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 R E P O R T 
 
 Exploration of Routes 
 
 NORTH AND SOUTH SIDES OF OTTAWA RIVER, 
 
 OK THE 
 
 MONTREAL 
 
 iRTHIRN COLONIMTION Rll 
 
 r li o M 
 
 CREXYILLE lo OTTAWA CITY. 
 
 BY 
 
 CHARLES LF.ddK. Ksi j., C. K„ and DUNCAN MACDONAUI), Kscj. 
 
 ■^ 
 
> 
 
 i 
 
 ■■ 
 
pflntrtd llortljern Colfliti^ation llailtoaj). 
 
 REPORT 
 
 OF 
 
 C. LEaGE, Esq., O.E., 
 
 AND OF 
 
 DUNCAN MACDONALD, Esq. 
 
 The following is the report of Messrs. Leggo & Macdonald, which was pre- 
 sented at a meeting of the members of the City Council, and a delegation from 
 Ottawa county, held in the City Hall, on Thursday, the i2nd March, 1871 :— 
 
 MoNTUEAL, 28th February, 1871. 
 
 Sir, — In accordance with instructions re- 
 ceived from the Directors of the Montreal 
 Northern Colonization Kailway Company, we 
 have visited and examined the country lying 
 between the cities of Montreal and Ottawa, 
 for the purprse of ascertaining, in so far as 
 could be done by a cursory examination, the 
 relative advantages presented for the location 
 of the railway, on either the north or south 
 sides of the Ottawa Kiver. We now beg to 
 furnish the following report, as the result of 
 our investigations, extending from the 20th 
 to the 28 th of the present month. 
 
 In order to comply with the conditions 
 generally admitted as necessary, that the line 
 should be an independent one, or, in other 
 words, proceed direct from the city of Mont- 
 real, in the direction of the Ottawa valley, 
 and unconceded lands lying to the north of 
 it, so fulfilling its functions as a colonization 
 line, and unite with the Canada Central Rail- 
 way, it was evident that no point of departure 
 from the Grand Trunk line could be had, 
 west of Montreal. The country lying between 
 tliis city and Grenville, a point on the Ot- 
 tawa about sixty miles from Montreal, being 
 extremely favourable for railway location, 
 .ind no great difference of opinion existing as 
 to the route to be followed over the interven- 
 ing space, our attention was more particular- 
 ly directed to the country lying between 
 lirenville and Ottawa city, and about which 
 the utmost diversity of opinion existed in re- 
 'jard to its adaptability for a line of railway, 
 jiarticularly on the north side, both with re- 
 ference to physical difficulties, as well as to 
 the amount of traffic which would be ob- 
 tained, were the line to follow that shore. 
 
 The failure of the Canatla Central Company 
 to obtain from the Province of Ontario a re- 
 newal of the Land Grant of 12,000 acres per 
 mile, in aid of the work, if located on tha 
 south side of the river, between Ottawa City 
 and Hawkesbury, a village opposite Gren- 
 
 ville ; while 
 
 at the same time the Quebec 
 Government offered and gave a renewal of 
 the Land Grant, to the extent of five thou- 
 sand acres per mile from Montreal to Gnn- 
 ville, a distance of sixty miles, with an in- 
 creased grant of fifteen thousand acres - . r 
 mile from Grenville to Ayhner, a village v .* 
 the Ottawa River about eight miles above 
 Ottawa City, or a total distance from Gren- 
 ville of sixty eight miles ; making an aggre- 
 gate amount of assistance of 1,350,000 acres, 
 coupled with the imperative condition, how- 
 ever, that the line should be located entirely 
 within the Province of Quebec ; it therefore 
 became a question of great importance to the 
 successful carrying out of the enterprise, to 
 determine as to the possibility ef complying 
 with this condition, and so securing the 
 grant. 
 
 On the other hand, a partial promise had 
 been made by tlie Ontario Government of a 
 money grant of from two thousand dollars to 
 four thousand dollars per mile in aid of new 
 railways, provided they headed in the direc- 
 tion of Crown lands, and opened them up ; 
 but not payable until the completion of the 
 work. The uncertainty as to whether the 
 line, if located on the south side of the river, 
 between Hawkesbury and Ottawa City, could 
 lay claim even to this moderate assistance, 
 under the stipulations mentioned, will natur- 
 ally cause the Company to view the north 
 side with favour, providing the expense of 
 construction bo not so largely in excess of 
 that on the south shore, as to exceed the 
 value of the Quebec Land Grant. 
 
 Against the north shore it has been al- 
 leged that tliR Laurentian Mountains ap- 
 proach its margin, thus rendering the con- 
 struction of a railway one of great cost, — that 
 there is but little arable land, and that con- 
 sequently no freight can be expected from 
 agricultural productions ; that, even in the 
 great item of sawed lumber, the south shore 
 
 i 
 
exceeflH it ; that tlu; population in BparB«,aud 
 from tho nature of tlio ground, but small in- 
 crcaKo can be anticipated ; while, on the 
 other hand the cotnitry lyin^ to tho gouth ot 
 the Ottawa, or within the Province of 
 Ontario, ofTers peculiar facilities for a line 
 of railway, being comparatively level, with 
 but few rivers to cross, and a fine agricultu- 
 ral district, well settled, and promising n 
 considerable amount of local freight in ad- 
 dition to the great lumber traflie. 
 
