IMAGE EVALUATION TEST TARGET (MT-3) 4 ^ :/. t/j 1.0 I.I 1.25 .8 M. ■ 1.6 ■- 6" Y (9 m m> c^ ^# . ^ X-\. ^V^^ C;»> Photographic Sciences Corporation # 37 \ ^-^ \\ .vliS;. % k \ ^ 33 WIST MAIN STRUT WnSTIR.N.Y. 14580 (716) •73-4503 '^ '^ ,^. y. CIHM/ICMH Microfiche CIHM/ICMH Collection de microfiches. Canadian Institute for Hittorical Microreproductions / Institut Canadian de microreproductions histuriques % m^ %s T«chntcal and Bibliographic Not^s/Notes tachniquas at bibiiographiquaa Tha Instituta has attampted to obtain tha bast original copy availabia for filming. Faaturas of this copy which may ba bibliographicaiiy uniqua, which may aJtar any of tha imagas in tha reproduction, or which may significantly changa tha usual mathod of filming, ara chackad balow. 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GENERAL SPECIFICATION FOR THE CONSTRUCTION OF THE WORK. 1st This specification refers to all works of con- struction required in making and buUdTnc the raH c tv of Mn.^? 1 .^ ^^''^'''" ^* *^*^ eastern end of the Vinef'«^r,-? ^^^''•'^^''^ '" *^e neighborhood of cTlw vif^"* p' ^^ %' neighborhood of Porteous mT^^Vi! TT-^n^- ^"^'e- S*e- Therdse, Grenville and OuebpP 1 ! 7 1"^?'. "^ ^y^^^^' all i^ the ProY nee of ?wf^^^^^^^^^ ^^ ^l^r* <^^« hundred and b?ath^l^^ro^str^^^^^^^^ fourteen miles inlento-h more oi 1ps« Tf o '• Se and i'l ""S-, ditching, foundation works catlf Guards r^^ ""Tf 5^' ^"^^^ superstructure '^ ranrinllastii "^4,^"^, ""ossings. permaneni tlk-ianh w h «-^^' '''^? .""""'^ «*^^1^' a line of apnSi-aurs'ihr t ' P^.^^^' "^«"lators and necessary nSd u4h fhi ^^'?^"^?' ^^^^ ^11 «tl^er works con- 1 lie of thp r fl "^"«*l-"«t^«^ and completion of the T.ll f railway, together with land purchase Ta eTtankf with ?h"^^""^ ^^^^^^' "^^ '^"^^^^^^^^^ hios ami :!' r '^^ ^l"^ exception of the station build- T^ ! i? f '*'? .^^-o^^nds at the city of Montreal JletV tt''^' being that the contraclora shall com- manner eoualS''^*^^ '^' ""^''^^ exceptions, n a raXav such ' f '''7^ '"'P'^^*' *^ ^ first class R Sy Tcanf^^^ ^« ^^^ ^-^^ ^-^-n "W^iDTH OF Land erquired. The width of land required to be taken for the railway will be eighty feet, to furnish room for a double track when required — at certain points an additional quantity may be required tr accommodate increased cuttings, and embankments, or for borrow- ing pits, or for gravel pits. Extra quantities will also be required at the various stations to furnish sites for the buildings, sheds, sidings and fuel ground. The extra quantity so required, in either or all of the foregoing cases, will be determined and marked off by the engineer. 2. Where the railway passes through wooded (Sections, the land must be cleared to the width of forty feet, on each side of the centre hne, or to such greater or lesset width as the engineer shall direct ; large trees existing exterior to the space cleared, and which might endanger the track by falling on it, will be cut down. 3. The clearing is to be done so that all the brush, logs, and other loose materials within its Umits will be°burnt— a sufficient quantity of fencing stuff, or suitable timber for ties, or other valuable wood may be reserved, cut into suitable lengths, and piled in such places as may be pointed out. The Contractors may also cut into cord wood such timber as may be suitable for the purpose, and pile the same in such places as may be directed by the engineer for safety from fire. In no case shall any of the brush or logs be cast back upon the adjacent timber land ; they must invariably be made into piles near the centre of the space to be cleared, and then entirely consumed ; all brush or trees accidently or otherwise thrown into the adjacent woods must be dragged out and burned. The land, when cleared, must be left in a clean con- dition. The Contractors are to remove all wood and stone fences from within the railway limits, at their own cost. H s- Close Cxjtting. 4. Where embankments are to be formed, less than lour feet, and more than two feet in height, all the standing timber and stumps must be chopped close to the ground, within the limits of the embankment and burnt, but where the embankment exceeds four leet in height, chopping as for ordinary clearing will be allowefl. In wet, swampy places, brushwood not less than eighteen inches in thickness must be proper y laid as directed, to form foundations for the embankments, and in specially soft places, the base 01 the embankment will be formed of round cedar or tamarack twenty-fiye feet long, and not less than eight inches diameter at the smaller end, laid close together, transversely with the line of the railway and these overlaid with brushwood, placed length- wise of the railway, having an average thickness of eighteen inches, and a uniform width of twenty feet. 5. Where excavations will not exceed three feet m depth, or embankments two feet in height all stumps must be grubbed