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 TO THE HONORABLE THE FREE AND INDEPENDENT 
 
 MEMBERSOFTHEHOUSEOFCOMMONS 
 
 ASSEMBLED IN PARLIAMENT AT OTTAWA. 
 GENTLEMEN: 
 
 The question of a Short Linn for the continuation of the Canadian Pacific Railway from 
 Montreal to the Canadian Winter Seaports, now before Parliament, has given rise to many conflicting 
 reports and dincussions regai-ding the proposed routes for said railway. 
 
 May I be uUowed the honor of laying before you my views on this important subject. 
 
 Having the apparent misfortune of boing a native and resident of the District of Quebec, I feel at once 
 that any professional report from me on this subject, which is the life or death of Quebec, will be viewtd 
 with cautious and doubtful spectacles. 
 
 But " Facts are stubborn things," and knowing that it is impossible tO Change the geograph- 
 ical features of the COUOtry, or blot out its history, with Truth for my bhield, I will venture 
 to deal with the question as loUows : 
 
 Having before me the Report of the Chief Engineer and General Manager oi Government Railways, 
 Colling wood Suhrieber, Esq., dated at Ottawa, 4th A.pril, 1 88S, I find therein that an address from the 
 Senate was presented to the Governor General, " praying His Excellency to cause to be laid before the 
 " House, crpies of reports of various surveys, together with a statement, showing the height of the eumtml 
 " level, the maximum grades, curves, &c., on each of the surveyed lines, "is well as on any existing railway 
 " proposed to be used in connection with the surveyed lines " for the said Sl.ort Line Railway. 
 
 I regret to say that Mr. Schrieber has not given the first thing of the statement asked for in said 
 address, he has not given the height of summit level of any of the existing Railways proposed to be used, 
 which should be one of the must important featui ts of the question at issua 
 
 Oil page 12 of his i-eport, Mr. bchrieber gives a table showing the maximum grades and curves and 
 the length of each line, by which he says that " The moiits and demerits of each line can be seen at a 
 glance," by which rule it would appear that the International is superior to the North Shore Railway, 
 although on the latter road, in the whole distance of 172 miles from Montreal to Quebec, the greatest 
 ditlVreuce of level between its highest and lowest points does not exceed 250 feet, while on the International 
 Railway, between its starting point at Leunoxville and its summit at the United States Boundary line, a 
 distance of 81 mile;, the difference of levnl is 1,405 feet, to be ascended in the direction of the heaviest 
 freights, with some considerable intermediate summits and depressions. 
 
 In my report on this question dated 4th of last March, which was published in the Quebec Morning 
 Chronicle and other papers, I stated that " As short a line and an infinitely better line could be had between 
 Saint Therese and Moncton on Canadian soil than could be found between the said points by following the 
 ' Sherbrooke and Lake Megantic route," and the result of the surveys, so far carefully worked out, only go 
 to prove the truth of my assertion. 
 
 The supporters of the Southern route in one sweep arrive at the conclusion, that the shortest route is 
 by Sherbrooke and Moose Head Lake, and to prove thisthey ta.ie up the plan to show that the Edmundston 
 line forms two sides oi a triangle. 
 
 Saint Therese and Moncton are two points that must be common to the trunk line of the Dominion, 
 whatever route is chosen between these {leints, unless that the entire interests of Nova Scotia, Prince 
 Edward Island aud (Jape Breton, as regards Railway communication with the West, centre in UU John, 
 N.B., which has not yet been admitted by any one. 
 
 Tho choice of route for the Short Line from Montreal to the Canadian Winter Seaports, should not 
 be made from a Local standpoint ; bui it should be made from that high impartial Standpoint where 
 
 may be united and centered, the most and greatest interests, both National and 
 Oommercial of the entire Dominion. 
 
 And if it con be proved that as good a line and as short a line can be had on Canadian soil, to fill the 
 above conditions, as can be had on United States soil, it seems to me that any man who has the least spark 
 of [Atriotism or who values his Oath of Allegiance, should vote for the all-Cajiadian route. 
 