 How far the foregoing characteristics have 
 been realized, our investigations will pre- 
 tontly show. 
 
 Wo will first give a brief description of the 
 line and country explort;d along the north 
 side, afterwaids of that on the south, with 
 comparative statement of the principal pro- 
 ducts, &c., Ac. 
 
 Leaving the upper end of the Carillon and 
 (h-enville Hallway, no difliculty is ex|)eri- 
 enced in reaching the mouth of the Jiiver 
 llouge ; at this point a spur of the liauren- 
 tian chain approaches within a short distance 
 of the Ottawa liiver, but with a sufficient 
 space of plateau between for several lines of 
 rails, at an ample height above high water. 
 From the llouge to Papineauville, the pla- 
 teau or space existing between the Ottawa 
 and base of the Laurentides varies from one- 
 fourth of a mile to a mile in width, with a 
 height of from 20 to 40 feet above the river. 
 The soil is clay, nearly al). cleared and culti- 
 vated, and admirably adapted both in grades 
 and directness of line for a first-class rail- 
 way. In this distance but few gullies, and 
 those containing only small brooks or streams, 
 are encountered, presenting no difficulty in 
 crossing. 
 
 From Papineauville to Buckingliam the 
 same general character of country is found, 
 but with a considerably wider plateau, in 
 some places possessing a width of six miles. 
 The plateau, in fact, is divided into a series 
 of terraces of from 20 to 30 feet in height 
 and each upwards of half a mile in width,' 
 running parallel to each other, and also to 
 the Ottawa river. The line of railway could 
 follow on either of the terraces so formed 
 with equal facility, but as the most favour- 
 able point for reaching the Nation River ex- 
 ists near its mouth, it is probable that the 
 lower terrace would be the most desirable 
 one to adopt, affording, as it does, ample 
 height over the flood waters of the Ottawa. 
 We were greatly struck with the agricultural 
 capacity of this section, much of which is 
 imder cultivation. The large and flourishing 
 village of Buckingham, with a population ol 
 2,000 souls, is situated several miles back 
 from the mouth of the Eiviere du Lievre 
 and is about 100 miles distant from Mon- 
 treal. The village possesses several very ex- 
 tensive establishments for the manufacture 
 of sawn lumber, with an enormous water 
 power yet available. The lumber is carried 
 several miles by slides from the mills to the 
 Ottawa river, where it is either rafted or 
 placed on barges for transportation to mar- 
 ket. The railway line could lass through 
 
 the village, and short sidings be placed in 
 immediate connection with the mills, or by 
 following tho lower terrace, easy access can 
 be had to the piling grounds at the endu of 
 the slides and points of shipment. 
 
 From Buckingham to Hull, opposite Ot- 
 tawa city, a distance of nearly 20 miles, tho 
 same favourable conditions for a first-class 
 road still continue, with a fine fertile belt of 
 from seven to fifteen miles between tlio 
 fiaurentian Hills and the Ottawa liiver. 
 The Gatineau, one of the most considerable 
 streams encountered, enters the Ottawa at 
 Hull, Its average width is upwards of GOO 
 feet, with level banks and fine approachoii 
 for crossing. 
 
 It is navigable for several miles from its 
 mouth by barges, Ac, to tho lumber piling 
 grounds of Messrs. Gilmour & Co. 'i'he most 
 favourable point of crossing, both with refer, 
 ence to grades, and access to Hull and Ot- 
 tawa, will l>e found near tho mouth of tho 
 stream ; here either a high level bridge to 
 permit barges, &c., to pass underneath to 
 Messrs. Gilmour's depots, or one at a lower 
 level, with a swing bridge, may be placed. 
 
 By keeping the line further north, on a 
 liigher plateau, or above the head of naviga- 
 tion, the river may be crossed by an ordinary 
 fixed bridge. The line into Hull by this lat- 
 ter route will not, however, be so direct, or 
 perhaps so cheap, as that by the front. 
 
 Arriving at Hull, a connection can be had 
 with the Canada Central Railway, on tho 
 Ontario side of the Ottawa River," by a low 
 level fixed bridge placed a short distance 
 above the Chaudiere Falls. The total width 
 of the river at this place is in the neighbour, 
 hood of 4,100 feet, but it is very shallow, 
 with rock bottom, and may be crossed in 
 the greater part of the distance by slight 
 embankments, as the adjoining banks are 
 low, and the main channel only about 
 100 feet wide. Timber and saw logs be- 
 ing the only things passing this point, 
 the lower side of the bridge requires to bo 
 elevated only a small height above high 
 water. This point of crossing the Ottawa 
 by a railway bridge will neither interfere 
 with buildings nor streets, and is, in our 
 opinion, by far the cheapest and best site for 
 the purpose between St. Anns and Ottawa 
 city. 
 
 From Hull to Aylmer village the line will 
 follow the margin of the river, over a direct 
 and level route. The road, so located, will 
 present great facilities of communication 
 with steam sawmills to be placed on the 
 banks of the Ottawa, and drawing iheir sup- 
 plies of logs from the upper river. 
 
 Between Hull and Aylmer a very good 
 agricultural country is found, and many fine 
 farms already exist. We were informed that 
 tho next county to the west, Pontiac, was 
 even superioi and well .".ettled, offering groat 
 inducements for carrying the railway through 
 it, and crossing into Ontario at Portage du 
 Fort; but as Aylmer was the western limit of 
 our explorations, we had no opportunity of a 
 personal examination of that county. 
 