out, and if possible, burned • those that will rot burn, must be carried beyond the limits of the cuttings and embankments, wherp directed, and then piled. The space to be occupied by side ditches will also be grubbed. Directions will be given at the proper time, as to the extent required to be cleared, close cut and grubbed. Fencing. The fencing will be of two kinds— 1st. that known as post and board fence ; and 2nd. rail fence with pickets and sills ; each to be built as hereinafter described. The engineer shall decide the kind of fence to be used in the various localities, but for the most part, the rail fence will be used. 1st Post and Board Fence —This fence to consist ol cedar posts not less than five inches in their least dimensions, and eight feet six inches long, planted three feet six inches in the ground and w?ll packed 4 and rammed ; the posts to be placed at intervals of from six to eight feet apart. The boards to be of inch pine, (second quality,) hemlock or basswood, of the respective widths of twelve, ten, eight and six inches ; each board to embrace two panels, and only two joints to occur on any post. The boards to be se'cured to the posts by three inch cut nails, six to each, and over the joints of the boards a ribbon of one inch pine, &c., three inches wide is to be properly nailed by four four inch cut nails, the ribbon to extend to the top of the post,. and this fence to consist of four boards spaced as directed. The top of the posts to be cut off uni- formly. In rocky ground where the posts cannot be let in sufficiently deep, posts five feet six inches long to be used, and tenoned into sills four feet long, twelve inches wide and six inches thick, the tenons to be wedged on the underside of the sill, upon which will be properly fixed a spur or strut ; the strut to be not less than three inches thick. The boards will be used as before mentioned as also the nails. The posts sills and struts must be of cedar. 2nd Class. This will consist of two posts to each panel, and a cap and sill which must in all cases be made of cedar. The six rails properly spaced with sawn square cedar blocks between each, securely fitted so as to raise the fence to the height required, the rails in all cases to be straight and sound ; these may be made of suitable black ash, tamarack or cedar timbers, thirteen feet long and not less than four inches thick, or of a sectional area of twelve inches, sills to be four feet long, ten inches wide and six inches thick, and bored to receive posts, with a three inch augur. The caps to be two feet four inches long, eight inches wide and five inches thick, bored in same manner as sills. The posts or pickets to be of the necessary height required for each township, a,nd to be not less than lour inches in their least dimensions, or of a sectional area of fourteen inches, the ends to be neatly prepared and fitted truly to the mortices in the caps and sills. The posts to be ' placed ten inches apart in the clear at the bottom and eight inches in the clear at the top. ' In all cases, the fencing must be built in strict accordance with the requirements of the by-laws of the respective townships and parishes in which +he same are fixed, and must be kept uniform as te heio-ht and appearance, all stones, roots and other obstruc- tions to be removed, and the ground properly levelled to receive the sills. All timber must be sound and suitable in all respects; all holes and depressions under the lower rail that would admit small animals must be stopped up, with earth, stones, or blocks of wood. The farm gates will be light and strono- of an approved design, similar to those on the Great Western Railway ; they will be finished complete with proper fastenings, and receive two coats of white paint, or one coat of tar. Wherever bars are required for owners as directed by the eno-iuper strong and durable posts shall be set, and th*e rails otthe fence shall be morticed firmly into them : good substantial bars shall be made to enter mortices in the same posts. At all public crossings the fence shall be earned at right angles with the railway to the respective ends of each cattle guard. The Contractors will be required to take immediate steps to construct the fence along the line, or at such places as the engineer shall direct, and shall complete the whole with as little delay as possible. Cattle Guards. 7. Cattle Guards of wood or stone according to plans to be furnished by the engineer, shall be placed at all the level crossings. Occupation Crossings. 8. Where side ditches occur at farm or occupation crossings, m the line of the gateways or bars, suitable bridges will be placed over the ditches, on either side ol the track. These bridges may be made with a llooriiig of three-inch plank, supported on cross- ■ 6 stringers of timber, and spiked or pinned thereto ; or flatted timber may be used in place of the planks, and properly secured to the stringers, as the engineer may direct, At such places, where embankments or cuttings of the roadway occur, the approaches to the same from the occupation bridges will be graded in accordance with the directions of the engineer, so as to permit of an easy crossing of the railway being obtained. Public Road Crossings. 