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REPORTS OV €' UM Ktf ICSaiHCEH ON TIIE ^ ^% >f *t? >f *t? >f SURVEY ^;f OF tuj: ¥ *t? ># ^; NORTH SHORE RAILWAY, iJj ^t AND OF D I R E C T O R ii (m THB >0^ PROPER RESOURCES Ot" THE SAME; QUEBEC i ^? ''W^- -"t« iK A---- * £f,\- REPORTS OrmiEV KlVUIflEER ON THE SURVEY OP THE NORTH SHORE RAILWAY, AND OF DIRECTORS ON Tire PROPER RESOURCES OF THE SAME. QUEBEC : PRINTED BY AUGUSTIN COTL 1854. #'■ ■ ■I i ■>[ z::^t^ TO THE DIRECTORS or THE NORTH SHORB RAILWAY COMPANT. ENGINEERS OFTICE, North Shore Railway, Quebec, 20//t December, 1853. Gentlemen, — in compliance with instruclion.i transmitted from you by Hector L. Langevin, Es'fuire, Secretary of your Company, in July last, I immediately organized three efficient exploring parties : the first commencuig at Quebec, running West ; the second and third at Pointe du Lac, one miming to- wards Montreal, the other towards Quebec to meet the first party. From Quebec, the line that has been surveyed starts from the Terminus grounds that you have purchased at the junction of the St. Charles and St. Lawrence Rivers—at the head of St. Peter's street. Lower Town, close to the East India Dock, and in rear of thi Bank of iVIontrcal ; continues along the south bank of the St. Charles r'ver, and runs through St. Joseph Street (St. Rochs), then piurtues a westerly course, direct through the valley of the St. Charles, between the Ste. Foye hills, and the hills of Ancienne Lorette, to the point marked B^ on plan. Another line has been surveyed from A, on plan, near Miuiii's Warf, crossing the St. Charles, near that place— and curving round by Mr. Parke's ship yard, where it takes a gene- rally straight direction, recrosses the St. Charles at Mr. Duchesnay's, and joins the first I'ne at B. — ^This deviation has been brought before your notice, should the route through St. Rochs be abandoned ; the difference of cost and distance of one line over the other is appended. r 't — 4.— To avoid tlio higher grounds on the south side of the Cap- Rouge River, and to join the valley on tlio north, along which the lino continues its course, two curves are necessary, one of about i a mile radius, the other of 11,460 ft. or nearly two miles, and two bridges. At each r»'ossing oi Die last named river, the spans are so small, not exceeding in either case 40 feet, that their cost need not be considered, in comparison to that of bringing the Railway over the high grounds, which it is the object of this detnur to avoid. Followmg the valley on the north of this river, the line tra- ▼erses its highest point rising gradually on the face of the Jacques Cartier hills (which are a continuation or spur of the Lorette Mountains, terminating at the St. Lawrence, near Pointe- aux-Trembles),and reaches their summit level(375 feet above low water at Quebec) at about one mile west of « Paradis' Mills. » As regards cost of construction, the last two and a half miles may be considered as of the greatest importance on this division. Running, at this point, in a direction almost north and south, elevated considerably, even at this their lowest point, above the level of the surrounding country, these hills offer an obstacle which will require a greater amomit of labor to remove, than appears to present itself on any other part of the line. This point or «pass, » I am persuaded from a careful personal examination of the range, is the best that can be found. At it, a passage can be effected, with a gradient of 50, if not 46, feet to the mile, and a curve of li miles radius. The above inclination, I am disposed to think, may be further dimi- nished ui the location of your line, and the cost of the work reduced. While on this subject, I may remark that there is but one other « pass » by which a passage over these hills could be effected ; I allude to that known as « Doyles » about two miles more to the north. This summit is not to be approached by the route described above. To render it available, the course of the line of Railway would have to be brought closeunder Charlesbourg and Indian Lorette, and over the heights north of the Church of Ancienne Lorette. — 6 — With a view to ascertain the comparative merite of these two routes, Mr. (Irubb was employed several days in running lines and levels in various directions endeavouring (but without success) to carry your road over these hills. No place could bo found where your road could have a gradient of less than 50 feet in the mile, and this obtainable only at great cost. In addition^ I observed that the face of the coimtry, along which the line should be carried, involved a detour extremely rugged, and as all cuttings recjuired on the route for a distance of about six miles would most probably be in rock, I was led to the conviction that in point of economy both in the present out- lay jmd future working of the line, the route by the Gap-Rouge River is preferable. Continuing on from the summit level above alluded to; your road pursues a direct course in almost a v/esterly direction to the Jacques-Carlier Rivr. Between these points, the works required will be of a very ordinary character. The crossing of that river will require a bridge of three spans, the centre of which will be 100 feet and the two side spans 80 feet each ; the height will be about 80 feet, but owing to the extraordinary facility which this locality oflers of pro- curing the best materials (stone, etc.,) almost from the very site of the bridge ilself, the cost of this struciuro will be compa- ratively small. The site for this bridge is in the immediate vicinity of the present or « Black Bridge,» as it is called. No advantage can be derived from crossing more to the north of this ; for, independant of the line being thereby some what lengthened, the River itself becomes wider and would require a larger bridge. Southward there are but two points which might be made available. In both 3ases, the stream is generally confined to a narrow channel worn in the bed of the rock, but the banks are much elmated above the level of the water, and slope back with a considerable batter, leaving a chasm at the top to be spanned of not less than 500 feet in either case. In addition, the approaches to the river from the eastward would be over broken and rugg, ed ground, while the country generally westward, as far ds -6 — > Portneuf, would bo far lers I'avourtiblo than that from tlio site selected. Botwoon this and I»ortnouf, the most direct is in otiior res- pects the fmt route. Tlio works on this .section may ho considered below tho average with tho exce|)tion |»orhapft of the excavation and em- bankment, which are necessary to carry your road over tho ridgo of sand extending ah)ng tho western bank of the Jacquos- Cartier River. The next point worthy of remark is the crossing of tho Portneuf River and valley. Tho nature of the surrounding country loaves us but little room for embarrassment in tho selection of the site for this bridge. The frequent occurren(;o of deep and wide ravines,exceeding in extent, in many instances tho span of the valley of the river itself, forbids the adoption of any line more to the north, while the increasing width and depth of the valley, together with the rough and broken nature of the ground, are equally ur.favour- able to any line more to the south, or closer to the village and manufactories of Portneuf. The best (and practically I may add' the only site is Uia^ which has been selected ; it is situated about half a mile above the Paper Mills of Messrs. McDonald and Logan. The bridge here will be about 450 feet in length divided into 3 spans, 150 feet each ; the height above the bed of the river is about 98 feet. Stone for the piers and abutments may be procured in the immediate neighbourhood. The line from this onwards takes a south-west direction, curving to the left round the rocky and hardwood range of hills in rear of the village of Deschambault, thence assumes a gene- rally direct course over a level and easy country to Sainte-Anne, at which village it crosses the river aboit 2200 feet above the present bridge, where the river is about 600 feet wide, and at an average 5 feet deep. From Ste. Anne, the direction of the line is straight, over a level country, involving the lightest and cheapest quality of work, to Batiscan, where it crosses the river about 800 feet above the present bridge ; the river is 650 feet V ide, and 5 feet deep. ■« ^ 1 ~7 — The general direction of the road from Butiscan to Throe Rivers is along the base of the first CAteau or sand ridge, two or three miles north of the St. Lawrence, keeping its course along tlie flat country between Champlain and the broken country inland ; this course] is the shortest imd the work of Uie lightest (juality. At Throe Kivers the hno crosses the St. Maurice about 1000 feet above the present bridge, At this place the river is divided into two Channels by an Island, 900 feet wide, cultivated and inhabited ; the aggregate breadth of the water ways is about 1600 feet, the average depth of the river about 8 feet. Here the direction of the line is slightly altered, curving to the left, towards the town of Three Rivers to avoid a Cdtemt or ridge of sand which riuis parallel to the course of the river. Along the foot of this ridge the line now takes its course, rising gradually and attaining the general level of the country at the summit of the cOteau at Pointe-du-Lac, about 8 miles further on. From Pointe-du-Lac, the line, which is about half a mile north of the Church, takes nearly a westerly course for 2 | miles where a curve is necessary of about 2 miles radius for a dis- tance of 35 chains. Here we get a tangent or straight line for a distance of 15 i miles to