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Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre filmte d des taux de reduction diffirents. Lorsque le document est trop grand pour dtre reproduit en un seul cliche, il est film6 d partir de I'angle supArieur gauche, de gauche d droite. et de haut en bas, en prenant le nombre d'images nicessaire. Les diagrammes suivants illustrent la m^thode. 1 2 3 1 2 3 4 5 6 r CORRESPONDE CEiVc'olTJ" , t .» ■ (''. RESPECTING THE > 1 AND /J S\)- ■ HEPOItT f^: OF Messrs, Isaac Newton & John Meehan, ■ CIVIL ENGINEERS, Ac, &o. mm *® ^-r-**^ ? CHARLOTTETOWN : & Mitchell, Printjurs, South Sidb Queen Squar* 1873. s ) i )';." M i . *'■(■; ;■ :.= ''>r{ ' li ^M^ I'^flv^iMil^ i: I i kfi ica » S70 55 )"l.; /) 4 . ."-i .)'.< 1 1 CORRESPONDENCE BE8PECTIN0 THE ll.i ' ■!.- '1.* ' ». V I I Irinoe ttward Msland Railway, AND REPORT OF =' MESSRS. ISAAC NEWTON AND JOHN MEEHAN, CIVIL ENGINEERS, ftc, &c. 189*3. ■<-9'>- The Correspondence relative to a proposed inspection of the Prince Edward Island Railway was commenced by telegraph. A message was sent by the Lieutenant Governor to the British Consul at New York, in which the latter was requested to recommend to the Lieutenant Gover- nor persons competent to undertake the contem- plated enquiry. In reply, Mr. Consul Archibald named the Messrs. Kennedy & Co., 41 Cedar Street, New York, whereupon the following letter was written to them : — Executive Council, Prince Edward Island, May 21st, 1872. Gentlemen : — The Lieutenant Governor of this Colony, William C. F. Robinson, Esquire, recently applied by Tele- graph to the British Consul at New York, asking him to name ■ome competent persons. Civil Engineers by profession, who would be likely to undertake the service of inspecting the works of the Prince Edward Island Railway, together with the Plans and Specifications of the sections which are in course of construction, and of others not yet commenced. Mr, Consul Archibald, in reply to Mr. Robinson, named your firm, and I now address you on the part of the Lieutenant Governor's responsible advisers, requesting to be informed — > } ENGINEERS REPORT First — Whether you are disposed to undertake such a servico, and Second — If so, what remuneration you will require 1 I should state for your guidance that the contract, which is for a road three feet six inches guage, and about one hundred and twenty miles in length, together with Stations, Rolling Stock, Fences, and four Wharves, was let by tender in Au- gust last, without a complete survey, or a precise location of the line, and that the Gve lowest tendei's were withdrawn or set aside. The parties accepted as contractors are Messrs. Schrei- ber and Burpee, of St. John, New Brunswick, at two thous- and eight hundred and forty-five pounds, sterling, per mile. It is now ascertained, the surveys being completed, that the line spoken of originally as "about one hundred and twenty miles," measures one hundred and forty-seven miles ; and much of this additional length is attributed, justly or otherwise, to various deviations being subsequently adopted, which, in the interest of the Government, were not called for, and might fairly have been avoided, at a great saving of expense to the Colony. Many other complaints have arisen — for example, respecting the quality of the sleepers, the sufficiency of the bridges, and of the wire ani' posts to be used for fencing ; and Lieutenant Governor Robinson's present advisers connider such a personal inspection and thorough investigation would be mostpioperly conducted by two Foreign Engineers, who might be assisted by a gentleman of capacity and experience, now a resident on this Island. I may add that Pnuce Edward Island is easy of access by Rail and Steamship, and that, after landing here, no dilficul- ties would be experienced in inspecting the work. In conclusion, I request you to communicate with the Lieutenant Governor, by telegraph, (unpaid), and state whether you are prepared to undertake the proposed enquiry ; and, if so, upon what terms. The contents of your telegram might be stated more in detail by letter, which may be ad- dressed to the President of the Executive Council, Charlotte- town, P. E. I. Any further information that you may require will be promptly supplied, I remain, etc., • ROBERT P. HAYTHORNE, ! President Executive Couacil. 1 ON THE RAILWAY. 5 After some correspondence by telegraph and letter, relative to tefins of remuneration, and a limitation of the ])eriod over which the employ- ment Avas to extend to thirty (30) days, Messrii. Kennedy wrote the President of the Council on the 1st July as follows : — , , " Referring to our letter of the 27th ultimo, to Lieutenant Governor Robinson, we beg to say that we have succeeded in engaging the services of Mr. Isaac Newton, and Mr. John Meehan, Civil Engineers, in place of Mr. Evans and Mr, Sickles, whom we had originally detailed for this work^ These gentlemen leave here on Wednesday, anil will proceed direct to Charlottetown, where they are directed to report to Lieutenant Governor Robinson, for such duty as he may assign them." ,v, ;»,■,•.-'>. '; /-:m-;: i:,i) / / -.^t ii ))•!,; ,■/>/• Messrs. Newton and Meehan arrived in Char- lottetown on the 8th July, were introducea to the Lieutenant Governor on the 9th, and after in- specting the Contract, Specifications, Plans, and some parts of the line east and west of Charlotte- town, they proceeded to the westward, accom- panied by the Honorables Messrs. Sinclair and Muirhead, and Mr. Boyd, Chief Government En- gineer. The Inspecting Engineers were furnished with written instructions relating to the enquiry, ap- proved by the Lieutenant Governor in Council, which were as follows : — To Isaac Newton, Esquire, and JohnMeeuan, Esquire, Civil Engineers : — The Lieutenant Governor in Council being notified of your arrival here, and your readiness to undertake the duty of in- specting the works in progress on the Prince Edward Island Railway, also the plans and specifications, the materials sup- plied by the Contractor, and generally to examine and report on the character of the undertaking, has been pleased to fur- nish you with the following instructions for your guidance : — * ^KT \ 4 E>^GINEERS REPORT 1. The first and principal object is a thorough inspection of the works in progress, and careful comparison of them with the specifications. 