Cultural Landmarks of Hamilton-Wentworth

Burlington Bay Canal

Location: South Side of the Skyway Bridge (Between Burlington and Hamilton)

The passage of vessels through the Burlington Canal began in the early 1820’s, however, larger boats could not traverse the narrow and shallow channel. By 1824, demands were made to the government to build a wider and deeper canal. On January 19, 1825, efforts began to generate £3,000 to enlarge the canal. Once the required funding was allocated, construction on the canal began. By 1830, the canal was open for larger vessels. However, the canal was not completely finished as planned until 1932. During this time, a policy of tolls was instituted. The toll system proved to be a significant means in which to generate revenue. In its first year of operation, it raised over £2,507, which was almost the cost of the entire project to improve the canal.

The canal was maintained by the Department of Railways and Canals and was called the Burlington Channel, Wentworth County. In 1885, control of the canal was reallocated to the Department of Public Works, and the name was changed to the Burlington Bay Channel.

The channel and its structures were highly susceptible to the effects of the weather. On several occasions, there were reports of damage caused by rain, wind, and ice. Damage to the channel’s pier was also a common place event, however, weather was not the only factor. In fact, ships that entered the channel damaged the wooden pier by scraping its bolts against the pier. Moreover, the random spray of embers from steam engines caused both minor and serious damage, as they started fires on the pier. An earlier fire caused by steam ship embers destroyed the lighthouse, a ferry, a house, and a local log house that were all in the same vicinity.

In 1896, a suggestion was made to build a road on the west side of the channel, which was completed in the same year. Ferry service between the two sides of the channel was discontinued, because a swing bridge had been installed. One year later, automatic gates were installed to regulated traffic on the bridge and a telephone connection was established between the power house and the bridge.

By 1900, the bridge and channel required substantial repairs, so Parliament approved a grant which would cover the costs of the repairs. The contract was awarded to James Clark. The project lasted almost four years and included the dredging of the canal, and repairs to the east end of the south pier.

In 1907, the Swing Bridge was replanked and large stones were place on the south pier to reinforce it. Two year later, the Department of Fisheries and Marine erected a small concrete lighthouse on the outer end of the canal to warn ships of its position. Plans were still underway to improve the depth and width of the canal and on July 3 to 14, 1991, the government dredge "Sir Richard" made the channel 20 feet deep. Other improvements included the construction of a 267 foot superstructure at the South Pier, and a subway beneath the G.T. Tracks. The total cost of the project was $12,420.14. The Canadian Engineering and Contracting Company was given the responsibility for the repairs which were completed by December 20, 1914.

The old swing bridge was scheduled to be dismantled and replaced by a new single-leaf Strauss Trunnion Bascule Bridge. The contract was awarded to the Canadian Engineering and Contracting Company on November 30, 1920. The substructure of the new bridge was completed by 1922, and construction on the superstructure of the bridge commenced on October of that same year. The official opening of the Bascule Bridge was on May 12, 1922.

The Burlington Channel was deemed to be to narrow for the proper and safe navigation of larger steamer vessels, which would be travelling through the soon to be opened Welland Canal. The Welland Canal would allow larger ships to enter Lake Ontario. However, if the Burlington Channel was not upgraded, then these ships would not have access to Hamilton Harbour. Therefore, R.C. Hoffman Construction Company was employed to conduct the renovations on the pier and channel, June 4, 1929. The North Pier was increased to 2,700 feet and the width of the channel was increased to 300 feet. The wider channel necessitated two new bridge abutments and a new centre pier for the Canadian National Railway Swing Bridge.

The effects of the weather on the channel’s pier, especially during winter were significant. In January 1934, a large piece of ice torn off approximately 30 feet of protective wall from the South Pier which exposed power cables connecting the North and South bridges. The repairs to the pier were completed by the Huffman Construction Company.

Other problems that persisted in the Burlington Channel was the movement of sediment, which settled near and in the Channel reducing its depth. This natural lake effect necessitated constant dredging. In 1935, the Canadian Steamship Lines reported that two of their ships had run aground at the Lake end of the Burlington Channel. Work was quickly carried out to remove more of the sediment in the channel. Over 2,778 cubic yards of sediment was removed from an area 650 feet long and 100 feet wide. The depth of the Channel was now 21 feet. In 1937, another major dredging project was undertaken, but this time it was at the south entrance of the Channel. The area was 5,000 feet long and 175 feet wide, which increased the depth of the Channel to 23 feet.

Security issues were also an aspect of the Burlington Channel, especially during the Second World War. Hamilton Harbour was a significant supplier of steel and other commodities that were crucial during the war, and many officials felt the Burlington Channel would be a target of sabotage. Thus, improvements in its security were recommended. In 1939, the Royal Canadian Mounted Police requested the construction of two sentry boxes at the Channel for guards. Each box was 6 feet by 6 feet and was 7 feet high. It had a cedar cottage shingled roof, and the walls were lined with asbestos fibre board to protect against the weather. They both had an electric light, outlet, and 1,100 watt electric reflector heater. By 1940, the Royal Canadian Mounted Police requested that the existing barbed wire perimeter be improved around the Channel, and that "Keep Out" signs to be installed.

The significant increase in the allowable carrying capacity of freight carrying ships during the war deepening the Burlington Channel necessary. Between 1942 and 1943, 223,304.1 cubic yards of sediment were removed from the Channel increasing the depth of approach to 26 feet and the actual Channel to 25 feet. Since the war, the canal has been maintained by regular dredging and slight repairs to immediate structures such as the bridges, piers, and lighthouse. However, there have been no significant alterations to the Channel, since the Second World War.

In June of 1992, city officials from Hamilton and Burlington, including Hamilton Mayor Bob Morrow and Burlington Mayor Walter Mulkewich attended a special ceremony that celebrated the opening of the Burlington Bay Canal. About fifty people, who were mostly Beach Strip residents, attended the ceremony. During the ceremony, a plaque that was donated through the generosity of the Ontario Heritage Foundation and the Ministry of Culture and Communication was unveiled that commemorated the historical importance of the Canal. It read:

The Burlington Canal has not only opened Hamilton up to international trade, but it has also been the foundation of Hamilton’s industrialisation and development. Since, it was first opened in the 1820’s, it has brought prosperity and urbanisation to this part of Ontario.

References:
Hamilton Beach Scrapbook. vol. 1 & 2.  Special Collections, HPL.
Clipping File.  Hamilton - Canals - Burlington Bay Canal. Special Collections, HPL.