 ^ 
 
 I 
 
;-{ 
 
 At AyFtner (ho railway would form a junc- 
 tion with tho steamers of the " Union For- 
 warding Co," plying to a considerable diH- 
 tance on the Uppei Ottawa, and wo applird 
 to the officer* of this company in Ottawa for 
 information respecting the tonnage of freight 
 carried annually by their line, a considerable 
 proportion of which the railway might rea- 
 sonably expect to carry from Montreal to 
 Aylmer, and thus avoid the expensive tran- 
 shipment at the portage from Ottawa and 
 Hull to Aylmer. This information we were 
 unable to obtain, but that the amount would 
 be considerable ia evident from tho fact that 
 during the seven months of navigation ten 
 large teams are constantly employed for 
 freight, and eight stages, making two trips a 
 «lay, for passenger traffic. 
 
 As we have to do more particularly witli 
 the County of Ottawa, on tho north side of 
 that river, and with the Counties of I'rescott 
 and Russell Hanking it on the south side, as 
 the rivals to the railway, we will confine our 
 remarks to these localities. 
 
 From the Warden and several Mayors and 
 leading inhabitants of Ottawa County, we 
 learned— that the settled portion extended 
 north from the Ottawa river to an average 
 distance of about forty miles ; and that along 
 the lines of several of the rivers to a dis- 
 tance of from eighty to one hundred miles, 
 settlers could bo found— that in this northern 
 region excellent cereals and root crops were 
 raised ; for instance, a yield of wheat had 
 been obtained of froax 13 to 17 bushels from 
 u bushel of seed eor/n, the land producing, of 
 Indiai. corn 25 bushels per acre, potatoes 
 200 bushels, coarse grains about 30 bushels, 
 and hay two tons to an acre. 
 
 They moreover assert that, even with tho 
 Laurentian Hills occupying part of the coun- 
 ty, fully three-fifths of the total «rea is fit for 
 tillage, and that many of these hills are sus- 
 ceptible of cultivation to their very tops. 
 From the table of agricultural productions, 
 &o., of this county, which we have compiled 
 from the census returns of 1861 (to be foimd 
 further on), it will be seen that even at that 
 period tho aggregate amount of farm pro- 
 duce compares very favorably with the re- 
 turns from the southern riva; counties. 
 
 The population, as returned by that cen- 
 sus, amounted to 27,7r)7 souls, and is now es- 
 timated to equal 45,000. The gentlemen re- 
 ferred to, claim, in the event of the railway 
 beingibuilt on the north side, that it will bo 
 perfectly feasible to construct cheap narrow- 
 gauge roads, branching from the main line, 
 and penetrating into the northern part of the 
 county, and unconceded lands beyond; 
 that, by tho railway connections and fa- 
 cilities so obtained, vast and otherwise 
 undeveloped mineral wealth would be- 
 come productive ; that, owing to ex- 
 pense of transport, even tho rich plumbago 
 mines of Buckingham, in which a large 
 amoant of capital has been expended, are to 
 a large extent unproductive, or at least yield 
 but a small percentage of profit, to that 
 which they othcrwig* would ; and that many 
 
 branches of industry, connected with the 
 products of tho forest and mine, would 
 spring into existence, by the aid of a railway, 
 giving cheap and expeditious transport. 
 
 They claim to have from five to six thou- 
 sand men engaged in lumbering operations, 
 and that the production of the forests would 
 be much augmented by enabling the hard 
 and non-fioatable timber to be sent to 
 market. 
 
 These gentlemen also point out the fact 
 that the western peninsula of Ontario, or the 
 section of that Province east of a line drawn 
 from Prsscott to Ottawa city, and lying be- 
 tween the St. Lawrence and Ottawa rivers, 
 does not possess an average depth of over 40 
 miles. That on the south side, this narrow 
 belt is already served by the Grand Trunk, 
 the year round, and also in addition, during 
 the summer season, by the navigation of tha 
 St. Lawrence, and that of the Ottawa river 
 on the north side. That the influence of the 
 Grand Trunk railwa'^, for freight and passen- 
 gers, is felt, and would continue to command 
 tho traffic of a belt of country at least twenty 
 miles in depth from the St. Lawrence, and 
 thus leave only the remaining comparatively 
 narrow strip of twenty miles for back country 
 to the Canada Central, or any other road, if 
 built along the south shore of the Ottawa. 
 That a considerable portion of this country 
 is occupied by peat bogs, and is, therefore, 
 unprod "*ive in an agricultural point of view, 
 that thv..e is no mineral wealth and but little 
 timber left ; the supplies of saw logs, &c., 
 now CUV) on the south shore, being drawn 
 principally from the north, or Quebec side 
 of the river. That the surplus coarse grains, 
 grown on the south side, together with pork, 
 butter, hay &c., now actually find their prin- 
 cipal market on the north shore, to supply 
 the lumbering establishments. That even 
 were the railway placed on the south bank, 
 it would have to be several miles back from 
 the Ottawa, to avoid many deep gullies, and 
 therefore be brought more immediately with- 
 in the area of Grand Trunk influence. That 
 in fact, it would have no back country at all, 
 and but little traffic, with the exceptiom of 
 lumber und even of this latter item, the 
 prinripal supply would be drawn from Haw- 
 k( sbury, half way between Montreal and 
 Ottawa city, the lumber cut at Ottawa having 
 two other lines of railway, striking the St. 
 Lawrence at Prescott and Brockvillc, for its 
 transportation, and which would be rivals to 
 the south shore line. 
 