2. More particularly your attention is directed to the Embanhnmts. Do they show signs of hasty or imperfect construction, or of buried timber or stumps ? ., , A . < i m vi 3. To the Curves of the line. Are the numerous curves a necessity, entailed by insurmountable natural obstacles, or have they been made in the interest of the Contractor ? In taking into consideration any particular curve, and reporting on it, you will state in what manner it could bo avoided, and what the expenae of doing so would be ; if by cutting and filling, the number of cubic yards required. This is a most important part of the enquiry. The engineers will bear in mind that the Government pays for this road, per mile, and provides the location. The Contractor makes the sur- Tey, and finds everything else. If, therefore, he is allowed to turn on ground, having a gradual slope not exceeding sixty (60) feet to the mile, and use it for the purpose of arriving iat a point which could not otherwise be reached without catting or filling, or both, it is obvious that th6 interests of the country are sacrificed, and the Contfact6r overcomes natural difiiculties, not at his own expense, but by entailing an additional mileage and land damage on the country. 4. The Sleepers. Reference to th« Contract shows that these must be of juniper, cedar, pine, hemlock, or spruce ; also their dimensions. You will state whether all or any of these kinds of timber are suitable, and is the quality of the sleepers supplieu unobjectionable? ., ,( , :; ,,, ,.,,, ' , '; 6. The Fences. The Railway Act, o4th, Victoria, Cap. 4, Sec. 26, directs that these should be boards or battens, and the posts Cedar or Juniper. The Government, however, were induced to allow a change from wood to wire — the Contrac- tor agreeing. Your attention must be specially directed to these points : Are the wires u«ud sufficiently heavy ? Is a sufficient number used to make the fence close enough ? Are they of a durable description, and properly strained ? Are the posts of sufficient dimensions, and firmly set? What change, if any, is necessary to make the fence substantial and secure ? 6. StOftions. Are the Stations judiciously placed, and are the Station Houses such as will supply sufficient accommoda- tion? and, judging from the specifications, are they suffici- JS ON THE RAILWAY. \ \\ i ently substantial? (After travelling through the country, and observing its population and resources, you will probably be in a better position to estimate the importance of this question.) But with reference to Summeiside and Alberton Stations, as first laid off, you will take special care in making your examination and report, au very high prices have been set on the localities first selected, and a change is in contempla- tion. The Station at Georgetown will also claim your atten- tion, as some dissatisfaction exists as to the site now chosen. 7. The Rails must, h/ the contract, be not less than 40 lbs. to the yard. Is this weight sufficient? Do you consider those delivered of good quality, and stipulated weight ? 8. The Ballast. Island stone is to be used. Is it suitable ? Will it not, after heavy rains, deposit much sand on the rails? 9. Drainage. The drai age of the road will claim your attention, ind the provision for the passage of water under it. 10. The Culverts. Some substantial box culverts may be shown you, but these being a cheap substitute for masonry, are, it is thought, an advantage to the contractor. The facil- ities for building them should have been taken into account in letting the contract. 11. The Bridges. Observe whether wood bridges are sub- stituted for Brick or Stone more frequently thaa they ought. Whether level crossings of Highways are not sometimes re- sorted to where a bridge ought to be built. Also enquire where masonry of the First Class named in the Specifications is to be seen. 12. Report your opinion on the character and quantity of the Ttolling Stock named in the specifications. 13. In visiting those parts of the route where the works have not commenced, you will pay special attention to the eligibility of the LoeatioUf and ascertain by reference to the plans, what is the nature of the works to be carried out, and report your opinions thereon. 14. You are not to consider yourselves limited to the sub- jects herein mentioned. You are expected to report on any matter relative to the contract, the works, the wharves, the stations, or any other thing connected with the Itailway, which your experience may suggest. 15. It is essential, in the opinion of His Honor the Lieuten- ant Governor in Council, that you should form your own un- biassed opinions on the matters submitted to you ; and that ENGINEERS REPORT jnti should, therefore, nvoid as far m possible, the intrusion of persous desirous of volunteering information, and offering their opinions. Any inforn)ation you require will he promptly supplied by the Railway CommissionerH, and by the Chief Engineer, J. Edward Boyd, Esq. The^e instructionfi are not penned by a professional man. The Members of the Government place the most implicit confidence in Messrs. Meehan and Newton reporting e.^pecially and fully, upon every matter which may strike them while performing their duties, or attract their notice, and prejudicial to the interest of the Government, whether called for by the express directions of the instructions or not. Arrangements will be made for your journeys to the differ- ent parts of the Island, and for your reception in the different localities you visit. . , . ., (Signed,) W. R. ' After returning from the Westward, the Engi- neers proceeded, via Mount Stewart, to George- town, inspected the works in progress on the line, also the proposed Station ground, and the Wharf in course of construction at Georgetown. On this journey they were accompanied by the Honorablea Messrs. Haythorne and MacLean, and the Chief Railway Commissioner, and after some time in- specting plans, at the request of the Government, they put in the following, in advance of .their Report: .-..