9. At public road crossings, the approaches to the railway will be graded either in embankments or cuttings, to comply with the municipal requirements ; suitable culverts for drainage, either across the rail- way or the public, roads, will be constructed, in such manner as the engineer may direct ; " Eailway Crossing " sign-boards will also be erected at the intersection of the railway with each public road, in the same manner as on the Qreat Western Railway. At certain places the line of the railway will be carried over the ordinary road by a bridge, or, on the other hand, the ordinary road may be carried over the railway bv a bridge, ample space being left for the passage of locomotivss or ordinary vehicles in either case. Grading. 10. In woodland the grading will not be com- menced until the clearing, close cutting and grubbing required be completed, to the satisfaction of the en"-ineer ; and the contractors w41l be held respon- sible for all damage to crops. 11. The width of embankment at sub-grade or for- mation level is intended to be fifteen feet ; the width of cuttings, as a general thing, will not be less than twenty feet, but they may vary according to the sec- tion of the country and other circumstances, as the engineer may direct ; at stations and turn-outs the grading will be executed for a double t^-ack, of say thirty feet in width the entire length of the sidings ■ fequi^ed, and also for an*- additioilal sidinff acconi- modation m connection with freight or wood sheds as may be indicated by the engineer. The slopes of earth work will be made one and a htclf horizontal to Z^^fir^l'''''^^'' ^" T^ cuttings, should such occur, the slopes as a rule one horizontal to four perpendicular. In cuttings or embankments of sand slopes to be two feet horizontal to one perpendicular In cut ings part y earth and partly rockfa berm of SIX feet shall be left on the surface of the rock The widths, slopes and other dimensions above defined may be varied by the engineer at any time to suit circumstances. ^ 12 The material to be placed in the embankments must be approved by the engineer, and in places where the natural surface of the ground upon which the embankment is to rest is covered with vegetable matter, which cannot be burned off in clearing, and which vsjould, m the opinion of the engineer, impair the work, the same must be removed to his entire satisfaction. All sloping ground covered with pasture shall be deeply ploughed over the base of the embankments, before the latter are commenced. rr. ■^^; ^u n «^ ^'!^ ^^"^"^ *« ^^ covered by embank- ments shall first be thoroughly underdrained. as the engineer may see expedient, and all cuttings afler being formed, and all slopes likely to be affected b^ wet, must be similarly underdrained, longitudinally or transversely, or both, as circumstances°may seem ' to him to require. These drains will be constructed in a similar Wuy to that in which ordinary land drains are sometimes made : a trench will first be dug to a depth of four feet on an avera^re, and barely vide enough for a man to stand. In the bottom of this trench three or four -edar or spruce poles, from two to three inches diameter, will first be laid by hand and breaking joints ; over the poles will then be placed two feet of coarse gravel or broken stones, not laro-er than ordinary road metal, over which will bepla?ed a ooatmg of brush, and then the trench will be filled up to the surface of the ground with such material s convenient to the place as the engineer may approve of. The Contractors must iind aU the material required in these drains, do all the work described, and remove the surplus earth. These drain:: must always be made with a sufficient longitudinal fall for the easy flow of the water, and therefore may, in level cuttings be deeper at one end than at the other ; but the average depth in all cases may be considered four feet. 14. On the completion of the cuttings and the underdrains provided for in last clause, ditches for the removal of surface water shall be formed along each side at the bottom of the slopes, according to the directions to be given— catch-water ditches shall also be formed some distance back from the top of slopes to exclude from the excavation any water flowing from the adjoining lands; the contractor shall also consti act all other drains and ditches which the engin'^er may deem necessary for the perfect drainage of the railway and works. 