■,%. ty ^ .^aj IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I 11.25 "A^iai 125 |50 12.2 Hi US 2.0 |U lU ^ :/. :/. ^^vv Photographic Sciences Corporation 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 I „v » <^\> M Va CIHM Microfiche Series (Monographs) ICMH Collection de microfiches (monographies) Canadian Institute for Historical Microreproductions / Institut Canadian de microreproductions historiques Technical and Bibliographic Notes / Notes techniques et bioliographiques The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. 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Les cartes, planches, tableaux, etc., peuvent dtre film6s d des taux de reduction diff6rents. Lorsque le document est trop grand pour dtre reprodult en un seul clich6, il est film6 d partir de I'angle sup6rieur gauche, de gauche d droite. et de haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes suivants illustrent la mdthode. 1 22t CANADA ■BUOrmiQCfe MATfONAUB T L NORTH SHORE RAILWAY. ENGINEER'S REPORT ON THE LOCATION BETWEEN WEST END OF FORMER LOCATION (oCT., lO, 1872) AND THE CITY OF MONTREAL. OFFICE OF THE ENGINEER IN CHIEF, Quebec, Oct. 9, 1873. Mr. President : I have the honor to submit herewith, for the examination and approval of the Board of Directors, the location maps and profiles of that portion of the line of the North Shore Eailway, extending from the East end of Section No. 132 (being the West end of location as adopted by the Board on the 10th October, 1872), to a point within about four miles of the Easterly limits of the City of Montreal. It will be remembered that the maps and profiles sub- mitted to the Board of Directors, on the 10th October, 1872, extended over the entire hne from Quebec to Mont- real ; and that, for reasons stated in my report of that date, it was recommended that only the portion of the line extending from the initial point, in the City of Quebec, to the East end of Section No. 132, should be acted upon by the Board at that time. ' engineer's report. The reasons then referred i»?-had reference more parti- cularly to the crossings of L*As8omption River, and the Lower or Easterly branch of the Ottawa River, both of which occur upon that portion of the line, West of Section No. 131. Several lines had been examined during the years 1871 and 1872, which crossed these streams at different points; and the one delineated upon the map w^hich was submitted to the Board on the 10th October, 1872, and which crossed both of these rivers at Bout de I'lsle, was at that time con- sidered the best that could be obtained ; and therefore as coming within the provisions of the contract, which spe- cifies " that the most direct and practicable route of which the capabilities of the country will reasonably admit, shall be adopted both for the Main line and Branch. " ■ Anc ther line was also traced approximately, upon the same map, which crossed L'Assomption River, about one mile above L'Assomption Village ; and crossed the Ottawa Branch, a little above the Village of Lachenaye. The maps and profiles now laid before the Board, em- brace the two lines above referred to, and also another, or intermediate line, which has been run during the present season, and which crosses L'Assomption River above the Village of that name, and the Ottawa Branch about midway, between the Isle de Bourdon and the Isle de Jesus. These three lines are respectively designated upon the maps and profiles as follows : Line A. Bout de I'lsle, or Lower Crossing. Line B. Intermediate, or Middle Crossing. Line C. Lachenaye, or Upper Crossing. .•f f OBJECTION TO LINE A. 8 The general characteristics of these lines are as follows : s a Length in ir.iles. 3 60S .543 s •B .0; A B C boo Q 27-A'AO. 5 i S 27 337fi 5^80 29 J-aaa en (u o a 52.80 42.24 52.80 955.37 1910.08 199.50 186.50 I273..^7| 401.50 174" 13' 120» 07' 436» 32 133,625 139,103 133,301 9,675 6,832 21,115 A comparaison of these lines will show that the line B, or Middle Crossing, is superior to the line A, or Lower Crossing, in all respects save one, which is its greater length of 2,635 feet, or about one half mile. And also that Line B is superior to the Line C, or upper Crossing, in every respect. The great, and to my mind, the insurmountable objec- tion to the Line A, is the crossing of the Ottawa Branch at Bout de risle. When this line was run in 1872, J had not become so fully impressed as 1 since have been with the difficulties and dangers attending the movement of large rafts of timber, lumber and logs, which, during the season of na- vigation, are almost constantly being towed down this branch of the Ottawa River into the St. Lawrence, through the crooked, narrow and rapid channels that flow between the Islands opposite Bout de I'Isle. A careful observation of these difficulties during the present season, has fully satisfied me, that neither the aovernment, nor the great lumber interests of the country would ever consent to the location and construction of a engineer's report. railway