-■•■';;■.. : - ■ a ' : -■' Charlottetown, July 24, 1872. Hon. R. P. Haythorne, President Executive Council, Sir : — In reply to your request, to give in advance of our Report, our views in relation to proposed change of Stations at Alberton, Summerside and Georgetown, we beg leave to state as follows : ,., ^.,, ^^.^ ^^^.^,^,^. .^,, ... ^,. ,^,,^ , ,,,,,„ 1. Jliberlon , — We think the location selected at this place might be bettered", inasmuch as it is some distance from the heart of the town, is on a grade and curve ; accordingly, we suggest that it be changed to a location marked on the align- ment map. ., , ;', ...i.i- 7- J.-ii ;-'! ,■> ?,|l ., '.\-> i ■••>,•■; i ON THK UAlIiWAV. tho f 2. SummerSide. — We tliink thnt by dispensing with the branch at this place, and rnnniug the mad along the water front, with the station in the noijrliborhood of the wharf, would be a better location than the present one. Of course, in taking this suggedtion into coneideration, the increased cost must be borne in mind. , . ( . • •, i i , , t. Georgetown, — The change we would suggest at this place is simply to run the road down Fitzroy .streft,and to place the wharf as near its termination as circumstances will permit, provided there are no engineering difRculties developed by a survey. • ' • " ..,..,.,.;,,-..■.:,■ •■;>,■. With respect to change in alignment near Barlow's Mills, we suggest that the first line laid down by the Chief Engineer, Mr J. E. Boyd, should be adopted, — this point will be allu^^'^'l to in report aod aligoroent transmitted. ' '•■ . Very respectfully, . '' '" ' "" " • ' Your obedient servants, '* ' I. NEWTON, ' JNO. MEEHAN. t !(i ') 'I 'I IVM' r\):\\\\'-- W •■(if -"Ml? Their General Report was received here on the 27th August, 1872, and the plans illustrating the Report on 10th Sept., 1872, having been sen(, by the Halifax route, which occupied several days longer than the more direct and usual one via St. John, New Brunswick. The following is the ■( I ! f i RKPORV: ' S " • ' Nrw Yohk, August 16, 1872. ' Hon. R. P. Haythorne, President of the Executive Council, Prince Edward Island. Sir: — In accordance with the instructions we had the honor to receive from the Lieutenant Governor in Council, relative to an examination of the Prince Edward Island Railway, — ^a copy of which accompany this report, we beg respectfully to present the following statement: 10 ENGINEERS REPORT Location. Under this head are embraced the most prominent points in our instructions, namely : the curves, and the question respect- ing the length of the line as laid out, compared with the length it was thought in the beginning would be required to traverse the distance between Alberton and Georgetown. The history of the Railway, so far as comes within the scope of this inquiry, begins with the Railway Act, 34 Vic. Cap. 4, dated April 17, 1871. This Act, among other things, directs that the total cost of the Railway, including Rolling Stock, Stations, <&;c., in fact every thing needed to operate the road, shall not exceed £5000 currency, per mile. With the view, also, of keeping the cost within this limit, so it appears to us, the Act further directs that the guage shall be S feet 6 inches . His Honor the Lieutenant Governor in Council ordered the Gov. Chief Engineer to make the preliminary survey, and directed him, »t the same time, to run the line so that it would pass through certain points between the termini, Alberton and Georgetown, copies of the orders in Council containing these instructions are appended. In view of these instructions, and with the Railwav Act before him, we are of opinion, that it was the duty of the Chief Engineer to stake out a line running through the points named by the Government, on which the proposed Railway could be constructed, if possible, at a cost per mile, within the limit fixed by law. To have commenced surveying operations on a basis other than this, to have chosen a line on which per- haps a moi'e direct road, but at a cost exceeding the legal limit might be built, would not have been in accordance with the intentionr of the Government, when the orders in Council above mentioned were handed to the Chief Engineer. To have kept this important provision of the law out of sight, would have caused the survey to be practically valueless, as no con- tract conditioned for a greater price than this limit could be \ mmmmm ON THE RAILWAY. :^1 be legally entered into. Now bearing in mind this limitation, we think that it was the duty of the Government Engineer to de- cide on a line which would make the quantity of excavations as little as possible, and to endeavor to make them balance the fillings with moderate transportation. This is essential in order to avoid opening burrowing pits, making waste or spoil banks, building construction roads, and other operations usual in Bailway construction, but which would have made the cost of this one, far in excess of the legal limit. In other words, we think it was the duty of the Engineer to locate a railway that could be constructed for £5000 currency per mile, or fail- ing in this, to state that this could not be done. We find in the contract the following sections which bear on the subject of location ; the last one quoted, we think sustains the view we have advanced respecting the principles which ought to govern the selection of this line : — " The general route of the Railway will be defined by the Commissioners, and the Contractors will be required to locate the line as nearly on that route as the nature of the country "will permit." *• No curve of a less radius than 600 feet will be allowed, nor any gradient steeper than sixty feet per mile." " No grading shall be commenced until the Contractor has received notice in writing from the Engineer that the location lias been approved by the Lieutenant Governor in Council." "The embankments are to be made from the cuttings, and no borrowing pits must be opened or earth carried to spoil, without special directions in writing from the Engineer." Attention is now requested to an examination of the align- ment; in doing this the line of the road has been divided into convenient sections, defined chiefly by the points given in the orders of the Lieutenant Governor in Council, and where these points are not at sufficient intervals — as on the eastern portion of the line — we selected such as are convenient. The figures in the column marked "A," are the distances in feet, in an air line, between the points named opposite to them. This column is given merely for the purpose of enab- 12 ENGINEKRS' REPORT ling comparison to be made of the actual road with a perfectly straight line, not with the view of asserting that it could be built on this line. .' ■ '■ '•''> '•li,.