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JOHN'S, N.P.: ROBERT WINTON, PfilNTEB TO THK HON. HOUSE OF ASBEHBtfi 1876* ■Mi iMM mattm / GENERAL REMApil^. The; quantities and estimates ii^ this report are,-rrlst.-^ For a single line, first class road of the ordinary or four fpet pight and a half inch gauge, with a width of roadbed of seventeen feet qq embankments, ai)d twei^ty-twq feet ii^ {suttings and masonry structures. 2ndly. — For a similar road \^th timber structures. These estimates embrace the construction q;f the road un jto formation level. L NEWFOUNDLAND RAILWAY. Office of the Chief Engineer,' Ottawa, April 11th, 1876. The Hon. E. D. Shea, Colonial Secretaryy Newfoundland. Sir, — In March, last year, I had the honor to receive from you a communication requesting me to take in hand the preliminary surveys for a Bailway across Newfoundland, from the east to the west. I wrote you on the 26th April last, expressing my regret that I could not, on account of onerous official duties here, give my personal supervision to the work you had in view ; but that I had been fortunate enough to obtain the services of Mr. A. L. Light, an engineer of long experience and hjgh standing, to visit Newfoundland in my stead, and see the survey properly commenced. At the same time I informed you that I had organized a staff of ei^neers to accompany Mr. Light, and to carry out such directions as might be given to them through him. On the 24th April, 1875, I furnished Mr. Light with instructions respecting the survey, pointing out generally my yiews with regard to the mode of couducting it. yf NEWFOUNDLAND RAILWAY SURVEY. Mr. Light, after commencing the survey, was obliged to return to his duties at Quebec. His report on the organiza- tion of the various surveying parties, together with copies of the detailed instructions which he furnished the engineer of ^h party to guide him in his work, I transmitted to you on the 10th August last year. It was intended that Mr. Light should return to New- foundland sometime during the summer or autumn, to give farther attention to the survey, but he was unable to leave, and the duty fell upon Mr. Alexander Murray, the provincial geologist, to communicate farther instructions to the engineers in charge. The field work of the several surveying parties was comr fdeted before the close of the year. The engineers in charge furnished Mr. Murray with a good deal of information, to enable him to submit to the Government reports of a pre- liminary character with respect to the survey in the interior, and also with regard to the survey through the peninsula of Avalon. Having finished the work of survey in the field, the parties were disbanded, and the staff proceeded to Ottawa, in order that they might prepare their plans and other documents under my supervision. The office work is now completed, and I forward to you complete plans and profiled of the whole line surveyed. The engineers in charge have prepared full reports, giving a detailed description of the country passed through, having regard not alone to its adaptability for railway construction, but also for lumbering, farming and other purposes. These documents, together with the interesting reports of Mr. Murray, already laid before the Government, render it Ijnneceesary for me to dwell on the subjects alluded to. NEWFOUNDLAND RAILWAY SURVEY. vrt The engineers in charge have prepared very full tables of HistaDces, grades, quantities and estimates in connection with the work, on each respective section. From these summaries have been compiled for the whole line from St. John's to St. George's fiay, which I herewith submit. The estimates of quantities and cost must of course be taken as only approximate, as the data obtained from a pre- liminary exploration, although of great value, is not sufficient to base exact calculations on. This much may, however, be confidently stated : the survey has established that there are no serious obstacles in the way, and that a Railway maybe constructed from one side of New- foundland to the other at a moderate cost. The prosecution of the survey was, as you are aware, attended with difficulties of various kinds. These, however, were overcome by the perseverance and exertions of those concerned. I feel confident that the greatest economy, consistent with the vigorous prosecution of the work in hand, has been exercised by those under my directions, both in the field and in the completion of the office work, and I believe the people of Newfoundland will have no reason to regret an expenditure which has so largely added to the knowledge of the country they inhabit, and which, as a forerunner of a great public undertaking, is, I trust, the harbinger of an era 6f progress. The general advantages which would result from the Opening of Railway communication across Newfoundland, in Connection with transatlantic traffic are generally understood, arid my own views with respect to them are so well known; that it is unnecessary for me to repeat them. The local VlII NEWFOUNDLAND RAILWAY SURVEr. advantages which .iie construction of Bailways confers, would be especially felt in Newfoundland. I dm justified in commending the gentlemen whom t selected to carry out the survey. They wjere each previously well known to me, and I felt well assured that they would allow nothing to prevent them carrying out the important service in as satisfactory a manner as possible. In this I have Hot been disappointed. It is only due to Mr. Alexander Murray that I should ex- press my high appreciation of his services in connection with the survey, but for his knowledge of the country and his advice with regard to the bes. means of reaching the interior with men and supplies, it would have been impossible to have done so much, so satisfactorily, and within so short a time. I feel under personal obligation to Mr. Murray for his able assistance in directing the work of survey during the absence of Mr. Light and myself from Newfoundland. I regret that circumstances prevented me from visiting the island lost season. I trust, however, to be able to do so at some future period. I have the honor to be, Sir, Your obedient servant, Sandford Fleming. NBWFOUIfDLAND RAILWAY SUBVET; NEWFOUNDLAND EAILWAV. EXPLOBATOBY SUBVEY, 1875. The accompanying reports are as follows: — Repobt op Subvey, Division A. (1.) Western Interior (2.) Central Avalon. Bepobt of Subvey, Division B. (1.) Central Interior. (2.) West Avalon. ' EePOBT op StJBVEY, DiVlSION C. (1.) Eastern Interior. (^.) East Avaloii. Nr.WPOtNDLAND SaILWAY StJKtEt. ■ ' '* ' NEWFOUNDLAND RAILWAY. 'I EXPLOEATOET SUEVET, 1875. , List of plans and profiles furnished :— 1. General Plan, with report i ; ■' ) *^W; - " ■ . 2. General Section. ^-.--\y.-"::.^/^-' ''-'.■ ^^ 3. (No. 1) East Avalon Plan. - ) ' East Avalon Section on traverse line. East Avalon profile of approximate location* 5. (No. 2) Central Avalon Piail. '"' Central Avalon Section on traverse line. Central Avalon profile of approximate location* (No. 3) West Avalon t*lan. West Avalon Section on traverse line. West Avalon profile of approximate location. (No. 4) East Interior Plan. East Interior Section oh traverse line. East Interior profle of approximate location* (No. 5) Central Interior Plan. Central Interior Section on traverse line. Central Interior profile of approximate loca* tion. ,..,,jfc ,^ 17. (No. 6) West Interior Plan. % 18* " West Interior Section oh traverse line. l9* ** West Interior profile of approltimate locatioh* 6* 7. 8. 9* 10. 11. 12. 13* 14* 16. 16* it « « (( « <( « (t (( HWrOUNDLAND RAILWAY SURVEY, \ \l v^ i^,\ r\ !/-] f.-^-'^jf-': ■%■: sf: ,iv,":*- location* Line. e location) le. e location. le. 3 location* line, nate loca* NEWFOUNDLAND RAILWAY, ; C. General Tables. No. 1. Statement of distances, 2. Statement of grades. 3. Average earth and rock quantities per mile, 4. Statement of masonry structures, 5. Statement of timber structures. 6. Approximate total quantities with masonry, ' ^ 7. Approximate total quantities with timber. 8. Estimates for one average mile, masonry and timber.^ 9. Total estimates, with masonry and timber, 10. Total quantitiee and estimates, j^2* [-List of principal bridges. 13, Table of bridge openings, ' / nc. e locatioiii ,.<^itf <1^tA XTI NEWFOUNDLAND RAILWAY SURVEY. NEWFOUNDLAND RAILWAY. ST. JOHN'S TO ST. GEORGES BAY. Statement of Distances. o « .a 5zi 6 Name of District. 1 Q ^^ 03 + « . i "H-a • 1 i >, >. t*. n M n East Avalon. Central Avalon... West Avalon. 4 East Interior...... -It. ' O xH ^ CD Cs CO 1 •BKTIH dAiOn r-! r-1 O -^ I- C5 • H CO O O O O >-0 O O to . >-C» C5 cr> CD t- CD O (M naBit! pooAvpauii 'TtH CD c:> O OO -=:t^ o rs rt #% r\ rs rs vN CO O CO O rH -«;H CO 1^ CO o o o o o o o o t— CD O O O O O t- •JlUBld p. 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O :..v.4>,-~ i o o H O H 03 O •iCruoBepi •SUOISlAip paw ggJiisBojo pnog 'iisnjx OAiOii •jlicwquo •UOJI ;ffB3 •noJi ^qSnoJAV •UtiBij pooMp.i«n •1™IJ pooM.;jog •joqraii •dBicIm •BniBJd japufi ■nonwAuoxa 3i3oa nbpBABOxa m-wg •3atono^>[ •SniqqiUQ •Sujwno 9so|0 •Suu«3i3 •a m d 8 8 5 '^- '='1- 8 8 s § 8^ « 5* S . 00 CO "S^ ,-fl 'A •%OXi'\SXQ JO -OJiJ in S -! «5 8 00 ^ n3 n «% ^4 c^ I S S §8 p 1 5 ft 00 to 8 S S5 8 00 1-t CO >f5 O in f?. 8 M< •—I 4f « S Jo ■'S 8 o o 8 Its" i-H ■* 00 ti< r- ^ s 00 s o o" of a 8 o I- O lO 00" o" 00 f5 CO 10 00 00 Q 00' i-T o 53 5- 00 o CO 00 CO i-< ift in I— 00 1-4 CO O OS Ift CO 51 Ci -rt^ O 1-H >— • 53 8 I s CI cT go I- eo. .jP^ ' 200 , . y :i»" r'i~^'- Hmm '11 NEWFOUNDLAND KAILWAY SURVEY. PEELIMINARY REPOET OF PARTY C. %ni(x'm anJr %Mo\x §\sixkis. JUNE TO DECEMBER, 1875, -w I tv,. ic^ 'f ■f^-^v,;.,. NEWFOUNDLAND RAILWAY SURVEY. St. John's, December 20th, 1875, Sandford Fleming, Esq. ^ ■ • ^T, i: iV Sir, — I beg to lay before you the following detailed report of the summer's work of Party C, on the ]SCewfouiidlaii(l Eail- way Survey. '' '"' ',.'.'' " V' instructions." By instructions received from A. L. Light, Esq., the work allotted to Party C was as follows:— To start from the centre of the Isthmus between Trinity and Placentia Bays, find the best practicable route through the North Harbot, Black Eiver and Clodc Sound hills, and across the interior to a point on the Gander- Eiver, where o. junction was to be effected with Party B. Finally, to bring the party back by the best route that might suggest itself, making such further explora- tiops north or south of the line run as might be possible. I was also furnished with a copy of the report of the latr Mr. Bellairs, and Mr. Murray's notes on the country t^avers d by his proposed route. . i : . ;. _. ^ j ■:..,...;.•.» Through the most difficult portion of the country a good line has been obtained i but I regret to sajr tli^t shortness of NEWFOUNDLAND RAILWAY SURVEY. provisions obliged me to 6 NEWFOUNDLAND RAILWAY RURVHY. POWDER HORN HILLS. consisting The Powder Horn Hills are an isolated chain, of three peaks, and attain an elevation of nearly one thousand feet. Their slopes are in many parts well wooded with birch, spruce and larch. From their summits a fine view of the surrounding' country is obtained, wild and picturesque in the extreme, rugged and hummocky, abounding in rocky peaks, lakes, woods and marshes ; but especially rough that portion to the west lying between the Powder Horns and the North Harbor and Black River hills. ji'i' MR, BELLAIRS LINE. So far the line recommended by the late Mr. BcUairs was followed ; beyond, after a more detailed examination of the ground than had been possible to him, I found a consider- able lengthening of the line through a difficult and very broken country would attend a passage through the hill ranges by any of the more southern passes. The double descent to the North Harbor and Black Rivers, with the ascent to pass over the hills of the same names," would necessarily imply increased length to obtain suitable grades, much in excess of the northern route, where the Black River and Piper's Hole hills, both complex in their structure to the south, are merged in one, and their passage effected with a minimum of both grades and section, , NORTH HARBOR HILLS. ; (^ The passage of the North Harbor range presents the greatest engineering difficulties of any portion of the line surveyed by Party C, and the elevation attained in doing so is seveji hundred and thirty-five feet, and in excess of the surarnit NEWFOUNDLAND RAILWAY SURVEY. levels by the Southern passes. The watershed of North Har- bor and Random Sound being however gained by an easy as- cent, the rise is relatively less than would be required to at- tain the summit of the southern passes from the much lower level of the North Harbor river. For these reasons I con- tinued a northerly course, ascending the Nortli Harbor Valley till the watershed of Random Sound was reached at station seven hundred and forty and reduced level four hundred and thirty, and not more than four miles from the head of the south-west arm, Trinity Bay. Here commences the ascent proper of the North Harbor hills, the summit being reached by my first line, with grades chiefly of one per hundred and an easy section, at station one thousand and fifty and reduced level seven hundred and ninety-five. At the summit a heavy cutting is necessary and the descending grades exceed one per one hundred in places, shewing at the same time heavy work, unfavorable for both construction and working, being on side- hill ground, much exposed to snow drifts as well as to the predominating winter winds. Being dissatisfied with this portion, and having more fully explored a lower pass to the north, which I had at first considered impracticable to reach, I took up the line again from the summit of this latter pass, at a reduced level of seven hundred and thirty-five feet, and ran back with grades of one-twenty per hundred to station eight hundred and ninety-four, shortening the distance to a common point by about four miles and passing by a less exposed route. The angle made at its junction by the alternative with the first line being too small to allow of proper curvature, some distance would bo lost in locating, but by employing grades of one-twenty per hundred from near the Random watershed, this pass can be readied without difficulty and a great saving in length effected. " . • ; . \ . . 1 : - . • . " ^^i-^■■: ^^ % NEWFOUNDLAND RAILWAY SURVEY. A third line with grade? not exceeding one per hundred could perhaps be found by mounting and crossing the Ran- dom watershed at station 740, till a sloping plateau of bar- rens is reached, crossed diagonally, and line No. 2 joined about one mile from the top of the pass. At least two sharp curves would be required on this line, which I did not deem it advisa])le to delay and make an instrumental survey of ; my provisions at the time being well ahead. DESCRIPTION OP COUNTRY. The country so far passed through presented generally but little attraction for agriculture or lumbering. • In the valley of the Come-by-Chance river and on the slopes before men- tioned of the Powder Horn hills, arc some fair tracts of land and some good timber, though not of very large size. The general features are marshes and rocky knolls, thicldy grown over with dwarf spruce, knotted, gnarled and trailing, throw- ing their roots into the interstices of the rocks and around the multitude of granite boulders with which the surface is nearly everywhere covered. Of soil there is little or none except in the river bottoms, even the peat rising for the most part on the solid rock without any intermediate formation. The bedrocks are granite, gneiss, trap, basalt, and a small quantity of slate, the latter chiefly in a belt four miles wide in the Come-by-Chance River. BLACK RIVER VALLEY AND CLODE SOUND HILLS. Descending from the North Harbor Hills with easy grades, the Black River Lake is reached and rounded to the north station one thousand two himdred and eighty and reduced level five hundred and ninety-three : then passing between this lake and the Upper Black River or Tit Lake, and skirting the latter to the south, the summit of the NEWFOTtNDLAND RAILWAY SURVET. 9 Ithen Clode Sound Hills is reached with easy grades at station one thousand four hundred and one and reduced level six hundred thirty-eight feet. The descent to the south-west branch of the Clode Sound Eiver is then made in two-and-a-half miles with a grade of one per hundred, on the side of a spur of the main hills, and through somewhat heavy woods of sprucej larch and birch. Both north and south of this summit pass and north of Black River Lake, the country is especially rugged and precipitous ; the peaks to the north rise to a height of twelve hundred feet, and form a dividd between the waters of Random Sound, Trinity Bay, Clode Sound, Bonavista Bay, and Black River, Placentia Bay. To the south the peaks rise about one thousand feet, and at but a short distance the hills divide and spread themselves out into the North Harbor and Black River ranges. The length of line run to this point is twenty-seven miles by the shorter line, though measuring but eighteen miles on an air line, thus giving an increased length of one- third in rounding and passing over the several ranges of hills. WOODLAND. The nature of the woods from the summit of the North Harbor Hills to Black River Pond is the same as that pre- viously described; after passing the lake the quality improves, the larch and birch being of larger size and better growth. CLODE SOUND RIVEli. On reaching the foot of the Western Hill slope, the general character of the country alters, the hills through which the line had hitherto passed changing to the more uniform rolling marshes and rocky barrens of the interior. From station one thousand five liuiidred and eight th6 crossing of the south-w^"* nrm of the Clode Sound River td 2g 7 10 NEWFOUNDLAND RAILWAY SURVEY. station one thousand eight hundred, the crossing of the north- west arm of the^isame fiver, is the most level portion of country traversed, presenting a gradual incline, with a fall of but forty feet in six miles, where a reduced level oC four hundred and forty-five feet is reached, being chiefly over baiTcns and marshes, with many small ponds and patches of woods. Bridges of forty and sixty feet spans respectively will be re- quired for the above crossings. The river is a succession of rapids and steadies, these latter often throwing out long back- water arms, extending half a mile to a mile into the marshes, and causing a deviation of the line to avoid them, their bottoms being muddy and soft, and in jilaces of considerable depth. SCARCITT OP PROVISIONS. , When the work had progressed thus far (the 2nd August)^ our provisions were much reduced, and I calculated would not suffice beyond the 24th of August. To have put the party on rations would, I felt sure, after the manifestations I had already had, have been equivalent to giving the signal for a retrograde movement. Previously I had, beginning with myself and staff, reduced camp equipage and clothing to a minimum, and nothing remained but to push forward with all possible speed, whilst I despatched an Indian to the nearest; Post Office and Telegraph station to forward a request to the Government for additional supplies, stating the quantity required, and how they might be forwarded. Under these circumstances, I decided from here forward to run as straight a line as possible, whilst avoiding the many large lakes; fcrossing the i3everal ridges by the most expeditious routes, going round the larger patches of woods where the chopping Wduld have delayed, arid making at the same time such notes as would enable me td modify the actual profile roUj and NEWFOUNDLAND RAILWAY SURVEY. u bring, it within the conditions of maximum grades indicated by my instructions. BEAR RIDGE. t On passing station one thousand eight hundred, the Bear Ridge ia encountered, its summit being reached at station, two thousand and thirteen, and reduced level seven hundred and fiTty-four. Tliis ridge consists of moss barrens and spruce scrub, and forms the divide between the waters of Olode Sound and Pipers Hole rivers. A line with good grades may be obtained by keeping to the south, leaving the surveyed line about station one thousand eight hundred and sixty, and rejoining again about station two thousand two hundred and seventy. Beyond this to station three thousand five hundred, an easy section with light grades was obtained ; the only noteworthy features of the country passed over being the many large and innumerable small ponds met with. A fair growth of timber generally exists round the larger sheets of water, especially on their northern shores, and some isolated groves contain fair sized birch. The iirst of these large ponds, called RICH POND, is reached and crossed at Narrows, at station two thousand two hundred and twenty-one, and reduced level six hundred and forty-four ; these narrows are but sixty feet wide and six feet deep in the centre, with rock bottom, and offer an excellent bridge site. North and south of the narrows the point extends in a noble stretch of water for five miles or more ; the bottom appears to be slate rock, and there are |eyeral rocky islets co.yered \yitl:^ a small gro\yth of timber. 