about 1) niil() beyond Maskuiong§, passing south of Yamachiche, crossing Riviere du Loup i mile to the south of St. Antoine de la Rivi6re-du-Loup, and the Maski- nongd 600 feet south of the existing bridge ; the line then assumes a curve with a radius of 5,730 feet, and thencontmues in a straight course for a distance of 6 miles to a point 5 miles east of Berthier, and passing |mile south of St. Barth61emi. Up to this point, a distance of 33 miles from Pointe-du-Lac, only 3 curves are necessary of easy radii. A straight line could be had to this, but it would pass tlirough the low lands subject to be inundated occasionally by the waters of Lake St. Peter, and would be inconveniently remote from the towns or villages of Yamachiche, Rivi^re-du-Loup, Maskinonge and St. Barthelemi. From this last mentioned place, two routes present them- selves, one keeping about 3 miles to the north of Berthier, and -8- continuing along the G6teau to L'Assomption, leaying to th« south a large « Savmne » in rear of Lanoraie ; the other close to Berthier and continuing on behind the villages on tiie St. Lawrence to Bout de L'Isle. I chose the latter line as presenting fewer obstructions. In the neighbourhood of Berthier, the country is subject to periodical inundations. In the spring, the waters of the St. Lawrenr'' rising above their ordinary level, owing to the shoving of the ice at some shallow part of the river below, dams back the river Berthier and small streams below the village. These, having but little fall, overflow their banks and extend them- selves for some distance ovfr the country. There is how- ever a strip of land running parallel with the St. Lawrence which is elevated above the level of these floods. On this strip the town of Berthier is built, and on it the line of Railway is also laid out, passing about 600 feet to the north of the Church and continuing onwards in a straight course, to about a mile beyond the crossing of the small river St. Joseph. The length of this tangent is ibout 9J miles. Near this point the line meets the first Cdieau, and with a curve of over a mile radius for a distance of 40 chains, strikes on a strai^t course a tangent to Bout de I'lsle, a distance of 23^ miles. This tangent passes immediately south of the Lanoraie Savanne, crosses the Industry and St. Lawrence R. R. on its level, at about one mile north of the St. Lawrence, passes abont 1| mUes north of Lavaltrie and a mile north of St. oJpice, leaving L'Assomption on the north and Repentigny to the south. Ai Bout-via-risle, several days were spent examining the river, and taking observations for the purpose of ascertaining the best crossing. After some consideration, I arrived at the conclusion that the best place for traversing the River-Des- Prairies, would be by passing over from the main land, diago- nally across the islands of Bourdon, Ronde, and Bourgis ; the length of bridging by this means would be reduced to 1200 feel. This will probably be further reduced on the location by a more extended examination, and which I would suggest should be carried out the ensuing winter. — 9 — From the appearance of the shores, I am led to believe that a rock foundation will be had here, below the bed of the river ; excellent limestone can be procured in the vicinity in large blocks, and all other material? necessary can be transported to the site by water. The line beyond this place curves round with a radius of 2865 feet, for a distance of 2^00 feet, whence it proceeds in a straight line for a distance of 3^ miles, to a place about a mile north of Pointe-aux-Trembles, then curves for a distance of 23 chains, with a radius of 11400 feet ; from here the line takes a direct course to Montreal, for a distance of 7| miles, crossing the Municipal boundary or City limits about 500 feet in rear of the Toll Gate. The continuation of the survey extended up Craig Street, to form a connection with the Lachine and Grand Trunk, etc., Railways, but as the exact sites of the station grounds of the Grand Tnmk and Montreal and Bytown Railways are not yet d^rmined on, I leave the question open as to the precise ground your station should occupy in Montreal. An alternative line has been explored and surveyed by Mr. Hacquisten across the Islands of Montreal and Jesus, via Terre- bonne, and connecting with the last mentioned survey, near Lavaltrie. Mr. Macquisten's Report on the relative merits of these two lines, with comparative estimates and tables showing the diffe- rence in distance and expense of one course over the other, will be found in the Appendix. 1 have also furnished Tables showing the proportion of tangents to curves and the degrees of curvature, and the ratios of inclination. An inspection of these will shew that they are remarkably favourable to the diminution of the future working expenses of your Railway, Of the total distance to be located from Terminus to Ter- minus (one hundred and fifty-six miles), one hundred and thirty-five, or eighty-six and a half per cent, are on straight lines ; the remamder, or 13i per cent only, is composed of curves of very large radii. Forty-nine miles, or 31 per cent, are horizon- — 10 — tal; of the remaining 107 miles, kk are imder 6 feet per mile, while only twenty miles or 12.8 per cent are over 20 feet to the mile. ' In the accompanying approximate estimate, I have pro- vided for a line of single track with the usual allowance of three per cent for sidings. The guage to coincide with that of the Grand Trunk, Mon- treal and Bytown, and most of the other lines in Canada, viz., five feet six inches (5 ft. 6 in.) The track to be laid with a rail of 56 lbs. to the yard, and the works to be solid and subs-^ tantial, but of a clieap and ordinary character. In contemplation of a second track being laid at some future period for which you may deem it advisable to provide at once in the case of all large bridges, I have prepared a table shewing the difference in their cost between a double and single track. This is table C in the Appendix. The abutments and piers of these bridges will be of stone, the superstructure of timber; all these materials- may be found either on the spot or may be transported cheaply to their final destinations. For all these works the estimate provides liberally. In establishing the prices on which it is founded. ' have been guided by what has been actually paid for similar works on other lines taking little account of the singular advantages^ which the average location of this line offers of reducing it& cost below the average. I . lile, the — 11 — )ro- of 011- iz., rail bs- ion lich )0f tice ble ges iais; p*y In Jen on es, its> En O ft, OCOO 0(000 OCOOOOOOOOOOOO e(09»u:icotoo>Aot'«ou)ooooooou)o Hi iS: >-7 S «e* -Hi-ti-no O0CO»-i CCOlOtf I _ s-^- '^^^^'^^I'i'f ^f ^f H I I S ft* o CO f** ;s .£ r ^4 O H -< IS ea««e«cjee«ec3e ee OCOOJ t* >0>i-H >-4 o 0i CD e -t»oe»«)L- , r" »0 i^ t-i ^^^^ » .H^ CO . O O O O O as a o j3 O O O •T3 0) , O ins c4 a '5 .S s 0) o bo -I aa * 11 St ^1 I iilflsl CQ ^12 — (0 us '^ I I ••• r p§ OOOOCOOO^OOO^OOOO ^2 A to CD ^ _J TO »0 9 ^ e© ««© TO OP 1-1 Eg ** o oo "bo" a t; JS ry S 5 ' — 13 — Amount brought forward £543,6% 2 2 ESTIMATE FOR STATIONS, &c. Principal station at Quebec, with workshop,inachinery, &c £20,000 Do do Montreal 20,000 Station at Three-Rivers 10,000 17 Intermediate stations.... a £300 5,100 4 Turntables a 250 1,000 Machinery of workshops . . . 3,000 £59,100 ROLLING STOCK. 8 Locomotives a £2,200 £17,600 8 Passengers ('ars, 1st class a 480 3,840 8 Do do 2nd class a 300 2,400 100 Covered Platform Cars a 170 17,000 80 Platform Cars a 150 12,000 80 Ballast Waggon a 75 6,000 60 Hand Cars a 27 1,350 £60,190 Sidings £9,990 ' 9,990 £672,976 2 2 Contingencies, &c., 12^ per cent. 84,122 3 Total amount £757,098 2 6 Being at the rate, per mile, of £4,853 3 10 I have the honor to be. Gentlemen, Your most obedient humble servant, JAMES N. GILDEA, Chief-Engineer, N. S. R. C. ~\ — 14 — APPENDIX A. TABLE SHEWING COMPARATIVE ESTIMATE OF THE TWO PROPOfi^D APPROACHES TO QUEBEC FROM CAP-ROVGB. ESTIMATE OF NORTHERN ROUTE. {Length U,iOO feet.) Excavations 123,500 ciibic yards - - - Masonry in 3 bridges 4100 do - - - Do in culverts 300 do - - - Superstructure of bridge over St. Charles River at Quebec, 700 feet long - Superstructure of bridge over River Larue, 20 feet long Superstructure of bridge over St. Charles River 75 feet long £ 3. n, a 1; 6,175 a 25; 5,125 a 18; 270 a 150; 5,250 a 40; 40 a 100; 375 jei7,235 ESTIMATE OF SOUTHERN ROUTE. [Length U, ^00 feet.) £ S. D. Excavations, 51,000 yards a 1; 2,550 Masonry in culverts, 300 yards - - - a 18; 270 Breast work for the embanJunent at « Palais Harbour, » 6,000 superfi- cial feet a 4; 1,200 Total, - - - - je4,020 Difference in favour of St. Joseph Street route jei3,215 \ — 15- aPPENDIXB. TABLES OF CURVES AND GRADIENTS. \it. Division. (From Quebec to Pointe-du-Lac.) Table of curves. Table of gradients. Radius. Length in feet. Inclination in feet per mile. Length in feet. 17,190 4,100 Under 51 12,000 11,460 27,100 48 33,500 11,300 7,800 43 5,000 9,300 2,100 44 6,700 8,100 9,400 40 10,500 7,640 4,400 36 4,700 5,730 22,400 33 4,000 3,600 1,800 28 3,500 2,865 4,500 26 25 4,000 2,200 In ciirve 83,600 23 12,300 In straight line, 355,920 22 20 19 18 15 10,000 8,000 26,500 6,000 6,800 82.9 Miles. 439,520 14 6,000 12 10,000 7 16,500 5 56,100 4 39,000 3 39,900 Level, 82 9 Miles, 116,320 439,520 -16-. TABLES OF CURVES AND GRADIENTS. 2nd, Dkieion. (From Fuinte-du-Lac to Montreal.) TABir. OP CURVES. Tamle of gradients. Radius. Length in feet. Inclination in feet per mile. Length in teeU 11,460 5,730 2,865 1,910 21,250 1,150 1,850 2,230 Under 23 15 10 6 3 2 Level, 73 Miles. 