^.': :r.n-y --■■;. ; ., .->,.,. The figures in column "B," are the lengths of the sections as actually laid out. . ,. . . The figures in column " C," are distances between the given points, over which the road might have been built, but in most cases at a cost considerably exceeding the limit of the Railway Act. ' ' ' . ^ ■ '■ ■' ■^' .■■'*! •, ;.i ■,■(-:: . (' -'' ' ■ ■ '(m: ''I ' • 1 ■ • • ,1 r , V • 'i •• '• . •,.*• ; . < ' ■ '(*■:■■ , t . ' . I i 1 ■T - ' ' : - i.-.^lt '' ' )■■<■■*'. ■.ii', r. 'II' ■ :;V'ii ' !' : i - r, f .- .■!!; -i Mi I'-, -■ il r I..: I'll '! ' '': ) ,f! •i Hi * 1 ■.' ,'•;;;- h ' 'n. li - ■ !.ii -HI f mm. a perfectly it could be he sections n the given but in most le Railway : 1 . ; 1 •/ ii 'i Ml i-, I < ,' ON TUB RAILWAY. 18 WESTERN DIVISION?., 1 — Alberton, (new station — stake 69 — to Reid's Corner.) General character of country, flat. No hills; scarcely practicable to shorten the line. 2— Reid's corner to O'Halloran's lload. The actual line is the only practicable one. General character of country, flat, 8— O'Halloran's Road to 'Lear y Road. The distance in column ' C ' could only be made at great expense in the way of cutting — beyond a reasonable amount. j ; General character of country consider- ably broken. Streams in moderately , I deep gullies, 4 — O'Leary Road to Brae Road. The distance in column ' C ' could only be made by heavy filling, opening bor- rowing pits, &c. General character of country, rolling, 6 — Brue Road to Aldous Koad,.(li miles East of M'Donald's.) It would be dif- ficult to better the actual location ; the deviation is to clear a lake. General character of country swampy, 6— Along the Aldous Road to the point where the line turns northward. Gen- eral character of country flat, 7— From Aldous Road to G. Barlow's. General character of country, flat. 8— From G.Barlow's to Egmout Bay Road, the actual location can scarcely be bet- tered. General character of country tolerably flat, a few brooks to ho crossed, 9_From Egniont Bay Road to Northam Road. General character of country, level, 10_From Northam Road to Western lload (at FitzGerald's). Summit near cen- tre of line, deviated to avoid too high a summit. Location can scarcely be bettered, 11— From FitzGerald's to change indirec- tion to reach Barlow 'n Mills. Posible FEET 12,900 32,200 40, 100 FEET 13,600 34,800 9,900 12,70D 30,900 16, 900 41,083 5,982 22,200 10,142 12,700 FEET 13, 600 34,803 (i-t 28,600 16,200 41,083 6,982 22,200 14,400 15, 100 10,142 12,700 15, 100- w ENOINEBil^ REPORT WESTERN DIVISION. : r- / 1 f Air line. A. Actual Line. B. Possible Line. c. route would bo very expeosire ; not to be considered when the limitation is borne in mind. General character of country, hilly, broken, 12 — From Station 671 to crossing of the Grand River. Maps of the two lines (marked) are herewith submitted. The shorter line was recommended by Chief JBngineer, J. E. Boyd. We concur in the recommendation. The change takes away two crossings of Barlow's Road, u : - » 13 — Station 560 to 523, curve n6ces4ary for change of direction, 14 — Station 523 to Miscouche. General character of country, swampy, flat, 15 — Miscouche to Summerside, (to point from whence it is under considera- tion to direct line along water front will be discussed hereafter,) Govt. Chi^f Engineer mil furnish cost of change, CENTRAL DIVISION. • 1— From Station at Summerside to Sta- tion 86. This will not be built if change of direction above discussed is made. General character swampy and hollow, ' ■ * 2— Branch to Wharf. Will not be neces- sary if change of direction is adopt- ed. 3 — BVom Station 86 to Kensington (1) 86 to Townaend's stream, 4— (2) Townsend's Stream to crossing of Summerside Road. This may be surveyed to ascertain if it is worth the additional expense necessary to save 700 feet, the difference. Gen- eral character of country fat. 5 — From crossing of Summerside Road to Kensington. General character of country flat. If it is considered de- FEET 32,200 FEET 18,900 FEET 11,600 12,200 8,700 32, 200 20, 100 8,600 3,700 18,600 12,700 11,100 3,700 32,200 7 8 20,100 8,600 3,700 18,600 10 1] 13 12,000 K-^ianWiiwrwW t1 Olf THE RAILWAY. 15i i« ET soo 100 roo 200 100 ; > ^. ^i CENTRAL DIVISION. 600 700 60O 000 sirable to move station to South side of Boad, the necessary surveys must be made. 6— From KensiDgton Station to Freetown Road. The difference 1100 feet can only be saved by going to consider- able expense. The exact amount can onl^ be ascertained by making sur- veys. 7~From Freetown Road to Haslam's Mills. The line is about as short as it can well be made, at reasonable cost. 8— From Haslam's Mills, following the valley of the Dunk River to Elliot's Mills. It is here necessary to keep in valley in order to reach head of Dunk River. Line is as direct as can rea- sonably be expected. 9— From Elliot's Mills to Crabb's Mills on Clyde (or Hunter River.) Follow- ing Dank to Hunter's River, if straight- ened to amount of diiference, would vastly increase cost. Hill side in val- ley of Dunk. 10— From Crabb's MiHs to crossing of Clyde between Lets 22 and 23. Hill side mostly. To gain the difference would make very heavy and expensive work. 11 — Crossing of Clyde to Norman Camp- bell's (to Station 1511) crosses Clyde, still following a small branch, in valley. 12 — From Norman Campbell's to crossing of Colville Road, near McLeod's. This is one of the points of greatest curvature. A map of present line and of trial lines (13U0 feet) are appended, marked. The Trial line is impracticable within reasonable cost. 13 — ^From crossing of Colville Road to crossing of Loyalist Road. Road runs along valley of North River. Note — Preliminary lines were run from this point to Georgetown, by Mr% FEET 17,800 FEET 6,600 27,400 19,116 FEET 1 6,600 26,800 19,116 23,200 22,000 20,000 12,228 21,427 19,000 11,700 20,800 20,120 18,000 1 er i« ENGINEERS REPORT CENTRAL DIVISION. -< H-I ® .