15. All open ditches in cuttings and elsewhere, and all « xcavations required for turning, making, or changing water courses, other than the underdrains above mentioned, the formation of public roads, grading depot grounds, branches or turnouts, and ifoundation pits for masonry must be excavated as may be from time to time directed, and the material deposited as ordered by the engineer. 16. The embankments must be made to such Bitfficient height and width as will allow for the sub- sidence of the same, and both cuttings and embank- ments snail be left at the completion of Lhe contract at such heights, levels and forms as directed by the engineer, 17. The whole of the grading shall be carefully formed to the levels given, and the roadway in cut- tings shall invariably be rounded and left from 6 to 8 inches lower tt tLe sides than on the centre line. In rock cuttings \t will be sufficient to form a water channel about two feet wide, and eight inches deep along each side. All materials found in excavations 9 whether in road bed, cnttings, ditches, water chan- nels road crossmjrs, borrowing pits or elsewhere must be deposited in such places as the engineer may direct. In cases where the road-bed excavations are insumcient to form the embankments, the deficiency •A J^f ^"^^P}'^^ by widening the cutting, or from side ditches along the railway or from borrowing pits, but no material shall be so supplied without hil con- currence and not until the cuttings are completed, without his express directions. All borrowing pits shall, if required by the engineer, be dressed to a good shape and properly drained. Where material to make embankments is taken from side ditches, a berm ot at least five feet on one side, and twenty feet on the opposite side from the bottom of slope of embank- meiit^hall remain untouched. The side ditches suall be excavated with the declivities for carrvino- off the. water and with sides properly sloped, ofno't lesg than a foot and a half horizontal to one foot ver- tical of the depth. All stumps, roots and stones which would obstruct the free flow of the water must be removed therefrom. Ditches leadiiiiors of bridges, and beam culverts, the rocky bed will be X2 properly excavated and levelled off for the reception ol the masonry, as the engineer may direct. 28. No masonry shall be commenced in any foun- dation pits before they have been inspected and approved by , the engineer, and they mnst be kept free from water, by suitable cofferdams during the progress of the work, until the masonry is brouTt above the level of the surface. ^ orou^nt 29. Foundation timbers, when required, will be of such dimensions, and of such kinds as th^ enoineer hemlock, black spruce or pme, and planks from three to SIX inches, or timber flatted on two sides only, and ranging from six inches to twelve inches thick. Ihe laces of the flattened timber will at least measure as^much as its thickness, and the baric will be removed from the sides not flattened. 30 All spikes, bolts, straps, or other iron work ound necessary to be used in timber foundations, or in the wooden superstructure of beam culverts or short span bridges, must be of the best quality of iron usually employed for similar purposes ^ dofiP II'i^T'' i^^„^?^^i»eer may direct piling to be done, the timber shill be in every respect sound and of such description as he ma/ approve ; wWe he thinks It necessary, trial piles shall first be dr?ven. shll' Ji''bS^'' '^''HV^' ""''^^"y ^'^^ *^^ly pointed, shod and hoop-^ with iron as may be directed, they shall be driveix .o any depth the engineer may deem fa^ shin' r^ '\^''^^' °^ *^^ ^^-' arweUVsX fall, shal be such as he may consider necessary The greatest care must bo taLn to drive th'S plumb, or battered in such positions and dist.mces apart as he may direct A pile that may be damaged or too short, or out of line when driven, shall^be taken up and replaced by another; the he ds of piles must not be injured in driving. n^. Whenever concrete is employed, it will b.. composed of hydraulic lime, clean sLrplnd an^ n ThLrn^^'i ""^ ?PPT'^.^^^^^*5^ ^^^ proportion. ,^i^?vT T ?f «^^?.a^d iime will be the same as m mortar, and m makmg the concrete, a sufficient (]|uantity will be used with the gravel to fill up every Masonry. 34. All the masonry must be o. a substantial and permanent character, made of durable and suitable materials, and in every respect equal to the best description of masonry in railway works. h3^' T^^ f ^««;iry shall not be started at any point before the foundation has been properly prenared nor until it has been examined and a^ppSC the engineer nor until the Contractor has providU a sufficient quantity of proper materials and plant to sptematX '' '""'"'' "^^' "^^'^*^^^ ^"^ S6. Hydraulic lime mortar will be used unless otherwise directed, in building all masonry, from the oundations up to a line two feet above the ordinary level of the stream, it will also be used in turning arches, m laying girder beds, copings, covering o1' walls