12,672 24.285 21,648 97,680 47,590 42,788 138,864 In curve. In straight line. 26,480 • 358,960 73 Miles, 385,440 385,440 APPENDIX C. TABLE SHEWING THE COMPARATIVE COST OF THE PRINCIPAL BRIDGES WITH A SINGLE AND DOUBLE TR-*CK. i Name of Bridge. Cost of sin- gle track. Cost of dou- ble track. Difference. Jacques-Cartier, Portneuf, --- Ste. Anne, Batiscan, - St. Maurice, (No 1) St. Maurice, (N** 2) Bout-de-1'Isle, £ 2,895 5,854 5,000 4,568 6,951 8,546 20,120 £ 4,434 8,254 8,680 8,254 11,712 14,458 30,000 85,792 £ 1,539 2,400 3,680 3,686 4,761 5,912 9,880 53,934 3^858 lll.M.KiP.|lliJllB , ^.- — 17 — : 5e. APPENDIX. Assistant Engineer's report on the Terrebonne Line. You will porceivo by tlio accompanying profile that tlio works are much heavier, the gra,^es steeper and that more l)ri(lKinK is leciuircd by way of Terrebonne tlian by the shore line j)assiiig])y Bout-de-I'lle ; in bridging alone there is a saving of five hundred and fifty feet (550) in passing by Bout-de-iTie, the crossing there l)eing twelve hundred feet (1200), this with a bri,300 5,250 5 miles 80 feet. 11,460 3,400 B 8miles80ieet. ^18- TABLE OF GRADES BY SHORE LINE. Under 23 feet per mile 2.V Miles. 15 " " 4.G 10 " 4.1 6 " 1H.5 3 " '• 9.0 2 " ♦' 8.1 Level, 26,3 73,00 From the nbove tables, you will perceive that ninety-two and a half per cent of the division is straight, while nine tenths (MO) of the balance is on curves of such radii as lo offer no more resistance than a straight line, thirty-five per cent of tho division is level, forty-nine per cent is nearly so being under six feet per mile, while the steepest gradient is twenty-three feet per mile and that only for a distance of two and four tentlis miles. I am, Sir, Your obedient servant, P. MACQUISTfeN, Assisl.'uit Engineer. James N. Gildea, Esquire, Chiei-Engineer N. S. R. C. il 1 1 t i ^bxn of the Slmiiiilkrrimrliai Irlimii /tf'ithvf QUEBE C AND MONTREAL THECRANDTRUNK. MONTREAL AND BYTOWN RAILWAYS. S C A L K OF M I I. E S LEOOO E!fGliMKn*rRiyT15R qOBBEC. I ! T) ''"W^tJBPMIV tiaaiwe^ i i :'i-'m' (t!-- M(mm m t ' iii iHHi — i w i wi—lwirLa i nwl I TO THE DIRECTORS OF THE ^Ue GENERAL VIEWS. {Tramlatton.) The Committee appointed to examine the Report of the Chief Engineer on the Survey of your Road, have the honor to submit the following remarks : — What hopes soever may have been entertained by the Com- pany in relation to the Survey, have been far surpassed by the result, for it establishes the undoubted superiority of your Road over all the existing lines of Railway in the Country. This superiority consists : 4 St. In a shorter distance between two given points. 2ndly. In a more perfect level. From these two primordial, and so to speak, elementary facts, the following may be deduced as corrollaries. 1st. Of two roads, the rate of travel being the same, the shorter one is the sooner travelled over. 2dly. Of two roads the shorter one is the cheaper to travel over. 3dly. The cheaper to construct. 4thly. The cheaper to keep up ; and of two roads, the more horizontal one, is Sthly. The sooner travelled over. 6thly. The cheaper to construct. — 20 — 7 till J . The cheaper to keep up. Stliiy. The safer one. These facts are trivial from their being so vei7 elemen- tary, but they do not the less prove thai all competition with your Road is impossible as regards the traffic which reaches Quebec through Montreal, or carried on between both those Cities. Your object is not to get up among the several Railways a jealousy and an antipathy which would prove prejudicial to the interests of the Country, inasmuch as each of these Roads has its own utility and its own object, and thus all are deser- ving of public encouragement. Understanding as we did, the ideas entertained by you, we confined ourselves to the task of establishing, that if these undertakings are good, not only as regards the general prosperity, but also as regards that of the capitalist whose attention they have attracted and whose confidence they have secured, a fortiori that attention ought to be di- rected, and that confidence accorded to the « North Shore Railway,)) which has not yet been constracted because the population of Quebec and of the North Shore of the river were in a state of lethargy, while all around them was excite ment. LENGTH OF THE RAILWAY. The length of the line of the North Shore Railway is a little under 156 miles. The distance between Montreal and Quebec, by the river, is 180 miles. Mr. Engineer* Bailey, in his Report to the Directors of the ' Richmond Railway, says, that the distance from Quebec to Montreal by that road, is a trifle greater than by the River. The North Shore Railway, therefore, is at least 24 miles shorter than the Richmond and the St. Lawrence routes com- bined. This makes a considerable difference on that dis- — 21 — lance, and one which will affect by so much the cost of con- struction, the cost of keeping in repair and the cost of trans- port ; a difference which constitutes in every way a valuable economy both for the traveller and as legards the transport of freight. Add to this, that in order to travel from Quebec to Montreal via Richmond, the Rivei' must be crossed twice, thereby en, ailing considerable loss of time, especially in winter, and exposing the traveller to many dangers, while, by the North Shore, one can travel from Quebec to the very heart of Montreal withoutonce leaving theca\js, through a plea- sant and fertile country and villages without number, within sight of the noble St. Lawrence, whose waters, covered with Uiuusands of sails, will present to the traveller, both in stormy and in calm weather, a spectacle at the same time grand and harmless ; for, your Engineers, in carr7ing out your in- structions, have approached the River at every point where they could conveniently io so, in order that your Road may be useful to the population of both Shores of the Saint Lawrence. The difficulties of crossing between Quebec and Point Levy are so great during the winter, from the almost continual obs- truction of the river by ice, that travellers, only, will take the Richmond loute during that season ; heavy goods and packages will have to await the opening of the navigation until your Road has been brought into operation. So great is this in- convenience of crossing, that although one half of the distance between Quebec and Montreal by the South Shore is now tra- velled by Railway, almost all travellers take the North road ; commerce, which, this year, is considerable, follows the same route. At this very moment, hundreds of vehicles are to be met with on that road, laden with copper, tallow, pork and other articles. This incontestable fact is a proof at the same time of the necessity and of the advantages of the North Shore Railway. Not only will your Road serve as a highway for the 300,000 inhabitants of the North Shore, and the transport of their — 22 — produce, l)iit it will also be the market-road for nearly 70,000 inhabitants ^f the South Shore ; for, as the Richmond Railway passes through the interior of the lands, to a great distance, the population and commerce of that Shore cannot reach it. Communications will be established by means of small steam- ers, at the principal points on each side of the River during the summer, and the ice-bridge which nature never fails to construct every y«ar, at the same period, at several points of the River above Portneuf, will render the communications still mere easy during^ the winter. The distance from Quebec to Montreal will be travelled in five or six hours at the utmost ; this will be a saving of six hours on the time occupied by our fastest steamers during the fine season, and a much greater one during the autumn, when fogs and storms retard and almost interrupt our com- mercial intercourse with Montreal and Upper Canada. In winter, a saving of 42 hours will be effected. The object of Railways is to shorten time and space ; to bring objects closer to one another, and place them all in the same foreground ; to equalize the advantages of all the points of a Country ; to establish the same level for all markets, by creating but one market, so to speak, by the rapidity of communica- tion. And, , if the best road, the most certain of success, is naturally that one which best attains these objects, and best fulfds these conditions, there is none more certain of pros- perity than the North Shore Railway. GRADE. We have spoken of the grade of your Road. «Mr. Bailey says, that a large portion, equal to 60 per cent on the whole road, will be either level or of an inclination not exceeding 15 feet per mile. There are no grades to ex- ceed 30 feet per mile, except the approach to the River St. — 23 — Lawrence, and for a short distance at Kiclimond, where a grade of 50 feet pei' mile is required. « These are the most important features of your Railway, and they may h", considered as exceedingly favorable. » These features are indeed of a most favorable character ; but on the North Shore of the St. Lawrence, we have some- thing still more favorable. In 31 parts of the Road out of 100, there is an absolute level ; in 39 it varies from 6 to 2 feet per mile, and in 10 parts from 15 to 16 feet. COST OP CONSTRUCTION. Now, as to the cost of construction. The Richmond Railway, according to the contract entered mto between that Company and Messrs. Jackson & Co., will cost £81 2,500 cy. , and even more than £900,000, because Messrs. Jackson &Co., if we are not mistaken, are entitled to an increase equal to tliat in the price of iron at the time of the contract. The St. Lawrence Railway which completes the communi- cation between Quebec and Montreal, will cost, when ballasted/ over £900,000. It has already cost that sum. The Montreal bridge, according to Mr. Reefer's