■2 2 • 14- Cox, and to Alberton by Mr Gregory. Difference in distances can be saved only at considerable expense. -From Loyalist Road to crossing of Curtis' Creek to commencement of curve at Widow Stewart's. The line is run as direct as is practicable. 16 — From crossing of Curtis' Creek to, and including curve at Widow Stew- art's. Note — Ihoo lines were run before this was adopted; the one adopted was run by Mr. Cox, and the Government preliminary survey was followed closely by contractors. Trial lines over the shorter distance are appended, marked. They appear to us impracticable as the difference in cost shows. 16 — From end of above curve to Royalty Junction. We do not think the differ- ence can be saved without running considerable expense, far more than it is worth. EASTERN DIVISION. ;^\i From Royalty Junction to Mount Stew- art the preliminary line staked out by Mr. Cox to be adopted as base line by contractors. 1 — From Royalty Junction to crossing of Union Road. Note — Location forced i)y contour of ground and necessity for getting round to head waters of Win- ter River. 2 — From crossing of Union Road to be- ginning of curve at Robertson's farm, Contraclor followed closely Mr. Cox's line Rolling country; it is im- practicable to run this more direct. 3 — From commencement of curve on Robertson^ 8 farm to end of trial lines runs nearly over chord of curves. This is a curve wltich has caused a FEET FEET I FEET 12,700 10,600 12,000 10,430 6,600 12,700 -• ''I 8,430 12,700 10,400 14,425 10,400 14,426 M. ;. ',i .^(?>TW )r**'fl v,VWJ'9Vltt't'^ OK THE BAILWAT. ir 2 2 • 00 "^ ^^ OM U ^ FEET 2,000 0,430 '\ ', ..'( it f n / J, 430 1,700 400 great deal of discussion, accompany- ing the report marked, will he found, sections, t!kc., over trial lines. The cost of straightening this will be about 4— From end of above curvature to cross- ing of St. Teter's Road. The air line out of the question. The location is as good as cai^ be made. 5— From crossing of St. Peter's Road to Mouftt Stewart, Hillsborough River, character of country hilly and broken. The difference between actual and possible could only be secured by going to great expense. 6— From Mount Stewar^i crosamg Hills- borough River above shipyards, thence turning southward in valley of Pisquid River, thence keeping close to Cardi- gan Road, up to corner of Baldwin s Road, thence sweeps southward to head of Cardigan River, which it follows to Georgetown. Ist to 2d crossing of. Cardigan Road. The Ime could not have been made shorter without going to great expense. The line is as direct as is practicable. 7_From 2d Crossing of Cardigan Road to crossing of Cardigan River, geneial character of country— broken laud between Morell and head of Cardigan. 8_From head of Cardigan River to Georgetown. Line as direct as prac- tjcahle— could only be shortened by going to great expense. FKET KKET 20,600 13,141 FEET trial line 10,200 21,800 30,272 29,600 50,410 25,390 19,000 25,000 46,110 15,000 i25 ;18 engineers' report WESTERN DIVISION. h I ' :^f B. 13,600 34,800 - 30,900 16,900 41,083 5,982 22,200 10,142 12,700 15,100 13,900 12,200 3,700 32,200 20,100 284,807 C. 13,600 34,800 28,600 16,200 4*1,083 5,982 22,200 10,142 12,700 15,100 11,600 11,100 3,700 32,200 20,100 279,107 ',;'■>..":•.,.;,,,■ ^,,,,v--:i- ON THE RAILWAY. 19 CENTRAL DIVISION. 00 00 OO [)0 33 32 JO t2 )0 )0 10 >0 •0 '0 '0 Section. A. B. C. No. 1 — 8,600 8,600 2 , ,kL ,',f : 3,700 3,700 > <' ; ?■ j8 ;■ (,:;:i^J-r ! 18,600 18,600 ou^rOi^ ■ iu,-!- ! 12,700 12,000 M.M'r-f : jH!-'^ iv^ 6,600 6,600 lii.:. !'-6 27,400 26,300 ..i'.T 17,300 19,116 19,116 ^,MW^« 1 . • h;.: ('-v 23,200 22,000 .u^;!'.j9 i ■ i;i i ;... 20,000 19,000 .....m..^ :.-.... 12,223 11,700 .viM ^ ■ ' '" - "■ ' t ' '"' 21,427 20,800 -■■■"-iKr" ■ ^ ■ '—,■ -p^ 20,120 13,000 18 12,700 12,000 14 10,600 10,430 15 ( '\ . ' 6,600 3,430 16 . ■ 12,700 12,000 . ••• 236,286 219,276 ; ' ( 20 ENGINEERS^ REPORT ; >' * .■'••» ■ . . EASTERN DIVISION. Section. A. i B. C. ' No. 1 ■ ■ ' V , , 10,400 10,400 •'■" 2 ! 1 : ' . r'- i ! 14,425 14,425 ' Z ' ' t • * ]3,14l 10,200 -'.^ 4 ' ■ 20,500 21,800 21,800 ..,-,.5 ^ 1: . . 1 30,272 29,600 6 50,410 49,000 7 ■ ■ ' 1 25,390 25,000 8 1 .' '. ' - ' 46,110 45,000 i 211,948 205,425 SUMJVJ [ARY. ■ DIVISIONS, ETC. MILES. MILES. Eastern Division, - - 40.141 38.906 Central Division, - - 44.751 41.529 Western Division, - - 53.940 52.861 To Wharf, - - - - 1.25 1.25 Charlottetovvn Branch, 5.9 5.9 • 143.942 139.696 mammm ON THE ilAILWAY. I "" i I 1 .• ;; /( ,1 f ; ! . ; 21 This examination of the location of the Line, ■was made, not Avith the view of pointin*^' ont a new general location, (which could oidy be done after surveys of an extent not contemplated had been executed, a work under the circumstances (piite useless,) but to see whether the line ou,i>ht to have been placed differently, Avithin a reasonable limit of the <^^(meral location. It is j)roper, however, we should state, tliat from our observations of the character of the country, no evidence was brouj]:ht to liglit which leads us to believe that a new sur- vey could materially impro\'e the present aeneral location of the line; kee[)in;nr in sioht the fact, that there are many places through which it is impera- tive the railway should pass so that it may be of the greatest utility to the country. The tables above presented, in our opinion, shew that while it was possible to have so run the Railway, that its total length between the termini, would have been, say in the neighborhood of five miles less than it is, yet that this could not have been done, without increasing the cost per mile to a sum greater than the limit fixed by the Railway Act. Section 5 of this Act commands that " No contract shall be entered into for the construction of said Railroad, conditioned for the payment of any greater sum than five thousand pounds currency per mile, for the whole distance, including all surveys and locating the line, and all suitable Stations, Station Houses, Sidings, Turn-tables, Rolling Stock, Fences, and all the necessary appliances suitable for a first class Railroad, and the construction of suitable Wharves at Cascumpec, Sunnnerside, Charlotte- town and Georgetown." From our examination we believe that the line is located so as to fairly 22 ENGINEERS REPORT comply with tlu; letter and spirit of the law and of the contract, that the alignment