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MONTREAL: ■ PRINTED AT THE OKFTCE OF THE MONTREAL IlERAI.Il, ST. JA.MES STREET. 1871. in ^ L iwiuiuiliui . •.^,.:-Mi ■•■rBf v"? tr- v-nVf I" tmm ""^ "■^i " MONT REAL Be 07 fK/rA' e? O ^ ^ yV V S-. < ^ \ t * N -■ Jl r^ f^ ^ V ^-- ^Sqm / v5<^ y Cf^vu^ ^'^•^^ ^";pt6?^V^7/ ^ .^ > + i A I LWAY k s r ^ F* / / / / r^-^/ ^ X A. \ ^€.7-til^ ■«•■ fdJrjff'^t^fl^i^ V «>C i*%^t>€Ht7. Ri I i \ J ;;f # f ■ws •wmi^mmm m^^m REPORT ON SURVEY OF THE MOiNTREAL & OTTAWA CITY J # JUNCTION RAILWAY. WITH TABDL4R STATEMENTS APPENDED. BY CHARLES LEGGE, ESQ. CIVIL ENGINEER. » mmm * MONTREAL : PRINTED AT THE OFIICE OF THE MONTREAL HERALD, ST. JAMES STREET. 187I. I •^"^mmiw^ Montreal, 23rd October, 187 .1. To the President and Directors MONTREAL & OTTA WA CITY JUNCTION RAILWAY: Gentlemen, Oa the 25tli May last, 1 was honoured by the receipt oi youi' instructions to proceed with a survey for aline of Railway frora a suitable point, at or near ihe Coteau Landing Station, on the Grand Trunk Railway, to the City of Ottawa, in accordance with the provisions of a charter granted by the Dc.ainioa Government. In the general iustructions received from you at that time, I was authorized to select and examine two lines — one leaving the Grand Trunk Railway at the Coteau Station, and the second at the River Rouge Station, about four miles to the east of the first. These two distinct lines to proceed in a north-westerly direction, but converging and forming a junction near the boundary of the Parishes of Longueuil and Newton; afterwards to follow in the direction of Ottawa City by the cheapest and most direct course tl 3 character of the ground would furnish ; keeping in view, at the same time, tlie selection of a route, which, while opening up the unsettled portions of the country to the greatest possible extent, would also yield the maximum amount of facilities to the settled or inhabited sections. Having completed the work you required, I now beg to submit : Firsthj, a plan of the country between Montreal and Prescott, shewing the eastern portion of the Province of Ontario, or the Peninsula lying between the Ottawa and St. Lawrence Rivers, drawn to a scale of two miles to an inch. On this'map will be found the various (bounties and Townships through which the proposed line passes, as well as those ( ontiguous thereto, and to be beneficially affected in a greater tr lesser extent by the acl'on of the Railway. You will also find a projected branch to Hawkesbury via Vankleek Hill. This map will give, at a glance, the general course of the entire line. Secondly, a detailed plan, drawn to a scale of four hundred feet to an inch ; on it you will find delineated all the ordinary and topographical features of the country through which the line passes. Thirdly-, a profile, showing the contour of the ground, drawn to a scale of four hundred feet horizontal to twenty feet vertical. The grades, cuti, fills, bridges, culverts and character of soil will be found on this section in full detail. A prior examination of these plans, with an occasional reference to them in the course of reading this Report, will enable you more fully to understand its general PB IIIWIW^I scbpe. i will therefore, with these introductory i-emarks, at once proceed to lay before you the various results arrived at from the auvveys made. Before commencing the instrumental examiuat'on, it was thought well to make a reconnaissance of kio country to be passed over, with the view of becoming more fully acquainted with its general character, und to select a few salient points it might be well to touch, providing they were not too far from the air line, and, at the same time, offered sufficient inducements for local traflfic to warruatsuch a deviation. The result of this exploration will be seen in the course followed and adopted in the instrumbutai s' rvey afterwards made, a full description of which it may be well to give for the benefit of those who have not access to the plaus now belbre you, but who may be enabled to follow and identify the localities from local knowledge, or by reference to a map of the country. First, in relation to the branch intersecting the Grand Trunk Railway at the C. teau Landing: — Leaving that Railway at a point thirteen hundred feet west of 'he station, it runs in a straight course for a distance of eight miles, or on a line nbout midway between the Villages of St. Polycarpe on the left, and St. Justine on the right, entering the Parish of Newton on the farm of Francis Ouimet. and forming a junction with the second branch road, which leaves the Grand Trunk Railway at River Rouge Station, running from thence, in a straight line, tlwough the Parish of Soulanges, crossing the southern corner of the Parish of Newton, and entering the adjoining Parish of Longueuil ; a total length to its point of junction