't /; i'^yuif'iA'^. :--'y' .'V'....'?;.;i*('i J. <: i^^m i;jj;i-.i3:.^ij;^i;d V^^ p-^'-:-^^, ki^^pin^fp/ ' ■ 12 NEWFOUNDLAND RAILWAY SURVEY, Jit:*)' ■■■'■•I lURTRIDaEBERY IIILL3. At station two thousand six hundred and sixty the summit of the Partridgebcrry Hills is attained at an elevation of seven hundred and sixty- seven feet. These hills also form a divide between the waters of Clode Sound and Piper's Hole ^rivers ; they arc composed of granitic rock, and much broken up by lateral ravines. Patches of woods and scrub brush, in- terspersed with moss barrens, fill the ravines and cover the slopes. To the north of the line these hills rise to a height of one thousand and fifty feet, the summits being of bare rock covered with loose stones and many large-sized boulders, the latter piled in the most fantastic forms. Descending these hills a still more wild and rocky country is entered, thickly covered with wooded hummocks, huge boulders and lakes of all sizes and shapes, many throwing out arms both long and tor' uous, These lakes, not usually of great depth, are too deep to ford and occupied much time in packing round, there being no wood in their vicinity suitable for rafts. Passing many ponds of considerable size, but nameless, the Clode Sound Brook ponds are reached at station three thousand and forty and reduced level six hundred and fifty; they consist of a string of irregularlyrshaped ponds, varying from a mile to a mile and a half in length, connected by shallow necks or narrows, over which in the dry season little or no water passes ; the ponds then acting as natural reservoirs, land only assuming their functions as tributary streams after heavy rains or freshets. ill ROCKY POND. At station three thousand one hundred and sixty-seven^ fti^4 ?e4^ced level six hundred aii4 sixtjr-two, " I^ocky^ Poi^d^" NEWFf UXDLAND RAILWAY SURVEY. 13 a fine expanse of water some four miles long, is reached. It well merits its name, both by its rugged shores and islands of rock ; from the character of the surrounding country it is probably in some parts deep. Continuing through a similar country the north west arm of Clode Sound Brook is reached at station three thousand three hundred and sixty-four and reduced level seven hundred and five, but being so near its source it is of little importance and would require but a small-sized structure. LAKE MJ5IH,PEGII, For the next four miles the line skirts the shores of Lake Mehlpegh: a lake, wide-spread, crooked and complicated in its shore line, filled with many islands, and resembling from the adjacent heights rather a cluster of lakes than one expanse of water. The area covered by its numerous arms and isles cannot be less than fifty square miles, perhaps much more. Its shores are rocky and thickly covered with small woods, chiefly dwarf spruce. It empties its waters on the one hand through the Terranova river into Bona vista Bay, on the north east coast, and into Long Harbor, Fortune Bay, on the soutl^, TERRANOVA RIVER. At station three thousand seven hundred and sixty, re- duced level six hundred and fifty-nine, the south branch of the Terranova river is crossed not far from its outflow from Lake Mehlpegh. This portion of the river is a series of rapids and steadies, and though low, at the time crossed by the survey, still passed a large volume of water, whilst its banks shew signs of a heavy flow of ice and water in spring freshets, A bridge of two spans of one hundred feet each will be re^- quired here. About a half a mile below the line crossing, the river rui^s into a lake about four miles long, and froni sb? -A *'t NEWFOUNDLAND EATLWAT SURVEY. hundred to eight hundred feet wide; this lake is nearly divided about its centre by a narrow rock, through which I propose the modified line to pass. Immediately on leaving the river the ground rises rapidly, nearly one hundred feet in twenty-two stations, fip a rocky and well wooded slope; it then falls gently to PORTAGE LAKE ' ^ at station three thousand eight hundred and reduced level seven hundred and thirty-five. This lake is about one mile in length and breadth, with several wooded islands ; on both its north and south shores the slopes of the hills are heavily timbered with birch, spruce and larch. The Indians reach this lake with canoes from the south coast, by way of Salmon River, Fortune Bay, passing through a series of large lakes encircling Mount Sylvester ; they sometimes portage across and descend the Terranova river to Bloody Bay, Bonavista Bay, on the east coast. RIDGES. Leaving Portage Lake, another rapid rise occurs on to a second Bear ridge at station three thousand eight hundred and seventy, and reduced level eight hundred and sixty. Crossing this ridge, many parts of which rise over one thou- sand feet, groves of well grown birch are met with, as also a smaller quantity of spruce and larch, the chief portion of the ground is, however, covered by soft moss barrens, some of considerable depth. Running transversely over this ridge the line descends rapidly to the westward, reaching station four thousand, with a reduced level of seven hundred and sixty-seven. Easier grades and an improved line can be ob- tained by leaving the surveyed line at station three thousand se\evi hundred and forty, running through the neck before, NEWFOUNDLAND RAILWAY SURVEY. 15 mentioned, and passing by a chain of lakes about a mile to the north, rejoining about station four thousand. At station four thousand and fifty, and reduced level eight hundred and twenty-one, another smaller ridge is passed, followed by a rapid descent to station four thousand and eighty, and reduced level seven hundred and thirty. Here again a departure to the north will give a better line. After half a mile of a somewhat level country the ground again rises, attaining an elevaticn of eight hundred and fifteen feet, at station four thousand one hundred and seventy, but falling again to seven hundi'ed and forty-five at station four thousand two hundred. This is succeeded by a rise to eight hundred and twenty-six feet at station four thousand two hundred and thirty-five, tHe ground then falling to the north branch of the TERRANOVA RIVER at station four thousand three hundred and five, and reduced level six hundred and seventy-two. The river where here crossed would require a bridge of one hundred feet span, but on the modified line, which should leave the line surveyed about station four thousand one hundred, keeping to the south and skirting the shore of a large lake, this river would be crossed about two and a half miles to the south, where a span of sixty feet would be suflficient. The river valley con- tains a narrow belt of timber and some small interval lands of good quality. ■ MIDDLE RIDGE commences to rise from the banks of the Terranova river and attains at station four thousand five hundred, the furthest dis- tance and highest point reached, an elevation of nine hundted and ninety-four feet, whilst a mile to the south the ridge rises to eleven hundred feet. In ascending on the modified toiite; 16 NEWFOUNDLAND RAILWAY SURVEY*. i the line will mount diagonally in a north-westerly directioit after crossing the Terranova river, and, following one of the lateral ravines, cross the surveyed line and pass over the ridge a little north of station four thousand five hundred, at an elevation of nine hundred and sixty feet; this appearing the niost favorable place for crossing. The character of the country traversed continued to the top of Middle Ridge to be the same as previously, though looking forward towards the Gander river, at an estimated distance of fifteen miles, the country presents an improved aspect, being more imiformly and more heavily wooded than any passed through on the survey. The lakes also appeared fewer in number, but those visible were mostly of large dimensions. The Middle Ridge, I learnt from the Indians, extends across the island from near Salmon River, Hermitage Bay, to Freshwater Bay, Bona vista Bay, where it rises in the forks of the Gambo river. DISTANCES* *Ihe distance by the line to the terminal point on Middle ridge is eighty-five miles, but measuring only sixty-nine miles on an air line. MIDDLE RIDGE TO GANDER RIVER. Though not surveyed, I must say a few words descriptive of the country lying between Middle Ridge and the Gander River, the result of observation coupled with information af- forded by the Indians. Had the line been continued to the Gander river, on descending the Middle Ridge about one hundred feet, a valley would be crossed to the south of a large lake flowing to the northwest into the Gander River. Next succeed the two Wigwam ridges with their intermediate valley, containing the great Gull Pond and valley of the same name* ' ^NEWFOUNDLAND BAILWAT SURVET . "17 The second of these Wigwam ridges is joined at its northern extremity to the Berry Hills (or Drogue Hills), thus forming a fork from which flows a stream to the south-west, also fall- ing into the Gander River. From the top of the Berry Hills the groi4 id is said to fall all the way to the Grander, a dis- tance of six miles. The line, if continued would have passed to the south of the Wigwam ridges, and, following the stream to the south-west already alluded to, have thus reached the Gander River. Considering the relative levels of the passage of the Middle Ridge, and that of the Gander River, where established by Party B, together with the apparent nature of the interven- ing country, it is probable some difficulty might be en- countered in reaching the point of junction with Party B with ordinary grades. , RETURN. On the 6th September provisions being exhausted, except sufficient to take the party to the next depot, the march homeward commenced. On the 7th I gave charge of the party to my first assistant, with instructions to take it back by the line to the Black River Valley, and then descending that valley to meet me at Black River Telegraph station, picking up provisions at the various depots, as well as such superfluous instruments and other things as had been left behind, when every available pound was dispensed with to forward our advance. I also instructed him to take sound- ings of the marshes and such extra topographical notes as might be necessary. These instructions were carried out successfully, the parity arriving safely at the appointed rendezvous on the 10 th S^ptembefi ■''i-'i,} ,<>--h -: '-'^ •m:; 3c ■HH-r is NEWFOUNDLAND RAILWAY SURVEY; MOUNT SYLVESTER. Leaving the party on the 7th, I proceeded with one of the Indians to explore a belt of country to the south. . My course was first directed to Mount Sylvester, an isolated granite hill, rising about One thousand two hundred and seventy-five feet above sea level and six miles south of Portage Lake. From its summit a fih^ view Of the surrounding country is obtained ; on all sides it appears rough and irre- gular, though the ridges and hummocks are on a smpller scale iEind more frequent than in the country to the north traced by the survey. I'he iiiinieiise extent of country covered by water is displayed from this summit, and I should estimate the entire surface of tbe eastern interior to be one- third water. The peak of this hill is of bare granite polished and slippery, and Ibut of small area, not being over one hundred^and tweiity feet long by forty wide at the top. Camping for the night en the lower slopes of Mount Sylves- ter, a hill indeed only once before visited by the white man (COrmack in 1825), we next day started for Black Kiver, fol- lowing a general direction for another isolated hill called the "Tolt," and situated about twenty-five miles from Black Eiver. This course led through a couiitry parallel and about twenty miles south of the surveyed line, and in its general fciiaracteristics very similar, but even more sterile^ rocky atid devoid of timber. About ten miles east of the Tolt, the BLACK HfiAD HILti IS Reached, and the coast belt of hills entered. A complete change takes place; hiU succeeds hill, whilst rocky crags crown their brows. The scenery is bold and beautiful, the soil ftnd timber much improved, the spruce, larch and pine being NEWFOUNDLAND BAILWAT STOVER. 19 of useful size, though not usually exceeding fifteen iiiclies ii^ diameter. LAKES. Throughout this journey the lakes much impeded the rapidity of travelling, it being constantly necessary to make wide detours to avoid them ; so much so that on a long day's walk we seldom advanced over six miles straight, and sometimes; less. Huge boulders everywhere cumbered the ground, and the rocks appeared to be of a granitic nature throughout. BLACK RIVEB. On the evening of the 14th September I arrived at Black River station, and at once made arrangements for moving the party to St. John's. A few hours after their arrival, a fishing schooner came from Placentia in response to my telegram, By her we sailed to Great Placentia, and thence reached St, John's by road, arriving there on the 21st September, RESUME. In resume of the results of this portion of the survey, I may state : 1st. — ^The line surveyed firom Come-by-Chance to the Clode Sound River passes over ground the best available for location through the hill country, an^d presents no great difficulty of construction. . ; 2nd. — ;The line from this point to the Gander River does not recommend itself as suitable for a location, for though a good profile with favorable grades can be obtained, the character of the rock, the deficiency of soil, and the scarcity of timber, pfier no facilities of conGitructioii or advantages for eett^en i-pient. '''''■- -'-'■'^■^-" ''-'- y-^- ^-.^.'^ \"^-f ■..;.:-; .v^. 3rd. — From a distant yiew of the country north, and Iroflft ^nT 20 NEWFOUNDLAND RAILWAY SURVEY. the accounts given by my Indians, it would appear that it is well timbered and the soil good. The general direction of the ridges appear also to lay more favorably, and it would seem probable that by a northerly deviation, after passing the Clode Sound Hills, an advantageous and even a shorter line may be obtained, being less subject to contouring the ridges than on the air line. ,; .. ^ SNOWFALL. •, Before leaving this portion of my report, I will add a few general remarks relating thereto. From information received from the Indians, the only source of knowledge regarding the interior country, coupled in some cases by observation, I have reason to believe that the snowfall in the interior is not excessive, probably less than that of Quebec, and some portions of New Brunswick. Strong winds are said to be prevalent in winter, which renders the high ground almost devoid of snow, while all obstacles form- ing a barrier to the drifting masses speedily become buried. In many instances I found the tops of the trees broken or peeled of their bark by snow, at heights of from eight to thirty feet from the ground. The woods baing generally small and in isolated patches, afford but little shelter, and in some cases only serve as the nucleus of a gigantic mound of drift. Several groves were pointed out to me, which give fair camping ground in summer, but in winter are completely filled, and in some cases covered with snow. For these reasons light woods should in all cases be avoided in locating a line in these parts ; where it is necessary to pass such woods, advantage might be taken of the numerous lakes, for the most part shallow, and where embankments raised but little above the water line would prevent all possibility of accumu- lation of ^rift. By crossing these lakes culverts only of small LL.- NET7F0UNDLAND RAILWAY SURVEY. 21 sizo would be required ; the brooks both above and below them arc subject to a large increase of volume during freshets, whilst the surface only of the lakes is affected, the flow being imjperceptible. WEATHER. The weather during the summer was favorable, and I have attached a comparative meteorological statement of observa- tions taken by myself in the interior, and those made in St. John's during the same period. It will appear from this that no great climatic difference exists. Fogs, after leaving the coast belt of hills, were less frequent and lost much of their intensity. The almost total absence of thunder is remarkable, and said not to be peculiar to the pre- sent season. The continued winds served much to moderate the temperature and were an inestimable boon in decreasing the torment of flies. * FIRES. ' ■ Fires in the woods were prevalent near the coast this summer. Considering the facility with which the dry moss ignites, we were fortunate, even with all the precautions tal^en to escape them, especially so as any large conflagration would have imperilled our depots of provisions, and formed a serious (difficulty. DISCONTENT. Shortly after starting the survey, a spirit of discontent manifested itself amongst the men ; packing, a species of work quite new to them, they disliked, finding the work ex- pected of them much harder than they anticipated. One of the Indians also fostered their fears of the unknown interior, by stories of the dangers and difficulties there existing. To a,llay as far as possible thi^ feeling, I decided to leave depots $2 ITEWPOUNDLAND RAILWAY SURVEY. of provisions at suitable distances on our tract, thus insuring a safe retreat. PACKING. In the packing forward of provisions for so long a period, without relays, consisted the great difficulty of the survey, and for a considerable period all hands had to be employed packing and the line work stopped two or three days per week. Long before our return the bard and constant work told visibly on the men, and many shewed signs of being unable to endure the fatigue much longer, notwithstanding t;hat loads and distances travelled had been much reduced. INVALIDS. Two or three men were constantly on the sick list, and the more serious cases had to be sent out to the nearest coast settlement, entailing not only the loss of their services, bi^t also those of guides to accompany and help th^m out. ' PRIVATIONS. Privations and hardships unavoidable in such work, but in the present case far less than might have been anticipated, joined with the other feelings alluded to, on more than one occasion seemed on the point of culminating in open mutiny, and a refusal to proceed farther. This was throughout a cause of great anxiety, and only combatted by some firmness, ^nd a large amount of patient forbearance. J : REORGANIZE. ,; ^ Immediately on my return to St. John's, I commenced re-. ' organising and making the necessary preparations for con-. ' tinning the survey, according to instructions, in the district of Ayalon, starting from St. John's. NEWFOUNPLAND RAILWAY SURVEY. 