 On the other hand, the railway placed 
 along the north bank, while hav'ng a back 
 country stretching to the North Pole, could 
 also accommodate the ordinary traffic of the 
 south side, to tlie Grand Trunk dividing line 
 before referred to. The Ottawa, being com- 
 paratively a narrow river, with long stretches 
 of still water, freezes over during the winter 
 season, and on the ice bridge so formed, freight 
 and passenger trafifc can be conveyei! from 
 all points on the south side of the iiver to 
 thediflferent stations of the railway on the 
 north shore, while during the period of navi- 
 
 I 
 
Kfttion, the buiiio duty can bo porfornuMi by 
 ferry boatH, in a cheap and oxpetlitious man- 
 ner. Undwr all thcso circumstanceH, it is 
 claimed tliat tiio maximum amount of utility 
 t«) tiie city of Montreal, the agricultunij, 
 lumbering, manufacturing, and minftig in- 
 duHtricM, au well ah to tho country at large, 
 for colonization purpoHUH, would be attained 
 by tho location on tho north shore of the 
 Ottawa lliver, ofthis Hcctien of what may 
 eventually bo termed the "Canada Pacihc 
 Railwoy." 
 
 Thene views appear to be founded on just 
 and correct principles, and demand the bust 
 consideration of all parties interested in tho 
 work, even apart from any question of differ- 
 ence in cost of construction, by tho rival 
 routes. 
 
 Before concluding our special remarks with 
 reference to tko north shore route, some allu- 
 sion will bo made to tho subject of the rivers 
 and streams encountered, with the extent of 
 bridging necessary for the same, more espe- 
 cially as tho public have been led to believe 
 that this work would be found to be of a for- 
 midable character. 
 
 Leaving out, (in making a comparative 
 statement,) the two branches of the Ottawa 
 at Isle Jesus, and the North Iliver at St. An- 
 drews, which will lie common to either of tho 
 two routes, we find existing, between Oren- 
 yille and Hull, nine rivers, three of them be- 
 ing brooks or small creeks, and therefore 
 scarcely entitled to the name of river. Tho 
 aggregate length ot tho bridging required 
 for the nine streams \\ill be 1650 lineal 
 feet. 
 
 To this should be added the length of the 
 bridge over tlio Ottawa Itiver, above tho 
 (Jhauditre Fulls, where the total waterway 
 across the main channel and bays on either 
 shore amounts to 4,100 feet. As before stat- 
 ed, the water over the greater jjortion of this 
 distance is extremely shallow, in fact the 
 rocky bed of a considerable section is bare 
 during the dry season, and, as already men- 
 tioned, may be traversed by a cheap earth 
 embankment, reducing tho bridge proper to 
 a distance of about 1000 feet, which, added to 
 the previous length for other rivers, will 
 make a total of 2C50 feet of bridging between 
 Grenville and Ottawa City, or the junction 
 with the Canada Central Hallway. Naviga- 
 ble streams not existing, no draw-bridges are 
 required, for as already remarked, the Gatin- 
 eau barge navigation is accommodated by 
 keeping the bridge suliftciently high to per- 
 mit vessels of that class to pass underneath. 
 
 We will now refer more particularly to tho 
 proposed route on the south side of the Ot- 
 tawa, from Hawkesbury, opposite Grenville, 
 to Ottawa city. 
 
 Wc find that two distinct lines have been 
 surveyed, tho first by Mr. Kingsford, C.E., 
 about the year 1855, under instructions from 
 tha Vaudreuil and Bytown RHilway Com- 
 pany, and the second by Mr. Starke, C.E., 
 engineer of the Canada Central Railway Com- 
 pany. The first, between the city of Ottawa 
 and Vaudreuil, formed a junction with the 
 
 Grand Trunk Railway at the latter place, 
 keeping several miles back from tho Ottawa 
 river, in its entire distance, to avoid gullios, 
 and therefuro not striking tho water at 
 Hawkesbury. This line passes over an exceed- 
 ingly favourable country for grading, and iu 
 this respect, is about e(|ual to tho North-shore 
 route previously described. In tho item of 
 bridging, however, it is largely in excess of 
 its northern rival, especially if crossing tho 
 river between Hawkesbury and Grenville. 
 
 On this route we find between Ottawa and 
 Hawkesbury fourjivers and canals to cross, 
 which, with several minor streams, require 
 an aggregate of 2,2(50 feet of bridging ; and if 
 to this be added the length required to span 
 the Ottawa river and canal at Grenville (2000 
 feet), wc have a total of 42C0 lineal feet of 
 bridging, as against 2G50 teet by the North 
 side. 
 
 Mr, Starke's survey, from Ottawa to 
 Hawkesbury, does not extend so far inland 
 as that of Mr. Kingsford. His line also 
 passes ov-r an extremely favourable country, 
 but giving an additional amount of bridging. 
 The estimate by this line is 3000 feet, and il 
 to this be added, as before, the bridge to 
 Grenville, 2000 feet, we obtain a total of 5000 
 lineal feet, or 2350 feet in excess of the 
 bridging on the North shore. 
 