generally, and m lipping and in pointing The hydraulic lime or concrete must be fresh ground of the best brand, and it must be delivered on he ground and kept till used in good order. Before being used, satisfactory proof must be afforded to the engmeer of its hydraulic properties, as no inferio? cement will be allowed. i"iexior 37. Lime mortar must be made of the best common 1 me and will be employed in all masonry (excip diy,) where cement is not directed to be used. 38. -Both cement and lime mu.t be thorouffhlv ncorporated with approved proportions of clean large grained, sharp sund. The g- . ral proportions may be one part of lime to two^arts of sand Tm this may be varied according to the quality of the '"f 'i M 6 14 lime or cement. Mortar will only be made as required, and it must be prepared and used under the immediate direction and to the satisfaction ot an inspector, by the Contractor's men, faihng which the inspector may employ other men to Prepare the mortar, and any expense incurred thereby shall be borne by the Contractor. Grout shall be lormed by adding a sufficient quantity of water to well temper- ed and well proportioned mortar. 39 The stone used in all masonry on the line of railway must be of durable character, large, well proportioned and well adapted for the construction of substantial and permanent structures. 40. The masonry will be classified as follows :— First class masonry in cement „ u u " common lime Second class " " c^^^^^^^ ,.^ „ (I u '• common lime (( u u " dry 41 Pint class masonnj shall be in rogular courses of large, well shaped stone, laid in mortar on tHeir natural beds; the beds and vertical joints will bo hammer-dressed, so as to form quarter-nich joints. The vertical joints will be dressed back square nine inches ; the beds will be dressed perfectly parallel throughout. The work will be left with the quarry face "'except the outside arises, ice-breakers, string and'coping, which will be chisel-dressed. 42 The courses of first class masonry will not be less than twelve inches, and they will be arranged in preparing the plans to suit the nature of the quarries. Courses may range to twcnty-four inches, and the thinnest courses invariably be placed to- wards the top of the work. 43. Headers will be built in every course • not farther than six feet apart ; they will have a length in line ot wall of not less than twenty-four inches and they must run back at least two and a halt times their height, unless where the wall will not i^ de as under of an ch. the •e the lall be led by jmper- line of J, well •uclion rs : — 1 Ume 1 lime courses m their will bo I joints, ire nine parallel ' quarry s, string II not be ir ranged ; of Uie r inches, iaced to- urse ■ not a length r inches, d a half [ will not allow this proportion, in which case they will pass through from front to back. Stretchers will have a minimum length in line of wall of thirty inches, and their breadth of bed will at least be one and a half times their height. The vertical joints in each course must be arranged so as to overlap those in the course below ten inches at least. ' e^'^' V^^ q^io"is of abutments, piers, &c,, shall be ol the best and largest stone, and have chisel drafts properly tooled on the upright arris from two to six inches wide, according to the size and character of the structure. T,^n*i,^^^^"^°'^*'°^^®^' st^i"g-courses and cut-waters shall be neatly dressed, in accordance with the plans and directions to be furnished during the proo-ress of the work. 46. The bed-stones for receiving the superstructure shall be of the best description of sound stone, free Irom drys or flaws of any kind; they must be not less than twelve inches in depth for the small brid- ges, and eight feet superficial area on the bed. The larger bridges will require bed-stones of proportion- ately greater weight ; these stones shall be solidly and carefully placed in position, so that the bridge will sit fairly on the middle of the stones. 47. The backing will consist of flat bedded stone, well shaped, having an area of bed equal four super- ficial feet or more. Except in high piers or abut- ments, two thicknesses of backing stone, but not more, Avill be allowed in each course, and their joints must not exceed that of the face work. In special cases, where deemed necessary by the engi- neer to ensure stability, the backing shall be in o?ie thickness ; the beds must, if necessary, be scabbled off, so as to give a solid bearing. No pinning will be allowed, lletween the backing and fiice stones there must bo a good square joint not exceedin;£r oim inch ^n width, and the face-stones will be scabbled off to allow this. In walls over three feet in thick- ness, headers will be built in Iront and back walls 16 alternately, and great care must be taken in the arrangement of the joints, so as to give perfect bond. 48. Every stone must be set in a full bed of mor- tar, and beaten solid ; the vertical joints must be flushed up solid, and every course must be perfectly level and thoroughly grouted. 