2^ Tents and other equipment, though considerably the worse for a rough summer's campaign, were again brought into use, and every attention paid to economy, only such articles being renewed as were totally unfit for use. COMMENCE WORK IJf AVALON. On the 29th, after consulting with Alexander Murray, Esq.j I recommenced field work, beginning at Kiverhead, Saint John's. On account of the lateness of the season and the desire to complete, without fail, the survey through the Ava- lon district before winter set in, it was not thought desirable to spend time in determining the best terminal location in the immediate neighborhood of St. John's. TERmNAL LINES. Three distinct alignments are, I believe, practicable at this terminus, on which grades of one per hundred need not be exceeded. They are, — 1st. — To start from Long Bridge, Riverhead, at high water mark, to follow the north branch of the brook on the north side, till the rise of the stream becomes too rapid, then to cross the brook and run round the point of land between the two branches, following the south branch till the height of land is reached, and a junction made with the present survey- ed line. 2nd. — To start from a point on the north side of the brook, sufficiently elevated to enable the height of land to be ireached by the most direct line, and with moderate grades. This would be the line proposed by the late Mr. Bellairs. 3rd. — To start from high water mark at or near Galway wharf, on the north side of the harbor, and east end of the town ; to run through a low neck of land into the Quidividi valley, thence behind and to the north of the town, and u NEWFOUNDLAND RAILWAY SURVEY. finally joining tlie line surveyed at or beyond the height of land. . ' Leaving these various alignments open for future con- sideration, I started the present survey from the Long Bridge, Riverhead ; high water mark at that point being the datum for the levels. Following the south-side of the brook, this side being chosen to avoid running through the more valua- ble property, in dwellings and gardens situate on the north, and also following the south branch above its forks, the HEIGHT OF LAND is reached in six and a half miles, at an elevation of five hundred feet. On this the most direct route grades of one- tenth to one-seventieth are required. The country is chiefly farming lands as far as the sixth mile, where the limit of settlement in this direction is reached. Manuel's brook. From the height of land to Manuel's Brook, at station Seven hundred and fifty and reduced level five hundred and twenty-fiVe, a good section and grades were obtained, followed by one and a half miles of grades of one-twenty per hundred, but this might be reduced by keeping the line more to the iiorthi watersheds. . ' . '* At station one thousand one hundred and thirty-eight a watershed is crossed at an elevation of seven hundred and sixty-three feet, and shortly after, at station one thousand two hundred and fiv the watershed of Conception and Witless Bays is reaches, at reduced level seven hundred and twenty- five, both grades and profiles being favorable. ' ' '■ ^ At station one thousand three hundred and forty another summit is passed, at a. height of eight hundred and sixteen NEWFOUNDLAND RAILWAY SUBVET. 25 feet, being the highest point traversed in this section of the' country. Here the country assumes a more rugged aspect as the Hawk Hills are approached and rounded, and the watershed of the Holyrood waters reached. HAWK HILLS. Hie Hawk Hills are an isolated range running in a nortli- fiasterly direction, about six miles long and one hundred feet high, with peaks running up to one thousand one hundred feet. The country in this neighborhood is difficult, and several routes appear to be available, the special merits of each of which can only be determined by actual instrumental survey. The route selected on the present survey, being the shortest practicable, descends rapidly on the western slope of the Hawk Hills, chiefly on steep side hill ground, with a grade of sixty feet per mile, and two and a half miles long, it being necessary to make a complete sweep with the line, where a cross range occurs, and thus gain the natural slope of the country. • . BIG EiVER. At station one thousand nine hundred and seventy and reduced level three hundred and seventy, the Big River, Holyrood, is crossed, a descent of three hundred feet being made in about four and a half miles. The level of the river being reached the most difficult portion of the country is passed, the chief obstacles beyond consisting in the numerous and deep ponds, many of large size. The profile, heavy in places, can be reduced by a judicious location^ but only at cost to its length. .. ■/di'.Jm.:^ ^^-'-iJii^iiji-r:} ** ^T T I ■ '*'»d.*!rf;, h??' r,' m Newfoundland railway suRVEt. ■'■r» i« ("J i ' ' ' post ROAD. At station two thousand two hundred and twenty and deduced level four hundred and twenty, the Salmonierand Holyrood road is crossed, near the eighth mile post from the latter place. From this crossing to the i.'i JUNCTION with I*arty A, at station two thousand six hundred and sixty- six and reduced level four hundred and ninety, the numerous ridges run at nearly right angles to the line, and with the lakes lying between them give a somewhat heavy profile, though favorable for construction, the hauls being in all cases short. On this pa!rt the traverse profile shews two tunnels, one of six hundred the other of two thousand feet in length, "both of which can be avoided by a detour to the north. ' ■ ' ROCKS. The chatactet of rock iii this section of the country is chiefly slate, but granite crops up in several places. A loamy gravel is plentiful south of Holyrood, and westward to the junction with Party A. . . ,■ SOIL.. A fair quality of soil exists throughout^ except in the vicinity and eastward of Cochrane's Pond, and again near the "Witless Bay line, where marshes and rocky hills extend for ■about eight miles. On Manuel's Brook there is fine interval land, consisting of a rich dark soil and covered with a luxuri-- ant growth of weeds and grasses* ,,, ... v- ;-._ \ ,-- '• ' :.' Wmber* • tarOod timbet gtoWs to the west of Cochrane's Pond fot NEWFOUNDLAND RAILWAY SUBYET» 2T*' about ten miles. After passing the Hawk Hills the growth again improves, and is best west of the Salmonier Road. Tha woods arc composed of spruce, larch, white and yellow birch. PONDS. The numerous ponds in the majority of cases admit of draining, either partially or totally. No expensive bridge structures would be necessary on this section, one span of sixty feet over Manuel's Brook being the largest. The Big River and Colinette River being crossed near their sources, only smaller structures would be required, WEATHER, ; . ■ . ',. The nionths of October and November proved this year most unfavorable for work. Heavy gales of wind and rain continued with but slight intermission till replaced by sleet and snow. Fogs were constant and thick, much interfering with exploring. Fortunately severe frost set in late in November, closing the ponds, and greatly facilitating the work, and enabling soundings to be taken in the different lakes, and a knowledge of their depths and the nature of the bottom gained. FINISH. ■ . .' .^ -:!^:'' ■-■:/..■ Before a junction with Party A was made, the snow was from eighteen inches to two feet deep, and travelling very laborious. The last stake was driven on the 4th Decem,ber» when I at once returned^ to St. John's with the party, -'^" ■ ■ . STAFF* ■/..-: '■■■ In conclusion, I cannot speak too highly of my assistants,^ Messrs. Cadman and Mitchell, who at all times exerted ^hem-v aelves to forward the work, and aided me to t^eir utmost to m NEWFOUNDLAND RAILWAY SURVEY. allay the discontent among the men during the summer, ancl who carried on their instrumental work in the Avalon diS"? trict under very disagreeable climatic disadvantages. ACKNOWLEDGMENTS. I must also express how much I am indebted to Alexander Murray, Esq., for his kindness and untiring energy in assist- ing the prosecution of the survey in many ways, and in im- parting a knowledge of the geography of the country which he had . himself gained iri the course of his arduous and laborious explorations. To John Delaney, Esq., Postmaster General, I am indebted for copies of the excellent meteorological notes which he keeps in St. John's, and copies of which I attach, for the years 1872-3-4 and 5, as they may be useful for reference an4 comparison. To all the members of the Government and officers with whom I was brought in official contact, my best thanks are due for their courtesy and assistance, I remain, Sir, ., ^v your obedieftt servant, Francjs J. Lynch, jSandpord Fleming, Esq., Chief Engineer, . I f ':i\i •:.,;• I <;^) te\>it;.:r; 'ji-nfj ■•>• i^.>r n- ,f-. R Off- .^TtiV '::i.; iff V'J^ ■■,),; "> ■JS/Vi'^j, NEWFOOTDLAHD BAILWAT SOBVET. i9 e n lO Q ^ S ►S'S) «tc n '-ft S ^■- £.• • • • •.*■• • • « 3j b- g) OS ft ^ ^ fH CO CO -^ OS o t- CO lO ■«*< OS rH O CO -Ttl iO • • • OS O OS . CO O O OS O CO CO (M CO ^ S trq OS CO g • • • . • tb (M CO '^ 00 lO p tp OO Tl< CO to , 'rJH b- CO O S OD rH -^ CO f. 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CO O -tl o o o o Q O CIO eocO(M o eo > ■* iO-4)5 - OOSO J CO(N (M »0 CO-* eo (M Q =5 CO CO oeo OS coo 00 M< -1 CO o 0»I> (»^ r-lt> 1-1 eo do CO b- «b o •-<■* I (N I-l eo !:--< Q -o 50 o 00 1-1 •* rt Ol CO CO -H —< op ip tH 17I 05 O 05 I— t •'f^ (T) CO(N r^ o (M«p t^ COO 00 O O O CO OS O— I t^'N 1-COt-t- C50 QOO^ (M CO .«! ?> " . iiaa S-||'|aaa|a o o o .a _g ^ _ ^^ ^ fH a "!!! ' a^jj--^ i! ' ilH ,■.<*' Tnmt ''^'x"itmy>. -^i ..^^> /;* .V, NEWFOUNDLAND EAILWAY SUKYHY; FINAL REPORT OF PARTY 0. E.vaiNEEE-iN.CHAEGE-FEANCIS J. LTNOH. CiyiL ^ap^B, 1 ilUL v^^^- ■^/U '•' 7,' v,''li.i ..' fV •■,'..:';■''■.!"*■■ '/fvl ;^ « ,■ ; ■)'' NEWFOUNDLAND RAILWAY SURVEY. Ottawa, March 26th, 1876. Sandford Fleming, Esq. : — Sir, — The plans and profiles of those portions of the New- foundland Railway Survey under my charge being now com- pleted, I beg to lay before you my final report, together with the tabulated statements of grades, quantities and estiniates attached. An approximate location has been laid down on the plans, deviating from the original line of the traverse where re- quired 'for the improvement of the profile, or necessitated by the laying off of the curves. From this approximate location and the traverse, an approximate and modified profile has been plotted, shewi the probable section to be obtained in locating a line, following as near as practicable the survey of the past summer. The two portions of the survey on which my party were engaged, viz., in the Eastern Interior and East Avalon, being entirely distinct in their geographical situations as also in the general character of the country, I have treated separately throughout, : .... .... ..w ...v.; V. ,;,.-ysr 38 NEWFOUNDLAND RAILWAY SURVEY. ;l iPa i Taking these portions in the actual order of the survey, I will state in a few words the results arrived at by a careful examination of the plans and calculations regarding quan^ tities. EASTERN INTERIOR. This portion of the survey extends from the Bay of Bulls Arm, Trinity Bay, to Middle Ridge in the interior, about fifteen miles east of the Gander River, in latitude North i^"" 21' 66", and Ipn^itude West 55^ 14' 48". • . DISTANCEIS. The distance between these points is on an air line 68*75 miles, but the actual line run is 85*22 miles, or a lengthening of 16'47 miles. The length of the approximate location is 80*68 miles, being a shortening of 4*54 miles on the line surveyed. The lengthening of the approximate location over the air line, amounting to nearly twelve miles, is principally caused by the deviation to the north and the sinuosities found necessary in crossing the hill country lying between the Come-by-Chance and the Clode Sound Rivers. GRACES. In no case has a grade of one-twenty per hundred feet, or 63*36 feet per mile, been exceeded; but it has been found necessary to use it freely, the total length of such grade amounting in the aggregate to nearly twenty-eight per cent, of the whole distance. The longest unbroken grade of this sort is used in mounting the North Harbor Hills, where a continuous length of nearly five miles exists. On the other hmd a level grade extends over thirty- eight per cent, of this 4 :! «• NEWPdUKDLAND RAILWAY StJRVKf. S9 division of the work, whilst a further considerable portion of the grades do not exceed twenty-six feet to the mile. CURVES. The maximum curve adopted for this division is four degrees or a radius of one thousand four hundred and thirty feet. The nature of the ground, especially on the hills, has required a constant recourse to this curve, and it has also been employed in the avoidance of lakes rind other obstruc- tions in the interior. The proportion of straight to curved portions, on the total distance, is nearly as two to one, or sixty-eight per cent, of the whole. EARTHWORKS. In arriving at the estimated quantities of earth and rock, a formation width has been taken of seventeen feet for fills and twenty-two feet for cuttings. After taking out the quantities of average miles of section in various parts, I have divided the whole distance into light and heavy work in their due proportions, which t found in this case to be nearly equal. The light work averages sixteen thousand cubic yards to the mile, whilst the heavier is over twenty-four thousand cubic yards, giving a mean in the district of twenty thousand cubic yards per mile in the proportion of two-thirds earth and one-third rock. These quantities will, I believe, be found a fairly correct average of a located line> for should it be thought desirable to raise the grades and reduce the quantity in rock cuttings, yet the fills being largely increased would compensate, and the actual cost per mile would not materially vary. 10 NEWFOUNDLAND RAILWAY SURVET. il t r i ' • " MASONRY. The bridging is light, owing chiefly to the fact that for a considerable distance tlic line follows the height of land. The culverts though numerous in the hill country arc mostly of small size. The total number of structures is two hundred and eighty-four, of whicli seven only are bridges of over thirty feet span. I have prepared two statements of structures, one with masonry bridges and culverts, the other with trestle culverts and cribwork abutments and piers to the bridges. In the masonry statement I have for economy ex- cluded all arch culverts, using corbelled box culverts of various dimensions, up to six by six feet. Beam bridges have all been considered first class work. These condilions give total quantities, as follows : First class masonry, seven thousand eight hundred cubic yards. Second class masonry, nineteen thousand eight hundred and twenty-seven cubic yards; and paving seven hundred and sixty-nine cubic yards. •■ TIMBER. In the statement of quantities in timber structures I have followed the drawings of trestle work culverts used on the Canadian Pacific Railway, all the larger structures having their abutments and piers of cribwork and stone filling. • For the superstructure of bridges the Howe truss has in all cases been supposed to be used. QUANTITIES. Schedules of approximate quantities for the whole dis^ tance are attached, with both masonry and timber structures^ NEWFOUNDLAND BAILWAT SUBVEY. ESTIMATE. The final tables in connection with the interior section are estimates of cost per mile, with both masonry and timber structures. In the schedule of prices, which may at first sight appear high, I have taken into due consideration the nature of the earth and rock, and the difficulty of obtaining suitable timber in immediate proximity to the line of road, as well as many other difficulties attending the execution of work in an unsettled country. The total cost per mile I find to be, with Masonry structures, per mile J23,607 Timber structures, per mile 20,899 being a saving of two thousand seven hundred and eight dollars in favor of timber. That the saving is not larger is to be attributed to the satisfactory foundations which exist for masonry, as also the absence of any very high embank- ments whereby the quantity of masonry would be largely increased. AVALON. The surveyed line here starts from the south end of the Long Bridge, Hiverhead, St. John's, and follows the river of that name to the height of land ; thonce, following for the most part the watershed of the country, the Salmonier and Holyrood road is crossed at eight miles from the latter place, and a junction made with Party A at station 2660-66, at a distance of 50*39 miles by the traverse. ';:"*» ; !IJM.U - ««»IBBB« NEWFOUNDLAND RAILWAY SURVEY, *9 NEWFOUNDLAND RAILWAY. INTERIOR DISTRICT, No. 4, DIVISION C. Average Earth and Rock Quantities. Number of Miles. Bay of Bulls Arm, Trinity Bay, to Mid- ills Ridge. Earth. Rock. 40 40-68 The first 30 miles after leaving the Bay of Bulls Arm, Trinity Bay, will average. < The whole of the East Central portion, except 10 miles of heavy work at various points included ,^above 15,750 12,000 8,374 4,000 80-68 {The average for the whole distance will be (Rocks chiefly granitic.) 13,860 6,168 m III! 50 lCEWl?'6UNl)LAkl) RAILWAY SUilTEYi NEWFOUNDLAND RAILWAY INTERIOR DISTRICT, No. 4, DIVISION 0. Statement of Masonry Structures. Bay of Bulls Arm, Trinity Bay, (80-«8 niilea) to Midcllo Ridge. Masonry. 1 •s Description. Size. 1st Class. 2n(l Class. 1 ]15 Box Culvert. ....... ^ 3x3 3x4 4x4 4x5 4x6 5x5 5x6 6x5 6x6 4x5 4x6 8 10 20 30 40 60 100 1 1,100 > 5,650 >18,099 10 Box Culvert 4 86 Box Culvert n Box Culvert 1 Box Culvert 15 Box Culvert 749 8 Box Culvert 1 Box Culvert J5 Box Culvert 6 2 Double Box Culvert Double Box Culvert. Beam Culvert Beam Culvert 20 1 ) 4 Bridffe 4 Bridge 3 Bridffe *^ Bridge ^ Bridffe Total ?^S4 7,800 19,827 769 iii i NEWFOUNDLAND RAILWAY SURVEY. NEWFOUNDLAND RAILWAY. INTERIOR DISTRICT, No. 4, DIVISION G. Statement op Timber Structures. 51 i t 749 20 769 Bay of Bulla Arm, to "Middle Ridge, Ti'inity Bay, (80-68 miles.) Quanti(;ies. 1 Timber. o -a s 1 a CO o , o If a a n o .a R Descrlptiou. f/3 S n O i 1 Trestle Culverts... Ft. 2 4 6 8 10 15 20 25 30 35 Span 20 30 40 00 100 63 33 48 00 41 17 8 3 5 4 4 3 2 2 100 132 192 240 246 136 64 30 60 L. ft. 21,200 32,340 60,880 66,000 72,980 45,560 27,200 13,740 27,500 Howe Lbs. 2,650 O.GOO 9,00<0 12,000 8,200 3,400 1,600 600 1,000 Truss S Lbs. 630 990 MK) I8cr■'',:.:.: l^EWFOUNDLAND IIAIUWAY SURVEY. 5{> NEWFOUNDLAND RAILWAY. BAST AVALOX, No. 1, DIVISION 0. Statement op Grades on Approximate Location. St. John's to WostWard. 000 to 2084. Lknotu. Cliains. Miles. 5 Ir Level 0*50 per 100 feet and under... Over 0*50 per 100 and under 1-00 per 100 1-00 per 100. 52'80 feet per mile 1-20 per 100. 63-36 feet per mile *... 1-60 per 100. 84-48 feet per mile Totals. 918 17-38 305 5-78 110 2-09 541 10-24 572 10-84 238 4-51 2684 50-83 34-22 11-33 4-11 2016 21-31 8-87 100-00 Chains. Lcngtli. Feet. Rise. itisinsT Grades 1084 680 1137 ' Faliinsf Grades. 705 ' 6$ NEWFOUNDLAND RAILWAY SURVEY. li i NEWEOUNDLAND KAILWAY. EAST AVALON, No. 1, DIVISION C. Average Earth and Rock Quantities, per Mile. No. of Miles. St. John's to We^ ^ard (50'83). Earth. Rock. 10 Heav,' work 40,000 26,6C6 14,000 20,000 20 Medium work 13,333 20-83 Liffht work 4,000 80-68 Averaije for East Avalon Eock principally slate, but some granite in places. 