 It may be asked : Why cannot the river at 
 Hawkesbury and Grenville be contracted by 
 embankments similar to the plan proposed at 
 Ottawa ? We reply, for the following reasons : 
 
 During high water in spring, vessels de- 
 scend the river and return by the Carillon 
 and Grenville Canal ; if, then, the bridge bo 
 placed on a low level, two swing bridges 
 will have to be provided for the navigation. 
 These two fruitful sources of danger, to- 
 gether with a third one over the Rideau 
 Canal, at Ottawa, ore objectionable features 
 in the route, more especially in the event of 
 its becoming the great through line. 
 
 When we speak of a "low level bndge" in 
 this connection, it is but in a comparative 
 degree, as since during the period of high 
 water the surface of tho Ottawa rises to a con- 
 siderable height above tho summer or low 
 water line, the lower chords of the bridge 
 would require to be sufficiently high above 
 the upper level to permit rafts of timber, 
 with cabins, etc., to pass freely through 
 either of the spans. The rail level under 
 these conditions would bo at a coimidernMe 
 height above the bed of the river, and neces- 
 sitate heavy embankments to carry the lino 
 on either side to the river banks, which are 
 also of considerable height. These exten- 
 sive embankments, if made, would probably 
 cost as much per lineal foot as the bridge 
 superstructure. On the other hand, if wo 
 eliminate the swing-bridges, »nd adopt a 
 high level crossing above the navigation, 
 fiimilar to the Grand Trunk R.iilw.i" hrid'rj! 
 at Bt. Aim's, the embankments, abutments, 
 and piers will become proportionally higher 
 and more expensive. In view of these con- 
 siderations, we can see no means of lessening 
 
 'I 
 

 llio IciiRtli of thin biidge from about tho 
 Ul^uruH givou. 
 
 Having had accesH to tlie maps and profiloH 
 of tho two lines sur-oycd, und from tliewc- 
 doctunentH obtained hh reliablo infovnistion 
 ix» if weliad Kono over thu ground, we. decid- 
 ed on f(yIlowiug tho travelled road from 
 Ottawa City to Ifawkesbtiry, as it would givo 
 us an opportunity of examining the country 
 bordering moro immediately on the river. 
 For most of tlie diatancc, we ascertained that 
 tt line ngricultunil country existed, with no 
 special difficulties in the way of a good rail- 
 way line, with tiio exception of the gullies 
 before referred to, and that the line might 
 not be (juite as direct as those surveyed. 
 
 The relative disbmces between the two 
 points, Ottawa City and Grenville, by either 
 the north or soutli shores, may be coasidered 
 e(iual, and tho total length of line to Montreal 
 be taken at aljout 120 miles. A saving in 
 cost of construction will no doubt bo obtained 
 by the adoption of the north shore or Quebec 
 line, owing to the extra cost of bridging via 
 the south shore routes. 
 
 What tlie precise cost of either route will 
 bo, we cannot state, without determining the 
 actual amount required for the bridge at 
 Grenville. We are enableu, however, to 
 form a pretty close approximation from esti- 
 mates, actually made, of the lines on the 
 south side, to which we have added the usual 
 sum per mile for rolling stock, plant &c., Ac; 
 and also a sufWcient amount to cover the three 
 large bridges required. B'rom these data, we 
 estimate that the railway between Montreal 
 and Ottawa, built in a first class ityle, 
 and completely equipped, will cost, by either 
 of the lines described, about $30,000 per 
 mile, or a total sum of $3,000,000. 
 
 To assist in arriving at a decision as to 
 which of the routes obould be adopted, in 
 view of monetary considerations, tho follow- 
 ing figures are submitted : — 
 
 FirH — Line from Montreal to Ottawa City, 
 m North Shore; distance, 120 miles: — 
 Total cosi, as above.. $3,600,000 
 
 To meet this expendi- 
 ture the Comjiany 
 will have the land 
 grant of 1,200,000 
 acres, worth, say, $1 
 
 per acre ?1,'!00,000 
 
 Montreal municipal 
 
 grant 1,000,000 
 
 Municipal grants of 
 intervening coun- 
 ties, &c .500,000 
 
 Leaving amount re- 
 
 §2,700,000 
 
 quired to bo raised 
 by private subscrip- 
 tions for stock, and 
 sale of bonds $ 900,000 
 
 Second — Line from Montreal to Ottawa CUjr, 
 
 via South Shore ; distance, 1 20 miles :^. 
 
 Total cost aa before. . $.1,600,000 
 
 To meet this expendi- 
 ture the Company 
 would liave : Mont- 
 real municipal grant 
 as before $1,000,000 
 
 Municipal grants of 
 intervening coun- 
 ties as before 500,000 
 
 Asuraed maximum aid 
 from Ontario Gov- 
 ernment of $4,000 
 per mile for 60 
 miles 240,000 
 
 $1,740,000 
 LcaTlng amount to be 
 raisea by private 
 subscriptions for 
 stock, and sale of 
 bonds 1,860,000 
 
 $3,600,000 
 
 $3,600,000 
 The Company will, therefore, be in the fol- 
 lowing financial position : — 
 North Shore Line. — Amount re- 
 quired to be raised from private 
 
 sources $ 900,000 
 
 South Shore Line. — Amount re- 
 quired to be raised from private 
 
 sources $1,860,000 
 
 From this comparison, it is evident that 
 the northern rival carries off the palm in tho 
 financial interests of the company to the ex- 
 tent of $960,00b, an amount sufficiently great 
 to turn tho scales in its favour, even apai-t 
 from other considerations, which make it 
 still more to preponderate. 
 