with the Coteau branch of about nine and otie-half miles. From theuce onward, the joint line passes through the western corner of the P.irish of Newton, skirting the western slope of the St. Justine Hill, about one and one-half mile I'roa. that village, and curving northerly, crosses the road between the 4th and 5th ('oncesaions passing over Lots 3, 2, 1, and letter A in the 1st Concession of Lochiel, it c -oases the Alexandria Road between the 1st and 2nd Concessions of that Township, and enters the soutli-west corner of J. Fraser's farm, there curving southerly, it proceeds westerly, parallel with, but about six hundred feet north ol' lie Alexandria Road, to Lot No. 33. From this point, by easy curves, the line is carried in a north-wcaterly direction, intersecting the Military Road between Lots 37 and 38 on the northern limits of the Village of Alexandria. This place is one of the points sekcted for connection, and is a flourishing village, with apcpnlation of about 800 soul,-. It is the centre of a large local trade and posses.ses a considerable amount of water power, a portion being utilized for several mills and factorie."! but with a surplus ea.«ily available for additional manufactur- ing establishments. Belbre proceeding further with the description, it may be well to refer to attempts made to s^traightcn the line near the Province Boundary. From I point opposite the Vill.ige of St. Justine, a route was explored in the direction of Lot No. 8, in the second Concession of Lochiel. A survey of the f •oceed to lay well to make coming more lent points it e, and, at the 1 a deviation, id adopted in may be well fore you, but wledge, or by ilway at tiie *iie station, )0ut midway ght, entering unction with iliver Rouge f Soulangcs, .he adjoining )teau branch iomor of the out one and between the in the 1st Ist and 2ud 'raser's farm, six hundred easy curves, ilitary Road ia. shing village, al trade and 1 for several raanufactur- to refer to lored in the irvey of the •. intervening country was abandoned when it was disoovorod that extensive cuttings l^pof over fifty feet in depth were encountered. A secona attempt to shorten the line, "after entering the Province of Ontario, was abandoned for a like reason, and it therefore, became necessary, in order to avoid very heavy work, to carry it into the 2nd Concession of Lochicl on the track indicated. An exploitation along the rear of the 2nd Concession of Lochiel was also made, 'vith the view of carrying the railway more northerly, or in a more central course iliroughth at Township. Leaving the surveyed line at J. Eraser's, and striking to the rear of tho Concession, a very level route can be had, but principally through timber land. If this line curve south, for the purpose of coming into Alexandria, it will bo about three-quarters of a mile longer than by the one in front ; and, if we suppose that in the rear to continue straight on and intersect the one surveyed on Lot 4, in Konyon, it will still be onc-qunrter of a mile longer than its rival, and .'it the sane time, nearly three-quarters cf a mile from the village. The front line, to a considerable extent, passes through cleared country, and saves the ^pense of clearing and grubbing ; thi^ on the rear will be considerable. The track in front also cuts through fine gravel hills of groat value for balla.sting ; while, on the rear, as it passes over level ground, and of an earthy character, the b.ill.ist would probably require to be brought from the front. As the branch line to Hawkeabury passes through the back Concessions of Lochiel, that .section of tho Township will be served by it to a great extent. Taking everything therefore into consideration, it is thought that public interests, as well as those of the road and of the through traffic, will be best considered by placing the Railway as indicated on the plan. Returning to Alexandria, we resume the description cf the course followed : Curving slightly to the north, the line passes into the Township of Kenyon, and proceeds in a uorth-westerly direction through Concessions 3, 4, 5 and f!, passing in its course about one-fourth of a mile north of the Town Hall. It then enters the Indian Lands on the 18th Concession, cro.ssea the 19th and south-west corner of the '20th Concession, about one-fil'th of a mile south of tlia Congregational Chutch, and striking the south-west corner of the 8th Concession, Roxborough, thence m a north-v.'esterly direction over the 9th and 10th Concession?, it enters and crosses the rear west corner of the Township of South Plantagenet ard the Gore of Roxborough, coming into the Township of Cambridge, at the 6th Concession, traversing it in a westerly course, and crossing the Nation River at a point about uino hundred feet above the High Falls. An improvement in the course of the line may be made from the boundary between Indian Lands and Roxborough, by continuing in a direct course from that ~ point, southerly to Lot 13, in the 9th Concession of Roxborough, and from thence to a junction with the surveyed line at High Falls, in case no difficulties aie encountered, which can only be ascertained by Instrumental c.