 I will not undertake to prove that two sides of a triangle are shorter than the third side ; but what I 
 can and will prove, is that for a railway route from Montreal to Moncton, the line by Quebec, Edmunds- 
 ton,Grand Falls and Moncton, is shorter and infinitely better in every respect than the line by Sherbrooke 
 and Mattawamkeag, Although it is apparently longer by measuring on the plan, it la shorter in the 
 field ; for it is impossible, with the same grades and alignment, in going across a broken country, to make 
 the same distance good with the same length of rail, that is actually made on the North Shore and Inter- 
 colonial Railways, following the shore of the great River St. Lawrence. The plans of these railways com- 
 pai'ed with the plan of fart of the International railway, which is herewith submitted, will clearly prove ttiis. 
 
 To give a still more convincing proof, I have made a profile of both lines, from Montreal to Moucton, 
 drawn on the same base and on the same scale, by which 1 venture to say, that the " merits and demerits 
 of each route can be seen at a glance," more effectually than by Mr. Scbrieber's repoi't. 
 
 The elevations of the principle summits on said profile, which is herewith submitted, are from Mr. 
 Sohrieber's own figures, and from official reports that cannot be contradicted. The distances are from the 
 ■ame source, and from the existing time tables of the railways that form part of each line. 
 
 I will commenoe by comparing the distances, giving the name and length of each Beotion,and for con- 
 renienoe I will call the Quebec and Edmtindaton line the Northern route, and the Sherbrooke and Matta- 
 wamkeag the Southern route. 
 

 NORTHERN ROUTE. 
 
 MileB 
 
 Section. 
 
 North Shore Ry., Montreal to Quebec, . . , 
 Intercolonial By., Pt Levis to St. Roche. 
 
 St. Roche to Edmundston 
 
 Edmundston to Grand Falls N, B. Ry.... 
 
 Grand Falls to Canaan 
 
 Canaan to Moncton, Intercolonial Ry. . . . 
 
 Total 
 
 Built 
 
 To Build 
 
 171' 
 
 172 
 
 O'JO 
 
 66 
 
 66 
 
 000 
 
 105 
 
 00 
 
 105 
 
 40 
 
 40 
 
 00 
 
 148 
 
 00 
 
 148 
 
 19 
 
 19 
 
 00 
 
 550 
 
 C97 
 
 2.'i3 
 
 Total 
 
 Total 650 miles, 297 built, of which 85 is the Dominion Government property, and 172 miles in 
 which the Government of the Proviace of Quebec is deeply interested. 
 
 SOUTHERN ROUTK 
 
 Section. 
 
 Miles. 
 
 Montreal to Chambly via Lachine (about)..., 
 
 Ghambly to Lennoxville 
 
 Lennoxville to Moose River, Intoml. Ry. . . . 
 
 Moose River to Mattawamkeag 
 
 Mattawamkeag to Harvey, N. B. tic £. & N. 
 
 Harvey to Salisbury, uusui veyed 
 
 Salisbury lo Moncton, Intnl. Ry 
 
 A Ry.. 
 
 Total 
 
 Built 
 
 ToBuild 
 
 40 
 
 8 
 
 a2 
 
 80 
 
 00 
 
 80 
 
 89 
 
 89 
 
 00 
 
 13Si 
 
 00 
 
 136} 
 
 81 
 
 Si 
 
 00 
 
 11» 
 
 00 
 
 113 
 
 13 
 
 13 
 
 00 
 
 Total. 
 
 I I . 
 
 I 651il 191 I 860i 
 
 Total 551t} miles, 360J to build, and 191 built, of which 13 belongs to the Dominion Government, 89 
 to a private company, and the remainder 1 
 
 The above tables show that the Northern route is the shortest from Montreal. If we count from 
 Saint Iherese, about 12 miles must be added to the Southern route and J 2 miles substracted from the 
 Northern route, and the respective distances will stand as follows ; 
 
 Southern Route,. 
 Northern " 
 
 568^ miles. 
 538 " 
 
 Difference in favor of Northern route 25^ miles. 
 
