of considerable 
 latitude in regard to the two former dimensions, no obstacle may be sup- 
 posed to the adoption of a construction of vessels that shall be calculated 
 to carry a cargo of a magnitude within any desirable limit. 
 
 But I felt desirous of knowing whether the ordinary relative draught 
 was not prescribed by the consideration of practical benefits, and whether 
 circumstances of sailing or genera] manageableness did not, in some mea- 
 sure, militate against a change of model ; and I therefore requested in- 
 formation through the medium of a gentleman whose official character 
 gave him an opportunity of procuring the data required. The following 
 letter addressed to the Hon. J. Turrill, from a source of undoubted respect- 
 ability, establishes the proposition I have advanced : 
 
 New York, March 10, 1836. 
 
 My Dear Sir : On conferring with those who are eminently skilful in 
 the scientific, as well as those who confessedly are in the practical branches 
 of sbip-building, I have gathered the following particulars, in reply to the 
 queries of our mutual friend, McWhorter, addressed to me on the subject, 
 with reference to the projected ship canal. 
 
 It is not necessary, in order to ensure great sailing, to give a ship a great 
 deal of dead rise, but the contrary ; as may be exemplified in simulta- 
 neously launching two ships of equal dimensions, say same length, width, 
 and depth ; one with twenty-eight inches dead rise and short floor, and 
 the other with fourteen inches with a long floor. The sharp ship will 
 
[ Eep. No. 463. ] 
 
 31 
 
 draw about three feet more than the flat one, and will require consider- 
 ably more ballast ; so that when all their armament, stores, water, &c. are 
 on board, you will perceive that the sharp vessel is drawing about fonr 
 feet more water than the flat one : hence it is reasonable to infer that the 
 ship with the least dead rise will displace less water than the other. Mr. 
 Webb (the associate of the late Mr. Eckford) assures me that a frigate of 
 the largest class can be so constructed as to have all the qualities that can 
 well be united in one ship, and be put in a condition for transporting, &c, 
 and not to exceed a draught of twelve feet. Flat and sharp vessels may, 
 in fact, be thus contrasted : what the one may gain by being sharp, the 
 other acquires by extra buoyancy, losing nothing in going to windward 
 by the peculiar tiu'n in the bilge. The word peculiar I may explain by 
 saying that great sailing may be attained by giving half an inch dead rise 
 to every foot in width ; but ships built upon this mode must have the 
 middle fnttocks crooked with an abrupt turn in the bilge, straight sides ; 
 and the ihinner the ends in proportion to the draught of water, the greater 
 the speed ; and they are sure, from the abrupt turn in the bilge, to go to 
 windward well, and also to steer well. 
 
 Pray inform me if the foregoing particulars are sufficiently to the point 
 to meet the object of your inquiries, or what other or further illustrations 
 you require; and I will, as far as my time and my means of obtaining 
 them admit, most cheerfully respond therto. 
 
 Remaining, dear sir, yours, faithfully, 
 
 JOSEPH FOWLER. 
 
 The innovation to which our supposition refers need not excite surprise, 
 when we reflect that it would accomplish the object of accommodating a 
 development of coast such as we have stated, and possessing a back coun- 
 try as rich in resources as any on the face of the globe. The advantages 
 of direct communication appear more striking when we reflect upon the 
 great increase of expense in transportation, arising from the necessity of 
 transhipment of the objects of trade at various points of the route. 
 
 It is stated in a report of the board of directors of the Welland canal, 
 1835, that " merchandise from London would be conveyed to Cleave- 
 land for £2 10s. per ton, which now costs from £3 to £4 from Montreal to 
 Prescott, a distance of 130 miles only." This, when the St. Lawrence 
 shall be rendered navigable by the work now constructing. 
 
 Other statements are before me, entering greatly into detail, and ex- 
 hibiting still more strikingly the advantages of preserving the bulk of 
 merchandise unbroken, from the time of its shipment until its arrival at 
 its ultimate destination. 
 