 In explanation of the foregoing values 
 given to tho governmental grants of the 
 Provinces of Ontario and Quebec, we may 
 observe, that, in tho opinion of many well 
 informed persons, the money value we have 
 attached to tho land granted by the Province 
 of Quebec is far within the mark. Various 
 values have been asaigned by the parties in 
 question, varying from $2,400,000 to $46,000,- 
 000, basing their opinions on the valuable 
 timber limits, mining properties, &c., covered 
 by the land itself. We have endeavoured, in 
 making this comparison to keep safely with- 
 in reasonable limits, and think our estimate 
 a. fair one. The greater portion of the land 
 is at present inaccessible to settlers, and must 
 continue so for some years to come ; it cannot 
 therefore at present be sold for anything liko 
 its intrinsic value ; but if the company, by 
 municipal and private aid, can raise the 
 greater portion of the amount required to 
 construct the road, the land will eventually, 
 no doubt, become of greater value, and furnish 
 good collateral security to the municipal and 
 private stockholders iu addition to the actual 
 railway itself, of which they will be the pro- 
 prietors. 
 
 We presume the most enthusiastic friends 
 of tho scheme do not anticipate very large 
 
direct returns on tho inrentmcnt, beyond 
 working expenses, at least whiio tho work 
 continues in its present proportions, termi- 
 nating at Ottawa or Aylnier. 
 
 A union witli tliu Cunaila Central, and, by 
 this nieariH, an oxtcUHinn westward along tliu 
 Ottawa valley, rroHsing at tho Sault Ste. 
 Marie, and forming a junction with tho 
 American Northern I'acitto Road, now in 
 course of construction, will reduce the dis- 
 tauco of tho overland railway route from 
 Pacific to Atlantic oceans between 400 and 
 000 miles, over tho shortest existing Ameii- 
 can line. 
 
 With this connection effected, at an early 
 date, and it has already strongly recommend- 
 ed itself to the promoters of tho great Pacific 
 line, tho enormous traflic east and v/est will 
 flow over our link in tho chain and rich re- 
 turns will follow, or tho lino bo leased at a 
 figure which willfurnish a good percentage on 
 tirHtcost,the municipal and other stockholders 
 also retaining their interest in the rema! 'nv, 
 portion of lana grant, assuming that wo u^vu 
 not estimated its value sufficiently high, and 
 that it will not all be required to 'aid in tho 
 first construction of the road. It will thus 
 be seen that apart from tho immense indirect 
 advantages and profits to be derived by tho 
 city of Montreal, and the intervening muni- 
 cipalities traversed by and bordering on the 
 railway, a great direct value may attach 
 itself to their investment before many years. 
 In reference to the aid supposed to bo 
 given by tlio Ontario government to that 
 section of tJie road within the province of 
 Ontario, we have t«vken the4nost liberal view 
 possible in favour of the financial grant to 
 the south shore line. 
 
 The act of the Ontario Legislature, passed 
 last session of Parliament, authorizes tho 
 Lieutenant Governor in Council to grant aid 
 in construct!, u of railways to tho extent of 
 Sl,500,000. 
 
 ThT amount of aid so extended '' is not to 
 be less than $2,000 nor more than §4,000 per 
 mile, and in favour of lines leading to, or 
 through sections of the country remote from 
 existing thoroughfares, or passing through 
 thinly settled tracts, or leading to the ' Free 
 Orant Territory,' or to the inland waters. ' 
 
 Whether the section of the country traver- 
 sed by the proposed line in the counties of 
 Prescott and lUissell will come under the 
 above conditions of tne act is doubtful ; or, if 
 theright'to the grant be decided affirmatively 
 by the Ontario Government, whether thoso 
 two old settled and comparatively wealthy 
 counties will be entitled to more than the 
 minimum amount of $2,000 per mile is still 
 more uncertain. We have, however, given 
 the line in our estimate the benefit of tho 
 maximum sum of $4,000 per mile. 
 
 We will now bring our report to a close by 
 drawing your atleation to the following table, 
 giving the amounts of , the leading products 
 of agriculture and of the forest, &c., for the 
 counties of Prescott and Russell, on the south 
 side, and of tho county of Ott«wa on th» 
 
 north bank of tho river. These ret fi are 
 official, being extracted from the census of 
 1861, and shew most conclusively th.it, even 
 ct that period, tho county of Ottawa possessed 
 a much more considerable amount of wealth 
 and population than the two rival counties 
 combined :— 
 
 Comparative table of products, Ac, of Coun- 
 ties, North and .South sides ofOtUwa 
 Rivor. 
 
 {Exlrackd/rom itatittici qf C\n»ui, 1801.) 
 