24,098 10,804 IJ' ! > i y^iM -?!.V^^ NEWFOUNDLAND RAILWAY SURVEY. 5T NEWFOUNDLAND RAILWAY. EAST AVALON, No. 1, DIVISION C. Statement of Masonry Structures. St. John's to Westward. Masonry. No. of Structures. Description. Size. .* 1 St Class. 2nd Class. 1 10 Box Culvert 3x3 ' 3x4 4x4 4x5 4x6 5x5 5x6 6x4 6x5 6x6 6x8 4x6 5x6 6x6 20 80 120 500 > 15,000 '■..]■■ 48 Box Culvert 80 Box Culvert 6 Box Culvert '/'.'* ' 7 9, Box Culvert Box Culvert 10 Rr»"v r^nlvpyf 350 9^ Box Culvert ( i 1 1,800 3 Box Culvert ■, . ' .■ •;'' 8 Box Culvert .*'; ■■■'• 9 Box Culvert 1 1 1 4 Double Box Culvert Double Box Culvert Double Box Culvert Bridffe. sd3.ii 1 Bridge, " 1 Trestle work \ I.-. ■ r Trestle work Total 138 1,800 1 5,000 350 y i 58 IfEWFOUNDLAND RAILWAY SURVEt. NEWFOUNDLAND RAILWAY. EAST AVALdN, No. 1, DIVISION C. Statement of Timber Structures. St. John's to "Westward. Quantities. • Deseription. •sf ll •4-> g m o Timber. a 2 •11 t a 2 i Soft wood plank. Hard wood plank. 1 '8 i fcesU© (Mlverts... 2 4 6 8 10 15 20 25 30 35 40 Span 20 80 120 500 17 15 15 18 29 9 10 7 8 3 4 1 1 1 188 £4 60 00 72 174 72 80 70 100 36 L. ft. 6,800 14,700 15,900 19,800 51,620 24,120 34,000 32,060 44,000 21,000 tbs. 850 3,000 3,000 3,«00 6,400 1,800 2,000 1.400 1,600 6Cv) Lbs. 170 450 450 540 870 870 300 210 240 90 B. M. B. M. C. yds. C. yds. 34d trestle Culverts... Trestle Culverts... 690 teeatle Culverts... 785 Trestle Culverts... 990 Trestle Culverts... Trestle Culverts... .40,664 6,353 2,084 1,260 1,600 1,760 2,000 900 Trestlfi Culverts... Trestle Culverts... ><■•••• Trestle Culverts... Trestle Culverts... Bridge / ' ' * 600 280. Bridge 251 Trestle Work Trestle Work 758 3,200 15,000 140 400 20 60 . 706 i)7 Totals.......... 282,200 23,790 3670 41,370 6,450 850 12,600 _^_ ■ f\rvf , f-jT- ^ ^ -,» V r " ^V" "* ' V » i* NEWFOUNDLAND RAILWAY SURYEY. 59 NEWFOUNDLAND RAILWAY. EAST AVALON, No. 1, DIVISION C. Approximate Quantities. 0-00 to 2684— St. John's to Westward— 60*88 miles. Masonry Bridges and Culverts. Quan^itioB. Remarks. Clearing, acres 660 61 101 25,415 1,225,000 649,167 50,830 1,800 15,000 350 1,525 17,790 2,010 356 20 ft. 80 ft. 11,500 Close cuttinff. acres Grubbinff, acres Fencins". lin. feet Earth excavation, c. yards.. Bock excavation, c. yards... Under drains, lin. feet 1st class masonry, c. yards.. 2nd class masonry, c. yards Pavinff, c. vards , .- ■ J Binran, c. vards Timber, lin. feet W^rouffht iron, lbs Cast iron, lbs - ;. - ■• ■ Howe trusses, 4 spans of. . . ** 1 span of.... Boad crossings an^ diver- sions , ! --. '"■-.,;. S I 60 NEWFOUNDLAND RAILWAY SURYET. NEWFOUNDLAND RAILWAY. EAST AVALON, No. 1, DIVISION C. Approximate Quantities. 0-00 to 2684— St. John's to Westward— 50-83 miles. i ill .^Timber Bridges and Masonry. Quantities. Clearing, acres Close cutting, acres Grubbing, acres Fencing, lin. feet Earth excavation, c. yards. Rock excavation, c. yards. Under drains, lin. feet. Riprap, c. yards Timber, lin. feet Wrought iron, lbs... Cast iron, lbs Cribwork, c. yards .. Softwood plank, b. m Hardwood plank, b. m Howe truss, 4 spans of " 1 span of. Road crossings, and diver- sions.... 660 5X 101 25,415 1,226,000 549,167 50,830 1,525 282,200 23,790 3,670 1,016 41,370 6,450 '.. 20 ft. !. 80 ft. $1,0^00 Remarks, i!'!^ NEWFOUNDLAND KAILWAY SURVEY. 1 r REPORT OF PARTY A. Central '^Mm §iMd. ENQINEBE-IN-CHiLBGE— THOMAS EAMSAT, CmL ENaiNBEB. ! m I >l! Is |1 ' ' ^v , Ti .•^"v.'/r .' "'■> 1 y '■' ■r-- ■ ir-i.-,»T-, .'^KV ■'•,«•; : ISTEWFOUNDLAND RAILWAY SURVEY. Ottawa, April Sth^ 1876. Sandford Fleming, Esq. Sir, — In my report, dated April 3rd, 1876, 1 stated that the party under my charge left Saint George's Bay on the 25th of September. I now beg to further report upon the subsequent operations of that party and the result of its labours. After a rather dangerous voyage the party arrived at Sainit John's on the 2nd of October, and, after refitting and re- organizing, left on the 8th, under advice and instructions from Alexander Murray, Esq., head of the Newfoundland Geological Survey, its destination being Chapel Arm, Trinity Bay, to prosecute the survey through the district of Avalon. After a somewhat troublesome journey, by land and by water, with provisions and camp material, the party encamped at Chapel Arm on the night of the 10th of October. I went round by Brigus to examine the country, and did hot reach the party till the night of the 12th. My instructions were to work as far westward as t should judge necessary, leaving what work Party B might be aWe n li 1 ■■■! (I 'i; m 64 KEWFOUNDLAND RAILWAY StJllVEY. to finish by about the same time that the other parties would complete the work to the eastward. There is a telegraph station at Chapel Arm and four or five with families living there ; the people depending mostly upon fishing. The little land that is cleared appears to be pretty good, but good land does not extend far either east or west. There is perhaps a mile along the telegraph line east- ward of fair land and well wooded, but steep. There are two brooks coming in from the south, divided by a ridge, and their banks, as far as can be seen from the telegraph line, are well wooded. I saw a quantity of spruce and some yellow birch on the shore brought down the valley of one of these brooks for ship building. The largest trees would be from twelve to fourteen inches diameter. There being a path along the telegraph line, we began the levels at the tideway, traversing and levelling along the path. About half a mile from the shore the timber became scant and dwarfish, and at a mile the country is a high open barren." At two and a half miles we were five hundred and fifty feet above the sea, and we kept above five hundred feet for another mile. The country then began to descend rapidly, the water stili falling north to Trinity Bay, and as we got into the valley, or rather broad irregular flat, we found it filled with lakes in all directions. At about seven miles from Chapel Arm we met a lake directly in our course, and extending both right and left ; I named it Murray lake ; I estimated it to extend two miles to the southward. We traversed its shore northwards about a mile, and found that its waters ran south to Placentia Bay, and that within a few hundred feet of its northwest angle the ponds were emptying towards Trinity Bay. This lake is only three hundred and forty feet wli KEWPOUKDLAKD BAlLWAY StTRVEt. 65 above the tide, and having land so much higher eastward, I considered this divide must be a fixed point. I therefore put in a post, marked it B, and began a new chainage. I continued the line westward about six miles, over an irregular broken country, fidl of ponds, where it seemed impossible to tell whether the watar ultimately emptied north or south without traversing them round. The line is generally near the watershed, but near where we stopped work in this direc- tion it crossed 'a brook ten or twelve feet wide, running south into Placentia Bay, and northward was a range of not very high, but very rugged and broken hills. At station three hundred and six by eighty from post B, we put in another post for the western bounds of the Avalon centre division of the work. The measurements on the ap- proximate location marked on the plan as before, with a heavy red line, begin at this post, and are marked in red figures. The measurements on the traverse are marked in the direction in which they were chained and in black figures, but the miles marked on the traverse section are the miles from Come-by-Chance River, and include the mileage on sections numbers two and three. I now returned to the post B, and ran eastward, having to descend stiU lower than this point to cross the outlet or rather the foot of a large lake I have named Waugh Lake. This is at station three hundred and forty-four on the ap- proximate location, the height of the grade being three hundred and twenty-eight feet, and that of the water three hundred and eleven feet. This descent might be avoided by keeping south instead of north of Waugh Lake, and it is possible the ground might be emoother, but it" would require a very sharp curve near the w| i u NEWFOUNDLAND RAILWAY SURYEY. !»!!; m ^\ foot of the lake, and cause a loss of distance of about half d itnile. At station five hundred and ten on the approximate loca- tion, the line gained a summit of four hundred and ninety- eight feet above tide, and it will require heavy work and a ^ade of one twenty per hundred to iattain it. This summit is on a ridge extending west of south and east of north, which forms the west shore of Chapel Arm Harbor on one side, and Long Harbor on the other; It will probably range from five hundred to seven hundred feet above the sea ; knd there is no lower available point for crossing it than where the line now is. This summit is nearly ten miles from our starting point, and thus far there is no timber except a few spots on hill tops, where there is a little scrub spruce from four to six inches diameter. The ground has been in many places covered with short scrubby spruce, but moSt of it has been killed by fire. in some places the rocks are merely covered with a thick matting of roots and moss, in other parts they are covered with peat^ which is in some places pretty deep. I am in hopes that under the peat, in places at least, will be found ciay or gravel sulficierlt to covef the ro&,d toi protect it from fire, as there is nothing in view but either peat or rock to inake the road of. From this summit the waters are descending rapidly ihtd tiohg Hatbor, Placentia Bay. I endeavoured to keep the liiie routid the h&add of these waters, but I eventually found that there is low ground east of the before described ridge, ektehding qiiite across the peninsula, thie waters of Long Harbor being within four miles df Chapel Arm^ and thcde of GhapBl Ami being within three miles of the tide at Lolig 11 i:|ii i NEWFOUNDLAND RAILWAY SURVEY. 67 Harbor, and extending two or three miles further souths The highest point on this divide is about three hundred and ninety feet, so that the line must descend one hundred and eight feet, or perhaps more. When I discovered this, I wished to take a more direct line and at a lower level ; I ran a portion of this direct line, but we had at this time a week of extremely bad weather, getting only two days fit for work, and I became alarmed that winter might overtake us without making a connection with the party to the eastward. I therefore left about a mile of this line without an instrumental survey. I have drawn the approximate loca-; tion between the known points, as no difficulty exists. There are the ends of two ridges to pass with a valley between, and the only question is the depth of fill necessary in order to l^eep a good grade across the valley. I think it may pro - bably be found better than shewn hj the approxin^ate section. About fifteeu miles on this division the line crosses a road that has been opened a long time ago ; I think I saw a plan of a survey of it forty years old. This survey was from^ Colliers Bay to Lon^ Harbour and Ship Harbour. The road was afterwards opened to Brigus, and a branch from it haa been made to Chapel Arm £ox the use of the telegraph lines. There is still some work done on it every year. It is a good winter road six miles east from Long Harbour, but from that to the Chapel Arm branch it is partly grown up with bushes. From the forks to Brigus I believe a cart has been through, but it must have been in a very d^ season, a^ there, are some deep bogs. At the crossing of this road the line leaves the Long Harbour waters and gets into a basin of the Chapel Armt Yfaters^j following a branch of them, to its source, ai^^ at IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I 1.25 ISO ■^~ lU lU u 140 12.2 2.0 m m '/ A ^5. q^ 4, v\ 08 KEWFOCNSUND SAILWAT SVHTBT. ii n station eight hundred and eighty on the approximate loca- tion it reaches the watershed, at an elevation of five hundred and thirty-five feet. At station nine hundred and fourteen, on the extremity of a ridge beyond the watershed, the height of five hundred and forty-six feet above the sea is reached, this being the highest point on this section. South of this point is a large lake ; I have named it Lemoine Lake. It is somewhat triangular in shape, one and a half or two miles on a side, and flowing to Placentia Bay. North of this point the ridge rises and extends a long distance, between two branches of Chapel Arm waters. It is higher than the line till it gets some distance north of Long Harbour road. Up to this point the line has not passed through any woods but those of a very scrubby dwarfish character. On the higher ground there is a good deal of open barren, but on some of the slopes there are patches of fair spruce and fir. There is little bare rock showing itself, but sometimes the covering is very slight indeed. I saw, where the road had been cast up on the slopes, where there is not much peat, gravel is found that makes a very good road. At station nine hundred and ninety on the approximate location, corresponding to station eight hundred and thirty on the traverse, the line has reached the divide between water running into Placentia Bay and the Dildo River emptying north into Trinity Bay. This summit is four hundred and eighty feet above the tide, and is the continuation of a ridge of which Spread Eagle Peak is the highest point ; and I be» lieve there is no lower ground than where the line crosses until some distance north of the peak is reached. The last mile of line ii rather uneven and difficult ground. About this place there are gome knolls with pretty good birch, ITOWrOUNDLAHn) BAILWAT SUBVBT. «• the best I have seen on the island ; but they are not of much extent. Here the deep valley of the Dildo Eiver was just in front, and nearly at right angles to our course ; and in order to get a workable grade the line had either to go up river or down. I considered that down stream was the most favourable route, and madn the line in that direction ; but perhaps an opposite course would orive equally good results. The valley of the Dildo cannot fall much here as the lakes extend over a large portion of it. From this summit there are about thfee miles, with a grade of 1*25 per hundred, or seventy-nine feet per mile, to get to the Dildo River ; and as there is a broad flat at the foot of the grade, it is impossible to gain more distance without running back to the northwest. When I was at Long Harbor road, I thought it might be possible to get a more northerly and perhaps a more direct line to this point; but from the appearance on this side, I think that would be impossible — there being three different streams running into Chapel Arm, with high ridges between them, and all these would be nearly at right angles to the proposed course. I cannot positively say there are no breaks or valleys in these ridges, but I know there are none between the line and Long Harbor road. The line crosses the Dildo River at an elevation of three hundred and twelve feet above the tide, the water level being three hundred and three ; a fifty feet bridge will suffice here, there being a large lake above serving as a regulator for the water. In getting out of the valley to the eastward the grade is moderate and the height only three hundred and forty feet. At station eleven hundred and ninety the line crosses a brook running southwards, which I suppose belongs to Rocky River, Placentia Bay, but in that I may be mistaken, as I aft wards 70 NEWFOUNDLAND RAILWAY SURVEY. crossed the Spaniard's Bay river at a much lower level, and this water may belong to it. Crossing the Spaniard's Bay river is about the most diffi-, cult part of this division, the line crossing at a height of only two hundred and seven feet above the tide (the water being one hundred and ninety-seven), and requiring a grade of 1'30 per 100 for nearly a mile and a quarter. The fill over this river contains nearly one hundred and forty thousand cubic yards. A more southerly line might improve this, but the Hodge waters are spread out in front or eastward in such a way that it might be difficult to get back to the line again, and a totally new line would hove to be looked for. About two miles east of Spaniard's Bay river the Ho^ge waters are crossed at the same level as the Spaniard's Bay river, the country between being full of ridges and hum- mocks, but there is no difficulty about g^rades, none of the land being high. After crossing the Hodge waters, the country appearing to \ie all low, I 1. )t away from the river expecting to get a more direct line, but I soon met lakes that forced the Una back again ; and when I had reached a summit near station one thousand five hundred and sixty, at a height of three hundred and thirty-five feet, it appeared that a line up the river would not diflFer much in length, and perhaps might be over leveller ground than that on which the line now is ; but there will be no difficulty in locating a good track whei^ th^ line is made. About ten miles farther, or at station one thousand six hundred and sixty, the line reaches the north end of Big garren Pond ; the height of the pond being two hundred an^ f * ' NEWJOtJNDLAND RAILWAY StJEVKY. Ti feeVfenty-six feet above the tide, and that of grade two hundred and ninety-two feet above the same. On the last sixteen mUes cf line the country is about one- fourth open ; wherever there is a flat, whether high or low, the land is peaty and clear of wood, but all the sloping land is covered with wood of some kind, chiefly spruce and fir, occasionally mixed with some birch. From Big Barren Pond there is an up grade of one*twenty per hundred for one and a quarter miles, and heavy work to the summit between this and Goulds Biver, which summit is three hundred and eighty-five feet above the sea. Thence the descent is rapid but not great, three hundred and twenty- two feet being the lowest point of grade, and I think it can be worked to a t,Tade of 1*00 per hundred. The waters in this valley are spread out in all directions with high knolls between, so that any direct line would give a very heavy section ; but a serpentine line am. be followed without more than an average amount of work. From station one thousand eight hundred and twenty-five the grades keep ascending to station one thousand nine hundred and ninety-three on the approximate location, corresponding with station one thousand eight hundred and fifty-nine on the traverse, when the survey connects with Party C (plan and section number one), at a height by our levels of four hundred and sixty-five feet, but only four hundred and fifty by the levels of Party C; On the plan I have laid down the Big Barren Pond from a plan on a small scale of, I believe, a survey by some of Mr. Murray's assistants, so that probably the position of the south end is not far from correct. About four miles from our lincj at the head of the pond^ in a south-westerly direction, there appears to be a gdod crdssirig place; aiid the pond seems td 72^ NEWFOUNDLAND RAILWAY SUBVEY. . end a mile further south-west. It is probable a line could be found from near station one thousand two hundred, or perhaps by crossing the Dildo up stream, and passing by the south end of the pond, with a very considerable saving of distance. If there is not too much water in the way, that saving might amount to nearly three miles, and I think there can be no difficulty about grades east of the Dildo River ; but the country being low, it is probable that a good deal of those parts that are blanks on the plan may be occupied by water ; so that it is difficult, I may say impossible, to estimate the length of a changed line without a survey. But this point is of too much importance not to be attended to when any thing further is being done regarding the location of the road. This is the only place, I think, a deviation from the general route surveyed can be made with advantage. The sections show that the grades on this division, although not so long as on the St. George's Bay division, are steeper and the quantities are larger. This arises from the fact that on the St. Geoi^e's Bay division I was able, as a general rule, to follow the direction of the water courses where I was able to find a fair line, when it would have been utterly impossible to cross the country at all in an opposite direction. In the present division the course of the line is at right angles to the formation of the country, and the line has to cross every ridge and stream instead of going in the direction in which they go. There is also another serious loss arising from being forced to run across the ridges and vaUeys, viz. : as the tables shew, the very large increase in length of over thirty-four per cent, of the approximate location over the air line. On this twenty-eight miles of air line we have now taken fifty miles of levels. NEWFOUNDLAND RAILWAY SURVET. 