estimate, will cost £i ,250,000 ; it will undoubtedly cost more. It will therefore cost the Grand Trunk Company at least £3,000,000 to establish a communication between Quebec and Montreal, and yet this communication which, during the summer, cannot take place without transhipment, will be interrupted during the winter. To cover the intere^it on such a capital at 6 per cent, in ad- dition to the cost of keeping the road in operation, which is on the average about 40 per cent on the receipts, it will require an annual net receipt of £180,000, or a gross one of £300,000. Knowing, as we do, the history of Railways, we believe; -2'f — indeed, llml this enormous nmoiint of receipts can he ob- tained. Let us now examine wliat will be the cost of the North Shore Railway if the resources of Canada, \>hich are better known at the present day, are capable of inspiring the capita- list with confidence, and whether, in order to construct the Road, you are not obliged to have recourse to ruinous expedients. Your Engineer estimates the cost of the Road at £543,690 2s 2d ; of the stations and starting places at £59,100 ; of the locomotives, cars, &c., at £70,180; and of contingen- cies at £84,122 Os 3d ; total £757,098 2s 5d, and adds : « For all these works the estimate provides liberally. In « establishing the prices on which it is founded, I have been « guided by what has been actually paid foi* similar works on « other lines, taking little account of the singular advantages « which the average location of this line offers of reducing « its cost below the average. » This will make, then, for the construction of the read and bringing it into full operation, £4,854 lis O^d per mik. The interest on the whole cost, at 6 per cent, will amount to £45,438 annually, and a gross receipt of £75,730. Thus, of two roads placed between the same two points, one, in order to give 6 per cent, will require a gross annual receipt of £300,000, and the other a gross receipt of £75,730, only. If then, the first is a paying road, and we do not doubt that it is, the second would be infinitely more so ; and where the united roads of Richmond and the St. Lawrence will charge, say 6d. for the transport of an article, the North Shore Rail way will carry the very same article for a trifle oVer 1 ^d. We shall perhaps be told that the cost of the Montreal bridge must be apportioned over the cost of the whole of the Grand Trunk Railway, and, therefore, that our calculation is exaggerated. To this we answer, that in making this calcul- — 25 — nlion, w«' Iinvfi Icfl oiil Iho cost of conslniclinti and kcM'junf; in ope''alion l\\o st(»ninors which iniisl comphMc iUe tomiwi'J- nicnlion ])v Iho south, Ik*I,W(mmi Monln'nl ami (Juiduu And again, llio cost of keeping in oporalion, whirh is on tho average. 40 per voA\i on the recftipls, is nioro. >\' loss gival according as Wio. road is of grt'ator or loss longlh, and its giado more or less h«Mwy. Thus, \Nhilea locomotive on I ho llojid- ing road has drawn in one train alone, one hundred and tifty iron coal-cars, of the weight of 1208 Ions, another, on the Baltimon; road, was only capabh; of drawing one cai' ionlain- ing a weight of but twelve and a half tons. Moreover, the cost of keeping up a road is proportioned to its length. Now, the Richmond and St. Lawrence Roads are longer than the North Shore Railway and their grade heavier. With all these facts in view, is it not evident that the west- ern trade, that of the valley of the St. Lawrence, of the valley of the Ottawa and of Montreal, will pass by the North Shore of the river and stop at the terminus of tlie North Shore Railway at the deep waters of the St. Lawrence, there to be received by the 1 500 vessels which annually resort to the port of Quebec. ■«i DOCKS. Your Company intend applying to Parliament for power to construct docks in the river St. Charles ; wet docks in which all the vessels resorting to the port of Quebec will be able to land their cargoes, perfectly sheltered from all weathers; and dry docks for the construction and repairing of vessels. The valley of the Cap Rouge and that of the St. Charles, are destined shortly to become but one, by the work of art, and to form an immense chain of docks which will surround the city of Quebec ; thus enabling the River St. Lawrence to flow through a bed which was probably once covered with its waters. — 26 — Tlie ilorks fiiui llic stuio-lioiisi's coniinclcd with thorn will provt^ a ^i'<'al somcc of piospt'iih lo (Quebec, and be produclivo ot'grcal hciM'fit lo the (loiiipany, at th(> same lime that the loading' and iiidoading of vesscds >vill thereby become more sale, more expeditious and less eostly. COMMERCE. Commerei! w'M follow the North route, bceausj- it is the shortest, the swiftest, and the cheapest ; because it will do away with the necessity of transhipment, which is always attended with inconveniences, the least of which is the loss of time ; it will follow that route because it will find at your terminus, at the port of Quebec, a more easy outlet than any where else. The North Shore Railway is the shortest route for tlie travel- ler from New York lo Quebec ; it will also be followed during the winter by travellers to Boston. It is also the most direct to Upper Canada and to the mouth of the Ottawa. The termini of your Road will be in the two largest and most conmercial cities of Canada and of the whole of British North America. QUEBEC. Quebec, so rich in historical recollections, so strongly, so picturesquely situated at the summit of its promontory, over- looking as it were one of the finest and most majestic scenes of nature, having at its feet one of the largest Rivers in the world, of which it forms the principal port for vessels from beyond the seas, and which places it in communication with the vast regions of the West by an inland navigation, half the work of nature and half that of art, and the most magnificent in the world,— oiTers incalculable advantages to ^commerce, at the same time that its natural beauty and its fortifications attract an immense number of travellers. y ti -27 — Tho City, iiK'huliii}< (lio T«)wn niul IhnI pari of llm Suburbs situate beyond the City limits, contains a poiMilation of more than 50,()()0 souls. In 183 1, it only nmtainr(l27,(MM). The real property of the City alone, is estimated by Mr. Serrell, the au- thorof tlieplanof the Quebec Suspension Ih'idge, at £5,992,089. This figure iui'ludes the value of the assessed property and of the unassessed public property, which, inQuebec.isprobably greater than any where else. Mr. Serrell, fHipposing,with some reason indeed, that assessments arc not more strictly made at Quebec than in the greater portion of the Cities in the United Slates, has established the same proportion as has been established to find the real value of landed property there: as 25 (assessed property) is to 40 (real value of property). Thus it is that he has obtained the amount of £5,992,0^0. The value of personal property is much higher, so that Quebec contains property to the value of at least £12,000,000 currency. The following figures will give an idea of the prosperity and commerce of Quebec. ARRIVALS AT THE PORT OF QUEBEC. Years. Vessels. Tonnage. 628,389 1845 1699 1846 1699 623,791 1847 1444 542,505 1848 1350 494,247 1849 1328 502,513 1850 1341 485,905 1851 1469 573,397 1852 1234 506,123 1853 1351 570,738 The number of vessels ^Vhich sail from the port tfvery year, is greater than that of the vessels which arrive here ; thus, 1406 vessels, measuring together 599,567 tons, left the port in 1853. The cause of this difference arises from the number of vessels built yearly in our ship-yards. — 28 VESSELS TRADING BETWEEN QUEBEC AND THE BRITISH NORTH AMERICAN PROVINCES IN 1853. Arrived. No. of Vessels. Tonnage. 228 23,264. Sailed. No. of Vessels. Tonnage. 218 14,069 The trade between Quebec and the Provinces of the Gulf increased considerably in 1853 ; that with Newfound- land was more than doubled from 1852 to 1853. In 1852, 24 vessels, measuring 1944 tons, were sent to Newfoundland; in 1853, the number of vessels sent to the same place was 34, measuring 3,575 tons. All provisions intended for those Provinces will probably ere long be sent from the port of Quebec, To the number we have Just given, must be added an im- mense number of small coasting vessels which bring to Quebec planks, boards, laths, staves, shingles, firewood, stone, pork, butter, potatoes, hay, oats and other grain, &c. , and cattle of every description, and in return take back every article of commerce not produced in the Agricultural Districts. The imports to Quebec in 1853, amounted to ^£1, 190,736 15s. 8d. and its exports to £1,264,432 12s. 8d. The amount of imports is .however much more |considerable than it appears, inasmuch as the Quebec merchants have entered a part of their imports at the Montreal Custom House. Quebec is the mart for the lumber from the Ottawa, the St. Maurice and the other tributaries of the St. Lawrence. In 185 J, the exports in lumber from Quebec, were 22,129,120 cubic feet of square timber; 1571 thousand (of 1200) 1st quaUty staves, 1854 thousand puncheon staves, 3,078,475 planks of 1st quality and 6569 cords of laths. SHIP BUILDING. « Few Ports, » says Lord Elgin, in a despatch addressed by him m 1852, to the Colonial Secretary, « offer such facil- — 29 — ities for ship-building as Quebec, all materials employed in the construction of vtssels being cheap ; labor, during the winter months at least, auundant, and procurable at mode- rate rates, and outward freights at all times secured. » The following statement will shew the extent of that im- portant branch of industry. Years. No. of Vessels built. Tonnase. 