for the most part, is such as is proper, in view of the <;onditions im- posed. This is otti* answer to the (piestion in the instructions, ''are the; numerous curves a ne(X'Ssity entailed hv insiu'mountablc natural obstacles, or have they been made in the interests of the con- tractor." We believe that the Government Ch'ici Engineer has confined the contractor within reasomible limits. We have given nuich thought to this sub- ject, and haT(! endeavored to kee[) constantly in view the relative positions of the (lovernment, the Govermnent Engineer, and the Contractor. To repeat in part what has been before stated, tie Governmiint, — i?i our o))inion, — really directed its Engineer, to so locate the line, that the proposed railway could be constructed fV)r the amount fixed by law; if he had done otherwise his work would have been useless, the intentions of the Govern- inent and of the law would have been made nuga- tory. The contractor, we suppose, endeavored to secure a h)cation as advanttigeous as would be allowed, but we do not think th(^ Government Engineer has pei'mitted a location which conflicts with his duty. Tiie Government Engineer could not be expected to insist on a line almost perfectly straight, without regard to the (piestion of cost ; while on the other hand, the contractor reasonably supposed that such a line would be a})proved by the Government, as could fairly be built for the price sti])ulated by the contract. The manner of letting the contract, viz: at a certain price per mile, instead of at a fixed price between given points, and over a staked out line, we think is the tj t ON THK RAILWAY. 2S^ cause of the clifForonccs whicli liavo arisen between the Government, tlie Government Engi -ir, and the Contractor. • , i : - erfectly, and will answer equally well in this tr„se. No a[)pi'(!hension need be felt respecting the accunuilation of sand on the rails from its use. Bri(1g;es : We do not think wooden liridgos are substituted for iron or stone more frequently th-an they ought to be. As has been no doubt already observed, there is but one Bridge on the line of considerable span, viz : Moiuit Stewart Bridge. We suppose i ON THE RAILWAY. 27 this query refers to superstructures), as all the abut- ments are to be of masonry. Sleepers: Are the woods called for by contract proper, &c etc '^ We thmk they are proper woods to be called for by a contract for a Road on this Island ; of course the timber should be properly selected. The sleepers Avhich we observed piled up along the line, were, with a few trifling exceptions, ol very good quality. Level Crossings of Highways : There are some serenty crossings of highways at grade ; these grade crossings can only be obvi- ated, as need scarcely be said, by carrying the Railway either above or below the highways. Such engineering as this is for the most pai-t only carried out on the costly European Railways, and cannot be i)ractised on a road ot the character of this one, unless the nature of ground happens to favor a particular locality. There are many railways in the Unit-d States running through more f)o])idous districts than this one, AVluch cross a oreator number of highways at grade, within th(? same length; in short, this is the usual prac- tice in xVmerica. Curves: The question is asked, " are the curves safe for tolerable speeds ? " There are no curves ^^dilch are not safe for any reasonable speed ;_ provided, ot course, that the track is properly laid. 28 ■ ENGINEERS KEPORT Ralls: The weight of Rails called for by the specifica- tion, is forty [)oiincls per yard ; this weight is ample for a railway of this character ; with respect to the quality, wc can only say, the specification for rolling theui, ought to insure a good rail. We believe that all the usual precautions have been observed in order to bring about this result Wire Fence: A memorial, signed by certain citizens of the Island, has been handed to us, with the request that we report our opinion on the same. This me- morial states that '' the wire fence is wholly in- sufficient to keep off and from the raiUvay ti'ack, farming stock, &c.," and " the Gates that are to be erected along said line of railway are to be only nine feet wide, which should be at least eleven feet wide, as it will be an impossibility for farm- ers to take their mowin"' machines in and throufi:h a gate only nine feet wide. The fence along the line of the road ought cer- tainly to be sufficient to keep farming stock — ?'. e. cattle, sheep, &c. — from the track. If the govern ment are satisfied that the doubts respecting the sufficiency of this fence are w^ell founded, measures should be taken to make it of adequate strength. Methods of doinii; this will no doubt su^ro'est them- selves to any one who will give attention to the matter: introducinii; an additional wire of the same size as the present upper one, about from one-third to one-half the height of the fence from the ground, thus reducing the spaces ; also, to secure the four lowxn' wires with three tie wires ox THE RAILWAY. 29 instead of one, as at present intended, will, we think, place its strength beyond doubt — a wooden batten along the top of the posts above the wires, is another plan which would probably prove to be adequate. The posts should, of course; be of proper wood and of proper size, and they should be placed in the ground so as best to resist the heaving action of the frost. The point made in favor of the wire fence, as compared with the wooden one originally contemplated, viz : that the accumulation of snow on the track will be much less with the former, we believe to be well taken. With respect to the Gates, we think that they ought to be made of ample width to permit the passage of mowing machines or any other farming imple- ment. Stations: Are they judiciously placed? Not including Alberton, Summerside, Charlottetown and George- town, there arc some forty-seven stations. Look- ing at the maps with reference to the population and the direction and number of highways in the neighborhood of the general location of these stations, they appear to us to be properly placed. On such a subject, however, our opinion is of little value : the location of these wav-side stations is scarcely an engineering question ; it can far better })e decided by