 Now it must be remembered that the Southern route is line No. 6 of Mr. Sohrieber's report, which he 
 gives firat place to, and on which the resolutions, now before Parliament, are apparently based, as the 
 shortest practicable Ime from Montreal to the Canadian Winter Seaports, no more nor no less, with this 
 exception, that Mr. Schrieber measured his distances through the Victoria Bridge, and forgot to mention 
 that the 0. P. Ry. Co. intends crossing at Lachine, for wliich I have added 2u miles, (bee Mr. Light's 
 Report, page No. 1.) 
 
 The Northern route is exactly Mr. Schrieber's line No. 23, with this exception, that Mr. Schrieber forgot 
 to give his line No. 23 the advantage of a direct line from Grand Falls to Monctou, v, .ich might have 
 been done in the same manner as he calculated his southern lines. 
 
 In the latter case he makes a shorteniug of 34 miles on his Southern route No. 6, by counting over 113 
 miles unsurveyed from Harvey to Satinbury ; while on the other hand he makes a lengthening of 65 miles 
 on the line No. 23, by following the New Brunswick and Intercolonial Railways, and the unburveyed link 
 between Fredericton and Salisbury. 
 
 From Monctou to Canaan the Intercolonial Railway runs in a nearly direct line for Grand Falls and 
 by measuring on the plan and adding 10 per cent, lor curvature, the distance from Graml Falls to Canaan 
 is 148 miles, making the whole distance from Grand Falls to Monctou only 167 miles; while by Mr. 
 Schrieber's roundabout way via Fredericton the distance is increased to 232 miles. 
 
 There is an old saying that "what makes sauce tor tie goose should make sauce for the gander." 
 
 It is a pity that Mr. Schrieber forgot about the Laoliine Bridge, and that he did not think of this short 
 line from Grand Falls to Monctou, or he would have found this thirtyjirst (31st) line to be 8i miles 
 shorter than any other, for he gives the distance from Point Levis to St. Roche only o9 miles, while I put 
 it at 60 miles. 
 
 So much for distances. 
 
 We will now take a short look to see what are the principal merits and demerits of each section. 
 
 NORTHERN ROUTK 
 
 Commencing with the North Shore Railway. It is a first-class road. It is true there is one short grade 
 1'5 per 100 getting up out of Hochelaga, but only for a short distance. 
 
 Trallic Irom the West going to the lower ports would not pass here at all. 
 
 On all the rest of the line there is no grade more than 50 feel in the mile, and no curve more than 4° 00' 
 and they might be mado less. ' 
 
 For the connection between the North Shore and lutercolouial Railways, see ilr. Light's report, it is 
 fully explained therein. 
 
 Sect. 2. The Intercolonial is a first-class railway, no grade exceeding 40 feet to the mile from Chaudiere 
 to River du Loup. 
 
 Sec. 3. Tlie connection between Edmundston and the Intercolonial is not finally located. Mr. W 
 Crawloid, C. li., gives ttte summit between the at. Lawrence and St. Francis waters to be 500 feet above 
 River du Loup station. This is the summit of line F. The summit of line E has not yet been given but 
 the lowest can be taken. 
 
River dii Lonp station is in the neighborhood of 250 feet above sea level ; but with all possible varia- 
 tion in these figures, tliia summit, which is th:. highest on the whole northern line, will bo still more than 
 a thousand ft-et lower than the boundary line summit, of the Inturaatioual liailway, on the Southtru line. 
 
 With such a comparatively low summit there is no doubt that a tirst-cluss line can bo had by lengthen- 
 ing the line, on tho 81. Lawrence slope, and fuUuwiiig the Valley ' '' the bt. i*'runi'is. 
 