bridge, either at, or in the immediate vicinity of the lower crossing on Line A. I am further satisfied also, that, if all parties should con- sent to the construction of a bridge at this point, -tji^ Rail- way Company would always be liable, either to have the bridge carried away by these immense rafts, or to pay heavy damages for breaking them up, and perhaps destroy- ing them. Another very serious objection to Line A, is the fact that a draw-bridge will be required over L'Assomption Kiver, near its mouth, for the accommodation of steamboats and vessels that navigate the lower portion of that river. The middle crossing, upon Line B, has been selected with great care, and almost entirely with a view to the avoidance of the difficulties above referred to. At the point indicated upon the map as the crossing of this line, it will be observed that the entire Eiver occupies one straight channel for a considerable distance above and below the point of crossing ; and, therefore, that there is ample room for steamers and vessels going in either direc- tion, and for rafts passing down the river, to make and pass the draw opening in the bridge, in comparatively smooth water, and with perfect safety. It will also be observed that Line B, crosses L'Assomp- tion River considerably above the highest point at which it is navigable, and therefore no draw opening will be required in the bridge. It should also be noticed that this line passes much farther inland than Line A, and will therefore accommo- date a much larger extent of country. Referring again to the foregoing tabulated statement of the principal engineering characteristics of the three lines i OBJECTIONS TO LINE C. 6 shown upon the map, it will be seen, as before observed, that Line B is superior to Line C, in every essential par- ticular. It is about one and two thirds miles shorter. The maximum grade is more than ten feet less per mile. T:.e minimum radius of curvature is 636 feet greater. The total rise and fall in gradients is 215 feet less. The total curvature is 316 degrees less. The length of tangents, or straight lines, is 5,790 feet greater ; And the length of curved line is 14,283 feet less. A draw-bridge will also be required upon Line C over each branch of the Ottawa River, upon either side of the Isle de Jesus; whereas but one draw opening will be required upon Line B. The foregoing facts therefore demonstrate most conclu- sively, that Line C is not " The most direct and practicable route of which the capabilities of the Country will reason- ably admit. " The principal reason for running the Line C, and instx- tating a comparason between it and the other lines now under consideration, was the fact, that an idea has been entertained in some quarters, that such a line would materially shorten the future connecting branch, or cut off, between the North Shore, and the Northern' Coloni- zation Railways, upon the North Easterly side of this branch of the Ottawa River. The idea has also been suggested that the two roads might be brought together at a common point upon this side of the Ottawa River ; and that one bridge over the Ottawa, and one line from the Junction to Montreal, could be made to answer the requirements of both roads. 6 engineer's report. "With reference to these very important and desirable considerations, I would respectfully remark, that if both lines of Railway were under one management ; or if the interests of the two Companies were identical in all respects : and if neither the Provincial Government, nor the City authorities of Montreal had any control over the question, it is not at all impossible that such an arrange- ment as the one last referred to might be effected ; but under all the circumstances as they now exist, I can see no good reason for believing that such an arrangement would be at all practicable, either at the present time, or in the very near future. And even if such an idea was now to be entertained by either or both Railway Companies, I think it could be demonstrated beyond a doubt, both in an engineering, and in a commercial point of view, that the proper point of junction would be with the Line B, upon the North Eas- terly shore of the Ottawa River. With reference to the comparative length of a con- necting branch between the two roads, it will be sufficient to state, that the distance between the two crossings B and C, as shown by the broken line upon the map, is only about two and one half miles. Also, that the distance from a common point, at the west end of location, as adopted Oct. 10, 1872, to the point of proposed departure of the branch line via C direct, is only about one mile shorter than via the Line B, including the connecting branch line as shown upon the map ; and further, that the distance from the same common point, at west end of former location, to Montreal, is one and two third miles greater via Line C than via Line B. From the above statement of facts, it appears quite RESOLUTIONS OP TERREBONNE. P evident that, while the adoption