\a.nination. Tho placn selected for bridging this river is considered to be a very favourable 6 i1 1 onti, and was adopted, after very considerable examination below the Falls had demonstrated that, owing to deep gullies to be crossed, no cheap line could be had in that direction. The High Falls, or Cassclnian, is also a point, which, both in the interests of the road and surrounding country, should be touched by the rail. At this place, we find a very considerable water power, caused by the passage of the Nation River over a fall of forty-five feet in a short distance. This power is now partially used, but could bo so to a much greater extent. It is in contemplation by the Ontario Oovernmept to construct a feeder, leading from the River St. Liiwrence, below Prescott, into this stream, so as greatly to increase the flow of water. With this improvement in operation, the available power at High Falls will be much augmented, and the manufacturing establishments it would call into existence, in connection with the Railway, will create much freight. At the present time, about 2,000,000 feet of lumber are cut per annum, and sent to Montreal, by rafts, via the Nation and Ottawa Rivers. With ths ruad in operation, Colonel Cassclman informs me, he will be prepared to saw 4>, 000,000 feet per annum, and transport the same to market by rail. For a distance of eight miles above the Falls there is navigation in slack water, while for a length of thirty-twn miiei^ below, or to the far-famed Plantagsnet Springs, the same thing obtains with great depth. Indeed, it is now in contemplation, to place a small steamer on this long reach during the summer months, making it a pleasant route for tourists or invalids in going to or leaving that place of resort. It would also prove a good feeder for the Railway in the conveyance of freight to the depot from the country bordering on the river. With these facilities for traiSc in operation, and the increased manufacturing operations resulting therefrom, together with the centrality of the position in a country possessing a rich and fertile soil, it does not require much prophetic knowledge to predict for Casscliuan a prosperous future, and as such it will prove a valuable adjunct to the Railway. In view of these considerations, it was thought desirable to deviate slightly from the air line in a southerly direction ; thereby avoiding a considerable number of gullies, that would have been encountered had the line followed a more northerly course. From the Nation River, the line still pursues a westerly direction through the 6th and 5th Concessions, and enters the Township of Hussell on Lot No. 10, in the 10th Concession, where it curves to the left, and runs to a point about one and three-quarter mile north of Duncanville, having passed over Conceasions 10, 9, 8, 7, 6, 5, 4 and 3. At the intersection of the side road between Lots 15 and 16, near the boundary road of the 2ad and 3rd ConcesHions, the line turns to the right and heads ir. a direct course for Ottawa City, passing through Concessions 2 and 1, and entering the Township of Osgoo le, near the division line between Lots 8 and 9, in the Falls had could be had le interests of this place, we on River over illy used, but net a feeder, , fio as greatly Viiilable power istablishinents much freight. • annum, and th th3 ruad in ,000,000 feet a slack water, jeuet Springs, ontemplation, mer months, !• leaving that Jilway in the ?er. lanufacturinf the position ich prophetic such it will slightly from e number of re northerly through the )• 10, in the )ut one and IS 10, 9, 8, ind 16, near i right and and 1, and S and 9, ia the lOth ConcossioD, crossing, in its direct course, the western lots, and strikiag the south-east corner of Lot 4<, Concession 9, of the adjoining Township of Gloucester. From this point, the line, still proceeding in a direct course, passes over Concessions 8, 7, 6, 5, 4> and 3, meets the intersection of the west side road, Lot 27, with that between the 2nd and 3rd Concessions, afterwards crossing Lot 13 and intervening Lots to No. 8, it curves to the left, and crosses the "St. Lawrence and Ottawa Railway " on a level, striking the Rideau River at the Rifle Ranges, and, inclining slightly to the left, passes over the Rideau Canal at a high level, to obviate a swing bridge, and enters the City of Ottawa on the line of Biddy Street, or at Cartier Square, a central point where u grand Union Depot may bo placed, and an easy connectioa; obtained with the Canada Central, or any other road entering the city. Before taking