 (See Mn Crawford's Ueport.) 
 
 tJECT. 4. From Edmuudston to Orand Falls the line follows tho Biver St. John. 
 
 The present line may be tortuous, as ii was built for a narrow guaged road, but the nature of tho coun 
 try is such that both grades and aligiimunt can bo improved at wdl. 
 
 Sect. 5, From (iraud FalUtoCauaan, llSmilesmay be putosan offset againstSect 6 of the Southern 
 route — they are both unsurvejed. 
 
 Sec. 6. From Cauaau to Moncton 19 miles of Intercolonial — a first class liailway. 
 
 Thus by the Nortliern rente on the wliole lino, from Mouireal to Moncton, there is no denying tl it a 
 first-class line can be had, unless the link from Uraud FalU to Canaan may turn out worse than anti- 
 cipated ; but from all we know of buth lines, there is every reason to beliuve that it is us favorable as the 
 unsurveyed liue between Uarvey and Salisbury on the Southern route, 
 
 SOUTHERN ROUTE. 
 
 Bic. 1. Montreal to Cbambly; not surveyed from Lochine to Ohambly Basin, but level country. No 
 doubt a good line can be had, 
 
 (See Mr. Light's Report for Lachine Bridge.) 
 
 Sect. 3. (Jbambly to LunuoxviUe 8U miles, several bridges, 4 miles continuous grade 53 feet per 
 mile, 6" curveE,, descends to low level of U6 feet at 16th mile, and ascends the Uogsback U4J fet-t high at 
 the 5'2nd mile, and falls uown to Lenuuxville at the S6th mile where the elevatiou is only 4U6 feet. (See 
 Mr. Davy's Report.) 
 
 It is evident this line will never be built, fjr it is inferior to the other two lines, the Grand Trunk 
 and South Eastern and Vermont Central that run on each side of it. These railways are not muie than 
 thirty miles apart in the widest ()lace. I don't see what the third railway is wanted m the luiadie tor, (.ar- 
 ticularly as this section is out crossways again by two other railways, one from Aclouvale to Waterloo, 
 and the other from West Faruham to St. Jlyaciuthe. 
 
 Sec. H. international Railway CJU miles, from Lennoxvi'.le to Moose River. 
 
 Un this line the grades are reported at 74 feet per mile and the curves 5' in the official books ; but 
 from the appearance of the road, I doubt of its having been carried out in construction, my belief is that if 
 a Careful survey was made of the road-bed as it now stands, it would show far worse than this. The 
 starting point at Lcnnoxville is only 408 leet above sea level, and the summit on Slst mile is 1,B73 feet, a 
 ditierence of 1,4UD feet as aloresaid, and then there is a jump down of oUU leet to be made in less than 8 
 miles. 
 
 This summit with ; jch a tortuous line and heavy grades, is alone enough to condemn the whole line 
 by Mattawamkeag or Southern route, even the rest waa level as u bowling green, but it is not as will be 
 seen by : — 
 
 Sect. 5.— FROM MOOSE RIVER TO MATTAWAMKEAU. 
 
 From the Intel-national Railway at Moote River to Moose Head Lake,a good line can be had,a distance 
 of some oU miles, but the idua of ciobsiug the lake and climbing the mouutuius that lie betwceu there and 
 Mattawamkeag, is simply pioposierous. 
 
 Perhaps 16 is the ';on\ enience ol having two draw-bridges, which after all are not such desirable things 
 to have on a Trunk-line Railway, that deoiUed the engineer to select this route I! 
 
 Otherwise he would not have propo.sed the enormous outlay of bridging and tillmg the three channels 
 of Moose Head Lake, which are as follows : 
 
 West Channel, width 400 feet, depth 6 feet 
 Middle " " 2,40u " " 34 " 
 
 East " " 050 " " C " 
 
 Then after you get through with the Lake you must twist and turn around the mountains, and steal 
 up the best way you can ou a grade of 03 feet to the mile, sumo live hundred feet, until you reach the 
 summit at Lyiurd I'ouds on the 79th mile, which is 1,040 feet above sea level and which tho Engineer says 
 is the lowest possible summit in that direction. — (See Spoll'ard's Report.) 
 