of Line C would produce a saying in distance of about one mile, in the transportation of such passengers and freight as were destined to pass directly between Quebec and the City of Ottawa, or inter- mediate points, without stopping at Montreal, it would, at the same time add about one and two third miles in dis- tance to the transportation of all passengers and freight that were destined to pass directly between Quebec and Montreal, or intermediate points, besides subjecting this transportation, during all time, to the disadvantages as heretofore shown, growing out of the comparatively un- favorable engineering features of Line C, the most of which occur between the crossing of the Ottawa Hiver, and the City of Montreal, It becomes my duty, in this connection to call the atten- tion of the Board of Directors to some resolutions that were adopted at a special meeting of the City Council of Terre- bonne, held on the 5th December, 1872. In these resolutions the Railway Company is solicited " to run their Road within or near the limits of the Town of Terrebonne," in which a e "the Corporation of the Town of Terrebonne would be happy to offer an aid to the Company," &c., &c. These Resolutions were duly transmitted to the Board, and on the 20th December they were referred, by order of the Board, to the Engineer in Chief for a Report. The Report however, has been withheld until the pre- sent time, for the reason that the subject could not be treated intelligently until all the surveys had been com- pleted, upon this portion of the line. Immediately upon the receipt of the resolutions, I directed Mr. Henshaw, then resident engineer of the 8 engineer's report. Montreal Division, to make a pergonal examination of the country between Lachenaye and Terrebonne, and to report upon the feasibility of carrying the line through Terrebonne, as requested by the City Council. Mr. Henshaw reported to me on the 2nd January 1873, that the route was quite feasible, but that it would increase the distance between Quebec and Montreal about three miles over the Lachenaye hne, and about five miles over the Bout de I'Isle line. He also reported that the line via Terrebonne would necessarily encounter the same, or even greater objectionable features in respect to gradients, curvature, &c., as were found upon the Lachenaye line. While duly appreciating the great benefits which a flourishing town like Terrebonne would receive from the location and construction of the railway in its immediate vicinity ; and also the additional traffic that such a location would in all probability bring upon the road, yet the foregoing important considerations have forced me to the conclusion that it would be highly inexpedient for the company to comply with the request contained in the resolutions. It should also be borae in mind, while considering this question, that, whenever the connecting branch shall be constructed between the North Shore, and the Northern Colonization Railways, the town of Terrebonne, as well as all the intervening towns and parishes lying upon the easterly shore of the Ottawa Branch, between the two roads, will be placed in direct communication with either line, and thus secure perhaps greater benefits, than would be derived from the location of this road as applied for in the resolutions. .--'•U-. LINE B, RECOMMENDED. 9 Having thus presented to the board of Directors the principal features of the different routes between the west end of the former location, and the City of Montreal, I would most respectfully but unhesitatingly recommend the adoption of the line marked B, or the middle crossing of the Ottawa Branch, in preference to either of the other lines herein referred to. In arriving at this conclusion, it may be proper to state that the stipulation contained in the present contract for the construction and equipment of the road, which provides " that the most direct and practicable route of which the capabilities of the country will reasonably admit shall be adopted," has exercised a controlling influence over my mind ; and I think it has been satisfactorily demonstrated that, owing to the impracticability of maintaining a bridge over the Ottawa Branch at the lower crossing upon line A, the line marked B, or middle crossing, i the only one which comes literally within the requirements of the contract. In addition to this, I have become thoroughly impressed with the fact, that it is quite as important to form the most direct connection practicable with the City of Montreal, and the great amount of business w^hich must always con- verge at that point from the south and west, as it is to form the shortest connection with the proposed Northern Colo- nization Railway, and the proposed lines extending west- ward from the City of Ottawa, by which it is proposed, at some indefinite period in the future, to connect with To- ronto, Georgian Bay, Sault Sainte-Marie, and the Canadian Pacific Railway. There can be no doubt that, under any circumstances, we shall monopolize