leave of this desciptive portion- of the Report referring to the location of the line, it may be well to allude briefly to that section in the neigh- bourhood of Duocansville. Prior to the survey of the western end of the line, from the Nation River, a considerable amount of pressure was brought to bear on your Company to have it carried through Duacauville, a Village with a population of about 150 inhabitants, in the Township and County of Russsell. Some of the arguments advanced in favour of this diversiou of the road, were, that ttie Duucunville Station being only about two miles from the Township of Oiigoode, would be be the most convenient position for the trade of fully one-half of the Township, including the Village of Metcalf, distant seven miles, and the Village of Kenmore five miles, especially for freight and passengers to and from Montreal. The Village of Morewood in the Township of Winchesier, distant from 'Juucanville eight miles, would also be much nearer to this station thautoanyothir, and a large auiount of business could be confidently looked for from those two Townships both being populous and wealthy, and no doula was entertained but that Duncanvillo Station would be o.ie of the most important for way traffic on the line. It was also maintained that a station at Embrun would be the most convenient for parts of the Townships of Winchester and Finch , the Village of Crysler in the Township of Finch being distaut from Embrun about ten miles. Such were the representations made by the leading gentlemen of this locality, and when coupled with the ofl'er of a bonus oi $25,000 by the Township of Russell towards the construction of the road, in the event of the line being diverted, it appeared to be good policy to meet their views to a certain extent, even at the expense of a longer through line. The route finally determined on as a compromise, and followed in the present survey, passes one and three-quarter mile to the north of Duncanville, and lengthens the main road about two miles. This increased length will quite absorb the bonus of $25,000 in its construction, leaving the Company with two additional miles, over which all through freight will require to be transported ; against this lose is to be placed a certain amount of way 8 l-i 11 i I 'I traffic to be obtaited at Duncanville, but in my opinion, this would be equally sure* were the line carried straight through, and the two miles saved. As, however, a compromise ■ as agreed on, I suppose the Company will adhere to it, but in the event of any difficulty in getting the promised bonus of $25,000 from the municipality, or in carrying out their part of the stipulation, it would be good policy for the Ruilwyy Company to withdraw Iroui the ui^rcenient, and straighten the .aad, by following the dotted line shewn on the plan, making a direct route from the Nation River to Ottawa. This will increase the di&tapce of Duncanville from the nearest point on the Railway to about ten miles. From all the information obtained, the ground covered by the dotted line is equally favourable for the construc- tion of a road, as that gone over by the one surveyed. It may be well at this stage of the Report to refer a little more in detail to the proposed branch to Hawkesbury, pasising through Vankleek Hill, for the con- struction of which application to the Ontario Government for a charter, has been made. No instrumental survey of this portion of the road is accomplished, but an examination, sufficiently thorough to warrant an opinion being formed, was carried out during the last season. The country is of a similar character to that surveyed for the main line, and will not exceed its cost per mile. The route explored leaves the main line at Lot No. 8, in the 2nd Concession, Lochiel, and follows that Lot to the rear of the 3rd Coneessiou, i'rom thence along the centre of lots 8 in Concessions 4, 5 and (J ; the entire distance so far being nearly level, and about throe-fourths cleared laud. From the 6th Coucession, the line will pass between Lots 8 and 9 in the 7th and 8th Concessions, and through Lot 9 in the 9th Concession, entering t!ie Township of West Hawkesbury in the (ith Concession, passing in a direct course, to the east side of Vankleek Hill, and from thence to Hawkesbury Village, connecting with the extensive lumber establishmeut of the Messrs. Hamilton. From the Gth Concession of Lochiel to Vankleek Hill, the country is level, and nearly all cleared, but from the latter point to Hawkesbury, it is somewhat rolling although not seriously so. The hills to be cut through are gravel, and apparently no rock will be encountered. The entiru distance is about 20 miles. The route passes through as fine farming country as any to be found in Canada, and in a high state of cultivation. A considerable local traffic exists, but the leading item of freight