 I I ^ 
 
 '-' ° -i oi tv «o !.: J3 i-s X 
 
 W re'se o-as — c.3"a 
 
 3 s 
 
 
 ^; 
 
 o 
 
 -a 
 PS 
 
 mmm ii t 
 
 c 5 
 
 in 
 ?: = 
 
 i 
 
 .s -g 
 
 >•*- CO 
 
 a -4- 1 
 
 ^ V) 
 
 is £; 
 
 
 MS 
 20 
 
 
 
 
 c 
 
 
 
 
 '« 
 
 
 
 ^ 
 
 
 
 
 X'Jl 
 
 
 
 
 sro 
 
 
 |S2 
 
 a: 
 
 2£ 
 
 
 3 MU 
 
 & 
 
 ?S£ 
 
 
 , , 
 
 
 ?" 
 
 
 1 ?? 
 
 3* 
 
 n^ 
 
 
 
 Ha 
 
 1 3 
 
 T 
 
 Oa 
 
 r. 
 
 c 
 
 N.B.— This last Item is not derived from tho 
 same source as the preceding ones, but Is found- 
 ed on data obtained very recently. 
 
 The census returns for 1871 are not yet 
 in a sufficiently forward state to enable us to 
 ascertain the relative gain in products, but, 
 no doubt, thej have increased proportionably 
 
 I 
 
• r 
 
 I 
 
 with the popiiJfttion, tho ialler of wliich ii 
 about aH follows: — 
 
 ^ouls. 
 I'opiilation of PrrRcott and nuMcIl, 
 
 tontains by ^oi.sus of 1861 22,32.1 
 
 " " for 1871, ns enO- 
 matod by Mr. Hagar, M.P., for tno 
 ^■«>"^'icH 35^000 
 
 IncrcftRO of 12 677 
 
 or nay at tho rrtc of 57 per cent in tho' ten 
 years. 
 
 SouU. 
 ropiiiation of Ottawa County by cen- 
 
 8UH of iHtJl 27 757 
 
 " for 1871, HR tistimated 
 by Mr. McKay, Warden of tho coun- 
 ♦y 45,000 
 
 I- oasoof 17,243 
 
 or at the rate of say 00 per cent in the same 
 time. 
 
 Ah before stnted, the aKrieultural products 
 of tho north Hide aro principally for homo 
 ( onsumption ; largo supplies are also im- 
 l)ortcd from tho south shore of the Ottawa 
 for the UHc of ihe northern lumbering estab- 
 lishments, such r.i coarse grains, pork, flour, 
 butter, &c. 
 
 The County of T' ntiac, adj ining Ottawa 
 County on the wcti, and which will make 
 use of the railway from Aylmcr, and no doubt 
 soon be traversed by it, makes tha following 
 exhibit in the census of 18G1 : 
 
 Cereals 547,8 1 bushels 
 
 Hoot Crops 37f',5SG " 
 
 Hay 10,711 tons 
 
 Cash value of farms 
 
 and implements $1,2(' 3,054 
 
 T,ive Stock 25,019 head 
 
 Value of do $.'580,076 
 
 15uttcr 202,212 lbs 
 
 Cheese 4,597 " 
 
 Population 13,257 souls. 
 
 From all wc could learn, the increase in 
 this co'ui'/ has been even greater during 
 the past ten years, than in either of the three 
 counties before mentioned. 
 
 For some years to come, it is not proba- 
 ble that the city of Montreal will draw any 
 great amount of farm jiroduce from any, or 
 all of these counties, but on the contrary 
 will, by the railway, have an opportunity of 
 furnishing to ihe lumbering establishments 
 large quantities of supplies now forwarded by 
 other cities or towns. Tho counties ol Terre- 
 bonne, Two Mountains, and Argenteuil, tra- 
 versed by the road v ill form the principal 
 sources of supply for market and other pro- 
 duce required bv the city. 
 
 A large passenger traffic may reasonably 
 be expected, as all in and east of Montreal 
 will take this route to the capital. 
 
 It is however in the trade in sawn lum- 
 her that the road must principally look for 
 its traffic returns. 
 
 By the table it will be seen that the 
 amount cut annually in the county of Otta- 
 
 w.t is TftriouRly esti -atod at from 1 ,S0 ooo - 
 
 000 to 200,000,000 toot, but wo will assume 
 
 ttio less"f quantify as correct. It is further 
 
 stated that otdy about two thirds ot this 
 
 quantity is moved forwanl by water <lailng 
 
 the season of navigation, having, say, 00 000 - 
 
 000 feet on tho piling grounds ; that there is 
 
 a v.a<lo springing up in Canada and the 
 
 Lniteo States by whicli smi!! Lalers supply 
 
 themselves from time to time during tho 
 
 winter, or ev.n during the summer, with one 
 
 or more car loads of lun.ber as tli,.y require 
 
 It, and so av< id the extra charge demanded 
 
 by the large dealers at Montreal, 
 
 JJurlington, and Albany : that with increased 
 
 railway facilities this trade will ?.« largely 
 
 augmented : that during the summer monUis 
 
 the canal navigation of the Ottawa is quite 
 
 uno(iuaI to the task of accommodating the 
 
 greatly riultiplied dema.ids on it: that by 
 
 carrying Jie railway from Hull to Ottiiwa 
 
 City, an increased annual production of 180- 
 
 000,000 feet is found, at least one third part 
 
 of which could be moved forward by railway 
 
 making a total for both sides of the river oi 
 
 110,000,000 feet as a reservoir of freight for 
 
 the rai 1 way to ( 1 raw f rom . 
 