 Then you must slide do wn a continuous grade of 5Ui feet in the mile for a distance of 12^ miles, that 
 is if you can get duwn that evenly, and with another stretch of 4 1-C miles at 03 feet per mile, .riih a few 
 other little steps, and you have fallen 1,000 feet when you get to the Ubth mile. 
 
 Then you must ascend 177 feet in tl^ miles to rtich the Jo Mary summit and another little ascent to 
 the middle of the 103rd mile, from which point, between falling and rising and Jal.iiuj aijain, you descend 
 to Mattawamkeag, at the 138!^ mile by the profile, which point is 1,314 feet lower than the summit ou tho 
 7t)th mile at Lylord Ponds above mentioned. 
 
 If on freight train movement, every 20 feet elevation is equal to an extra mile of level line, how will 
 the Coal Merchants of Nova Scotia and Cape Breton like to climb the im[iractioaule summits of the Inter- 
 national Railway and Mattawamkeag liue at the boundary line and L> tout i'onds, that rise more than a 
 thousand feet iiighur than the summit of the Morthern line, 'These are oUicial figures that cannot be cou- 
 tradicted, and after this 1 think it is a laice, to speak of the remainder of the line from Aiatiawamkeag to 
 Moucton under the name of a short liue from Montreal to the Canaaian Winter Seaports. 
 
 It is evident that the only thing will be done, is to connect the International with the Bangor and 
 Piscataquis Railway, and use the Litter loud to Milo J unction, which will lengthen the Southern route some 
 thirty miles ; and the result will be, if the resolutions are approved of, thai our money will be taken to 
 make this connection between the iuieruatioiial and the Bangor and Pasctuquis Railways at Crenville, 
 fur a local road, and to build the bridge at Lachine by which all will go to the Uiuled States ports by the 
 South Eastern Railway, and wo will hear no more of the short line. 
 
 I 
 

 I trait that I bare giren saffioient proof to oonvinee any anbiased mind that the Queheo route is the 
 ihortest ; and that even it was 100 milea longer, nccoi'ding to the rules given in my said report of lost 
 March, which is herewith submitted, it would still be superior to the Mattawamkeng route, from an en- 
 gineering standiioint. It is needless to dwell on the cost of construction, as there am more than 100 
 mile< less to build by the Quebec route, besides the utilizing and enhancing of our Govcrnmont railway, 
 and the advantages that would be derived from the building of a railway through onr own forests instead 
 of through foreign soil. (See Mr. Light's Eeport for eHVict of grades and curves on train moyement. 
 
 I will now make a few observations, on the comparative merits of each route viewed from a national 
 and commercial standpoint. 
 
 From a national standpoint there can be no comparison. 
 
 It was on this ground that the lutercolonial Railway was built around by Matnpedia and Bathurst, 
 It was on this ground that the line of railway was built north of Lake Superior ; and the recent trouliles 
 in the North- West has given a convincing proof of the advantage and necessity of having a trans-con- 
 tinental railway on our own soil, in one unbroken chain, Irom ocean to ocean. 
 
 To view the matter from a conmercial standpoint, let us first take a map of the world and see our 
 geographical position. 
 
 The distance from Liverpool to Japan is more than (1000) one thousand miles shorter by the St. 
 Lawrence, Quel)€C and C. P. By. route than by the New York and San Francisco route ; and it is the 
 well-founded hojje of the Canadian Pacific Railway Company, that when their line is completed from 
 ocean to ocean, the bulk of the trade between Great Britain and the eastern empires will pass by their 
 route. 
 
 Now let US take the map of North America, or the railway map of the Dominion of Canada ; but in 
 the latter map I notice a departure from the general rulta of map-making, which shows the Kiver and 
 Quif of 8t Lawrence to great disadvantage. 
 