 These are considerations involving an amelioration to commerce, by its 
 extent and utility, worthy the patronage of a paternal Government. The 
 Niagara ship canal is a work that in its consummation would awaken into 
 life a thousand springs of latent resources, by the facilities it would give to 
 the transportation of objects of agricultural and manufacturing industry ; 
 and referring to the broad principle of analogy for our support, we infer 
 that a country, such as that which borders our upper lakes, teeming with 
 undeveloped agricultural and mineral treasure, when brought by the fa- 
 cilities of steam navigation within a greatly diminished distance, by refer- 
 ence to time, of the emporium of New York, and other of our great mer- 
 
32 
 
 [ Hep. No. 463. | 
 
 cantile cities, will receive an increment to its population, and develop its 
 resources in a degree commensurate with the great avenues of commerce 
 to which we refer, and surpassing all former experience. 
 
 We have practical demonstration of the increase of population, and the 
 consequent development of resources, in the region of the »upper lakes, 
 owing to the facilities afforded by the Erie canal, that through the State 
 of Pennsylvania, the Mississippi river, and the various other collateral 
 branches. 
 
 But it should be remembered that this tide of emigration is yet incipi- 
 ent; it has scarcely received its impulse ; whilst the avenues that encour- 
 aged the emigrant by their facilities, are arriving at their maximum of 
 utility, in consequence of the increase of commerce upon them. 
 
 It is true that a new channel is opening to these fertile regions — the 
 outlet of the St. Lawrence. The improvements to which I have already 
 referred in my report, namely, the Welland and St. Lawrence canals, will 
 offer a ready means of bringing their products to a market ; but the em- 
 porium they will reach will be that of a foreign nation. Montreal will 
 enter into competition with our own markets. 
 
 It is no longer question of preventing the descent of produce from the 
 upper lakes to lake Ontario. The Welland canal, executed by the Cana- 
 dians, has already achieved that object, and it has proven the fallacy of 
 the reasoning that " produce, once afloat on lake Ontario, will find its 
 way to Montreal." 
 
 It is only when the increasing amount of trade shall become more than 
 commensurate with the facilities afforded to deliver it at the emporium of 
 New York or other of our Eastern cities, that rivalry is to be apprehended. 
 This has been abundantly demonstrated ; for, although an entire naviga- 
 tion exists from lake Ontario, by means of the Rideau, Grenville, and 
 La Chine canals, yet does by far the greater portion of the produce of the 
 upper lakes and snores of lake Ontario find its way through the Oswego 
 and Erie canals to New York. 
 
 The Oswego and Erie canals, in their present state, contend successfully 
 against the competition of the St. Lawrence. But new facilities are pre- 
 paring by Canadian enterprise, and the St. Lawrence canal will bring the 
 market of Montreal nearer to the source of produce by several days, 
 without the necessity of intermediate transhipment ; thereby effecting a 
 considerable diminution of the cost of transportation. How far this cir- 
 cumstance will deteriorate the value of our own channels of commerce, 
 is worthy of deep consideration. 
 
 For the sources of produce, it is of course desirable to possess many 
 outlets. But it seems clear that the policy of the State of New York 
 would find it expedient to anticipate the demand for market-way ; for when 
 its necessity shall have taught the inhabitants on the borders of the upper 
 lakes the facilities of the St. Lawrence canal, it would be difficult, if its 
 advantages are such as are in anticipation ascribed to it, to divert the ten- 
 dency of produce from Montreal. 
 
 The Hudson and Oswego ship canal is a work particularly interesting 
 to the city and State of New York, and the State will eventually, or per- 
 haps immediately, recognise it as the true line of communication, in con- 
 junction with the projected Niagara canal, between New York and the 
 Northwestern States. 
 
 The simple fact that it saves a distance of artificial navigation of 120 
 
f Bep. Ko. 463. ] 
 
 33 
 
 miles, and only increases the absolute distance by 15 miles, and a few feet 
 of lockage, is a sufficient element to establish its great relative economy; 
 and this hypothesis is sustained by experience: for it appears by official 
 returns, that there is a saving of expense on the amount of goods trans- 
 ported between New York>and Cleaveland, of upwards of 30 per cent, by 
 this route over that by Buffalo, even under the present inauspicious cir- 
 * cumstance of a defective channel of communication around the falls of 
 Niagara, through the Welland canal. 
 
 It should be remarked that this work is defective, both in its location 
 and construction ; not arising, I infer, from want of judgment in the engi- 
 neers, but from the desire to complete a great project with inadequate 
 means. In its present situation, constant delays are to be apprehended in 
 the passage of vessels ; and to render it an efficient thoroughfare, would 
 involve a very serious expenditure of money — an expense that would 
 continually recur, unless the whole plan of the work should be remodelled. 
 