will be sawed lumber from the Hamilton establishment. These gentlemen kindly informed me that the annual product of their mills was about 45,000,000 feet B.M. ; that hitherto a large per centage of this was cut in the form of deals for the European markets, rafted to Quebec, and there placed on ships. The quantity cut for the American markets, in past years, has not much exceeded 4,000,000 feet ; but they were going more largely into this branch of manufacture, and during the prescni season will increase t'^o amount to 8 or 10 millions of feet. With cheap and expeditious rail transport from the Hawkesbury Mills to the leading American markets, during all scaeons of the year, it is probable that even I be equally sure' npauy will adhere )0DU8 of $25,000 ition, it would be nt, and straighten ug a direct route e of Duncan ville the information lor the coastruc- e in detail to the ill, for the oon- ^hartcr, has been mplished, but an med, was carried to that surveyed explored leaves >ws that Lot to 8 in Coucessioas »ut throe-fourths Lots 8 and 9 in ion, entering t' o direct course to liJge, counectiug <^iT •« level, and omewhat rollin-' and apparently 'UQd in Canada, but the leadinjr t. their millb was liis was cut in lere placed on bas not much to this branch lint to 8 or 10 y Mills to the ible that even the last mentioned quantity will be largely increased, and thereby give constant freight. Having dwelt thus far on the proposed location of the Railway, a brief refer- ence will be made to the character of the curvature, grades, soil, timber and bridges. Prom tlie generally very level nature of the country, the curvature is of a remarkably favourable character. Taulk Shewing Comparison of Alignment and Ourvatcre of Routes from CoTEAu Landing and River Rouge Stati3Ns, Grand Trunk Railway, FOR THE Montreal and Ottawa City Junction Railway Total length of Main Liue. ■" si 1} -1 li a r Amount of Curvature. LENGTH OF CURVED LlNE. DjSCBIPTION 01' B0CTB8. i -§1 0/ •I ' •- si p fed *"• CO ii 0) a) £j tc'<- ■3 a» CI « Coteau Lending Station to Miles Miles Miles Deg. Miles Miles Miles Miles Miles Miles &IUes Miles Ottawa 78.50 65.53 13.17 802 3.08 0.60 4.83 1.28 0.66 0.63 1.63 0.6G River Rouge Station to \ Ottawa 80.00 67.23 X2.77 759 3.08 0.60 4.43 1.26 0.65 1.20 1.63 0.00 Showing ft difference in favour ! 1 of River Rouge Line of. . ' ; i.so 1 0.40 i 43 0.40 O.o« ' I ' It will be seen by reference to the table, that in the whole length of road from Ottawa to its point of junction with the Grand Trunk Railway at River Rouge Station, a total distance of eighty miles, there are about 67^ miles of straight, and only 12f miles of curved line, with but 759 degrees of curvature, or an average of 9^ degrees per mile. This curvature is made up of curves ranging from J degree, or 11,460 feet radius, to 2 degrees, or 2865 feet radius. It may be remarked that the minirnum curve on the main track of the G. T. R. is a 2 degree curve, or corresponding with the sharpest curve on our line. In a route so favourably situated in respect to curvature, it is but natural to expect easy gradients. This supposition is fully borne out in the present instance. For the first ten miles from the River Rouge Station, the grades dp not ia any place exceed 22 feet per mile, while for the greatest port^ ■ of the distance they range from level to five or six feet. The soil is clay, witli no through cuts, and tlie grading will be made up of excavation from the side ditches. Over the next ten miles no grade exceeds forty-five feet pet mile, while in the great number of instances they run from level up to twenty-five feet, the soil being either clay or gravel. Several small cuttings occur, but in nearly all instances the hills arc pure gravel, of great value for ballasting. The wood, where such occurs, i.s usually of a mixed character. Between the twentieth and thirtieth miles we first encounter our steepest i ' 1 10 grade of 52.8 per mile, or the maximum grade of the Grand Trunin Road : the average of grades on this section will not, however, exceed twenty feet to n mile. The country passed over is more rolling, the small hills cut through being in most instances composed of gravel of a superior quality for ballasting. The timber is usually mixed. From the 30th to the 33rd mile the general grade is ascending, but with an easy rate of inclination. At the latter point the summit level of the water- shed between the Rivers St. Lawrence and Ottawa is attained, at a height of 222 feet above the level of the G. T. R. rail at River Rouge Station, an average rise in the entire distance of seven feet per mile. From the summit the grade descends to the fortieth mile, but at no point with a greater inclination than 52.8 feet per mile. The cuttings, where such occur, are either clay, sand or gravel, and the tim- ber of mixed wood. In the succeeding ten