 For some reason or other Mr. Sohriebisr, instead of placing his perpendicuhii meridian in the centre 
 of the m <p, has placed it away over near the left hand side in Alberta, wliicli by the convergence of meri- 
 dians throws up the River and Gulf of St. Lawrence, so that to an inexperienced observer, this great nver 
 highway seems to run northwards from Montreal, nearly at right angles to the apparently desirable course 
 which would seem to be to Portland according to said plan. But draw the direct air line from Montreal 
 to Liverpool, which passes north of Quebec, and through Labrador several miles north at the Strait of 
 Belle Isle, and you do away with the delusion. 
 
 Look on the same plan and it will be seen that SavH Ste Marie, Mattawa and Quebec are nearly on 
 the same parallel of latitude. 
 
 From Sault Ste Matie look westward along the route of the Northern Pacific Railway and see the 
 immense extent of country on either side, lying between the 44th and 49th parallels of north latitude 
 which must eventually find an outlet to noithern Europe by the shortest possible route. 
 
 Quebec is situated in latitude N. 46° 49', Cape Sable in Lat, N. 43° 20' and Liverpool is in Lat. N. 
 63- 22'. 
 
 Now it is evident that traffic from the West, by the 0. P. Railway, if shipped for Liverpool by any 
 port west of Halifax, on the Atlantic coast, must go south more than three degrees, and then come back 
 ten degrees northwards to reauh its destination ; while if shipped by Quebec, the oxan route by the Strait 
 of Bell Isle, is nearly a straight line, and therefore the shortest possible summer route. And the shortest 
 possible winter rout« is by Louisburg or Canscau, unle.<is that a railway is made to Labra'lor which is not 
 likely to be done in our day. 
 
 It should, therefore, be the duty of Government, to guard, foster and develop every natural advantage of 
 the ports situated on this the shortest route, between ihe heart of the continent of America and Northern 
 Europe, by giving free, inde|iendent and unbroken lines of communication to establish competition, which 
 never can be done without a bridge at Quebec. 
 
 With these facilities and an impuUe of Mercantile enterprise once directed towards the port of Quebec, 
 the tide of Canadian trade that has «o long been ebbing from us towards Portland, Boston and New York, 
 through the Grand Trunk Railway and otber lines, would undoubtedly soon reiurn, and with it would flow 
 in all probability a great perw-entage of the trade between Europe and the Northern part of the United 
 States, aud all Canadian ports on the Atlantic seaboard would feel the beneficial results. 
 
 But instead of this tie Railway resolutions, no* betore Parliament will, if carried out, have the effect 
 of injuring, not only Quebec, but all the f astern jjorts of Canada, not excepting Montreal, for the building 
 of the Short Line via. Lachiue, Sherbrooke and Mattawamkeag, if a yood railway could be made there, 
 would be tantamount to building a Chineae Wall, from the laurentides above Montreal to Bangor, to divert 
 all the Western tiafiic into American sea-ports; for once it passes by Lachine and Sherbrooke, and crosses 
 the United States Boundary line, west of the Eatahdiii and Traveller Mountains, it will never return to a 
 Canadian Seaport. 
 
 If Portland is considered too far West any other port on the United States coast that speculators may 
 choose, between there and Eastport, may be made the terminus. 
 
 Once down at Dover, or even they went to Milo Junction, does any sane man think that they will go 
 eastwards over three degrees of longitude, simply for the sake of going to Saint John, and then have to 
 back out on a South by West course more than 120 miles to get around Cape Sable. 
 
 St. John's only chance of getting traffic from the West, is by the Quebec, Etchemin and Lake 
 Chesnncook route advocated by Mr. Light. 
 