49. Second class masonry shall be built of good, sound, large, flat bedded stones, laid in horizontal beds. It may be known as random work, or broken coursed rubble. The stones employed in this class of masonry will generally be not less iu area of bed than three superficial feet, nor less in thickness than eight inches, and they must be hammer-dressed, so as to give good beds with half-inch joints. In small struct ires, and in cases where stones of good size and thickness cannot be had, they may, if in other respects suitable, be admitted as thin as five inches. All stones must be laid on their natural beds. 50. Headers must be built in the w*all from front and back, alternately, at least one in every five f^^et in line of wall, and frequently in the rise of w^all. In the smaller structures headers shall not be less than twenty -four inches in length, and the minimum bed allowed for stretchers shall be tw^olve inches. In the larger structures all stones must be heavier in proper proportion. Every attention must be paid to produce a perfect bond, and to give the whole a strong, neat, and workmanlike finish. 51. "Wing walls will generally be furnished with steps, formed of sound durable stone, and not less than from ten to twelve inches thick, and six feet superficial area. Other w^alls will be covered with coping of a similar thickness, and of seven feet or upwards superficial area. These coverings will be neatly dressed, when required, and as may be di rected. The walls of the box culverts will l)o fur- nished with stones the full thickness of the w^all, and the covers will be from ten to fifteen inches thick, according to the span; they must have a 17 bearing of at least twelve inches in each wall ahd they must be fitted sufficiently close too-ether to prevent earth fallini? throun-h 52. In second class masonry, except when dry work IS intended, will be laid in full mortar, all joints Hushed sohd, and each course rejyularlv and thoroughly grouted. ^ y ^ 53. a In all walls built in common lime, the exposed laces will have a four inch lipping of cement. 54. A distinction will be made between spans of twelve ieet and upwards, and those of ten feet and under The former will be of first-class masonry, and the latter, including box culverts, of second- clas^ masonry Centering, colTerdams, pumping and scaffolds of all lands will be provided by the Con- tractors. 55 All masonry must be neatly and skilfully pointed, but if done out of season, or if from any other cause it may require re-pointing before ihe expiration of the contract, the Contractors must make good and complete the same at their own cost. VVor.v left unhnished in the autumn must be properly protected during the winter, at their own risk and cost. MiSCELLAXEOUS "WORK. 56. After the masonry of a structure has been completed for a period of four or five weeks, the tormation of the embankment around it may be pro- ceeded with. The earth must be carefully punned m thm layers around the walls, and in this manner lie hihiig must be carried up simultaneously on both sides The Contractors must be extremely careful in forming the embankments around culverts and bridges as they will he held liable for any damages to the structures that may arise. The pun- mng must be carefully attended to, and the whole hlling must invariably be done in uniform cour- ses from the bottom to the top of the embankment, 18 ■ II •without loading one side of the masonry more than the other. 57. The bottoms of beam culverts will be paved with stones set on edge to a moderately even face, packed solid, and the interstices filled with grout of hydraulic cement. The paving to be from 12 to 16 inches deep. In box culverts flat flags may be used for the bottom, with the side walls resting on their upper faces. 68. In places indicated by the engineer, wood culverts may be used, of flatted cedar timber, accor- ding to plans to be furnished. Bridge Superstructure. All bridge and beam culverts of twenty feet span and under, will have timber superstructure of su-^ form has may be directed, according to plans to be given and prepared, ready for the reception of the permanent way. The material to be of the best pine timber, free from shakes, knots or other imperfections. The iron in bolts, straps, &c., to be of the usual quality of iron for such purposes. The bridges with spans exceeding twenty feet may be described as follows : feet 1st branch of Ottawa, or River des Prairies - length of super- ^Iruclure about 950 2n(l " " River Mille Isles, " 800 :ird River anX Chiens " 100 4ih River Rouge, 2 crossings " 200 nlh North River " 400 6th Calumet, " 100 7lh Rouge " 200 8th Salmon, " 100 9tli Nation, " 2:)0 lOlh Blanche,... " 100 11th Au Liovre, " 3(i0 12Ui Blanche, " 100 llith Gatineau " COO 14th Several minor streams, " 400 The superstruction of the bridges to span the fore* ff rivers will be designed on the Howe Truss gomg principle, of such spans and dimensions as may be 19 decided by the engineer, but ranging from 100 feet to 200 feet spans, with the usual laminated arches introduced in connection with the Truss, where spans are used from 150 feet and upwards. As a rule the superstructure of the bridges must be of sufficient strength to sustain a load of one ton to each foot lineal of the span, in addition to its own weight, giving a tensile strain on the lower chords not ex- ceeding 800 pounds per square inch, and 10,000 pounds per square inch of sectional area of the iron rods. If an improved system of superstructure be intro- duced, with the top and bottom chords of wrought iron, or its bottom cord of steel or iron wire, and vertical diagonal braces of wood, the chords must possess sufficient sectional area to sustain the weight of the superstructure and a moving load of one ton to each lineal foot of span, giving a tensile strain on the loM^er chord of not more than 10,000 lbs. to the square inch, and a compression strain on the top chords not exceeding 8,000 lbs. to the square inch. The timber composing the bridges mustbe of the best quality of square edged white oak and white pine, perfectly sound and free from sap, shakes, loose or black knots, or any other symptom of decay, and sawed or hewed in a workmanlike manner so as to form sticks when hewed and seasoned,precisely of the sizes given in the drawings to be furnished. The kind, length, sizes, &c., of the timber of the different structures must conform to the bills furnished by the engineer, and the whole mustbe formed and put together, in the most accurate and skilful manner, sO as to secure the whole strength of the timber. ^ The iron in the bridges will be of the best refined Staffordshire iron, properly and mechanically made up. The threads of the nuts and bolts, to be cut by machinery, All dimensions of bolts, straps, prisms, &c., to conform to those shewn in the drawings to be furnished by the engineer. All joints of°the timber to be put together in white lead and oil. After completion, and when the timber has had time 20 to become llioronohljr seasoned, the wood work and iron work of all the bridges to receive two coats of anti-septic and anti-corrosive paint of approved quality and color. Detailed drawings of abutments and piers of all the bridges by the engineer, will be furnished, to which the Contractors will bo required to confoi'm. fhJ'wf ^^'' ^'"'' ^^"I?P«^'t"^? tl^e superstructure of the budges over certain rivers are unprovided with ice breakers on account of want of sulFiciftnt heio-ht suitable ice-breakers will be obtained by pladno: wooden cribs wifh sloping sides and filled with stones, in front ol each pier, but at some distance above. 1 he timber of which the crib? are composed will be strongly dovetailed, trenriled and rag-bolted together, particularly the sheeting of the Exposed sloping portions. The cribs will bo filled up to the top with stones, which must be packed around the cioss ties, and under the sheeting. The timber to be of cedar and pine, m sticks of 12 inches square, counterhewn on the outside and neatly finished to the satisfiiction of the engineer. In putting hi coffer-dams, in building the scaffolds or 111 doing other work in connection with the bridges, the Contractors must not interfere with the h-ee passage of vessels, saw logs, timber, rafts, or of water to mills or factories, and in the event of crea- ting damage m that respect they must be responsible to the parties so injured. On the completion of the brido-osorother mechmi- cal structures, or buildings, all coffer-dams, scaffolds and rubbish must be removed by the Contractors, to the entire satisfaction of the engineer. PermaxNent Way of Superstiiucture. The gauge of the road will be four feet ei-ht and one hall mcheE. The rails will weio-h at least sixty pomids to the y p-a, .nd be fish-plated and secured to ties m the r^ ..<: approved and modern manner i 21 The iron rails shall be of the best quality of En-lish or Amoncan mauufticture, and of the Ibrm ancfnut^ torn that may be decided upon by tlie engineer. Ihe spikes hsh-plates, bolts, cK •., shall be of the first quality of fetaffordshire refined iron, and of approved dimensions and form. Should steel rails be adopted, they will wei-h 50 lbs. to the yard. j o '^^ The ties may be of white ash, tamarack, oak, rock elm, (.r other suitable sound wood— eio-ht feet lono- hewn or savvn on two parallel sides so as to dve'x width of eig-ht inches face— with a thickness of seven j, idles and entirely out of windin-. The ties will be laid nt rioht an-les to the line of railway, and will be bedd.'d m the ballast flush with the final p-ade of the road. They will be well rammed down to a hrm and continous