73 I do iiuL think, upon the whole, there will be much diiTer- cnce in the quality of the work upon thi8 section from that of St. George's Fay. There is a good deal of material on the latter section that is easier to work than any I have seen in this. In the workable character of the rock I am not aware tlierf is much diiTerencc, but the means of supplying parties will be better in Avalon. The timber here is not quite so large and not nearly so tall as in the deep valleys of the western interior section. The supply of ties will, therefore, not be over abmidant here, nor so near where they are wanted. •The material that I have seen worked into on the sides of hills makes excoUent roads, but it is not easy to work, and I have not seen any where in this division ballast that could be easily worked or got in large quantities. I may again state that in the estimate of quantities, I have stated the whole amount of embankment without any reference to where it comes from ; but in addition I have estimated to pay one dollar and fifty cents per yard for quarrying the rock, thus making its cost, put into the embankment, one dollar and eighty cents. This may not be the mode always adopted, but I hope it will be understood. The general result of the survey of this division, as well as the estimates, are exhibted on the accompanying sheets in a tabulated form, viz. : No. 1. — Statement of lengths and curves. 2. — Statement of grades. 3. — Statement of embankment and rock excavation. 4. — Statement of masonry structures. 5. — Statement of timber structures. 6. — Approximate quantities with masonry structures. 7. — Approximate quantities with timber structures. 74 NEWFOUNDLAND RAtLWAt StTRVEt. Being requested to state every thing of interest, I will add a few words in regard to aninlal life, which seems to be not very abundaht on the island. Our men caught very few trout, although they frequently tried. There were a few salmon or grilse caught on the St. George's River, about twenty miles from c^lt water; they were congregated below a fall ; we did not see any above. We saw a. few wild geese and sea gulls in some of the lakes in the breeding season, but few or no ducks. The party saw {out or five beavers altogether. We saw a good many indications of otters, and the men caught one, as also a fox. The marks of bears, were occasionally but not often seen. There is no part that we visited but has been hunted over by Indians. On the western plains we saw three or four flocks of ptar- migan, a pretty bird, resembling the Canadian partridge, ex- cept that it is partially white even in summer, and its habits and cry are difi^-rent. They were plenty in Avalon late in autumn, when there were blueberries. In Avalon the party killed some native hares ; they are a beautiful animal, perfect- ly white in November, and I think quite twice as large as a Canadian rabbit ; they are not plentiful. The cariboo is the game par excellence of Newfoundland ; tbese in summer we only saw in single ones,, except a doe with a fawn ; late in the season they were seen in droves of five or six several times, and everywhere the plains are full of their paths. There can be no doubt but they are more plentiful here than in any other country I have ever been in ; but, according to my experience^ it would be a great mistake to rely much upon venison for provisioning a party; In regard to weather, I have no record of temperatute, but We found very few days that were inconveniently warm for Vrorking or travelling, and I found ho day that I wag out oil . NEWFOUNDLAND RAILWAY SURVEY. 75 the high open plains that I wished to sit down long without a coat. When I arrived at Saint George's Bay, 7th of June, I found May-flowers just in season, about as they were in Halifax three weeks before, and there were no leaves on the earliest deciduous trees at that date. I saw snow on the twentieth of June, but the land was twelve or thirteen hundred feet above the sea, and there had been a heavy drift. I took no notice of frosts uutil about the 20th of September, and the potato vines at Saint Georges's Bay were green up to that date. We had the first snow on the 27th of October, and about the 24th November the men travelled on the ice on still water. I think we had thunder only two or three times during the summer, and although we had frequent rains, they were very seldom heavy, only once during the summer that the streams rose much. The following is, I believe, very nearly a correct list of the number of days on which we had either rain or snow during the survey, viz. : — June 8 days. July 8 " August , 9 " September *. 10 <' October 11 « November 14 '^ There was a good deal of very high wind and a gre^t deal pf sea-fog in October and November. 1 do not like to conclude this report without saying that I found the n^eu of Newfoundland, if not first-class woods^ ji^en, at least first-class laborers, My party behaved r^mark^ 76 NEWFOUNDLAND RAILWAY SURVEY. ably well considering the very laboriouB nature of the services they had to perform. I would be glad to name them indivi- dually if it would do them any good, I am glad to be able to make my acknowledgment and return thanks to J. O. Frazer, of the department of Public Works, for his painstaking in everything connected with s.upplie8 and accounts, as well as my personal comfort. It is not my business to allude to the advantage the service received from the advice and instructions of Alexander Murray, Esq., but it will oblige me much if you will tha^^ him for his courtesy and kindness to myself. I am, sir, Your most obedient, Thomas Ramsay. ■» ■ ■» ■>. ■■y?'*»»**\<'- .^f'ft^'^f'f- X . NEWFOUNDLAND IlAlLvV^AY SUBVET. T7 NEWFOUNDLAND RAILWAY. AVALON CENTRE, DIVISION A.— PLAN awd SECTION No. 2. Statement op Lengths and Curves of Approximate Location. 8 a .2 § * 1 1 i LKNOTir, B s s X i) 1) ChaiDH. Miles. M 0) o Degrees. 1 2 H 3 4 5 Tangent 57-30 38-20 28-65 22-92 19^10 14^33 11^46 32 1 38| 681 80 1041^ 680 300 32-50 25-50 340-50 32-00 347-10 170-00 60-00 985-40 •61 -48 6-44 •62 6^57 3-22 1-15 18-66 2853 "76°" Approximate location . Length of traverse Length of air line . Increase of location over air line.. Percentage of increase 1993-00 2166-00 1483-50 510-50 3775 41-02 28-09 9-66 o 50-57 49.43 34-38 -t I ', ; I I'-! ta NEWFOUNDLAND RAILWAY SURVEY. NEWFOUNDLAND RAILWAY. AVALON CENTRE, DIVISION A., PLAN AND SECTION No. 2, Statement op Grades on Approximate Location. Length. ChaiM. Miles. Level 0'50per 100 Between 0-50 and 1*00 per 100 1-00 per 100 1-20 per 100 1-30 per 100 140-00 317-00 691-00 309-00 822-50 313-50 2-65 0-OQ 13-09 5-85 4-22 5-94 Totals. 1993-00 Length, of grade rising east- ward Lcn<^<^li of grade falling east- wai u . Level 37-T5 Chaina, 10-03 8-50 1-40 19-93 Total rise eastward. Total fall eastward. Difference 893 feet 773 " 120 <' 7-02 15-90 34-67 15-49 11-17 15-75 100 ▼ I ■» =?n "» I ^ »EW^OTtNDLAi^ HAtLWAY StTHVET. NEWFOUNDLAND RAILWAY. AVALON CENTRE, DIVISION A.— PLAN AND SECTION No. 2. 1^ Statement op Embankment and Rock Excatation. Road bed 17 feet — base of cuts 22 feet. 1 '■.■'' * Length 37-75 miles. ^iies. Cubic ytirds per mile. Embankment. > Roclr. Lis^ht work 13- 24-75 37-75 1 ■■ ■'■■. , 18,000 ^/3,500 4,000 234,000 1,200,400 Heavy work..' Kock excavation . . ^ . . . 151,000 Total... 1,434,400 151,000 38,000 Meail.......ii..i 4,000 = -nrrr m^.' ^t 1 'li '■Ii - \m jM-W 80 • NEWFOUNDLAND RAILWAY feUnVi:.!. - - .', l*'-' , ■ . ■ t - " ' ■' y NEWFOUNDLAND RAILWAY. AVALON CENTRE, DIVISION A— PLAN AND SECTION No. 2. Statement of Masonry Structures. structure. No. Size. 1st Class. 2i)d Class. .a Box culverts Box culverts.... Box culverts Box culverts Arch culverts Bridges.. Bridges.... Bridges Bridges Total Feet. 6 3x3 50 3x4 8 4x4 7 4x5 3 5x6 1^ D 15 2 20 1 30 2 50 84 C. yards. 3,900 3,900 C. yards. ,■, 'v?« G,400 6,400 C. yds. 1800 1800 ■ i NEWFOUimLAND RAILWAY SURVET. %l NEWFOUNDLAND RAILWAY. AVALON CENTRE, DIVISION A.— PLAN AND SECTION No. 2. Statement op Timber Structures. l9. Description. Trestle Culverts.., Trestle Culverts.. Trestle Culverts.. Trestle Culverts.., Trestle Culverts.. Trestle Culverts-. Trestle Culverts.. Trestle Culverts- Bridges Bridges Bridges ^ Q =gg s n O « "3 Timber. a ^H o &H 'A 2 I L. ft. 2 4 4 8 1,600 8 10 40 10,600 12 19 76 21,900 15 20 120 35,000 20 16 160 4:3,900 25 3 24 10,200 30 2 20 8,200 12 3 15 4 25 3 84 448 132,000 1" 200 2.000 3,800 4,000 3,200 600 400 a o 6 50 300 600 600 500 100 100 B. M. o o ^-3 29,000 6,000 B.M. o .•s 6,000 v,t .' f. 1 V. \ ^2 li : il i iU m NEWFOUNDLAND RAILWAY SURVEY. NEWFOUNDLAND RAILWAY. AVALON CENTRE, DIVISION A.— PLAN AND SECTION No. 2. Approximate Quantities. Masonry Structures. 37'75 miles. Quantities. Clearing, acres Close cutting, acres Grubbing, acres Fencing Embankment, c. yards Rock excavation, c. yards... Under drains, lin. feet Masonry, 1st class, c. yards Masonry, 2nd class, c. yards Paving, c. yards Riprap, c. yards « . . . Bridge tops, lin. feet I^oad crossings 800 38 56 0-00 1,434,400 151,000 56,600 3,900 6,400 1,800 1,200 230 1 i:;l'U'i^yf.^i. ■..,..-. T.iV'i, ...'.■■■^■V'l! i.! F ■■•i :■!■()■:■• ,-l.i-: ■• ■.^^•^\€.\^v ^-n^'i^j. jL NEWFOUNDLAND RAILWAY SUEVET. 83 NEWFOUNDLAND RAILWAY. AVALON CENTRE, DIVISION A.— PLAN AND SECTION No. 2. Approximate Quantities. Timber Structures. 3775 Miles. Quantities. • Clearing, acrea. 300 Close cutting, acres .88 .", \yy GrubbinsT, acres 66 Embankment, c. yards 1,434,400 Bock excavation, c. yards.. 151,000 Under drains, lin. feet 56,600 Timber for culverts, lin. feet 132,000 Wrought iron, lbs 14,200 2,250 29,000 Cast iron, lbs Softwood plank, ft. b. m.... Kardwood plank, ft. b. m.. 6.000 ' Cribwork, c. vards 5,000 1 "" " Road crossings liil It ..„ . .'iV' ,:>I^'.!'^-<-ik' . . ,' ' '' ♦ '■ ; *-'. .• '■:«.lM?in -i;:.".- .' i'-f. i.C-/i '■■ ^' ■•■■ i - ''''■':\; i;.!. -i':fe-. u^^T .fell I t-i-(Vi'.' j^,|iff.n NEWFOUNDLAND EAILWAY SURVEY. • KEPORT OF PARTY B. ENQINEEa-IK-CHi.BQE-W. A. AUSTIN, P. L. S., CiTIL ENOiyBEE. *■■• ■. ■. '"I ::S- .<■ '" '-■ ',■" >' I -» 3;l i! iri' .^.t*>*,^,-vi;,- --vj-.rv tie-. 'i: ■:.,■-■ dj-./cr,?,,",^' :r .£ :■ ii.-' ■■.-*■-•» ra.-vV;f-. Lf.-.ii J /;r r,: .-n,,,;,.^.-.. ' .*^^A.; (.rr » *',, i'-f ':hiMi ■»n "jC^ {>fr.^iO' /:■ ■ ' uT i^.tv ■ • . . i ; :' ' ',*' »;^ ■)■/,)/ 1 i Newfoundland railway survey. ^C:'}. fi WEST AVALON. ,)> i;^v ■.■•/7 '!' AT ST. JOHNS. i:. :v : ;.;i I^ANDFORD I^LEMING, Esq. : , ., ' We were detained at St. John's from the 16th of October to the morning of the 28th, making arrangements for our Avalon campaign, getting new tents, stores and cooking utensils, and also paying off and settling with the men. DEPARTURE. ^v^K' a}. On the evening of the 27th October I went on board the Walrus with my staff, with the intention of sailing the first thing in the morning. At 8 a. m., 28th inst., all the party, some twenty-five in number, were on board, and we started for the Bay of Bulls Arm. AVe ran till about midnight when, on account of the extreme darlaiess, we lay in Trinity Bay until daybreak, when we ran for the Bay of BuUs Arm, which we reached before dinner, and began to unload our stuff and pro- visions, finishing in the afternoon in heavy rain. MOVED CAMP. On Saturday and Sunday, 30th and 31st of October, it also rained, and up to midday on Monday, when I began to for* $S NETTPOUNDLAND RAILWAY STTRVET. ward our stuff and moved camp to our starting point, which was the point of departure of Division C (known as Eastern Interior Division). This was some two miles distant from the Bay of Bulls Arm, and about twenty chains east of the Come- by-Cbance river. While the party were arranging the camps and advancing the stuff, I explored the country near the starting point and for about four miles ahead, finding no serious obstruction. November 2nd. — As it rained all day, no line work was begun to-day. StARTED WORK. On the morning of the 3rd of November we started the line from the point before mentioned, and ran about a half a mile through difficult cutting; we also advanced all the stuff up to this point, notwithstanding intermittent showers of rain, sleet and snow. Not deeming it necessary to define the exact position of the transit line, I shall refer particularly to the approximate location line which is shown on the plan by a broad red line which generally follows on or near the traverse, ai^d only in one instance is as far as thirteen chains from i.t. PLACENTiA WATERsnEix v : '[ ^> : .■:^:" At a distance of six hundred and seven chains from the starting point, on the approximate location line, a height of land is crossed which divides the Placentia Bay waters from those of Trinity Bay. For the first one hundred chains of this distance the line takes side hill ground and easy grades, then over a more generally level section to the westward of Hill Lake, crossing Hill brook at station two hundred and forty by a bridge of twenty feet span. Thence, going more easterly, principally taking side-hiU ground to the height of land. NEWPOUNDLAI^D RAILWAY SURVEY. B9 SOIL AND TIMBER. The surface is composed of gravel, boulders and clay. There is not much rock on this portion of the line. The timber here is sjiruce, birch and fir, and very inferior. I have seen some few trees eighteen inches in diameter, but not of any length ; the woods short and scrubby, but here and there we found detached groves with trees averaging ten inches in diameter. From the height of land at station six hundred and seventy to station eight hundred and fifty (where we cross another height of land dividing the waters east and west), we have de- scending grades. At station seven hundred and forty, we take an easterly course for a mile, to avoid a high and much broken clump of hills, to station seven hundred and eighty - three, thence descending along side-hill to station eight hund- red and fifty, the height of land. WOODS AND SURFACE. The woods are very inferior scrubby fir, spruce and birch. Some of the timber is fit for telegraph poles. Gravel, bould- ers, and rock (gneissoid) are on the surface, there being a good deal of the latter in this section. ■ •, ' ' PLACENTIA BAY WATERSHED. From station eight hundred and fifty to the end of West Avalon and junction with Centre Avalon, at station 1,087*50, we keep on our general course (S.S.W), passing to the east of Gull Lake (a fine sheet of water, containing about three square miles) ; thence by side-hill on an up-grade along the ridge bounding Gull lake to the eastward, to the terminating point, which we reached on the evening of the 30th November. 90 NEWFOUNDLAND RAILWAY SUBVEY. > I-^ WOODS AND SURFACE. This last portion of the work has no timber on it, there being nothing but low scrubby spruce, fir and birch. A good deal of rock exists on the surface of this section, mostly gncissoid, and also some gravel, boulders and clay. The soil in Avalon, or the narrow neck on which I was at work, I should deem unfit for agricultural purposes, it being too rocky and barren, with the exception of the luirbors, where some little soil may be had, where vegetables are raised. DEPARTURE. ' ^^ On the 1st December wo went to Chance Cove, and on the 2nd hired a schooner which took us to Hearts Content ; thence we went to Harbor Grace and slept there two nights ; and on the 4th left Harbor Grace and got to St. John's that evening, jpcr steamei Cabot. • - • " : ,, ■ Having the same staff that I had on the Central Interior dis- trict, I must again mention them favorably. Mr, Costigan, who also joined the party, was of material service to me, being uhead while I was cross-sectioning. I am, sir, . , .r, ^ Your obedient servant, ••/^■-- M.. W. A. Austin, P.L.S., C.E., '' ' ' ' ' ■ Engineer'in-Charge. ill NEWFOUNDLAND RAILWAY SURVET. 91 NEWFOUNDLAND RAILWAY. , WEST AVALON, DIVISION B. Comparative Statement op Distances, , station 0.00 to Station* 1088, LpdrIIi in chains. Length in xuilos. Length on air line............... 952 1,100 1,088 158 22.,..,... 660 427 18-03 Length on traverse 21' Length on approximate loca- tion 20-60 2-97 ' ■" ... 0-40 12-50 8-10 Air line shorter than traverse Approximate location shorter than traverse Approximate location, length of straight Approximate location, length of curves Note. — Maximum grade — 1*20 per 100 Maximum curve, 7° 7°deg.... ' 02 NEWFOUNDLAND RAILWAY SURVEY. NEWFOUNDLAND RAILWAY. WRST AVALON, DIVISION B. Statement op Grades. station 000 to Station 1088. Lknoth, Chains. Level. 0*50 per 100 and under.. Over 0'50 per 100 and under 1 perlOO 1-00 per 100 1-20 per 100 Totals 219 80 125 47 616 1084 Miles, 4-15 1-52 2-38 0'89 11-66 20-60 1 «4-l , if 20-15 7-36 11-50 4-33 56-66 100-00 tO'^;— '^!:t5T^^ K Jt NEWFOUNDLAND RAILWAY STTRVET. 93 NEWFOUNDLAND KAILWAY.;. WEST AVALON, No. 3, DIVISION B. Average Earth and Rock Quantities per Mile. • i 1 Btaiion 0-00 to Station 1088, * ' * Earth. Rock. 7 Verv heaw work 00,000 30,000 30,000 10,000 6 Heavv work 7-60 Lierht work, 15,000 3,000 20-60 Average for West A valon 34,660 14,213 (Rocks principally granite.) 1.. -- ; ■^, '■■•:-.,. ^ ' ' > .^■,■■:^ •: ' r- ■ ! 1 : 94 NEWFOUNDLAND RAILWAY SURVEY* i o s -♦J OS o 6 NEWFOUNDLAND E A I L W A Y . WEST AVALON. No. 3.-DIVISI0N B. Statement of Masonry Structures. station 000 to Station 1088. DoscriptioB- 38 15 5 2 1 71 Box culvert. Box culvert. Box culvert. Box culvert. Box culvert... Beam culvert. Bridge. Bridge. Total. Masonry. Ist Class. 2ncl Class. oxo 3x4 4x4 5x5 GxQ 10 20 40 "^ r 3,000 3,000 4,500 4,500 I 200 200 ■\ NEWFOUNDLAND RAILWAY SURVEY. , 95 NEWFOUNDLAND RAILWAY. WEST AVALON, No. 3.— DIVISION B. Statement op Timber Structures. station O'OO to Station 1088. Description. Trestle Trestle Trestle Trestle Trestle Trestle Tr 'o Trestle Trestle Trestle Trestle Trestle Trestle Trestle Bridge. Culvert.. Culvert,. Culvert.. Culvert.. Culvert.. Culvert.. Culvert.. Culvert.. Culvert. Culvert. Culvert. Culvert. Culvert. Culvert. &H iJ (Juautities Timber. n o u to \r~ a o rt o . t= 3 o I,- O ."2 6 2 4 8 10 15 20 25 30 35 40 45 50 60 Span. 40 Totals 31 13 2G 28 32 32 48 m 5(; .50 10 3 36 12 1 14 5,200 6,860 8,480 8,800 14,240 18,760 23,800 22,900 5,.'j00 19,800 7,700 8,800 11,000 161,840 650 1,400 1,600 1,600 1,600 1,4<.