miles, the steepest grade do'^s not exceed 29 feet to a mile, but for the g-eatest portion of the distance it is level or nearly so ; the soil is clay, sand and gravel; the wood of a mixed character, but principally tamarack and pine, of a very superior description and fine growth for railway tics and lumber. From the 50th to the 60th miles the country is almost p. dead level, and no grade exceeds ten feet per mile. The embankments will be made from side cuttings of clay and sand. The limber is principally tamarack and pine From the 60th to the 70th mile the country may be called level, there being only one short grade of about 32 feet to a mile, while the remainder are either level, or do not generally exceed five feet ; the soil still continuing to be clay or sand, and the timber principally tamarack, pine, and hemlock. From the 70th mile to Ottawa the country continues to be very level ; the max- imum grade of 52.8 occurs at Green's Creek, and again between the Rideau River and Canal. "With these two exceptions the grades are either level, or but of trifling inclination sufficient to give good drainage. The scil is either clay or sand, and the timber of a mixed description. It may be mentioned as a singular fact, that from one end of theMine to the other, in as far as could be ascertained, not a single yard of rock excavation will be encountered in the grading. Gravel occurs in large quantities in most convenient localities for ballasting, not only for this line, but where it can be easily obtained for similar purposes on the Grand Trunk Railway. Tamarack timber for ties exists ill great abundance about centrally on the line, and pine timber also. A glance at the small map submitted will shew the general course of the line to be about central along the peninsula, or, in other words, following pretty nearly the summit of the water-sled between the St. Lawrence and Ottawa River.s In consequence of this location, but few streams are encountered; or, where met, they are usually small. The streams, and notably those flowing to the north and emptying into the Ottawa, have formed deep and wide gullies in the alluvial formation through ui ei tl 11 Trunk Road : y I'eet to a miie. Ijcing in most Tho timber is asceudiug, but 'el of the water- height of 222 average rise in ade descends to -^>2,8 feet per 5l, and the tim- 29 feet to a so ; the soil is tamarack and d lumber. I, and no grade de cuttings of , there bein^ ler are either ■ claj or sand, vel ; the max- Rideau River )ut of trifling )r sand, and ye'Jine to the ■ation will be it convenient obtained for r ties exists of the line ratty nearly Riverp. In let, they are d emptying ioQ through which they pass, increasing in extent as the mnin river is approached In this manner comparatively small brooks have, in the course of ages, formed very ertensivo excavations, running at right angles with any railway which might be located along the course of and contiguous to the Ottawa River. The presence of these natural obstacles materially increases the cost of a line of railway, if built where located, some twenty years ago, along tho front of the Counties of Prescott and Russell, and through Vaudreuil. The extra cost of grading and bridging, under such circumstances, would probably be fifty per cent, in excess of your road, mile for mile. A brief notioe of the streams and rivers encountered will now be given, together with a description of the bridges by which they will be crossed. If the Coteau Line be adopted, the River Delisle, near that station, will be passed by a bridge of one hundred feet span ; the banks and bottom are of clay. If the River Rouge Line is selected, no stream, worthy of the name of river, will bo met until we reach the Nation, about forty-seven miles from the Grand Trunk Railway. It is true that, in the ucighbourhood of Alexandria, the Garry and Delirilc have to be crossed, (tho latter twi e) but reduced or changed to the character of mere creeks, and spanned by bridges, each of thirty feet in length. The point selected for crossing the Nation, as before stated, is extremely favourable, the bed of the river being a flat rock bottom, with easy apinoaches, having a depth of water not exceeding two feet during low stages, and about seven loet at high or freshet level. It is proposed to construct a bridge, with four spans ol on'e hundred feet each, resting on masonry abutments and piers ; thn superstructure to be cither of wood or iron, through which, it is arranged, the trains shall pass. Limestone, of good quality for building, is found on the spot ; also, pine timber, with mills for sawing within a few hundred yards. The bridge over the Rideau River will also be in four spans, jfone hundred feet each, resting on a flat rock bottom, with from one to two feet deep flowing over it during low water and several feet additional during high