bearin^r, and the tops dressed ott to a leve and uniform surface to receive the rails. I he ties w^ill belaid two feet apart from centre to centre, or 2,640 per mile. When required by the engineer, the rails shall be bent to correspond with the curve of the road, and all rails lor tangent lines, before being laid permanently, shall be straight(Mied and taken out of wand • side tracks are to l^e laid at the termini and way-stations. Ihese tracks aviU be of such length as shall be directed by the engineer, and will not exceed in the aggregate hmgfh ten per cent of the length of the mam hue, to be furnished with the necessary fro-s points and crossings, switches, signal levers, wi?e- ropccVc., in a similar manner to those used in the Crreat ^^ estorn Kailway. The track to be laid under Jh-gnidance of the engineer or of persons appointed by him and in strict accordance with the plans and instructions emanating from him. AH condemned materials shall be removed from the track to such distance as shall 1 .c directed by the engineer, in order to prevent their bein- used in the work. No rails will be al owed to })e laid in the permanent track that have been used by the Contractor, durino- c.-- struction, and injured in any respect. ° 22 Ballasting. The material to be used for raising the road-bed to the hual cr lull grade, or " ballasting the road," shall consist of coarse sand or free gravel, to be approved bv the engineer before being used upon the road. W hen material suitable for the purpose occurs in the excavation for the road-bed, or in close proximity to the road, the ballasting is to be done previously to the track being laid, for a distance each way of half a mile Irom the point of construction. When fitting material is not to be had as above, the track is to be laid at "sub-grade," and well packed up with clay, cNcc, to prevent injury to the rails, and subsequently be raised to full grade level, the material for which will be hauled over the rail. In lifting the rail to full grade, care must be observed to make it conform to the levels given by the engineer, and to preserve periect alignment. In curves, the outer rail will be elevated as directed and the ballast sloped and dressed off in a neat manner. The quantity of ballast to equal 2,000 cubic yards per mile, The rail will be at least one foot six inches above iormation level and the top of the ballast ten feet in width with side slopes of one foot horizontal to one loot p3rqendicular. Rolling Stoci*. The following will be the Rolling Stock required : 6 Express Locomotive Engines, 10 Freight " 12 First Clas3 Carriages, 30 Second Class " 5 Express and Post OlTice Carriages. 100 Freight Box Cars, 100 Platform Cars. 5 Snow Ploughs, 10 Hand Cars. The above engines and raniagos will be the best of their respective kinds, and constructed in accord- tf tf 2a Telegraph. The poles wiirbc of ee'dt wftr/'T'"" °^ '^' ^"''■ depth in the gi-ou> d sim iJ' ^n '^""'^ 'P""-' ""ted npou be from time to time runllih:!*!"""""^' ^^ich will ioimded on the nrelfmi, .. "" "1'1'rotimate one have ox(,,,uled ' SoZ ,"^ '."''y.''''' '" '° ^'" "» "'ey h-e not yerbeen ve .Uver'Turr'' *'"'"™'' tion, the countrv nro«n..V ^^.^ut from examina* country pi esonts uo ongiaeering difficulties 24 When the projected line is located on the gTound tne profile or section then obtained for the centre me ol railway to be built, may vary somewhat from the preliminary one now exhibited: the present proposed line may also be varied in localities, either to shorten the entire distance between Aylmer and Montreal, or, for the purpose of easino- the grades. Between «te.lherese andOrenville, the hue may be carried iva.St. Andrews, or vid Lachute, as maybe determined by the Company. In the event of the iirst route being selected, a section of the Carillon and Grenvilie Kailway will be adopted, and will re- quire to be repaired and put in good condition by the Contractors. The track will be laid with nevv rails, and those now in use employed for sidino-s on the main line. ° The prices mentioned in the Tender and Contract to cover the cost of executing the several items of ^vork. 1 ayments to be made monthly on the esti- mates of the engineer as the work progresses less ten per cent, until the total of said percenta"-e amounts to the sumof one hundred thousand dollars Avhich will })e reserved by the Company to insure the completion of the contract. The (^>ntracior will be held responsible for the good and substantial quality ol the entire woik, for a period of one year alter the completion and delivery to the Company. The woi-k to be commenced immediately after signing the Contract, and completed on or before the hrst day of October, 1H75 Charles LechU':, Jj^i/gi/Kcr-in-Chief, 31. N. C. Jl, K Lef. j)e Lellefeuille, iSecrelar//, M, N. 0. E. :Monti;i:al, ir.ih March, 1X73. i ♦> 11. ( DATE LIMITE I ♦> 1 I / ^-/^ 'Cl (Jytfrmiinp in «. i, «.