1843 1844 1845 1846 1847 1848 1849 1850 1851 1852 1853 48 48 53 40 70 41 37 45 64 42 76 13,785 15,045 26,147 19,764 37,176 19,909 24,426 30,387 40,567 27,754 51,637 The average tonnage of square-rigged vessels was 852 in 1849, 912 in 1850, 972 in 1851, 964 in 1852, and 1132 in 1853. The annual average value of vessels built in Quebec, is about £500,000. A greater portion of the timber used in the building of these ships is derived from the forests situate at some dis- tance from Quebec, and on the line of your Railway. The following quantities of timber are employed in the construction of a vessel of 1000 tons, and are brought at great cost during the wintc by the inhabitants of the neighbouring localities: 140 ribs, o £3 £420 440 first knees, a 1 5 175 1 40 second knees, o 1 140 140 third knees, a 17 6 122 10 140 futtocks, a 12 6 87 10 50 other futlocks, a 2 100 £1045 — 30 — 50,000 pieces of limber, equal in value lo the quantities first enumerated, are also used in the construction of a vessel of 1 ,000 tons, and might be brought by the Railway at aii immense reduction of the cost of transport. To give you an idea of that cost, and of the impetus Avhich your Railway will give to ship-building, it will be sufficient to tell you that an agriculturist in a neighbou^'-ng parish lately said to a ship-builder: « My piece of timber is wortii £10, when it reaches here, and even at that price, I gain nothing ; but I will give it to you for £2 10s. if you will fetch it from the road-siil.^ on the borders of the forest. » FUTURE PROSPERITY OF QUEBEC. No one can calculate what Quebec is destined to become. It might at this present moment be as large as New York, if the value of the St. Lawrence and , the resources of Canada had been better appreciated by commerce and by capitalists, and if the Legislature of the mother country had not kept our ports so long closed to foreign vessels. Quebec is nearer than Nca*' York to Liverpool by 390 miles, aud the St. Lawrence leads from Europe to the West, in a direct line, by means of an inland navigation of 800 leagues. The West already contains ten millions of inhabitants, and is capable of containing 500 millions in its fertile and boundless plains. Compare the distances, and, especially, the magnificent na- vigation, to that wholly artificial navigation by means of which New York receives the products of the West and sends it in return those of Europe, and judge then whether it is possible to entertain any doubts respecting the future prosperity of Quebec. If Quebec has not yet been all that it could be, it is because the prices of freight have been lower at New York, suffi- ciently so tocompensate for the disadvantages of the Kiie route j — al- and they have been higher at Quebec because the rales ul" assurance were higher tliere, and lliere is no return freight. The rates ot assurance were higher tliere be- cause the dangers of the St. Lawrence had been exaggerated ; and there has been no return freight because they were not aware in Europe of the advantages of this great route of navi- gation over all olhcus, to penetrate to the very centre of North America and of the vast territory wliere the old World pours forth in immense numbers the surplus of its population, Quebec might export as much flour and wheat as all the Atlantic ports of the Union together. To become convinced of this, it is only necessary to cast a glance at the immense ex- tent of the valley o'." the St. Lawrence, which leads, through navigable and deep v aters, to the very heart of the immense fertile plains of ihe West, and to the very sources of the Missis- sippi. Let us examine whether the dangers of the navigation of the St. Lawrence have been exaggerated. Out of 16,685 sea-going vessels measui-ing together 6,242,326 tons, which resorted to the port of Quebec from 1840 to 1852, inclu- sively, only 259 were lost, and the greater part of these shipwrecks invariably took place in the month of No- vember, the last and most stormy month of the navigation season. Besides, what description of ships, ship-masters and crews have we had up to the last few years. A ship-wreck has often been a matter of speculation ; the captains were fre- quently drunkards and perfectly incompetent ; the crews just as bad. Good ships c:isily found cargoes, while bad ones lay idle until the season at which tempests, snow storms and fogs abound, and were lost on our coasts, just as they would !iave been every where else. A great change for the better is now to be perceived ; the vessels are superior, the ship-masters generally better taught, more iMireful and respectable ; ship-wrecks have therefore di- minished in f)ioportion. — sa- il As a proof that ship-wrecks arc generally owing to the bad quality of the vessels, to the want of care, the ignorance and inexperience of the captains and of the crews, we may state that out of 1077 vessels, measuring together 673,472 tons, belonging to Messrs. Pollock, Gilmour&Co., which sailed from the Port of Quebec Irqm 1839 to 1853 inclusively, two only were lost ! This extensive house takes particular care that its vessels leave th(3 Riv^r before the 15th of November and the stormy and dangerous season ; it does not even insure them. During the year 1850 there were only two ship- wrecks in the River, and they occurred during a favourable season, so l^hat they are to be attributed to the want of care and foresight on the pait of those entrusted with the management of the vessels. In 1851, 8 wrecks occurred, and in 1852, 11. It is true that the number of wrecks was considerable in the month of November 1853 ; but these were caused by one of those storms which are fraught with ruin and destruc- tion wherever they take place ; but they were caused by the very same storms by w hich so many vessels were lost in all the European and American seas. Almost all the vessels lost in the River St. Lawrence, during November last, were stove in by the ice and only driven ashore by their crews to prevent their going to the bottom. The number of vessels wrecked during 1853 within the British dominions, exceeds 2000, and in the United-States it exceeds 1100. One storm alone casts as many as five hundred vessels at a time upon the coasts of Great Britain, and this is not considered as a drawback to commercial enterprize ; these coasts ai-e not even thought to be dangerous. But if in a similar storm, vessels happen to get lost on the shores of thf^ St. Lawrence, the commercial world takes fright and the whole of the trade rushes off to the Atlantic coasts of the United States, w here the danger is far greater, and the ship- — 33 — wrecks far more numerous ; this panic is easily shewn by the amounts of assurance premiums. And yet is it rational and can it last? No ; for in order to give confidence to commerce and draw it to the St. Lawrence, the (lovernment and the Legiaia. tare ot Canada are making efforts which have already proved partially successful, and are an earnest of the future prosperity of this Country and especially of its seaport, Quebec. A semi-monthly communication already exists between Que- bec and Liverpool ; this communication must soon be weekly, and wealthy companies are now being organised for the con- struction of powerful steamers to take the same route as those of McLarty & Co. Lord Elgin, ip a despatch which we have already cited, thus expresses himself : « Maps on Mercator's projection, and the fact that indiffe- rent ships, recklessly navigated, have not unfrequently been employed in the timber trade, have contributed to produce an exaggerated popular impression with respect to the length and the perils of the Ocean route X the St. Lawrence. It is not sufficiently known, as regards the former j^oint, that the sailing distance from Liverpool to Quebec is, if the Straits of Belleisle be taken, some 400 miles, and, if the southern course be preferred, from 100 to 200 miles shorter than tha from Liverpool to New-York ; and that, as respects the latter, the 0' can Route of the St. Lawrence is by no means pecu- liarly hazardous to well-framed ships, navigated by officers who are thoroughly acquainted with it, while it is especially adapted to screw or paddle steam ships from the circum- stance that considerable portion of the passage from one Continent to the other is in smooth water. » A glance at Captain Bayfield's admirable Naval Charts, will show that there are good harbours in the Straits of Belle-Isle, and good anchorage and soundings on the South Shore of the St. Lawrence, where the depth of the water gradually and uni- formly decreases until it reaches the shore. So that with ' -f- . V. l jiP'W,. 