-K) 1,400 1,000 200 600 400 400 500 130 210 240 210 240 210 210 30 90 60 60 80 12,750:1950 }• 20,000 300O 20,000 ,3000 1000 1000 40 40 % NEWFOUNDLAND RAILWAY SUBVEV. II; r'^i NEWFOUNDLAND RAILWAY, WEST AVALON, No. 3,-DIVISION B. " ' v" I '■ Approximate Quantities. Masonry Bridges and Culverts, station OOO to Station 1088. Quantities, Clearing, acres. Close cutting, acre^. Grubbing, acres Fencing, lin. feet Earth excavation, c. yards.. Rock excavation, c. yards... Under drains, lin. feet .... 1st class masonry, c. yards.. 2nd class masonry, c. yards- Paving, c. yards Riprap, c. yards Timber, lin. feet Howe truss, lin. feet Road crossings. 268 1 2 217,516 714,000 292,788 20,600 3,000 4,500 200 412 618 40 1412 , I ■ I J- u >. , "> liTEWPOUNDLAND RAILWAY SURVEY. 97 NEWFOUNDLArD RAILWAY. WEST AVALON, No. 3. DIVISION B. S. Approximate Quantities. Timber Bridges AND CuLVERTS- 1 station O'OO to Station 1088. Quantities. Remarks. Cleaririff, acres 268 I , . 2 217,516 714,000 292,788 20,600 412 161,840 12,750 1,950 1,000 20,000 3,000 40 |412 Boar Close cuttinsf, acres .Grubbing, acres Fencinsr. lin. feet ■■■'-'' ':■ ' ■.; • Earth excavation, c. yards. Rock excavation, c. yards.. Under drains, lin. feet "RiDrao. c. vards Timber, lin. feet Wrought iron, lbs Cast iron, lbs ■ Cribwork, c. yards Softwood plank, ft. b. m.... Hardwood plaijk, ft. b. m.. Howe truss, lin. feet.. Road crossings i rneas^^, ['uKyo-rvviH?/ > 'f:i/;ii»'<¥S^>t>T^ 'v*^- ■ i.-#.^ 'ir-^^-i^^^^. ,!;;W/';:,„'w'! li: •"••:■ It..:! m '•.K--^^. '■««<*.'.-.•-> -f • >■ r; f- "', ■ '-.i,^.- i . ■. ;■<, "' 'i: iff ; -. (■ .. -.-, ■-'■.-"-■;•;■■■. -.^ :•'- ■? Vf ;f^ K - "^ " "■ .■.i.i-' ,. v<;: %» , Hiru'i -'.- ;;:fjq..vh)l , ...^^ :•■.■;: '•i-vf.r'-"-^ .;.. . ■ f ■■■''' t ,UO!'... ^^I^v^i ( r''-:!^.'^ ■ J-c\-AKirQ. ° * ' ' ' '{'■ .:::::: :.^.:,im^ NEWFOUNDLAND RAILWAY SURVEY. REPORT OF DIVISION B. Engineee-in-Chahoe— W. A. AUSTIN, P. L. 8 „ Citil Enoineeb. ; i*.. -i: !■:,>> :^r.- ^-' ■'■'"•'■ '^'^-.il, vC?,',?:; J Ik >,■ .: ! !i it'll vfit ■ V- ' !■< -,r V -5v J-/, ,-ir -^ a %OHU 7 lu. 7, * -'% •■■^ '*» :'.v3; )■ /--•..: '::r;s:Mv.';' ■-f j;^:j.-.. ..i.-,v;i',,-;j, iV.arf-'Xfif--- .(;•-- i: - •*!>:- --r.^.. '''■-- -*■■,■>, 'i^ X I u *; '„-.s,,.r. rV} :"Mv V V '- > I -< ■■>"',>'♦; i ■ ■ ' ' r r • I ' t ' \ < . :":i '>'- tx^,:i%^<^ , ' ' ' ■ # ■ ■ ' ;;-.;...^K '■ ■ ;'; ■•'-VDiritf ....,rr ■■■'' ',;.:i.( ;'' ■>^- v/^ NEWFOUNDLAND RAILWAY SURVEY. '-' ;i. Ottawa, 8th April, 1876.' Sandfoed Fleming, Esq., Engineer-in-Chief, Newfoundland Railway. LEFT ST. JOHNS. '*'!'!> Deae Sir, — I have the honor to report that, agreeably to the written instructions received from A. L. Light, Esq., dated at St. John's, Newfoundland, 3rd June, 1875, I, on the 7th Junej went on board of the steamer Leonard, accompanied by Mr. W. Quin, as transitman ; Mr. A. G. Morrison, as leveller ; Mr. John Morris to act as hind chain, and twenty- three packers and axemen, with the intention of landing at the mouth of the River of Exploits. On account of the immense quantity of ice hindering our progress, we had to lay in Trinity Harbor, Fair Island Harbor, Greenspond and Fogo Harbors. The steamer also ran on a rock while in the ice, which delayed us some hours in getting off, happily without ma- ferial damage. On the 16th June we landed at Burnt Island, Exploits, some thirty miles distant from the mouth of thb fiver^ where I hired a cook. We were compelled to charter a Schooner to get to the mouth of the Exploits riveri Which X I U 102 NEWFOUNDLAND RAILWAY SURVEY. we reached on the evening of the 17th June, being eleven days on our passage, which should have been made under ordinary circumstances in two days. Here my party was increased to thirty-one, by the addition of three Indians. I proceeded to Winsor & Vallance's mill to procure lumber for the construction of two flat-bottomed boats for the purpose of transporting our provisions, &c., into the interior; the canoes (four) with which we were furnished, not being of suiRcient capacity to advantageously advance our stuff, and make use of all my men. We encamped for the night near Peyton's wharf, where, on the morning of the 18th, we landed all our stuff and placed it under cover. PREPARING FOR DEPARTURE. < All the provisions that were in barrels, i.e., flour, pork, etc., we put into bags to be more easily handled and port- aged. I had the canoes overhauled, and they being in a very leaky state, had to be thoroughly gummed and mended to render them serviceable. Having made all arrangements necessary for a start, and having given the men who were to build the boats an idea of the kind of boat that I wanted, I, on the 19th of the month, proceeded up the river Exploits as far as Bishop's Falls, with four canoe loads of provisions, where, the weather turning out bad, we cached at the head of the Portage and returned to camp at the mouth of the river to spend Sunday. ■' • ' - ■ - • . jm '■■-■\ \o ■■J- ^- '•- 1 'tJ i i ' )i\>MA^r \Zi FURTHER ADVANCE. i>:??/:;*vt.. On the 21st, I proceeded up the river with four more loads of provisions, as far as Great Katlling Brook, the river being generally rapid, and the distance about fourteen and a half miles, leaving Mr. Quin in charge of the remainder of the w 11^ NEWFOUNDLAND RAILWAY SURVEY. 103- party at the mouth, with orders to advance the work there as speedily as possible, and join the party with the boats and the remainder of the provisions. Not deeming it necessary to describe every day's progress here, I will merely allude cursorily to the more important events. " ? '•«' r BOATS FINLSHED. , : On the 25th the building of the boats was completed, when the remainder of the provisions, &c., were advanced' under the superintcndance of Mr. Quin. Fearing that some- thing had happened to the party below, I, on the 30th, went down the river vv^ith the canoes and men, and met the party at the head of the High Falls, nothing of moment having occurred except that nearly all the men were new at the work, consequently our progress was slow. We all camped together on the island I bad left in the morning, with the stuff advanced to that point. , . , .■•■'. '-V'V'' I ''^ ,• ■ •■ - FROST. • ^ ■< ' ■■■:■-' On Sunday, July 4th, we had frost, then being about three hundred and fifty feet above the level of the sea. NOEL PAULS BROOK. i'o- On the 8th July we advanced the remainder of the sup- plies, camp, etc., to an island near the mouth of Noel Paul's brook, near which we had to abandon one of our canoes which, from the difficulty of getting up the rapids, the sharp- ness of the rocks in the bottom of the river," and the non- intelligence of the persons conducting it, had been rendered totally useless. After having advanced about two-thirds of our provisions further up the river, I detached (on the 12 th), «even men under the direction of Mr. Costigan (who hud i? 104 NEWFOUNDLAND RAILWAY SUII\T:Y. • joiugd my party for the purpose of seeing the country, and who liindly offered to superhitend), to forward provisions up thq Noel Paul's brook, a distance of sixteen miles, for the purpose of supplying us when the line should cross the upper waters of that stream. BED INDIAN LAKE. On the 13th July, having advanced all our stuff up to the east end of Eed Indian Lake, we encamped there, overjoyed at having got thus far towards the starting point of our work, TICTOEIA RIVEIl. On the 14th, having proceeded to the mouth of Victoria river, and then having divided our provisions, on the 15th we proceeded with some thirty-three pieces, with the intent of making a cache some fifteen miles to the south of the river's mouth. From the extreme rapidity of the river, and the broken and rocky state of the shores, we, with much difficulty, got up some three miles, and then, its direction being nearly westward, we struck into the woods cutting a trail for the packers; at midday on the 17th we had reached about six miles south, where, to the utmost dismay of most of the party, we found the -,' ' ^ WOODS ON FIRE in the neighborhood of the river behind us ; and, the wind blowing fresh, considering it unsafe to proceed, I ordered all the stuff advanced to be brought back to a marsh in the centre of which, on a mound, we built a cache. The follow- ing day we returned to the mouth of the river. On account pf being wind-bound we did not reach the head of the lake until the evening of the 21st, when we encamped on the fight bank of the ,,.. "^ NEWFOUNDLAND RAILWAY SURVEY. 105 ' RED INDIAN RIVER, near our pome of departure or beginning of the survey. On arriving here most of the men were, as regards health, in good condition, but their shoes and boots were in a wretched state from the hard work they had gone through, wading, towing and lifting the boats and canoes in the extensive shoals and strong currents of the river, where in many places but light loads could be taken, rendering it necessary to go over the same ground two or three times. TIMBER ON RED INDIAN LAKE AND EXPLOITS RIVER. Before entering on the portion of this report relative to the survey, I would say a few words on woods met with coming up the river and lake by which we reached this point. I found the banks of the river of Exploits generally well timber- ed, apparently the same kind of timber on the shores of Ked Indian Lake, and extending some miles up the various tribu- taries. Of the pine family, generally by botanists divided into thirteen generse, containing a number of species, four of which are indigenous to Newfoundland, or, more properly speaking, to that portion through which I travelled, I noticed, first, the white pine {jpimis strobusj, nearly all along the banks of the Exploits, in , some places in groves numbering hundreds of trees, some of which I have seen four feet in diameter, but generally under two and a half feet. In other places they are very scattered, a hundred trees extending over two or even three miles, and at other places again they are totally absent. Second — The black larch of America flares pendula), com- monly known as tamarac, hackmatack, and in Newfoundland as juniper, sometimes called Newfoundland oak, is generally sparingly scattered along the river's banks, and, with the -^ lOG NEWFOUNDLAND RAILWAY SURVEY. exception of some few localities where they appeared more numerous and of consideriiblc size, average 18. Third — white spruce fahics alha) and black spruce (ahirs nhjcr) are generally plentiful, and according to the soil their dimensions will be increased or diminished. I saw some nc■ ■ •^ .;Wfl 'f .. STARTED WORK. On the afternoon of the twenty-second of July, the axes being handled and ground, I proceeded up the river some thirty-five chains west of the south-western extremity of lied Indian Lake, where I established a conspicuous boundary and bench mark on the right bank of the Red Indian River. Re- duced level of 43G'll feet above sea, assuming the water sur- face of Red Indian Lake, as per Mr. Murray, four hundred and twenty-eight feet above the sea. -- " : 'y :^^ ^^ r^^ ■'^^^;, OUR OBSERVATIONS GIVEN. ,r ;,,';■ Station O'OO in latitude 48^ 33' N., longitude 57o 07'10" W. The variation of the needle is ol*^ 23' west, which point of departure of traverse is twenty chains north of station J NEWFOUNDLAND RAILWAY SURVEY. 107 I sixty-six on a^jproximato location lino. Ilavins? examin- ed and croHs sectioned the country to the soulli of the traverse, takins? the northern slope of the high mountains to tlic south of lied Indian Lake, crossing the Morison river at station ono hundred and eighteen hy a bridge sixty feet span and forty* five feet above water surface, we cross cook's brook and auLLY at station two hundred and ninety, by a bridge two hundred feet span, with abutments averaging seventy-five feet in height. Here we endeavoured to run up Cook's brook, but found the ascent so great towards Costigan Lake, that w© had to abandon the idea which I had entertained from seeing the side hill country so broken up witli deep gullies; also, from knowing that a more level tract existed to the south at Cook's brook. Here I saw indications of black lead (plum- bago). The line still hugged the northern slope of the moun- tains to station five hundred, where, on account of a range of hills one mile and a half distant, lying directly across our course (astronomically east), which we failed to get over, the line had to follow the valley, extending nearly in a southern direction to station seven hundred and twenty, which is at the top of the hills that skirt the northern bank of the : 1 ! VICTORIA RIVER. >.;.;; • This river is reached at station seven hundred and seventy by side hill ground, and spanned by a bridge of two hundred feet, with average height of abutments twenty-six feet. Thence generally over a pretty level country to station one thousand and forty, which distance terminates the extent of the southern watershed of Red Indian Lake. Up to this distance the timber met with was chiefly spruce, tftmarac, •( i i fl . 1 108 NEWFOUNDLAND RAILWAY SURVEY. balsam and birch, and a few white pine in the neighborhood of Red Indian Lake and Cook's Brook, the pine good and of large dimensions, the spruce averaging fifteen inches in diameter, the balsam good and pretty large, the birch not plentiful, and of medium size. But little rock is visible, light and dark sandy loams, grav^el and boulders being the general characteristics of the surface. SOUTH WATERSHED. At station one thousand and forty a height of land exists between the Red Indian Lake waters and waters flowing southward. Continuing from 'this in an east north easterly direction, keeping to the south of Quin Lake and north of Rogerson Lake (a fine body of water containing an area of about six square miles), we reach the foot of the Rogerson Hills. We cross these hills in the lowest gap, the highest level of which is another height of land, station one thou- sand four hundred and eighteen, which divides the waters flowing into the Harpoon Brook, emptying into Exploits River, and those flowing southward. TIMBER AND SURFACE. This reach from station one thousand and forty to one thousand four hundred and eighteen, is not so well timbered as the former, half of it being marshes ; the surface shewing gravel boulders, sandy loam and some little rock ; the woods, spruce, fir, tamarac and birch, averaging over one foot m diameter. I :'^^t*"'-M ', ^ini •*<"', ;>'\t,''ir'* rih ■.,.' ■ :-v.''H^^":^ NEWFOUNDLAND HAILWAT SURVEY. 109 HARrOON BROOK WATERSHED. ; Thence to station one thousand seven hundred and ninety includes the upper part of the country drained by the Har- poon Brook, Ambrose Lake here forming the chief catchment basin, being nearly four miles long. From the Rogerson hills the line takes a tortuous course, crossing the traverse in four different places, which materially lengthens it. GREATEST DISTANCE PROM TRAVERSE. Passing to the south of Beaver and Ambrose Lakes, gene- rally taking side hill ground, the line passes over a height of land between Ambrose and Louis Lakes, the latter waters flowing southward, apparently into Noel Paul's Brook. This reach is pretty well timbered, some of the largest spruce, pop- lar and fir on the whole line being here, averaging eighteen inches in diameter. Boulders, loam, clay and gravel, with more rock than before, are seen from the surface ; a portion of this distance is rough and broken. NOEL Paul's brook watershed. From this, extending to station three thousand three hund- red and two, is the height of land, one thousand feet above the sea, between Noel Paul's Brook waters, Great Rattling Brook waters and the waters flowing to the Bay d'Est. Most of this extent is more level than the preceding reaches. The first part on side hill ground and a down grade along the hills skirting the north bank of the Noel Paul's River to the cross- ing of the same by a bridge of eighty feet span, with abut- ments averaging forty-five feet in height ; thence up the side hill along the right bank of the brook to the south shore of Lake Helen ; thence taking a northerly course on account of w { It 110 NEWFOUNDLAND RAILWAY SURVEY. ii 11 ' 'j' ri tlie high range of hills lying in our course, going to the south of Carter Lal^e and skirting along the northern base of these hills, we get to a portion of some considerable extent, gene- rally more level, but in many places covered with lo -^e bould- ers. We iheu cross the south-east branch of / ;;.( , •-■> ''oo.:^ '"'''''' '■ ^"NOEL I^AUL'S brook ' " ' ' '' " ■''''''■''' in two places, first by a bridge sixty feet span, and secondly, by one of forty feet at low levels. Thence through a slight- ly broken, barren country, with small groves of scrubby spruce, Iceeping to the south of Whiteway and Shea lakes, where our course is changed more to the southward. At station three thousand two hundred and forty we get to the north east of a range of hills which run nearly north and south, thus reaching the height of land at station three thou- sand three hundred a?id two, before described. The timber in the last extent is generally of inferior quality and size. Some few pine were seen on the banks of Noel Paul's brook ; also, spruce, fir, tamarac and birch; the spruce in many places very scrubby. Most of this extent is covered by lakes and ponds, and a portion burnt over. Large boulders, gravel, sandy loam and rock forming the surface. DIVIDE BETWEEN WATERS FLOWING NORTH AND SOUTH. f. '■^- After leaving the height of land, the line makes a detour to the southward, passing down the valley of a stream which empties into Gulph Lake, the traverse being about seventy chains to the north, which lengthens the line here about two miles. This deviation is unavoidable, for it is the only ground by which we can get grade or escape the lakes and rough country to the nortli and south. Thence following the height of land between Atlantic Lake, two and a half milea I ^ I -< NEWFOUNDLAND KAILWAY SURVEY. Ill t long, and Gulph Lake, four miles long (the former discharg- ing its waters by the Great Rattling brook into the Exploits, the latter emptying into the Baie d'Est), on ii narrow neck of land three hundred and fifty feet wide. We then rise to the eastward over marshes and barrens, with some timbered land between, to station three thousand six hundred and fifty, where we reach a generally undulating country to the base of FOX HILLS, . :. . , .:.. ,':-... station four thousand and forty, and the centre of a gap in the summit of which we reached at station four thousand one hundred and ten. Most of the timber of this section is short, scrubby spruce, and but little large sized timbei? exists, but there is also fir (balsam), tamarac and some birch. Marsh and open barrens occupy a great deal of this section. Near station three 4;housand five hundred and ninety we saw indications of iron ore. The surface here generally is gravel, boulders and sand with rock. GANDER RIVER. From the summit of the Fox Hills the line descends diagonally their southern slope, and reaches the base at station four thousand four hundred and twenty, continuing through a marshy descent to the head of the hill leading down to the Gander Eiver, at station four thousand five hundred and ten. Descending this hill to station foui? thousand five hundred and eighty, we here, on accoant of the shortness of provisions, ran our traverse to the Gander River. The location line is shewn, run along the side hill to the same distance as the termination of the traverse. 