a commission familiar with the wants of the several districts. Such a com- mission, in coniunction with the Chief Engineer to ])oint out the engineering features, would doubtless, decide this point satisfactorily. Alherton. — In relation to the location of this Station, we have already had the honor to report 30 ENGINEERS REPORT that we think the location selected might be bet- tered, inasmuch as it is some distance from the tc)wn, and is on a grade and curve ; accordingly we suggested that it be changed to a location shown on a map which accompanies this report. This suggestion is made on the ground that this is to be a terminal station, otherwise it might be necessary to modify it. Sztinmerside. — ^^e also reported that by dispensing with the branch at this place, running the road along the water front, on or about the preliminary line staked out while we were on the Island, with the main depot near the railroad wharf, would be n better location than the present one, for the business of the town and the commu- nity generally. In considering this suggestion, it is expected that the additional cost w41l be duly considered, and balanced with the advantages that may be anticipated from the change. Let these be caretuUy Aveighed before additional expense is incurred. Chariot bebown. — The location of the depot at this place, in our opinion, is a good one. It would perhaps bo a better arrangement, and give more room about t!ie station, if the round house and repair shops could be placed a short distance up the line. Respecting the extension of the Railway from the Station to Connelly's Wharf, we are requested to give an opinion, whether "the advantages to be derived from the proposed rail- way extension could not be realized by a Street .way '^ vVe are of opinion that it will cost but little J to construct this distance so that it may be traversed by locomotives as well as horses, pro- ON '11 IK HAILWAV 31 bet- the ion ort. is is be by vided the gradient will pcrniit. We would suggest however, that this extension should not be com- menced, until it is seen that the tnitHc demands it. GeOJ^^etown. — 'i'he change; we would suggest at this place, is to run the railway down Fitzroy Street, and to place the wharf as near as possible at the foot of tliis street ; provided there are no engineering difficulties, or rather obstacles in the way, waiting to be developed by a survey. Station Houses, &c. From an examination of the Plans and Specifi- cations we are of opinion that the station-buildings will be adequate for the business of the road, — we think they arc sufficiently sul)stantial. Rolling Stock. The contract calls for ten first-class passenger cars, six second-class passenger and baggage cars combined ; foia" postal, smoking and expi^ess cars combined; three snow plouglis ; three flangers; one hundred box, freight, cattle, n.nd sheep cars; twenty-five platform freight cars. The contract also calls for ten Engines of ap- proved design. These Engines, we are informed, are being built in England of the English style, with plate iron frames, d^c, In our opinion, English locomotives have not proved to be a suc- cess on North American Railways. We are free to admit that we do not think they are as efficient machines as the ordinaiy American locomotives. The number required by the contract ought to be sufficient to operate the road, at least for two or three years or thercabouts. 32 ENGINE RRS REPORT We are of opinion that it was a mistake to in- clude the rolling stock in the contract for building the road. This should have been the subject for separate negotiation ; this remark refers particu- larly to the locomotives. 1 ; ',. The Mode adopted of Letting the Contract. ' The course adopted in letting the contract "vve have alluded to before. The contract is condi- tioned on the payment of a certain sum per mile, including every thing necessary to operate the road. This plan we do not think is as advanta- geous as to contract for the construction in sec- tions, between given points, where the line has been staked out, and of which profiles, estimates of quantiti^'s, tfec, have been prepared, for the in- formation f those wishing to tender. The way of contracting adopted, as is pretty certain to be the case, gave rise to differences respecting the actual distance, as well as other questions more or less important. It need scarcely be repeated that it is the length of the road which decides the sum total of the cost. Contracting for the Railway in a lump before the actual line had been fixed, left everything in the way of deciding on the contractor's location, in the hands of the Government Officers, with scarcely time for a thorough revision before the work was commenced ; and as is pretty sure to be the case, under these circumstances, exposes those whose office it is to decide this matter, to suspi- cions of official fiiYoritism. This is not near so likely to be the case under the method we have mentioned as preferable. There may however have been reasons, but they ON THE RAILWAY. 33 to m- Iding fc for ^ticu- the have not been broure uses Mr. Thompson's land to turn on, this time a northerly direction, until he finds a location practicable at £6000 per mile ; here again we should say, the spirit and letter of the law and contract have been infringed. Yet if we rightly understand your argument, it implies that the ON THK RAILWAY. 