11 — 34 — good anchors and the casting lead, the first and last resources of the prudent mariner, the navigation of the River is not at- tended with any very great danger. It is intended to increase the number of light-houses in the Straits of IJelle-Isle and on all the points of the Hiver considered as being at all dangerous, in order thai the marin- er may be constantly lighted during the night, from the mo- ment he enters the Gulf until he reaches the port of Quebec. Powerful tow-boats, provided through the liberality of the Country, will soon be despatched to the lower ports of the River, to bring up vessels kept back by calm weather or foul winds, thus considerably reducing the distance. THE F1.SHER1ES. i i There is a source of wealth, an inmiense mine which has not yet been opened out by Canada. We allude to the lish- eries of the Gulf and of the River St. Lawrence, where the Americans catch, annually, 1,500,000 quintals of fish; the French, 1,000,000; and the English, 1,000,000; the aggre- gate value being equal to £2,187,500, to which must be added £125,000 for the Seal-fishery, and £100,000 for fish exported annually *'.om the port of Gaspe. The Americans employ, annually, in this fishery, 37,000 men, 2,000 schooners measuring from 30 to 180 tons; and 10,000 open boats ; the French 25,000 men and 500 large vessels ; and the English 25,000 men and 520 sailing ves- sels. « Labrador has a sea coast of 1,000 miles ; in the fishing season a population of over 30,000, who import all the pro- visions they consume and export to the amount of £800,000 to £1 ,000,000 annually. The Americans and Nova Scotians, fully alive to the profitable trade and rich fisheries of Labra- dor hare, by every means in their power, endeavoured to foster and encourage it. » — 35- According to the official document from wliich we have just given an extract, 326 vessels, measuring collectively 30,196 tons and manned by 11,629 men, left the ports of Newfoundland for the Seal fishery, in the spring of 1851 . Mr. George Hayward, the comptroller of CAistoms at New- foundland, thus concludes a letter addressed by him in 1832 to a flommittee of the Legislative Assembly of Canada. « In conclusion, I shall observe, that Newfoundland con- « tains a population consisting of 95,000 souls, who are « depending principally, if not altogether, on other countries « for food and supplies, and as the prosecution of Agricul" « tural pursuits has not been found to answer, except as an. « auxiliary to our fisheries, I humbly conceive that a vast « extended trade may be beneficially opened up with Canada (( in the supply by her of all description of provisions, more <( particularly in the exchange for the staple articles of this « Colony, such as Codfish, Cod and Seal Oils, Seal Skins, « Herrings, Salmon, Mackarel and Caplin, if such a com- M merce were established upon a fair basis of Legislative Re- tt ciprocity. » The 2000 American Schooners employed in the fisheries of the Gulf and in the River St. Lawrence, sail with their cargoes for the ports of Boston and New-Yor)* where they receive a bounty, and thence send their fish to all parts of the Union, and to the very extremities of the Western territories. Besides the fact that Canada can and will before long carry on a large traffic with other nations, in the inexhaustible and boundless fisheries of her Rivers, the fish caught by the Ame- ricans and intended for the population of the interior of the Northern States and the ten millions of inhabitants of the Western States, will eventually take the St. Lawrence route, as being the shortest and most direct ! Nature and her laws« with the assistance of man, always succeed in obtaining the upper hand over means which are purely artificial, however gigantic they may be if nature is "* ^ ..--.^.^^^ .. '^■i-iT^fc-r aiHiat-^u 'Ti — 36 — against them ; and Quebec will recover its position, if by means of Railways it remains open to the commercial world during twelve months of the year, and if, by means of the Rail- ways which traverse America in every direction she main- tains distances in the proportions which nature has given them, for, to the iron-horse space is naught. MONTREAL. The other terminus of the North Shore Railway is in the very centre of the City of Montreal where four roads already meet, by means of which you will be brought into connec- tion with eveiy point of the American Continent ; two other Railways which arc now being constructed, will also termin- ate there. The population of Montreal is over 60,000 ; the value of its real property over ;£6,000,000 ; its imports in 1853 amounted to £3,384,716 14s. 9d. and its exports to £745,761 10s. It is the commercial mart of Upper Canada and the centre of a fertile district, containing more than 400,- 000 inhabitants. This City carries on a considerable trade with Quebec, and which would increase beyond all concep- tion, if the communication between the two Cities were more regular aid if it were not in fact interrupted during six months of the year. THE RIVER TRADE. Ul i ?! The gross receipts of the first class steamers running be- tween Quebec and Montreal amounted in 1853 to £36,000 ; Ihe loss of two steamers which sunk, is of course not to be taken into calculation. The competition, which hasbeen in ex- istence hardly two years between the first class steamers on the Hudson River and the Hudson Railway, has established th6 un- doubted superiority of the latter by causing the former en- tirely to disappear. The gross receipts of the Hudson Rail- way which, however, has only so to speak, just been put -37- into operation, amounted for the months of June, July and August 1853, to £86,795, and it was calculated that the receipts for the twelve months of the same year would amount to £350,000. It may then be said at least, that the net receipts of your Road which it will merely draw off in freight and passengers from the first class steamers, will amount to £20,000. And, as this does not shew one fourth of the transit trade carried on between Quebec and Montreal by meant, f a considerable number of other steamers, barges, schooners and bateaux, in estimating at £50,000 the entire and net recv^pts which your Railway will take away from the River, we place it at the very lowest figure. The steamers which run only during six and a halt months of the year can only be useful to the population in the neigh- bourhood of their stopping places ; and the greater part of the population on the two shores scarcely travel during the sum- mer, and much less during the winter, because, during that season, the snow renders the communications difficult, and commercial life among them seems to become perfectly torpid there during six months of the year. IMMIGRATiON. A considerable portion of the European emigration comes by the St. Lawrence, either on its way to Upper Canada or to the talley of the Mississipi. The following is a table of the number of immigrants to the port of Quebec for the last seven years. Years. 18&8 1849 1850 1851 1852 1853 No. of immigrants. 27,939 38,494 32,292 41,076 . 39,176 36,699 —I m M — 38 — V «Thc a(liniial)l(! and capacious syslom ( I" inland navigaiionex- «lendni^fiorn yii(d)cc for upwards of 1 50()milflsinto the interior «of theContin(!nt, » says Lord Elgin, a and the certainty of ol>- wlaining freights, are calculated to cause a^ireferencetobegiven «to thisovor rival routes for the transport of heavy goods, such «as Salt and Iron, and of Immigrants destiiked for the vast re- ft gions bordering on the great Lakes. These advantages are not <(yet generally known, nor have they been appreciated as ((highly as they deserve. » Persons came to Ou«c this year who have been employed during their whole life time in directing Emigrants from En- gland to America, and who, astonished at the beauties of Canada, its immense resources and the superiority of the St. Law- rence route over that of New York, have expressed their inten- tion hereafter to direct, as much as may lie in their power, the tide of Emigration towards Quebec. We may then rely upon a much greater number ot immigrants than we have yet had, and the receipts of your Road will increase in proportion. LOCAL TRADE. '■^ Every where Railways have induced that part of the popu- lation to travel which had never been in the habit of travel- ling and have increased the freight and number of travellers beyond all conception. Thus, the number of travellers on the English Railways, which in 1840 was only 13,000,000, was 73,000,000 in 1853. The population of England, ac- cording to the census of 1850, was a httle over 21,000,000. That population therefore has moved about more than three times and a half in the space of one year. The number of travel- lers on the Railways in the State of New York alone was more than 7,000,000 in 1853, and thus the population of that State has moved about more than twice in the same year. The number of travellers between Glasgow and Greenock, which was for- merly 11 0,000 per annum, now exceeds 2,000,000 ; this is ;;i — 39 — i'((ual lo live limes the popiilntioii of that dislriel. In 181 4 the lumibtT (»r travellers between Glasgow and l*aisl(»y \vasl(),0(H) uiiniially ; iiM 842 it exceeded 900,000. During that period th(; population luu' oidy do\d)led. Traflii" had ; icreased nine times, and lor one voyage whieh an inhahiliiiit of fllasgovv or Paisley made in 1814, he made) forty-live in 1842. Ail statistics shew that a Railway of ordinary length derives from each oftluiinhabitantsof the country throigh which itruns, a net revenue; of ten to lifteen shillings. The net profits of the Massachusetts Railway exceed sixteen shillings and three pence foi* each individual o'' the population of that State. The Erie and New York Railroad runs through a (H)untry 445 miles in length, containing a population of 352,000 souls. The net prolits, per individual, on this road, is twelve j.hillings and six pence. The population consists of 28 souls per square mile. Now, the population of the North Shore 'i)etween Quebec and Montreal is much more thickly settled. This population does not on an average extend more than fifteen miles in the inte- rior ; but if we take fifteen miles as the average, ve find 128 inhabitants to the square mile, and a populatihn of 300,000 souls on a distance of 156 miles. We may then safely value at ten shillings, per individual, the net profit which the 300,000 inhabitants of the North Shore and the 70,000 inhabitants of the South Shore will give to your Road. THE OTTAWA. Thus far we have said nothing of a branch of Trade which can neither be monopolized by steamers or by sailing vessels, and which floats about on the St. Lawrence and its tributaries at the mercy of currentsand foul weather ; we allude to the timber trade. The value of timber cut on the Ottawa and its tributaries, immense rafts of which reach Quebec after waiting to be floated by the high waters and after having come down the falls and -^'.