 I have no desire to enter the conflict between Mr. Light and Mr. Schrieber, but in giving a general 
 report I cannot ignore this imporiant line, which seems to be the olive branch of conciliation that would 
 serve equally well the commercial interests of Quebec, St. John snd Halifax, excepting this, that as for the 
 piotection of our Maritime ports against competition by the ports of the United States, the Trunk Line of 
 our National Railway should be kept on the North Shore of the St. Lawrence as far east as it is possible to 
 bridge that great river, so the same railway should be continued, north of the dividing ridge between the 
 Atlantic and Bay of Fundy waters, until it reaches the Meridian of St. Andrews. 
 
 I simply alluded to it in my report last winter when I said that a comparatively straight line could be 
 had irom Quebec to St. John. 
 
This was the line surveyed by Colonel Yule, for the projected Quebec and St. Andrews Railway, 
 previous to the Aahburton treatj , wheu the Northurn l)oundaiy cf the United StiiteH extended only to tlie 
 source of the Penobscot waters, and the whole basin drained by tlie river 8c John and its tributaries 
 belonged to Canada and Now Brunswick. 
 
 Colonel Yule had to make a sweep northwards, in the region of the Allbguash and Aroostook, to keep 
 on British territory ; but the southern course by Lako Chesuucook will only improve tlie line, as will be 
 seen by Mr. Vernon Smith's report. 
 
 By the Ohesuncook line St. John can kill two birds with one shot, by tapping the cities of Quebec and 
 Montreal J but by the Mattawamkoag route she will get nothing ! The diatauco fioui ^Montreal to Liver- 
 pool is more than 500 miles sliorfT, by Quebec and the Strait of Belle Isle, than by the shortest potsible 
 route via St. John and Cape Sable. 
 
 In this age of lighteninj> and ateaiu, Ht John from her geographical position can never monopolize the 
 trade of Ureal Britain, liy the Quebec line she will have all the trade uf the West India luiva and 
 Southern ports. Why should she throw away the bone to grasp at the shade iv 1 
 
 Why should the 0. I'. Hail way be obliged to have a double track from Montreal to Toronto and have 
 no control over a single track from Montreal to Quebec I 
 
 Why should there be two bridges at Monti eal and none at Quebec! 
 
 Is it the enormous trade we do v ith our Southern neighbor.^ that inducoi this ? I fail to vee it. 
 
 Take the Blue Books of 1803, published by Government, and we hnd th.it close a.s we are to the 
 United States, and tapped on our whole frontier from the Atlantic to the Pnoilic, the aggregate trade, iu- 
 eluding imports and exports, with them amounted to $1)7,701,050, while our trade witli Great Btitain 
 amounted to |'J9,1'J7,682. 
 
 The Scimlijio American of ! '^'•oemfcer in an article on the Nicaragua Ship-Riil ivay says ; "Much 
 " OS we hear of ocean steam navigation fully three fourths of the world's freights today are carried m 
 "sailing vessels, and they are likely to continue to carry blow freights.' 
 
 Montreal has succeeded in being the terminus for ocean ste^m navigation, and we help to pay for it ! 
 but for sailing vessels the summer terminus must be Quebec — the brigs, schooners lic. from the Gulf (lorts 
 and Lower Provinces can s«il into the port ol Quebec — they must be towed to Montreal ! Every spring 
 the ocean ships can load at the Quebec Wharfs, and sail over to Liverpool, beljie the ice is oil' of Like St. 
 Peter and other parts of the river St. Lawaence between Quebec and Montreal. 
 
 It should be the duty of Montreal Members to help to secure for Quelle, rather than to send to 
 foreign ports, what cannot lie done in Montreal and can be done in Quebec. 
 
 Quebec is the only port in the Dominion that by her geographical position can rival and excel tho 
 ports of the United States, during seven or eight months of the year ; and I ask is there any iustidcation 
 for leaving her out in the cola, or for making the loyal French Canadians of the Province of Quebec pay 
 for cutting their own throats '( 
 
 I might go on to talk of the bonded system and a thousand other arguments that militate against the 
 Mattawamkeag route, but it is useless to tax your patience; as I see no argument that can be biought in 
 its favor, only that it is the shortest route, which 1 have proved from sources undeniable to be erroneous. 
 