water. The superstruc ture, of wood or iron, will rest on stone piers and abutments, and the trains pass throusih. Good building material is also found here in abundance. In order to avoid the nuisance and danger of a swing bridge over the Rideau Canal, it has been arranged to cross on a high level, with the bridge placed nt a sufficient altitude to permit vessels navigating the Canal to pass underneath. The structure will be in one span, of one hundred feet, either of wood or iron, with the track passing through, and brought on an easy grade down to the level of the ground at the Union Station on Biddy Street. In addition to the bridges described, ample provision has been made for the flow of water from' side to side of the Railway, by some forty beam and bridge culverts, with i iii -J! IS spans ranging from ten to thirty feet, and one hundred and twenty box culverts, each of six feet sectional area dischurgo. By reference to the accompanying estimates, it will be seen that the total cost of bridging, culverts, &c., on River Rouge route will amount to $89,882, supposing that masonry abutmonts and piers are used in connection with wooden superstructures. If iron girders are substituted, the cost will be about $115,882, or, say $"26,000 in excess of wood. The laud taken for railway purposes is eighty feet in width, a sufficient quantity to enable a double track to be laid at any future time, when the requirements of increased traffic may demand such extension. The extra amount required for this purpose will cost but comparatively a small sum, and it will bo good policy to secure it at the outset. Of the land so taken, 510 acres are bush land, and 262 acres cleared. An extra quantity of twenty-four acres has been taken for station purposes, being at the rate of two acres for each of twelve way stations. Au additional quantity of at least ten acres should be secured at Ottawa City for the Union Depot; but as this would be common to all Railways ceiitei.ng there, your line should be charged with but a share of the expense. What this will amount to cannot now be stated ; but if, for this purpose, the Government would set ap;irt a portion of land owned by it at this placn, the cost to the respective Companies for laud purchase would be but trifling. The station buildings are intended to be cheap wooden structures, and an allowance of three miles for sidings has been added iu the estiiuate of the length of permanent way. The cost of grading the line has beeu predicated on the narrow gauge of four feet eight and one-half inches being used. To have this national gauge universally^ adopted is generally advocated, even the Grand Trunk Railway Company admitting its propriety, and that their road will be brought to this standard so soon as circum- stances will warrant. The Canada Central Railway, running up the Ottawa Valley to Pembroke, have it in contemplation to place a third rail on their line, and any future extensions westward Irom Pembroke to the Suult Ste. Marie, there to unite with the Northern American Pacific Road, will conform to the gauge of that great work. If, in connection with this, we take into cons^ideration the fact that a large amount of the traffic over your line will consist of sawed lumber for the American markets ; that the national gauge of the American system of railways has now reached Montreal, via the Victoria Bridge, smd that it can be extended to the River Rouge Station by placing a third rail for a distance of only thirty-four and one-half miles, enabling {via your route) trains from the Upper Ottawa, and eventually from the Pacific, to pass into the New England States and to the Eastern sea-board, without breaking bulk, it will certainly be wise policy at once to adopt a gauge on your road which will permit of this being done, making the cost of construction less in the first >x culverts, each t< the total cost ^^82, supposing 'tuperstructures. >r, say $'J6,000 ffic lent quantity requirements of jquired for this )olicy to secure £)2 acres cleared, irposes, being at )nal quantity of Depot; but as ould bo charged now be stated ; land owned by BO would be but ictures, and an u the length of ^ gauge of four uge universally uy admitting its 1000 as circum- Ottawa Valley ' Hue, and any , there to unito ! of that great it that a large the American las now reached ! Kivcr Kouge one-half miles, tually from the board, without e on your road ess in the first 18 instance, as well as the future working expenses, and at the same time, causing the Grand Trunk to take a step, to the extent of thirty-four and ooe-half miles, in carrying out their avowed policy. To accommodate this gauge, the width of embankments on top has been placed at fifteen feet, with side slopes of one and a half to one. Based on this assumption, the cost of the line, including sidings, via the River Rouge, will be 81,004,180, or