37 ) J. Engine(M'*i best with reference to populatiou and resources; but wc must remind you that during your visit you saw only the country in tho immediate vicifiity of the line, and that the estimates of work performed shew that more than two thirds of tho whole length pass through woodlands. Our reason for Jigain directing your attention to the important subject of increase of mileage and cost of location, is that many very important and populous townships on the Island, are situated at a distance from the line of railway so consider- 38 ENGINEERS KEPORT able, that they will derive little or no benefit from it, although they contribute largely towards its construction, and will do so towards its miiiiifenaiice ; while the great increase of the railway debt diminishes their chancj of accommodation by the building of branches. It was chiefly, though not exclusively, in the interest of persons resident in these Townships — neglected in the matter of railway accom- modation, that our application was first made to the Messrs Kennedy, and your intervention accepted ; but we feel bound in duty to ndd our opinion, that no satisfactory explanation of the increase of cost in connection with length between the termini has yet been offered. Your remarks on the " mode adopted in letting the contract,'* seem to us very judicious, and daserving greater prominence than they receive in the closing pages of your report. We believe that in the case under review, the disregard of the precautions which you detail and recommend for adoption previous to the letting of a contract, has been one of the chief causes of the trouble which has arisen respecting this line of Railway. Had a complete survey been executed, stating distances between the termmi, — naming the points to be inter- aecied, the bridges to bo built, and giving estimates of quan- tities, — intending contractors would have had no cause to complain of want of information. They would have understood precisely what they were expected to undertake, — where they would bo required to make cuttings and embankments, and where they would be allowed to overcome obstacles by means of curves. Full information on these subjects could not fail to exercise a material influence on the offers the Government would receive and to obviate the complaints of p:.rLiality which have been urged by more than one intending contractor. The best means of rendering the Wire Fence secure and durable, is another subject concerning which the Government expected to find useful practical information in your report. It is one on which the people feel an individual as well as a national interest ; they are apprehensive of danger not only ON THE RAILWAY. 39 to their farm stock and crops, but also to the trains, in con- sequence of the fence being insufficient both in design and in the quality of the wooden materials, and not being in confor- mity with the Railway Act. Although the Goverument do not assume the responsibility of accepting the wire fence from the contractor in its present condition, yet it was hoped and expected that your report would have shewn in what respects the fence is objectionable, and in what manner and at what cost it could be rendered secure. la our opitiiou, a railway fence ought to be sufficiently strong to resist effectually all ordinary attempts to force a passage ; and the experience we have acquired during the last few weeks, convinces us that neither the wires (except the apper one) nor the posts of the Fence now constructing, are fit for the purpose intended. Even were the materials better than they are, the manner of applying them is not that best calculated to secure strength and durability. Your report recommends the addition of an eighth wire equal in strength to the upper one now in use, some additional lacing, and the use of a batten nailed along the top of the posts. As this recommendation does not contemplate the removal of any of the ii:sufficient materials now used, we fear its adoption would end in further annoyance and loss. "We will therefore state our views — confirmed by experience — as to the defects of the fence, and the changes necessary to make it effective. Though the straining posts are not as large as they ought to be, wo do not ask their removal ; but many of the intermediate posts are mere sapling juniper, scarcely four inches in diameter, and cannot be expected to last beyond the third year. They should be removed and replaced by uiuerst which should be set with the spade, instead of being first pointed by the axe and then driven by the maul. All the posts remaining to be set up should be inserted in this manner. As to the wires, our experience shews the three smallest to be quite useless, and the three next in size are too small, but 40 engineers' report might be used in connection with four others similar to the upper wire, to be substituted for the three smallest. The fence would thus consist of eight wires, five of which woulJ be of strength equal to the present upper wire, the remaining three would be of the medium size now in use. They might be placed alternately with the heavier wires in the lower part of the fence, and might be laced once or twice, if necessary, in every panel. An estimate of the cost of making these changes in the wires might be of material service to us in case we should determine to attempt a corapoinisc with the contractor ; and we suppose your position iu the midst of one of the great- est emporiums of commerce would enable you to furnish or.& without much difRculty. I have, &c., ROBERT P. HAYTHORNE, President Executive Council. On the i8th of October, Mr. Newton wrote to Mr. Haytborne : — <' In order that we may answer the queries iu the letter of Executive Council, (which I have uot yet carefully read), it will be necessary for you to send me a copy of our report- portions of my draft of it having been mislaid. I wish you would be so kind as to send this at your earliest conve aience.' Upon receipt of Mr. Newton's letter, a copy of the report, which had been made with a view to its publication, was inmiediately mailed to New Yorkj and its receipt acknowledged by Mr. New- ton, as follows : — New Youk, Nov. 6, 1872. Hon. R. P. Haythornk : Dear Sir :— Your favor and registered envelope, containing copy of report, came to hand last Saturday. I will answer ON THE RAILWAY. 41 your queries in a day or so. I would have done this before, but the excitement attending the election of yesterday has interfered with office work. ^ NEWTON. !> On the 21st November, the following explana- tions were received : — Departments of Docks, Engineers' Bureau, 346 & 848 Broadway, New York, November 9, 1872. Hon. R. P. Haythorne, President of Executive Council, Prince Edward Island. "We have the honor to acknowledge the receipt of your letter of October 14th, requesting explanation touching cer- tain points in our Report on the P. E. Island Railway. The copy of the Report which you mailed, only reached here a few days since, otherwise your letter would have received immediate attention. With respect to the location of the Railway, (taking the liberty of quoting from your letter), you observe " the subject which po.ssesse