 The lumber mer'hants of the Ottawa also 
 a.S8ert that a largo trade with South America 
 and southern ports is coming into existence, 
 and IS dcstmed to assume great importance • 
 that with the railway in operation, a constant 
 stream of sawn lumber will bo poured i .to 
 Montreal, meeting the shipping at Ilochelaga 
 with suitable dock accommodation at that 
 place ; that, in fact they require all the addi 
 tional outlets for this traffic, which can be 
 furnished, either by water or by rail, to the 
 mother city of Montreal, if possible, but fail- 
 \nz her, m some other direction ; that they 
 as well as tho municipalities, are prepared 
 and anxious to give all the aasistance in their 
 l)ower, m furtherance of tho work, and ex- 
 pect a helping hand from the city. 
 
 From a careful examination of \/hat has 
 been advanced, either with" reference to en- 
 gineering features, cost, tvith sum of money 
 to be rpised, amount of trade to be accommo- 
 dated, and colonization purposes to be ef- 
 fected, it is thought you will have no hesita- 
 tion in arriving at the same conclusion we 
 have, and which, it is hoped, may be unani- 
 mously endorsed and accepted by Montreal 
 and other mnnicipalities, that the location of 
 tne railway from this citv to Ottawa should 
 be on the north side of the river, or entirely 
 within the Province of Qucbe-. and t' it tlio 
 sum of $1,000,000 be appropru^ed by Mon- 
 treal, for this, to her, most important i ail- 
 way. 
 
 We have the honour to be, Sir, 
 
 Tour obedient servants, 
 
 CHARLES LEGGE, C. E., 
 DUNCAN MaCDONALd! 
 To E. Lef. de Bellefeuille, Esq., 
 
 Secretary Montreal Northern Coloniza- 
 tion Railway Company, Montreal. 
 
8 
 
 I 
 
 The following letter, addrcBsed to Alonzo 
 Wright, Esq., was also read : — 
 
 Ottawa, Ist March, 1871. 
 
 Sir, — We re^iCt that we are just now un- 
 able to comply with your request that wo 
 would accompany you to Montreal to be pre- 
 sent at the meeting to be held in that city in 
 advocacy of the Montreal and Northern Colo- 
 nization Railway. A business experience of 
 from twelve to fifteen years in Central Ca- 
 nada has fully taught us the almost impera- 
 tive necessity to the North Shore of the Ot- 
 tawa of the construction of the proposed 
 road, and it would therefore afford us great 
 pleasure to be able to advance in any de- 
 gree the interests of so important a pro- 
 ject. 
 
 In the construction of a railroad between 
 Montreal and Ottawa, the proposed North 
 Shore route seems to us to possess vastly 
 superior advantages to any other. The 
 country through which the road would pass 
 is well adapted to agricultural purposes, 
 and also abounds in undeveloped mineral 
 wealth, which two facts of themselves in our 
 view would be sufficient inducements to gua- 
 rantee its construction, because giving 
 positive promise of an immense local trade. 
 There still remains, however, another con- 
 sideration, that cannot be urged in favor of 
 any other route than the North Shore line, 
 but which, in the absence of any other mo- 
 tive, might well be deemed of sufficient im- 
 portance to warran' the extension of rail- 
 way communication from the commercial 
 metropolis of the Dominion through a sec- 
 tloii of country so prolific of trade as that 
 between Montreal and Ottawa, North of the 
 Ottawa river, will be found to become. We 
 refer to the fact that the whole section in 
 
 question is a vast pinery made accoSKible by 
 some three or four largo rivers, draining in 
 the aggregate a vast area of country, and re- 
 quiring in its development an amount of 
 supplies that alone would constitute a very 
 large item of trade to any business centre. 
 Nor is this timber rendered valueless through 
 want of a market, but commands within easy 
 distance the best lumber consuming country 
 in North America, viz., the United States. 
 This opening up of a winter communication ; 
 this joining of manufacturer witli consum- 
 er, by a narrow gauge, all rail route, reliable 
 and at all times available, is obviously of so 
 great an importance as to require no argumen- 
 tation. 
 
 Looking nt the matter in a local point of 
 view, and as affecting our own interests, we 
 can only say that the more perfect and direct 
 the communication between Montreal, the 
 head of navigation on the St. Lawrence for 
 ocean vessels, and Ottawa, and the more inti- 
 mate connection between tlie lumber con- 
 suming cities and towns of the New England 
 States and the manufacturing interests of our 
 city, the better. 
 
 We regret that we cannot accompany you 
 to assist in the furtherance of this great 
 scheme. 
 
 We remain, dear sir, 
 
 Very truly yours, 
 
 H. F. BRONSON, 
 A. BALDWIN, 
 PEKLEY k PATTEE, 
 .1. R. BRubH, 
 LEVI YOUNG. 
 
 To Alonzo V. tioHT, Esq., M.r.I'., 
 
 Hull. 
 
 1 
 
 "Gazittk" Priktino IIousk, corker Obaio a.nd St. Francois Xavikk Stkkkts. 
 
1 
 
 p] R R A T A 
 
 Piiffo 1. — For ■' reaching'' the Kation Kivcr, read " bridginj:,"' etc. 
 " ''>. — I'or " Western '' Peuiiisula of Ontario, )Vrt;? " Eastern," etc.