 In its present state, if the Niagara canal on our side should merely be 
 determined on, the great efforts now making by the Canadians to give to 
 the Welland canal a greater degree of efficiency would probably be ren- 
 dered unavailing, and it would eventually sink into disuse. 
 
 This effect obviousty resolves itself into a consideration of great import- 
 ance, and suggests the expediency of an immediate action in regard to the 
 measures herein recommended. 
 
 The next commercial benefit to be derived from the Niagara canal is 
 that which relates to the Northeastern portion of our country, by the 
 Ogdensburg canal, and by the St. Lawrence and Plattsburg canal, which 
 have been already projected, and which would doubtlessly be executed in 
 the event to which we refer ; the produce of our far West would be con- 
 ducted to the waters of lake Chainplain, and thence by the projected La 
 Morelle canal, Montpelier canal, Passumpsic canal, &c, "to every section of 
 New England ; and, in return, a most economical outlet would be pre- 
 sented for the active manufacturing and productive industry of that enter- 
 prising portion of our country. 
 
 It would be impossible, without rendering our report too voluminous, 
 to enter into detail in regard to the various ramifications of commercial 
 enterprise that would, in all probability, receive an impulse, should it 
 become an object of national interest to remove the barrier in an efficient 
 manner between lakes Erie and Ontario, improve the harbors upon their 
 extensive coasts, effect the communication between lake Michigan and 
 the Illinois river — in a word, by its paternal influence, constitute the 
 national waters of our Northern lakes a common market-way to the vari- 
 ous States bordering upon them, or enjoying their influence in a less im- 
 mediate degree. 
 
 In order to avoid enumeration of details, I have appended to the accom- 
 panying map of the survey a general map of the States to which my re- 
 port has reference, showing the various canals projected or executed. It 
 will exhibit at a glance the relative dependence of many of them for in- 
 creased success upon the removal of the obstruction to navigation between 
 the two lakes, Erie and Ontario ; it will likewise illustrate certain passages 
 of my report referring to the Provinces of Upper and Lower Canada. 
 
 The various topographical data in regard to the lakes are marked upon 
 the map. A comparative estimate is also noted of the development of 
 coast bordering these inland seas, and that of our Atlantic and Southern 
 3 
 
34 
 
 [ Rep. No. 463. ] 
 
 coast, By this it appears that the length of the lake coast exceeds the 
 whole extent of that of the Atlantic, from Passamaquoddy bay to Sabine 
 river, by two thousand miles. 
 
 Of this development of lake coast, the portion on lake Ontario will be 
 united to the ocean by a ship canal on the St. Lawrence, to which I have 
 already referred. 
 
 The remaining portion is separated, in regard to steamboats and ships 
 of moderate burden, by the obstruction on the Niagara river, to which my 
 report refers. 
 
 The territory that would be sensibly benefited, under the hypothesis of 
 this removal by the plan proposed, would be principally New York, 
 Ohio, Michigan, a portion of Pennsylvania, Virginia, Indiana, Illinois, 
 'Kentucky, Missouri, and even remotely the Northwestern Territory, 
 Moreover, the sphere of commercial transit upon the great channel of the 
 Mississippi will, by the facilities of this project, be greatly enlarged. A 
 steamboat navigation from New York to New Orleans would open a new 
 era in the destinies of the Southwestern States of our confederacy. We 
 cannot, I think, refer with too much emphasis to the projected ship canal 
 between lake Michigan and the Mississippi, by the Des Plaines and the 
 Illinois rivers. 
 
 The project is ably treated in a letter from the United States Chief 
 Engineer, in answer to a call for information from a member of the United 
 States Legislature upon that subject. The distance between New York 
 and New Orleans by this route, and that by sea, around Cape Florida, as 
 deduced from Tanner's map of the United States, is nearly the same ; 
 but when we reflect upon the dangerous navigation, and the increased 
 distance by the divergency of the ship from her proper course, arising 
 from adverse winds, which, by reference to the going and return voyage, 
 must be estimated at one-fourth, we must be forcibly struck with the ad- 
 vantages that the combined project would afford to the commercial inter- 
 course between New York and the great emporium of the South, and the 
 idea it suggests of healthful action to the commercial and agricultural re- 
 lations of the intermediate points. 
 