113 NEWFOUNDLAND RAILWAY SURVEY. rv<^ I ! DISTANCE OF UNFINISHED PART OF LINE. " Mr. Costigan, who came through from the end of Mr. Lynch's line to the end of my line, estimates the distance at about sixteen miles, the termination of my line being about five miles above the mouth of Gull Brook, by the valley of which stream he considered Mr. Lynch's line might be con- nected with mine. The hills on the north side of the Gander Eiver have a fair amount of timber on them, and also on the southerly side of the Fox HiUs : spruce, tamarac, fir and birch average over one foot. . . ', ^ mc. COUNTRY, TIMBERED AND OTHERWISE. The extent of timbered country passed over was 3362-20 chains — 63f miles. Partially timbered, 400*00 chains — 7*57 miles; and open marsh and barrens, 914:'00 chains — 17*31 miles. Having FINISHED OUR LINE on the 2nd October, we established a bench mark and planted a large post on the left bank of the Gander Kiver, the distance by traverse from the starting point being 4516*11 chains, or 85*53 miles. The reduced level of the final B. M., No. 207, being 380*62 feet. STARTED FOR BAY D'ESPOIR. ; The third of October being Si aday we rested, and started homeward on Monday, some of the men nearly naked and shoeless, and not having a particle of meat or salt for some days back. We all felt overjoyed to start for Bay D'Espoir, which we reached on the evening of the seventh day. Hav- i ;■' s y-m f r-^ I ! NEWFOUNDLAND RAILWAY SUEVEY. 113 ing telegraphed for a steamer to St. John's, we proceeded to Gaultois and from thence by schooner to Harbor Breton, which we reached on the morning of the fourteenth. GOT TO ST. John's. The steamer Cabot coming in about midday, we embarked on board and reached St. John's in the afternoon of the fif- I have much pleasure in mentioning the names of Mr. Quin, Mr. Morison, Mr. Morris and Mr. Stares (my com- missariat officer), by whose attention to orders and energy this difficult survey was advanced, forwarded and brought to a successful termination. ■■■"'"■^■"•■^■'" • ■ '" -■■--■'■■'-- I am, sir, -■-«-■• •-—■•^-■-■^■-'■-•^.■••^=--s..>^ ' I ) Your obedient servant, < ^, ^p ., i _ W. A. Austin, P.L.S., C.E., Engineer-iU'Charge] ; ,, K i . » ' •■: . ^ 1 ' f v' J 'I'naiZ'ii'Viix i./iiiiftM;. ;..t'Krri /:■-> -^i;^/:'; ;.^ 1*- .^O-^jfrgJ n'?hMii-i ' 'h) i'*/' ' I.' .,"• ' '-t.'\i ■»!■ !.;'"■ -'i '". - '■ < - ' * :^X i!f^HiU'fiJ"'f:i'^: r''*1J!pfmRSf y^-rr^sa-m^irz: i. ammm u 114 NEWFOUNDLAND RAILWAY SURVtiT. <;Vj. J^''''l')!,i;;''i',;lVi '■'•':? /■ -"r'^t .''.^ v;'> iT-'v',):."':.'-:'' '*'i' ', ■ ")■' '■ ',1 ,' ■ "r." >'■-'(' !l .^ Mi ...fliVtO i^E^^l'OtJNDLAND EAlLWAt. INTERIOR DISTRICT, t>IVI§ION B. i-i-f-'r Statement gp Distances; i '..■■■ ,;u;-' V ..^■,,-\ /. ,...,>■ vT^, >•,.,<.. f • Red Indian Lake to Gander Rlyeir. .'r-l >■' .''.s:!.'' ;.':. iyimt^'-'/V-:. Length on air line...; Length hf traterse.. .........; Length by approximate location.... Air line shorter than traverse Approximate location longer thaii traverse Length of straight on approximate looation ength of curte on approximate lo- cation Note. — Maximum grade — 1*20 per 100 Maximum curve, 6°j biit one 7® ■ ■' i i " lie/agth in Chains. 1 ^hy ' 3827-00 4516-11 4610-20 689-11 94-09 3310-20 r 1300-00 Length in milea. 72-48 85-53 87-3i 12-05 1-78 62-6i 24-7d NEWPOUNDLIND EAILWAT SURVEY. 115 NEWFOUNDLAND RAILWAY. INTERIOR DISTRICT, DIVISION B. Statement of Grades on Approximate Location. station 0-00 to Station 4610-20. Red Indian Lake to Gander RiTer. Length. Chains. Miles. 3 I Pi Level 0*50 per 100 and under Over 0*50 and under 1*00 per 100 1-00 per 100, or 62-80 feet per mile.... 1-20 per 100, or 63-36 feet pf mile X Totals..'... 4610 1088 20-48 537 10-05 901 17-32 692 1310 1392 26-36 87-31 23-72 11-60 21-5Q 14-81 28-47 100- 116 NEWFOUNDLAND RAILWAY SURVEY. , NEWFOUNDLAND RAILWAY INTERIOR DISTRICT, DIVISION B. Average Earth and Rock Quantities. 1 1 Red Indian Lake to Gander River, Earth. Rock. 20 Heavy work per mile 24,300 9,500 2,700 500 68 Light work per mile Average per mile 13,250 1,000 88-31 Total Quantities 1,170,000 88,360 , . ... '- - »' Jl NEWFOUNDLAND RAILWAY SURVEY. 117 NEWFOUNDLAND RAILWAY. . ; INTERIOR DISTRICT-DIVISION B, . ' - , Statement of Masonry Structures. Red In;lian Lake to Gander River. r ' Masonry. u 1 ! ■ ' Description, Size. Ist Class. < ' ' ' 2nd Class. 56 Box culvert 3x3 3x4 4x4 4x5 5x5 5x6 6x5 6x6 6x8 6x5 6x6 10 12 15 20 30 40 50 60 80 200 13,200 2 Box culvert , , • ,'V. «•;■,. . 48 Box culvert i> ■ . . 1 Box culvert 3 Box culvert 3 Box culvert 2 Box culvert 704 11 1 2 3 6 1 Box culvert Box culvert Double box culvert Double box culvert Beam culvert Beam culvert J ^10,400 1 Beam culvert • -'V' *■■'"'■■ 4 Bridges :•■ .',;■■■ v: Bridares 1 of ;__.._ V J .;>.; 3 Bridges 2 of Bridges 1 of. 4 Bridges 3 of. '■ ■■'■■': ' '" 1 Bridare T Bridge '. -■-_ :-:-:t.-' ■ ;. "■■" " ■".■ ■■-" '."-'■t '- 147 10,400 13,200 704 Jl 118 NUTfPOUNDLAND RAILWAY SURVET. NEWFOUNDLAND RAILWAY. INTERIOR DISTRICT-PIVISION B. Statement of Timber Structures. Red Indian Lake to Gander River. Deacription. Trestle Bridge.... Trestle Bridge..., Trestle Culvert... Trestle Culvert... Trcet]^ Culvert- Trestle Culvert- Trestle Culvert... Trestle Culvert... Bridge'. Bridge Bridge Bridge Bridge , Bridge Bridge . Totals. i a £ O 3 5^E Quantities. Timber. O O .1 O "^ '.M 1 i'a W 6 8 10 16 20 25 30 Bpan 20 30 40 50 60 80 200 ,. . , ( 27 23 14 21 23 17 3 6 4 1 2 1 3 1 2 147 54 92 52 84 138 136 24 50 C. Feet. Lbs. Lbs. 10,800 1,350 270 22,540 4,G00 690 14,840 2,800 420 23,100 4,200 630 40,940 4,000 690 45,560 3,400 510 10,200 600 90 22,900 1,000 150 B. M. B.M. 4,4000 4400 Howe Truss Superstructure. 820 lin. feet. Masonry used. 190,880 22,550 3450 44,000 o ft 5 f I ■8800 4400 8800 \ NEWFOUNDLAND RAILWAY SURVEY. 119 NEWFOUNDLAND RAILWAY. INTERIOR DISTRICT, DIVISION B. Approximate Quantities. Station 0*00 to Station 4610-20— 87-31 miles Red Indian Lake to Gander River. Masonry Bridges and Culverts. Quantities. Remarks^ Clearing, actes 1148 265 88 1,170,000 88,000 44,000 6,160 10,400 13,200 706 40 ft. 50 ft. 60 ft. 80 ft. 200 ft. 2,000 Close cutting, acres Grubbinsf, acres '■ i'' y 1 ^ " ' Fencing, lin. feet ,... Earth excavation, c. yards.. Rock excavation, c. yards... Under drains, lin. feet Riprap, c. yards ■ ,. -. .- - ■;'!' Ist class masonry, c. yards.. 2nd class masonry, c. yards.. Pavinsf, c. vards . r'''-''l Howe truss, 2 spans.. Howe truss, 1 span . . Howe truss, 3 spans.. Howe truss, 1 span... Howe truss, 2 spans.. Tiniber, lin. feet....... • ' ■-■■ , - '/'''' i r 120 NEWFOUNDLAND RAILWAY SURVET. NEWFOUNDLAND RAILWAY. INTERIOR DISTRICT, DIVISION B. Approximate Quantities. Station 0*00 to Station 4610-20— 87*31 miles. Red Indian Lake to Gander River. Timber Bridges and Culverts. Quantities. Remarks. ClearinfiT, acres. 1148 265 .. ,/ 88 1,170,000 88,000 44,000 6160 4,000 8,800 190,880 22,550 3,450 44,000 ft. 4,400 ft. 820 :j ■' /i:,!iM f:r* ■."fV^i- ' Close cuttinfiT, acres . ■■-v:n ,T;^.;:^''"'^^'' Grubbinsr, acres .:; ; ■'; .iV-\.;.:,n-..i!,r:'-i. Fencinff, lin. feet r';.,,:^v.;V)7'j iir-i^., \. Earth excavation, c. yards. Rock excavation, c. yards.. Under drains, lin. feet Riprap, c. vards.... * /-if 1st class masonry, c. yards.. Cribwork, c. yards In high bridge. Including stone filling. Timber, lin. feet Wrouffht iron, lbs .:<,s.;, t JA'^yj^ :j-rO:.i Cast iron, lbs i'^:h i- .:^?m': Softwood plank, b. m Hardwood plank, b. m Howe truss, lin. feet i ;'•' I I ■ I '•- NEWFOUNDLAND KAILWAY SURVEY. REPORT OF PARTY A. E5GiNEEB-iN-CHAiiaE— Thomas Eamsat, Civil Enqinbeb. V J i I I 1 • 1 S ! (,' i i /■,. H. xj.\\.i\} i i: ■ ::■! ^, ;■;■?; v^fi 7;:': 't^^iiA H »: *^^ ^''.^'■^■'■t'jcrm^T.t t^ ■^-^^''F'- ^-■■^^■-rTr.:*^ •-::■■•! -'j-:^ :•?;.:& .{j i;'~ '.;'^-.» , ',: i . ' ..,.- > " -i:;^' iJ ;■ ;.: JfEWFOUNDLAND RAILWAY SURVEY. ?r ■'fiiifi:^:- ;•' ;-v^/s .t*';.^ ■<.'iU.- rfj:. Q.TTAWA, April 3rd, 187§. ." Sandfobd Fleming, Esq., ■\Qi:,. ,1 Dear Sir, — Having been employed in charge of a party ou the Newfoundland Railway Survey during the past summer, and having the plans and sections now completed, I beg leave to submit the following :.. . i.. ,.^ .>... .c :, REPORT. V-A- :.:i According to your instructions I reported myself to A. L. Light, Esq., C,E., at Halifax, on the second of Mg,y last, and on the first day of June left St. John's, Newfoundland, with a, letter of instructions from Mr. Light, to the following effect:— r That I should take n^y party, then organized, to St. George's Bay, and there commence a preliminary survey for a Railway from St. George's Harbor to the south-west angle of Red Indian Pond by the nearest practicable ro^te, and there, if pos- sible, conjiect with the work of party B, under Mr. Austin, ;rv That I should keep as near as I could to a country where ^ line could be locatpd with maximum grades of sixty feet pei; mile, and curves with a maximum deflection of 5° pei: hundred feet, ,.„ , ■\ 124 NEWFOUNDLAND RAILWAY SURVEY. !i!- ii i ! That I shoiild libtice every thing of interest respecting the physical features of the country and its adaptability to farm- ing, lumbering, or mining operations, as well as the character of the climate. And, that after completing this preliminary survey, I should get my party back to St. John's, to assist in completing a por- tion of the survey that extends through the district of Avalon. Myself and party arrived at St. George's Bay on the fourth of June, when I found myself at the entrance of what was be- lieved to be a difficult, and, which was to me, an unknown country, without a guide (having failed to get the serA'ices of two Indians recommended by Mr. Murray as having some knowledge of the country). The greatest difficulty in executing the survey I believe to be the supplying the party with provisions, and this induced me to take my supplies at first as far as I could find water to float them, which was the head of the tide at St. George's Biver, about eleven miles from the Harbour. The river St. George, as far as I could judge, was the largest stream running into the bay, and probably the most directly in our course, and would be likely to give a longer distance in which to gain the high land than a smaller stream. I preferred to begin here at the head of the tide, in order that I might get an early connection with the other division of the survey in the long days and fine weather. " ' " Hence we took our departure and followed the St. George's River as far as it kept near our course. In fact there was no possibility of leaving the valley after we were once in it, un- til within three or four miles of where we did so, and I felt very much relieved to find a pass that would let us out in the i^irectioii we wished to go, *' ' NEWFOUNDLAND RAILWAY SURVEV, 125 After leaving the valley of the St. George, I followed the shore of Paddle Lake about three miles. The water from it runs into Kcd Indian (or Exploits) river; but the course of this water was very much out of our direction, and, the ground looking favorable, I kept a direct course. This, I afterwards found to be an error, as the ground did not turn out as well as it looked. By great exertions we reached the banks of Red Indian river on the 14th of August; and here I had the misfortune to lose my leveller, R. N. Light, Esq., through his ill-health. This crippled my operations considerably; still I succeeded iu getting a connection with division B on the 18th, four days later, the distance chained being two thousand nine bun- dled and sixty-five stations, or fifty-six miles. Part of this first and most direct line being nearly imprac- ticable, I made about sixteen miles of a new line further south, making connection with the first line at station one thousand seven hundred and eighty-two on the traverse at the outlet of Paddle Lake. I also made such other loop- lines and cross sections as the extent of our provision would allow whilst returning to the mouth of St. George's river, where we arrived on the 8th of September. From the mouth of St. George's river I ran westward a distance of five hundred and eighty chains and terminated at what is called Seal Rocks, but it is marked on the Admiralty chart Turf Point, 'i^^ ' ■ " " '^ ■ " ' ■ ' '" ■" '^"^ ' i Here, while waiting for the boat to take the party back to St. John's, we ran some loop lines and shore traverse. Our total work on this division was ninety-three miles of levels and ten miles of shore traverse. ' This was completed on the 25th September, when the party left for St. John's. V I -r ,'/■ 126 IS'EWFOUNDLAND RAILWAY SURVEY. m Si ; ll i On the plan submitted, I have shewn the traverse lines by fine red lines, and the distances are marked in black figures, and in the direction in which they were actually chained, spme being eastward and some westward. The line of ap- ■ proximate location, as far as my present knowledge would enable me to judge, I have marked by a heavy red line, and the distances are written in red both in chains and miles, con- tinuously from St. George's harbor eastward. In this direc- tion I will °ndeavor to give some description of the country, premising that there are two sets of sections shewing the levels; the one showing the ground where the actual levels were taken has tlie distances marked in black figures, the other section with distances marked in red figures is intend- ed to represent the ground marked by the heavy red line on tlie plan; but there are no actual levels. The measurements taken enable me to Icnow that the grades represented can be obtained; the quantity of work may vary, but I think the estimate I submit will cover the uncertainty. Seal Eocks, where I think must be the western terminus of the lijad, and where our measurements, as marked by the red figures begin, is on the eastern side of the harbour, opposite or south-west from the harbor point. From the position of this point, as given in Norie's Navigation, Seal Bocks is in latitude 48° 25' 32", and longitude 58^ 24' 04". It is near the anchoring ground, and is said to be the best, in fact the only landing harbour on this shore. West of this the bay is very shallow, and further east it i" much exposed to the north-west wind. Where I have marked the linq across the cove I purpose the road to be made on a wharf, where I believe the small craft of the shore could lant^, pf course a deep water wliarf would have to extend further into the harbour, and it is not included in the present NEWFOUNDLAND RAILWAY SURVEY. w estimate, being an item belonging to the whole road, rather than to one division of it. I was informed that the deepest water was not far from this shore, but I took no soundingiS. Ftom Seal Rocks the land rises rapidly to a plateau erf from sixty to eighty feet above the tide, and this plateau makes out to the shore in a bold slipping bank composed of clay and gravel, and about two miles eastward is cut through by the Barachois Eiver. The railway must either follow the foot of the bank at the edge of the water and be protected by riprap, or else gain the plateau and cross the Barachois River with a high bridge and heavy bank. I have drawn my proposed line on the first named route, but further knowledge may show that on the plateau to be the best. Either is practicable. .; ':;';' u; After crossing the Barachois River and gaining the plateau the line passes over even but peaty ground, descend- ing easily into the valley of Bog Brook, which valley it follows to its summit, which is five hundred and twelve stations from Seal Rocks and one hundred and seventy-five feet above tide. A further distance of ten miles, with a descent of eighty-two feet over sidelong and some rather uneven ground, brings us to the bank of the St. George's River. A lower line might be found by following the shore, but it is not so direct, and I am inclined to think it would not be so cheap. .. For eight miles after crossing the Barachois River the land through which we passed, and south as far as I could see any thing of it, as well as north to the bay (or river), was generally free from rocks, and what was not peaty could be fairly cultivated, although I could not call it good land. L ttM m 12|8 NEWFOUNDLAND RAILWAY SURVET. IS ii . There had been many pine trees on the higher ridges, but the timber has all been burnt, and there is now little of value- The St. George's river, at or near its mouth, is a stream of from two to four hundred feet wide ; the first four miles are too shallow and rapid for boats, making an ascent of one hundred and sixty feet in that distance. The next eight miles only rises sixty-eight feet, or eight and a half feet per mile, and has fair boating at a good pitch of water, but the channel is wide and soon gets very shallow. tJp to this point, although the land on either side of the river, within a mile of its shore, and often much less, attains an altitude of eleven hundred or twelve hundred feet; still there is flat ground enough for a road between the stream and the steep bank. s At sixteen miles from its mouth the river has attained an elevation of three hundred and fifty feet above the sea, and the next seven and a quarter miles has a mean rise of one in a hundred, attaining an elevation of seven hundred and thirty- five feet above tide. Here the banks are rough and jutting out into the river, sometimes making it difficult to maintain a grade at the required height; this is the worst part of the Kne. -''^ ' :--.^.,-, . Above this the river still continues to rise rapidly, but the shores are more level, and at twenty-six miles from its mouth we find the river issuing Out of Silver Lake, a sheet of water about two miles long and half a mile wide, being eight hundred and twenty feet above the sea. On the first ten or twelve miles from the mouth of the river there are some small pines, from fifteen to eighteen inches or perhaps more in diameter, growing on the slopes; they are not numerous, and above this they disappear. NEWFOUNDLAND BAtLWAY SURVEY. 129 The shores of the river all the way, except a few spots on the last three miles before reaching the lake, are covered with wood, the spruce and balsam, with a few white birches, ranging from four to eight inches diameter, rarely exceeding that ; quite tall near the river, but decreasing iu length as the altitude increases, the top of the country being generally bare^ The extent of wooded ground rarely reaches a mile from the river, and sometimes not more than half that distance. There are a few spots of alluvial land, but they are to small and difficult to get at that they are of little value. The valley of Stag Brook^ by which we left the river St. George's wa^ er, is so steep that I had to mount the side-hill ground all the way round Silver Lake, to enable me to reach the summit with a reasonable grades At station two thousand one hundred and thirty-five from Seal Rocks we reached the summit which, after allowing for a cut of twenty- five feet, will be one thousand and eighty-seven feet above the sea — having, in seven hundred and fifty stations, made an ascent of seven hundred and fifteen feet. This very long continuous grade forces the line into rougher ground than might be found in the valley lower down. . v ; n; ■ . From the summit, thirty-six feet of a descent, after allow- ing for the cut, brings the line to the shore of Paddle Lake, a sheet of water about four miles long and half a mile wide. The line follows the sbuth shore to the outlet^ having high broken ground to the right. This outlet, at about station two thousand three hundred and fifty, is the point of junc- tion of th6 two lines pteviously referred to. The last line follows near the south shore of the next (Cache) lake. It is ■about three miles long and nearly one and a half miles widfe. The shore is tortuous and the land high, requiring a very V . 