^ — 40 — crossed the lakes, (the inostilaiigcjoiisofall waters for limber), may be oslimatcd al £1 ,000,000. The loss incuriod on timber before it reaches its des- tination, which it is sometimes six months in doing, and even twelve months when tlui waters are not snilioiently high to float it, and never less than three months, is estim- ated at ten per cent, which on £1,000,000 amounts to £100,000. The cost of transport of timber from tlu; place where it i» cut, to Oiicbec, is 1 id per foot and I from IJytown to (Quebec, if we estimate at 20,000,000 the rnnnber of f(M;tof limber cut on the Ottawa, this will giv(; £125,000 for transport. If we calculate, moreover, the intereslon £1 ,000,000 during three months transport, we have a further sum of £15,000. But, as limber cut during the winter can only float in the Rivers when the waters arc at their highest, it only reaches Quebec very late in the spring, and merchants are conse- quently obliged in the fall to accumulate several million feet of timber in that port, in order to be ready for the spring fleet. The quantity wintered at Quebec in 1853 was 12,000,000 feel, and that now wintering here exceeds 9,000,000. If we take 10,000,000 feel as the average, and value thai quantity al £500,000, we find that the merchants will have to pay six months interest on those £500,000, Ihatis £15,000. By the Bytown and North Shore Railways, limber would reach Quebec in three or four days at the very utmost, and be in time for the Spring fleet ; so that lumber merchants would not be deprived of their capital, as at present, during nine months of the year. Now all these sums together will give us £255,000, from which we must deduct £62,500 for the cost of transport of the limber as far as Bytown, and £7,500 for interest on the cost of the limber during its transport to Bytown, or £185,500 which must be divided between the Bytown Railway and yours, in proportion to the respective lengths of the two roads, — 41 — thusgiving to lhoIWlo\vnI\ail>vay j£7i,00() and to the North Shore Railway £111, (KM), or £66,(HM) iksI protU. aftrr havintt dediictod forty per cent for th(! cost of koj^ping in operation. On the Heading Kaihoad, (llnited States.) the gross receipts of which amounted in 1852 to ()2(),1.% 28 Od, coal >vas brought a distance of 94 miles for little more than Is 9i(l, i>cr ton, including the cost of bringing back lh(; empty cars. This sum of Is 9id is equivalent to 2s ll^d for a distance of 150 miles, and yet the cost of kcieping in operation does not h) any means incn;as(* in proportion to the increase in the length of the road. Now £111,000 makes more than 4s 5d per ton, There can be no doubt then that all square timber will be sent from tlx; Ottawa to 0«iebec by your road. The Ottawa trade is properly speaking that of Quet'ec, its natural trade in fact, of which it cannot be deprived unless its inhabitants shew the most unpardonable apathy and allow it to lake the Portland route ; this trade is also one whicli, by means of the great improvements now being ef- fected oil over the country, will increase immensely. To give a complete idea of the Ottawa and of its vast res- sources, let us quote the imposing words of the Governor Gene- ral, a disinterested witnoKS, whose opinion will leave no doubt or suspicion in the public mind, « This important region, » says Lord Elgin to the Duke of New-Castle, in his despatch of the 5th November 1853, « takes the name by which it is designated in popular parlance, from the mighty stream which flows through it, and which, though it be but a tributary of the St. Law. rence is one of the largest of the rivers that run unin- terruptedly from the source to the discharge within the domi- nions of the Queen. It drains an area of about 80,000 square miles, and receives at various points in its course the waters of streams, some of which equal in magnitude the chief rivers of Great Britain. These streams open up to the enterprise of the lumbermen the almost inexhaustible pine forests with — /t2 — which tlie region is clothed, and afford the means of transport- ing their produce to market. In improving these natural advantages considerable sums are expended by private indivi- duals. £50,000 currency was voted br Parliament last ses- sion for the purpose of removing certain obstacles to the navi- gation of the Upper Ottawa, i,y the construction of a canal at a point which is now obstructed by rapids « The country of the Ottawa, besides its wealth in timber and water power, and considerable tracts of fertile soil, is believed to be rich in minerals, which ma^ probably at some future period be turned to account. It is also worthy of re- mark, that the route of the Ottawa, the Mattawa, Lake Nipis- sin'', and Frencii River, is that by which Europeans first penetrated the West. Along this route Champlain, in 1615, proceeded as far as Lake Nipissiug, and thence to the vast and tranquil inland sea to which he gave the apppropriate designa- tion of La Mer Douce. The Recollet father, LeCarron, bore the Gospel to the Huron tribCii. along the same track, and was followed soon after by those Jesuit missionaries whose endur- ance and suifering constitute the truly heroic portion of Ame- rican Annals. This route has been for some time past in a great measure abandoned for that of the Saint Lawrence and the Lakes. The distance, however, from Montreal to the Georgian Bay, ni7mediately facing the entrance to Lake Michigan, is, via the Ottawa about 400 miles, against up. wards of 1000 via the St. Lawrence. From this point to the Sault St. Marie, the highest of the three narrows (Sault St- Marie, Detroit, and Niagara) at which the regions lying either side of four greot lakes, Superior, Huron, Erie, and Ontario, approach each other, is a distance of about 150 miles. It is highly probable therefore, that before maiy years have elapsed, this route will be again looked to as furnishing favour- able line for railway, if not water communication with the fertile regions of the north-west. ^> The Ottawa comprises twenty first-class tributaries, the C( n a ]- — 43 — course of some of which is 300 miles in length and a great number of smaller tributaries. The length of the Ottawa is about 600 miles. The valley of this River abounds in ores, such as iron, plumbago, lead and copper. The St. Lawrence, notwithstanding its immense compara- tive length, has long been preferred to the Ottawa as a route of travel from the West, in consequence of the depth of its waters an^ its superior navigation. But Railways alter the aspect of the country and do away with every thing, excep- ting, however, geometrical measurement, and even this is not of any value for trade unless the means of communication are everywhere the same. It is only then, as Lord Elgin says, by means of a Railway that the Ottawa route which is shorter by 600 miles than that of the St. Lawrence, will take that commer- cial position assigned to it by the Jesuit Missionnaries. Now, *& Railway is in progress of construction between Montreal and Bytown : another between Amprior and Pembroke and the two united Railway Companies of Bytown ai*u the North Shore have formed the project of constructing this iron road of the Ottawa to the very banks of the a Fresh Water Sea, » (Lake Huron), and even to the « highest of the narrows, » (Sault Ste. Marie). THE SAINT MAURICE. . After the Ottawa, as a source of revenue for your Road, comes the St. Maurice, another tributary of the St. Lawrence. The St. Maurice has hardly been explored and its furthest forests have already fallen under the axe of the wood- man. Up to a very short time since, none but the missionary and the voyageur, ascended its course, which is more than three hundred miles in length, in a frail canoe ; the former to bring tidings of the Gospel to the Indian tribes on the very banks of Hudson's Bay ; the latter to give chase to the L^- which it never would never have attained without them. This truth has been proved in a most astonishing manner in tlu^ state of Mi- chigan. The Southern Michigan and Central Michigan Rail- roads wei *. iinished as fai' as Chicago in 1852. The amount of real property assessed ni the State was, in 1851, 1853, $21,526,957 75,93;,495 Increase, $55,408,538 Real property has more than trebled in value in the State of Michigan in the space of two years. Now we shall proceed to shew you that this increase is solely due to Railw ays. The Counties through which no Railways run have remained nearly in the same state as they were; in formerly, while the others have acquired extraordinary value. COUNTIES CROSSED BY THE <:ENTRAL MICHIGAN RAILROAD. lut id Wayne, Westenaw, Jackson, Calhoun, Kalamazoo, Van Buren, Total, 1851. 1853. 3,833,213 Dollars, 16,897,331 Dollars. 2,661,373 « 7,396,000 ti 1,616,469 « 4,810,656 It 1,637,437 « 3,648,816 H 1,894,182 « 4,810,665 U 541,663 « 1,683,661 u 11,984,427 Dollars, 39,246,018 Dollar*. i " W — COUNTIES CROSSED BY THE SOUTHERN MICHIGAN RAltROAD. 1851. , 1853. Monroe, Saint -Joseph, Fillstate, Branch, Berriam, Lenawee, 960,344 1,088,344 ^93,240 837,280 875,749 411,666 Dollars, « u (< 1,336,000 Dollars. 