 The distance we have carefully measured, on the map, between New 
 York and New Orleans, by way of Oswego, Niagara, Maumee, and 
 Wabash canal, and it amounts to two thousand and eighty-five ; whilst 
 the distance around the Florida coast is two thousand two hundred and 
 fifty ; leaving a balance in favor of the lake route of one hundred and 
 sixty -five miles. 
 
 Another branch of my report relates to the advantages to be derived to 
 the General Government by the facilities given to emigration, and bring- 
 ing, in respect to time, a remote and unpeopled frontier in closer conti- 
 guity with more densely inhabited and civilized regions ; thereby enhan- 
 cing the value of the public domains, and procuring for them a more ready 
 and advantageous sale. 
 
 This consideration is of more importance than might appear from first 
 glance. When we reflect that the economy of a journey depends, in so 
 great a degree, upon its continuity and despatch, delays at points of a 
 route where conveyances are changed, obliging the emigrant to incur the 
 expensive charges of cities or towns, are a barrier to emigration ; because 
 the expenses of the whole route cannot be calculated previously to depart- 
 ure, and a consequent apprehension is inspired to many of the poorer 
 
f Rep. No. 463. J 35 
 
 classes, who eventually exhaust their resources in the cities where they 
 debark, and, by compulsion of poverty, remain there ; thus, instead of 
 becoming a valuable accession, by their labors, to the thinly-populated 
 territory of the West, they oftentimes become a burden and expense to the 
 community which has the misfortune to receive them. The project in 
 question, with the Oswego and Hudson canals, would afford a cheap, con- 
 tinuous, and rapid mode of transportation, by steam, from New York to 
 the remote public domains of our upper lakes. 
 
 In conjunction with the St. Lawrence canal, Montreal and Quebec 
 would stand in a similar relation ; and those great recipients of European 
 emigration would send forth, with renewed impulse, their thousands, to 
 render many a tract of wilderness the abodes of industry, social happi- 
 ness, and refinement. 
 
 A consideration of very great importance, and of a character calling for 
 an amelioration, is that which relates to the shipping interests of the lakes, 
 under existing circumstances. The vessels navigating the lakes are, 
 during the rigors of winter, blocked in their harbors by the ice ; by this 
 means, a large amount of capital, invested in shipping employed on 
 the lakes, is neutralized for several months of the year. A deterioration 
 of property, proportionate thereto, ensues ; and the deprivation of em- 
 ployment of a valuable class of citizens, in the seamen by whom they are 
 navigated. This would be remedied by the proposed project, in conjunc- 
 tion with the Oswego and Hudson canals, or even independently of the 
 latter, by the project of a steamboat canal, now executing on the St. Law- 
 rence river, under the auspices of the Canadian Government. Should the 
 Niagara ship canal be constructed, the shipping interest of the upper lakes 
 would participate in this advantage. 
 
 This remark applies with equal propriety to Government vessels that 
 in any contingency may be built and employed upon the lakes, when the 
 service upon which they might have been required there shall cease. 
 
 They could, by the means we suggest, be lightened of their armament, 
 and brought down to our Eastern seaboard for other employment. The 
 full force of this suggestion would have been felt at the expiration of the 
 last war with Great Britain, when our naval preparations upon the lakes 
 became entirely useless, and a dead loss to the nation. 
 
 I have now completed a cursory review of such general considerations 
 as have appeared to merit, in my estimation, the notice of Government. 
 In this, I have endeavored to avoid minutiae, foreseeing that they would 
 render my report both fatiguing and voluminous. My desire has been 
 rather to call attention to the various points upon which an argument 
 might be based, than to take upon myself the task of development. 
 
 I have also felt, in the course of my remarks, that too much detail 
 would but embarrass the natural course of thought ; and that the subject 
 itself, if brought to the reflection, would carry conviction in its train. If 
 I have shown more interest in the question than is usually looked for at 
 the hands of the engineer, it is that I have felt the strongest conviction of 
 the grandeur, even sublimity, of the enterprise, combined with its general 
 usefulness to the country, and the facility of its execution. 
 
 I have now the honor to submit the present memoir, with the various 
 plans, maps, profiles, and other illustrations, connected with the survey. 
 I am, sir, most respectfully, your obedient servant, 
 
 W. G. WILLIAMS, 
 Captain U. S. Top. Engineers. 
 
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