 It is evident that the Minister of Kailways does not view this matter in the same light that 1 do, 
 since he has decided otherwise ; but, although 1 am a staunch Boman Catholic, 1 am not bound to believe 
 that all the Popes iu tho world uro infallible; neither do 1 believe that all the engineers employed by the 
 Dominion Government are entirely exempt from liability to error ; and 1 tr'.ist in the Honor of Parliament 
 that steps will be taken to arrive at more satisfactory evidence of the necessity of being under a compli- 
 ment to our neighbors for right of way before the money is voted. 
 
 It may be found rather strange for a member of the Civil Service to go so squarely against a Govern- 
 ment measure ; and tliis report or appeal may be attributed to political motives. 1 Iheivfore beg to state 
 that this has nothing whltever to do with, nor have 1 any desire to meddle in politics. When 1 did 
 meddle in politics I was always a firm supporter of the present Minister of Militia in the county of 
 Quebec. 
 
 My action in this matter is altogether due to my own sincere heart-felt convictions, without being 
 prompted or solicited by any one. What I have done is on my own account, and at my own expense, un- 
 aided, unpaid for, and positively uncontrolled by any one. I have no personal interest no more than 
 any other common citizen, and my only motive is our country's good. 
 
 My losition as Inspector of Surveys for the Province of Quebec, and my previous practice as a Land 
 Surveyor and Civil Engineer, has given mo the advantage of having a [iraoticai knowledge of tho general 
 geographical features and capabilities of the country ; and knowing what I know, and being honestly luid 
 thoroughly convinced of the justice of the cause, and the great, incalculable interests that me at stake — 1 
 feel that if I kept bilent on this occasion I would bo unworthy to draw a Government salary — 1 would bo 
 unworthy the name of a man I 
 
 I will conclude by quoting the following appropriate words from Sir Walter Scott in the lay of the 
 Last Minstrel : 
 
 "Breathes there a man, with sou) no dead 
 " Who never to himself hath Slid 
 " Thia ia my own, my native land 1 
 
 Ottawa, 24th June, 1885. 
 
 HENRY O'SULLIVAN, L. S. & C. E. 
 
 Insi'Ectou of Subvevs, P, Q. 
 
 ITOTE. 
 The Sherbrooko and Mattawamkeag lino runs about 300 miles on United States soil, as follows : 
 
 IfamDdiiry line Ut Moomi lUver S miles, 
 
 • KlTcr to MiitUwutiikOM|{ is irlven riSJ in Mr. Hi-hrlclwr'R^ rrimrt, Imt the prtfllo n( the line surveyed hy 
 
 Mooie 1__ .... . 
 
 UoBsrs. HiKtlTanl anil Uuriwe 111 tile Onvernnient lUilway lilnKlneur'H OHIoc, Kl^'es.. 
 Mstttwsmkeag to Vaiidwru 
 
 Totals 
 
 MSI 
 
Herewith are Submitted the following Plana and Papers. 
 
 No. 1. FlanofpartofOanada and the United states, embracing from the 48rdtothe 49th parellels of 
 North latitude, and from the 63rd to the 74th degrees of West longitude, showing thereon the 
 principal Railway lines in question, and also, shaded in red, the portion of Canada Borren- 
 dered to the United States by the Ashburton Treaty. 
 
 No. 2. ReportPicompanying said plan published in Quebec J/omin^ CArontcfa, 7th March, 1886. 
 
 No. 3. Letter to Mormng Chronicle, 9th March, correcting some misstatements. 
 
 No. 4. Large profile of Quebec and Edmunston Route compared with Sherbrooke and Mattawamkcag 
 Bonte ; Horizontal scale, 10 niles to an inch; Vertical scale, 200 feet to an inch. 
 
 No. 6. Plan of part of International Railway from Lake Megantic to the United States Boundary line. 
 
 H. O'S. 
 

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