4,119,567 « 4,167,225 « 4,118,674 « 2,874,354 " 1,209,448 " \ 1 Total, 5,166,623 Dollars, 17,825,269 Dollars. These twelve Counties, alone, carry off three fourths of the total increase, instead of one seventh which would be their share, if the increase had been uniform throughout the whole S*ate. WATER-POWER, MANUFACTURES, &C. To give an idea of the sources of wealth whfch your road is destined to open out, all we have to do is simply to enumerate the principal rivers which flow into the St. Lawrence between Montreal and Quebec, and each of which possesses almost unli- mited water-power. The Monimorevid is not on the line of your road,*but it reaches the St. Lawrence at a very short distance from Quebec, by one of the most magnificent falls in the world. The waters of this river work immense sawing establishments which fur- nish timber to the markets of Europe and the United States ; from its mouth to its very source there is a succession of rapids, falls au'i cascades, aiul consequently an interminable water" power. It is intended shortly to construct a suspension bridge on the very angle of the Montmorency falls, from which the visitor will be able at a single glance to admire a work of art, a wonder of nature, and the majestic scene around him. The 5amr-Cfear/es furnishes water-power to a great number of grist and saw mills ; two paper manufactories are shortly to be erected on it, and the construction of the Quebec Docks will create new water-power. \ \ — 49 — ars. lars. Y J! The Cap-Rouge. — Several grist and saw mills are worked by this River, at the mouth of which there is a large timber depdt. The Jacques Cartier, a powerful River, abounding in falls, cascades and rapids from its mouth to its source. It contains a magnilicent water-power at the very point at which it will be crossed by your Railway. To give you an idea of the value of this River as a moving power, we need only state that Mr. Blaicklock, one of the Government Surveyors, estabMshed in 1850 that its average height from its source is 3000 feet. Between the Jacques-Cartier and the Cap-Rouge Rivers we have the fine building stone quarries of Pointe-aux-Trembles, Mr. Dubord's extensive Ship-yard, and a pail-manufactory. The River Porlneuf, of sufficient extent, is not so remark- able for the volume of its waters as for the great facility with which it may be turned to use as a moving power. Manufac- tories of every description : paper, grist and sawmills, etc., are to be found on this River. Mr. MacDonald's paper manu- factories absorb a capital exceeding ^30,000, and although at work night and day during six days of tlie week, they are not sufficient to meet all demands. Mr. MacDonald's paper and the rough materials required in manufacturing it, are brought there during the summer in a small steamer ; and in the winter the transport is carried on at grcai cost by means of horses. This branch of industry, which will eventually become an extensive one, is thus thrown back for wantof rapid, easy and continuous communications. Your Railway will run at a distance of a few arpents from Mr. McDonald's establishmtnt, which at this very moment can transmit by it six tons daily. There seems to be a disposition to erect on the Portneuf machines for pre- paring fl : and hemp, and to attempt on its banks the culture of those two plants. There is an iron mine at the Village of Portneuf, at the mouth of the River, a specimen of which took the prize at the Industrial Exhibition of Montreal in 1851, and would probably D i' — 50 — * have done so at the Universal Exhibition in 1852 if it had not got broken in being extracted from the mine. The Village of Portneuf is a port for coasting craft. It is intended to establish a regular ferry at this place. Portneuf corresponds with the Platon where there is a magni- ficent wharf belonging to Mr. Joly, the seignior. The Platon is the stopping place for the mail, and the large steamers ; so that at this very place your Railway will draw off all the com- merce of the large and rich County of Lotbini6re, which is ge- nerally carried on in open boats, left to the mercy of the tides and of contrary winds. Four miles and a half further on, your road runs close to the inexhaustible stone quarries of Deschambault. There is no finer stone than this, nor is there any which better retains its colour under the influence of the climate. The Lachevrotiere, on which there are carding, fulling, saw and gristmills, quite close to the St. Lawrence. At some distance behind Deschambault is the Saint- Anne which gradually approaches the Jacques Cartier towards its source, and beyond that the Black River which discharges itself into the St. Anne, close to the mouth of the latter ; from these Rivers sawed lumber is brought to the St. Law- rence, partly by means of horses. The Saint Anne is larger than the Jacques-Cartier and its banks abound in red pine and other timber of every description. According to Mr. Blaiklock, this river, like the Jacques Cartier, flows from a mean height of 3000 feet, and its water-power is unlimited. The Batiscan, another large River, the mouth of which serves as a Port for coasting craft, and on which there are mills of every description. Mr. Price owns large lumbering establishments on the River des Envies, one of the tributaries of the Batiscan. The Champlain. This River possesses great water-power and works grist and saw mills, as well as Mr. Richardson's large Tannery. -51- 152 if it had not ng, fulling, saw The Saint Maurice. We have already spoken of this River, the mouth of which is at the town of Three Rivers itself. Three Rivers will be the point of the Saint Lawrence at which your Road will receive, by means of small steamers, the trade of the Counties of Nicolet and Yamaska, The Yamachiche which is sufficiently extensive and affords water-power to grist and saw mills. River du Loup which flows quite close to the celebrated St. L4on mineral springs ; it furnishes water-power to the large sawing establishments of Mr. Paiker and of Mr. N. C. Fau- cher, and to several giist-mills. About 350,000 pieces of sawed lumber come out of this River annually. The Slaskinonge affords water-power to several grist and saw-mills, and to a hat-manufactory. The Bayonne which flows into the St. Lawrence quite close to the large village of Berthier. This place is probably another point of the St. Lawrence at which a steam ferry will be estab- lished between Sorel and the Richelieu. In the County of Berthier, on the River VAssomption, is the flourishing village of Industry, founded and established by Mr. JoUette of honored memory. At this village, which contains a population of more than two thousand souls, there is considerable water-power by means of which two saw-mills are worked, which saw from 70 to 80 thousand plani's annually ; three grist-mills, containing ten runs of stones which grind 70,000 bushels of wheat annually, two oat-mills, one pail- manufactory, a foundry, a machine for turning iron, a full- ing, pressing and carding mill. The Industry and Lanoraie Railway which unites with the Rawdon Railway at the Industry Village, reaches the St. Law- rence at Lahoraie, and intersects at that point the North Shore Railway. This road, which, so far, has been in operation during the summer only, carries 800 passengers a week. The number of cars employed everyday in the transport of freight and passengers, is computed at 35 to 40 daily. And yet this //■ I ipi'»!N !■» » ».■ I i — 52 — Road in iiolsiiflicionl fur the lumber trade, part of which has to come down by the RivcT L'Assomption or is drawn to the St. Lawrence in ordinary veliicles. The VAssomplion llivor, v.hich is navigable for steamers during several months of the year, to a distance of nine miles in in the interior, or to the extensive and wealthy Village of As- somption. This River affords water power to an immense number of mills and manufactories of every discription, and flows through the centre of a most fertile country. The Montreal and By town Railway Company, in visiting the sawing establishments worked by the Rivers which flow into the Ottawa, on the North Side, botw cen Montreal and Bytown, calculated that it would require 05 cars daily to transport the produce of those establishments alone. From this calculation you may easily judge of the amount of traffic which your Road will derive from the sawing establishments worked by the Rivers which we have just enumerated. LAAD CARRIAGE. Fifty thousand vehicles passed through the St. Foy and St. Charles Turnpikes alone, during the year 1833. This number, which shows the amount of trade carried on betwe^in Quebec and the nearest point of the North Shore, is sufficient to give you an idea of the general activity which will exist, when a direct and easy communication shall have been established between that City and all points of the North Shore. RECAPITULATION. Now, if we recapitulate the probable receipts of the North Shore Railway, we have from the NET PROFIT. Population of both shores, £1 83,000 Ottawa trade, 63,000 St. Maurice trade, 15,000 Trade and passengers which will be drawn off" the St. Lawrence route, 30,000 Total. £313,000 lias to le St. lamers lilesin I of As- Imense and ing the Dw into )ytown, )ort the culation lur Road by the ^ and St. number, n Quebec it to give t, when a jtabUshed — 58 — This calculation is by no moans cxaggeraletl, inasmuch as the Richmond Railway, >villi less advantageous conditions expect an annual gross receipt ol" at least jE;UK),000. Now 316,300 gives an aiuuial interest of more than 4! and 7 tenths per cent on the cost of the road. But if, notwitlistauding the low figure at which we have calculated the probable net revenue of your Road, we di- vide that revenue by THREE, you will have an an annual inte- rest of more than 13 and 9 tenths on Ih^ cost of the road. Is there any road, then, on the American (lonlinent which possesses such advantages as yours, and with such facts before us can we entertain any doubt of its success '? The whole, nevertheless, humbly submitted. JOSEPH CAUCHON, Chairman. Presented and adopted, ) 17th February 1854. J the North lOFIT. ),000 i,000 j,000