the through traffic which comes and 10 engineer's report. goes by the valley of the Ottawa Eiver ; and there can be no asonabie donbt t.at, by adopting the „o.t direct and pract, able route to Montreal, we .hall secure much the lar,.est share of the through business which naturX =::::::::-'"'-■'— -'»«-ec all Although the maps and profiles now pla.ed before the Board, show the different lines extended to a point : t^ the easterly hmits of the City of Montreal, I would respectfully recommend that no decision be mlde Tt "he present tjme respecting the location west of the eas .d '; Secbon No. 155, or a point situated about four miles eas"- erly o, the City limits, and designated upon the maps ll profiles as the "West Fiwl nP t +• Oct. 9th, 1873." °''*"'" "' ■■'"=°«"«'"' TABLE of distances upon the located line of the North Shore Railway. PROMINENT POINTS UPON THE LINE. West End of St. Paul's Market, City of Quebec Gosford Railway Crossing Swede Road Cap Rouge River ' "..'.','.'.'.. Paradia Summit ".'.'....'.",".' River Noire ...'..'.'.' River Aiix Potnraes '.'.'.'."..."!'.!".!'.! Jacques Cartier River '.'.'..', River Port Nejif Opposite Port Nouf Church !"!!.. !'..!!"...'..."'...^..!1 Opposite Desohatubault Church .!.".'......... River Belle-Isle .'.".'.'.".!'.."'.' River Laohevrotifire "..'.'....'"' St. Casimir Road !."!!!"!!! St. Anne River Bntisean River .'.'.'.'..'.'.".."."....'."" Chainplain River .'.'.".!!!,".""" ' Piles Branch ...'.!'.'.!....".!..'.'.' St. Maurice River .'.'.'."..!.'."!.'.'.'.'" City of Throe Rivers -,....'...!."!."...... Point Du Lac River St. Charles .....................!....!!..' River Alls Glaises ......."!.......".... River Yamachiche .."................,..!!!!. Little Yamachiche River '.'..'.'.'..".'.".".'.".' River Du Loup .',.....',".".' Little River Du Loup, , !!'!!!!!!!!!!]'."" Rivsr Maskinong^ ".'.'.',..'.".'.'. Opposite St. Barthelemi Church."".."?."*'..'.".""" River Chicot River Bayonno i'..".!'.!!".!'.' ' Village of Berthier ..........,"... .". River Chaloupe ."..."".!."."."....".] Joliette and Lanoraie Railway "..".".'.'.! West End of Location, (Oct., 10th 1812)........."/"..'' River L'Assoraption River Ottawa (East Bank) ...."......'.......!" River Ottawa (West Bank) ".."....!..!."... Point- Aux-Trembles Longue Point .."....... West End of Location (Oct., 9th 1873)".'...".".".'... ..'.'!!. ." Opposite Hocholaga Convent .'.'."...,'...'.!.'.' West End of Surveys, Montreal .."!..!..."!....!.! Intermediatk DISTA.Nf'FS. Miles. 4 2 6 6 2 2 ] 8 2 1 o t> 7 4 fi 11 1 1 6 1 2 2 6 3 6 4 2 1 7 7 6 » 3 3 3 1 Feet. 3730 2290 620 1000 25!)0 U48 1420 4860 4700 5160 1340 820 716 2720 980 320 2216 3520 2920 3320 2420 3440 2840 4100 320 4300 4160 1400 6180 342 3900 1087 290 2290 755 680 2100 5160 3960 0000 1260 0020 Total, distasoks. Miles. Feet. 4 3730 7 740 13 1360 18 2360 20 4950 23 1418 24 28.38 33 2418 34 1838 38 1718 ^0 3058 41 3878 44 4594 52 2034 ..i 3014 62 3334 74 270 75 3790 77 1430 83 4750 85 1890 88 50 90 2890 91 1710 97 2030 98 1050 101 5210 107 1330 112 1230 114 1572 115 192 111 1279 123 1669 130 3859 136 4614 1-18 14 146 2114 1;0 1994 154 674 154 674 157 19.34 H8 1964 ' a ( engineer's report. 13 The following anab/sis of the principal Engineering characteristics of the Main Line, has also been prepared, for the purpose of showing the peculiariy favorable features' of the North Shore Railway, for the transaction of a heavy freight and passenger traffic. « ■ • PRINCIPAL CHARACTERISTICS. Entire Main Line Straight line, or tangents. Cnrved lines Lknoth. Miles. Feet. Percentage OF EXTIBE LI.VK. Gradients either level, or inclining 10 fest, and less mile per 158 144 14 1954 1613 341 Gradients inclining more than 10, and 30 feet or lees mile per ^'fee?"er mu'"'"^ """"^ *''^" ^° '"®*''' *"'' ^"^^ *'"'" ^^ 8 Gradients inclining the maximum of 52.8 feet per mile... 102 2722 ^0 5017 15 10 3576 1200 .90 .10 .65 .19 .10 .06 Before closing this report, I desire to bear testimony to the unusual ability and energy with which the surveys in the field have been prosecuted during the present season. The engineering party took the field on the 15th July last, and was placed in charge of Mr. Libert Chandler, Assistant Enffinppr On the 1st September, Mr. Chandler was assigned to another field of duty, and his place was filled by Mr. L P. 14 engineer's report. Pianishnikoff, his former transitman, who conducted the surveys until the party was disbanded on the 6th Sep- tember. It will be a sufficient encomium upon these gentlemen to state, that notwithstanding the fact that twelve and a half days were lost by rainy weather, and by removing the party from place to place, during the period above men- tioned, lines amounting in the aggregate ' to a distance of 78 miles, were instrumentally examined with all the pre- cision and care that is ordinarily bestowed upon a located line. All of which, is most Respectfully Submitted, SILAS SEYMOUR, Engineer in Chief. To Colonel VVm. RHODES, President of the North Shore Railway Company.