130 NETTFOtlNDLAND RAILWAY SURVEY. I i curved line and heavy work. There is nearly half a mile of river connecting Cache and Bottle lakes. The line crosses this river, following the north shore of the first Bottle lake, recrossing at the narrows between the two Bottle lakes, and following the south shore of the second Bottle lake. • ■ "' A line on the north of the second Bottle lake would either have to lose distance or pass over higher ground than the present li'ne between Bottle lake and Gooseberry brook. But it is possible that a line might keep south of first Bottle lake without much increasing the distance, and save two bridges as well as some heavy work. Thus far the line has followed the waters of Ked Indian river ten and a half miles, and only made a descent of ninety-five feet. The course of the water is, I may say, the only practicable route the country afi'ords, and there is not much choice of ground, or rather the choice is confined to very narrow limits. In these ten and a half miles the country is thickly wood- ed, but the wood is almost confined to spruce and balsam. Between this point and the head of St» George's Kiver there appears to be a good deal of wooded country, but the wood is all of the same character ; the best of it will make sleepers, but it will require the best. The land is hard and stony with scant soil, indeed in many places none. '•■' r* ••' '•■ ^ ^ , , From the outlet of the second Bottle Lake there is nearly ( two miles of partially open ground, but this is all, except a ( few small spots from the mouth of St. George's River to .. lied Indian Lake. .-/^^Wi ba:X b-rnirn-'f ■]);•» u;? h.imnoLi-} o7>:i f Gooseberry Brook, coming in from the north, makes a Jfather deep valley between Bottle Brook and Eed Indian Biver, and will require a pretty heavy fill and a crooked line. A further exploration might improve the linCj but I think S .( ■ , a to NEWFOUNDLAND RAILWAY SURVEY. 131 ' it is necessary to get it on the face of the bank of Red Indian Elver as soon as possible, in order to attain a low level before reaching Otter Brook, which is the only serious break in the bank from where the line strikes the river to the narrows, where I propose to cross it. >■ aJj/^^ r i^'/i pJ j.i ii The traverse line runs almost square down the bank to the shore of the Red Indian River, and follows the north bank, sometimes on flat ground and sometimes on the beach, when it ought to have been on the side of the bank ; but my stay here being limited by the amount of provisions I had, I preferred to gain what knowledge I could of the general features of the country rather than delay by going too much into detail. After following the north shore of the river for about eleven miles, the survey crossed where the river was broad and shallow ; but lower down the high rocky banks approach each other within a little over one hundred feet, and although the direction is bad, I think it may be possible to cross with a span of not more than one hundred and eighty feet. It will be necessary to have the bridge high in order to get a practicable approach without very heavy rock cutting. Indeed the river is so straight and the banks so high, it makes it difficult to get an approach at all. "•"^•- ■^ A little over a mile from the narrows we found the post left at the beginning of division B, at the still water of Re(^ Indian Lake. • y:4lm u.:li . a i^na .-i.i ,. k vijj .;*..' , vi.*.jj,i*.j;j> ' This post is by the first line we chained: ' -" ^ x.iiii, x >;.•;,:: '^;. . From Seal Rocks 3544.5 chains, ''^^-^^ ^ ■p^ By the second line 3585 " cOMJ^iSfjC By air line N 8° 20' K 3529 " '''^ly ., On the fiiist line I ran from station one thousand seven hiffl4re4 and eighty on the tr^ verge (corresponding to tWQ 111! NEWFOUNDLAND RAILWAY SURVET. 133 thousand three hundred and fifty from Seal Rocks), to two thousand six Imndred and fifty at Red Indian river. I have made a dotted line on the plan indicating where I think a possible line might be found, but it would pass over a summit about one thousand three hundred feet above the sea, and that summit is only five miles from Red Indian river, which at that point is but five hundred and twenty-five feet above tide. On that line I think smoother ground would be found on the north side of Paddle Lake than on the south, and some heavy work would be saved at the summit between SI;, George and Red Indian waters ; and I think a fair line might be found to the highest summit ; but from that point I believe the best that can be done would be to obtain a grade of eighty ffeet per mile for seven miles, and then a grade of 1*00 per 100, or fifty-three feet per mile, for five miles more to the bridging place. Otter Brook, which this line would follow, runs in an up- stream direction for some distance, coming into the main river at a very acute angle, in which angle is Red Indian Look-out, a peak one thousand five hundred and fifty feet above the sea, and its top only about a quarter of a mile from the stream. It would thus require both a very long curve of small radius, and very heavy work to get on to the side bank in a direction to go down river. ';;,,. On this line and to the north and west of it, there is much open ground, and in places I think it must attain an altitude of from one thousand six hundred to one thousand eight hund- red feet above the sea ; but south of this line, and up to our south or adopted line, the land that is not covered with water seems to be covered with woods of the common description. There are doubtless gome openings, though u,ni 134 NEWFOUNDLAND RAILWAY SURVEY. observable from any position from which I could get a view of the country. .i., j,,,;; ,, j^ .k :•. ^u-. .u iUthough this lino did not turn out so favorable us T could liave wished, yet the survey has added to our knowledge of that section. It has proved beyond dispute, tliat no lino north of the Valley of Paddle and Bottle Lakes can be found 80 good as the line in that valley ; and I think it has shown that a passage could be found here between the Red Indian Iliver and the Ilumber, if it was wanted. The lowest summit on this passage would be by the way of Bottle Lake and pass- ing between Cache and Gull Lakes, but it would be very ?;nuch longer to Red Indian Lake than by way of Otter Brook. •• The general character of the rocks is the same on the whole of this division : a hard quartzite rock, but I think generally not a true granite ; it will be hard to work, without being good for building purp es. Although the rock is almost al- ways near the surface, it is not much exposed, except where a fire has b^ei^, being generally covered with peat, moss or debris. We saw no indications of mineral, except that the compass needle was much affected for a distance of six or eight miles. As to the question of general route between the given •points. Seal Rock and south-west angle of Red Indian Lake, I think it is hardly possible that a better line can be found than that indicated on our plan (No. G). That it is the most direct, there can be no doubt. There is a water- shed crossed by our first line, near station one thousand nine > hundred and fifty on the travers* ; it is some feet lower than our actual summit, but I think it connects with the Humber ; and is that above referred to. If these waters should be found to belong to St. George's River (which I do not |hink possible), about thirty or forty feet in summit height -.•I < NEWFOUNDLAND HAILWAY SURVEY. m •-r might be saved, but it must make a large iucitaso of dis- tance to get back to Bottle Lake, or else contend with all the difficulties on the line by Otter Brook. " ■ ' ' It may bo barely possible that the valley of the Barachois River is smoother than that of the St. George's Rivcr» but the Red Indian River could not be reached from the Barachois without crossing the head of the St. George, thereby having two summits in place of one; and I do not think it possible to find any summit between St. George and Red Indian River and south of our line as low as that passed over. Hence, it being impossible to shorten the dis- tance, and hardly within the range of possibility to impro\c the grades, there is but small chance of being able to im- prove the general route, although room for " "uy amount " of labour and skill in detail. There is good ballast about the Barachois river, on the St. George's river about six miles from its mouth, and about nineteen miles from the mouth of the river. It is all on the south side. I have no doubt Gomc will be found on Rod In- dian river, near the stream, but I saw no indications any- where on the high land, so that the chances are that ballast will have to be hauled up hill, and sometimes probably long distances. ■ :•' * . ■ ' '■ ' Ties of spruce and fir (balsam) will be found generally not very far from where they are wanted. I saw no tamarac worth speaking of, and the timber is generally too small for any other purpose than ties and the temporary work of con- struction. )-:'V:.{,!'!fi;iV',(rr -.;•:':' — 'V .: ;;,, ,. ; " , -/ ^ '-■ It is said, and my own observations confirm itj that on the higher plains the snow drifts very much and forms high banks on the bushes or woods that it meets. Along a good deal of this line the woods ar6 tall enough to form a sheltei^ guM mm mi a ;■ 18G NEWFOUNDLAND RAILWAY SURVEY; while they can be preserved; but I fear if the woods ard killed or taken away it may be difficult to protect a road in those deep valleys. I suppose the snow would be blown from the plains into the bottom of them. It might make a great difference on which side of the vaUey the road was located, but on the Eed Indian Eiver there is absolutely no choice, and the St. George is not a great deal better. I have great difficulty in forming an estimate both of work and cost, upon which I can myself put faith. The country is new to me, and I could not form so good a judgment as in a country I was more accustomed to. There is also great diffi- culty in getting a service road into the country; I feel doubt- ful about getting a summer road at all. I have used my judgment in getting the best average I could of quantities, and I have used all the care possible, but the work must depend a good deal upon the grades and curves adopted. The grades that I have pr, '. upon the sections are 1 per one hundred (52' 8 feet per mile), except in one place where it is 1*20 per one hundred. Less grades than this can- not be got; but in some places, by making them steeper, the work might be lightened. Going eastward the total rise is one thousand three hundred and forty-two feet, and the total fall eight hundred and twenty-four feet. The length of up grade in the same direction is 36-74 miles ; of falling grades 2 3" 84 miles, and of level 6*77 miles. • I have put in 5° curves (radiusy one thousand one hundred and forty-six feet) in a few places where it will be nearly im- possible to avoid them. There are a good many 4° curves, and the total amount of curvature of 7° per mile is very large, but the amornt of tangents, 2094 chains (39*66 miles). Or nealy 59 per cent, is more than I expected to find in such a country, and is not likely to be increased. ' ds arti oad in nfrom I great ocated, choice, .f work intry is as in a at diffi- . doubt- Icoukl but the , curves ons are le place lis cali- per, the se is one ;otal fall p grade 3 23-84 lundred arly im- ves, and ry large, iles), Cr I such a NEWFOUNDLAND RAILWAY SURVEY. ] 37 A series of tables, one to eight, are annexed, in which the various matters of estimate are given together. I have charg- ed thirty cents per cubic yard for embankment, which is high, but I think not too high for the work and country. The cuttings are made light to avoid deep rock cuts as much as possible. The rock is hard and likely to be expensive ; I have put it at $1.50 per cubic yard, but I have not deducted it from the total embankment, which is thirty cents more, mak- ing $1.80 per rock taken out of the road and put into bank. The culverts of masonry I have marked and estimated large in size, thinking that the water must sometimes come down in large quantities. In the tables there is an estimate for the cost of a road with culverts of ixiasonry, and also for a road with trestle work in place of masonry ; but there are three large bridges, two of them high (fifty feet), for which masonry is estimated in both cases. The use of timber only gives a saving of not quite $3000 a mile. The road with masonry culverts being $26,862 And with timber culverts 23,892 There is so little timber serviceable for structures to be found near where it would be wanted, no roads, and no means of getting it but bv hauling long distances, that I can hardly think the use of timber to be recommended except very sparingly. According to the above estimate per mile, the 67*3 miles from St. George's Harbour to the end of my division is. — . With all masonry $1,807,812 With timber culverts , 1,607,632 -* This distance of 67*3 miles ends at station three thousand five hundred and fifty-seven on my approximate section, m :l 138 NEWFOUNDLAND RAILWAY SUR^^T. which would be some distance at right angles to the general course of the line from Mr. Austin's post where his traverse began, but would correspond with station sixty-six on the approximate section of division B. '^^^-f* okj^o^- :ii- r!' it ^jrj The plan and section of this division A are marked No. 6 in the series, being the most western division. ^ .% -i^^ ■ =^ The general results of the survey of this division, as well as the estimates, are exhibited on the accompanying sheets in a tabulated form. ' ' ^ • ' I purpose to further report at the earliest possible day, giving the results of the survey in- the district of Avalon in the meantime. ■■ ) "' >;;-'? lam. Sir, Your most obedient, Thomas Ramsay.. :! . ■'"' i' } . i '■ . ■ . .^ -'' ' ^i ;■ ^•! ■ir;cJT,;;\'i, ■.r''-i:':yrJ J\','i)i'jA I '"tf'rA'T'"- ■ i -'' ' ' '" ". " ■' /* • / ' I '. ' ■■''■'. \ '-■ 2TEWF0UNDLAKD RAILWAY SURVEY. 139 .; ''; (iVi-^.-MiYy} jir^v^i"/',.) :;■''.■ LIST OF TABULATED STATEMENTS FOR WESTERN i INTERIOR DISTRICT. No. 1. — Statement pf lengths and curves. 7 2. — Statement of grades. 3. — Statement of embankment and rock excavation. 4. — Statement of masonry structures. 5. — Statement of timber structures. 6. — Approximate quantities with masonry structures. 7. — Approximate quantities with timber structures, 8. — Statement of streams crossed. ' ' ' I .A.. *;•■: i- :-■■'■ \-'\'in: ..... . ,, 0' ■:■:,[ ]../■:.-!. 'iii-i :Sij-.-:' io ■i.i'uiroi J 'W> >€^?;:»T>ni' ■If ! M 140 NEWFOtTNDLANI) RAILWAY SURVEY, NEWFOUNDLAND EAILWAY. ST. GEORGE'S BAY, DIVISION A.— PLAN AND SECTION No. 6. Statement of Lengths ai;d Curves on Approximate Location. yimn i n a3 ^ Length. -tj c3 IS > /■/ 5K 1 •s 1 1 »*":'.■" " w in 4 1 a> Chains. Miles. ^ P 1^ 2^ 2|° 3° 4° 0? Length of first traverse Length of second traverse Length of air line '. '.,.. I Increase of location over air line... 3544-50 3585-00 3129-00 428'00 .§ ^ I ii> 57-30 38-20 28-65 22-92 19-10 16-37 14-33 11-46 Tangent 116 200 593 139 1615 200 814 350 115-60 132-80 296-50 55-80 531-30 57-00 203-50 70-00 2094-50 ';;■•■ . ; 27-69 '. ''J' .'■ , i". ■ 39-66 70^ 4027 3557-00 67-35 41-23 58-88 100- 13-64 r . « NEWFOUNDLAND RAILWAY SURVEY. 141 ■v ^ NEWFOUNDLAND RAILWAY. . V A /; J i A "} ([ vr /. ,f (■] v , ; , ; '; ST. GEORGE'S BAY, DIVISION A.— PLAN AND SECTION No. 6. Statement op Grades on Approximate Location. - ■ ■■6'i nv ^_ V! ■.■■!•!/ 'i '.ir-. ■V ,--'■•■-■ . Station 0* to Station 3.').'»7 Distance, o St. George's Harbor to Red Indian Lake. Chains. Miles. -5 o Level 357-50 1835-50 13U-00 50-00 6-77 34-76 . 24-88 •95 10-05 0-50 per 100 and under 1-0 per 100 and under to 0'50 per 100 51'60 36-94 1-20 per 100 1-41 Totals... 3557-00 67-36 100 Distance rising eastward i^istance falling eastward Level 1940-50 1259-00 357-50 36-74 23-84 6-77 ■ ■^li;'' ■■ '-~ - ■™- ' 3557-00 67-35 Total rise eastward 1342 feet 834 508 Total fall eastward Difference .iO-M l\ 142 NEWFOUNDLAND RAILWAY SURVET. NEWFOUNDLAND RAILWAY, ST. GEORGE'S BAY. DIVISION A.-PLAN AND SECTION No. 6. ;^ Statement op Earth and Rock Excavation. Prom St. George*s Harbor to Red Indian Lake. Road bed 17 feet— cuts 22 feet. 67'35 miles. Miles. Light work . Heavy vi^ork 'A' This portion taken by average of other two.. General average of rock.. Total...*... Mean. Cubic yards per mile. ■- .. t, Total Earth. Total Rock. 20 35 12 67 15,000 38,500 31,000 5,000 3o,cao 300,000 1,347,500 37,200 2,019,500 • r 335,000 335.000 5,000 ■-::i-\:ma ■"•••^•sw''-'':- .;„ .;:..,.._/-- 1 -r -!cu;■.n",^^>;.'.•*=.-/^~-vB&:;■x;1^^T:-■^.i.■ NEITFOUNDLAND RArLWAY SUBVET. 143 -• r NEWFOUNDLAND RAILWAY. ST. GEORGE'S BAY. DIVISION A.-PLAN AND SECTION No. 6. Statement op Masonry Structures. St. George's Harbor to Red Indian Lake— 67*3 miles. 5,000 structures. No. Size. ] st Class. 2nd Class. 1 Box culverts Box culverts 60 25 16 6 6 4 2 4 1 2 i ^ 3x4 4x4 4x5 "'so 50 60 160 180 C. yards, 8,100 C. yards. 18,90,0 • C. yds. Box culverts .'•■ .■:-''i„/ Open culverts '>'.;:-l\. Beam culverts 1350 Bridges Bridges Bridges ^ Bridge Bridges Totals 8,100 18,900 : L350 -r^'^a ^'tii.l- o!"!?* k' "ilnj;! j>U >^'^-.. ^^^^W^/n; I'' ;,i;t;. '■'■■, i ' 1 1 • 144 NEWFOUNDLAND RAILWAY SURVEY. NEWFOUNDLAND RAILWAY- ST. GEORGE'S BAY, DIVISION A.— PLAN AND SECTION No. 6. Statement of Timber Structures. Trestle Culverts . Trestle Culverts . Trestle Culverts . Trestle Culverts . Trestle Culverts , Trestle Culverts , Trestle Culverts . Trestle Culverts Trestle Culverts Bridges Bridges Bridges Bridges Bridges Bridges Bridges OQ OJ tW »H O 3 . -M a tM OD 2 4 6 8 10 12 15 20 25 12 15 20 25 SO 40 41 Totals. 13 20 22 10 22 10 12 1 2 2 2 2 1 1 1 2G 80 88 40 88 60 9G 8 Timber. C. Ft. a 2 • "S -9, 1 += a o §^ Hard wo plank. t 2 .a 1 6 Soft-w plan 6,200 19,0)00 23,320 10,920 24,000 17,800 32,000 3,400 G50 4,000 4,400 2,000 4,400 2,000 2,400 200 121 486 136,840 ln0,050 3100 50,000 140 600 680 300 060 300 380 40 50,000 8,000 o 5,000 io: 8,000 5,000 i if- 000 5,000 , i"._ ■_ „ I ■ ' ?,000 5,000 NEWFOUNDLAND RAILWAY SURVEY. NEWFOUNDLAND RAILWAY. ST. GEORGE'S BAY, DIVISION' A.-PLAN ANDSEf'TlON No. I liS Approximate Quantities. Masonry Structures. Soal Rocks to Red Indian River. 07-35 rnilea. * Quaatities. Clearing, acres 942 67 168 113,000 2,019,000 336,500 101,000 8,100 18,850 1^350 2,350 Span. 180 ft. 160 ft. 60 ft. 50 ft. 80 ft. Close cutting, acres Grubbing, acres Fencing, lin. feet Embankment, c. yards Rock excavation, c. yards... Under drains, lin. feet 1st class masonry, c. yards.. 2nd class masonry, c. yards.. Paving, c. yards , — : ■ : ' ,.■■• Riprap, c. yards..... Bridge superstructure, 2 of Bridge superstructure, 1 of Bridge superstructure, 4 of Bridge superstructure, 2 of Bridge superstructure, 4 of t 146 NEWFOUNDLAND RAILWAY' SURVEY. 1 : I NEWFOUNDLAND RAILWAY. ST. GEORGE'S BAY, DIVISION A.— PLAN AND SECTION No. 6. Approximate Quantities. Timber Structures. Seal Rocks to Red Indian Lake, 6735 miles. Quantities. Clearing, acres 942 67 168 113,000 2,019,000 336,500 100,950 3,400 5,000 136,840 20,050 3,100 50,000 8,000 5,000 980 Close cuttmer, acres Grubbinsf, acres Fencincr, lin. feet Embankment, 0. yards Eock excavation, c. yards.. Under drains, lin. feet Ist class masonry, c. yards.. 2nd class masonry, c. yards Timber for culverts, 1. feet Wrought iron, lbs Cast iron, lbs Softwood plank, feet, b. m.. Hardwood plank, feet, b. m. Crib work, c. yards Board meaaure, Bridge superstructure, 1. ft. vide last table i NEWFOUNDLAND RAILWAY SURVEY. M7 NEWFOUNDLAND KAILWAY. ST. GEORGE'S BAY, DIVISION A.— PLAN AND SECTION No. 6. Statement op Bridges Between St. George's Harbour and Red Indian Lake. a i o "3 s • ■^ V a, <,Ui m n Barachois River Bog Brook Deer Brook South Branch St. George St. George River... Eagle Brook Carter Brook Cache Brook Paddle Lake Narrows Bottle Brook ., Gooseberry Brook , Otter Brook . . .% . . .". , Red Indian River Feet. Feet. 2 160 30 8 30 15 17 30 15 23 60 20 29 180 50 31 40 25 34 30 20 47 60 40 49 60 12 51 60 12 54 30 25 59 50 45 66 180 50 *"