at the rate of $12,098 per mile. In the foregoing estimate, although fair prices have been allowed, as you wilj see on reference to the detailed estimates, no provision has been made for coutingen- cies and superintendence. It is a usual practice with engineers to allow for these items about ten per cent, of the estimate. If wo adopt this safe rule, the amount will be increased to $1,104',598, or about $13,30S per mile of permanent, way, including sidings. If iron bridges are used, the cost will be $), 130,598, or $13,621 per mile. The laying of a third rail, along the line of the Grmd Trunk, to Montreal will cost $106,157, niciking a toti'l sum oi'$l,23G,755 to bo exj_.. City to Cot< LoBclitig Station. In fftTour of RWer Rouge Koute In f«Tonr of Coteau Line Milei. US 110 Milei. 30 78i n t "Si Feet. 1384 U84 100 ii m: $13,308 |18,410 $102 $13,621 $13,7«1 $140 If I $1,130,888 $1,121,538 11^ •a t»-e _ Irli $l,4fiO,SI)8 $1,435,638 $16,060 $18,060 $0,183 $1,666,765 $1,660,573 Having now uscurtuined the length and cost of the line from Uttawu City to point of junction with the Grand Trunk Railway, with continuation to Montreal, and described the general features of the country traversed, it may bo well to insti- tute a comparison with other proposed and existing rival routes between these two grand terminal points, and from this learn the advantages which will result from the construction of the proposed line between these two Cities. These rival routes may be s-pccified as follows: — IbU From Montreal to Ottawa City by rail, via I'resoott Junction, ) the distance is -------- j 2nd. From Montreal to Ottawa by Navigation .... 3rd. " " " " by proposed Vaudreuil Railway, ) Kingsford's survey - - - - - - - | 4th. Montreal and By-town Line, Syke's survey, via St. Eust'iche - r)th, Montreal Northern Colonization Road, via St. Therese to ) Ottawa j 6th. Montreal Northern Colonin, .'on from Ottawa to Victoria) Bridge, via llochelaga - j 7th. Montreal anJ Ottawa City ^ ancticn, via River Rouge Station - 8th. via Coteau Landing Station 166 miles 130 " 119 " 119^ " 119J " 1221 " Ii3 " 1.16 " An inspection of the foregoing table of distances will at once indicate No. 7, or the line via River Rouge, as the most favourable in point of distance. A closer comparison of it, with several of its rivals, will be made, and after eliminating Nos. 1, 2, 4, 6 and 8 as foreign to the subject, we have remaining for this purpose the line via Vaudreuil, and the Northern Colonization. With reference to this last road, it may be stated that, though six and one-half miles longer than its competitor, it has moat important and distinct functions to follow the same ''a i •a tn-c s i 3 Sl,460,S9a c a $1,M«,765 5l,435,i53S IH,660,67S $ia,060 $6,182 Ktawa City to a to Montrodl, •e well to iusti- cen these two result from the 166 miles 130 i( 119 (< ll9i (( 119^ " 122J " 113 " 116 " sate No. 7, or ie. A closer inating Nos. purpose the and one-half functions to 15 perform, being largely subsidized by the Quebec (lovemment for colonization purposes in that Province, in opening up a vast extont of country north of Montreal, which cannot be touched by either of the other lines, nccommoduting the extensive lumber establishments on the north shove, as well as at Hull, and connecting the same with the Montreal markets; to constitute, also, a most important outlet from the Ottawa Valley, and, as a continuation of the Piicific Railway, aid in conveying the enormous traffic of that line to and from Montreal, crossing the River St. Lawrence by an iron tubular bridge at the eastern end of the city, and uniting by a line, independent of the O.T.R., with the American roads on the south. It will also (ionnect a portion of the trade of *he Ottawa Valley and Far West with the ocean shipping at the Hochelaga end of the harbour, while the Montreal and Ottawa Junction will perform a similar function at the Point St. Charles extremity. From Grenviile upwards, this Northern Colonization road will accommodate the trade of the country on the south side of the Ottawa to a distance of from six to eight miles back from the river, as the inhabitantj? within that belt will find it more convenient to take the train for Montreal on the north side than to travel a greater distance south to rcnch the Montreal and Ottawa Junction. With a distance of from twenty-five to thirty miles between the two parallel lines, and also a navigable river intervening, there can be no local rivalry for freight, and when they reach either Ottawa or Montreal, there is enough for both. Montreal and the Province of Quebec require the Northern Colonization Road as a main trunk or Provincial |line, and t^ie work must be built. From Hawkesbury to Ottawa, the Vaudreuil lino, following the south side of the river, several miles from its bank, wouia prove a rival to the Northern Colonization, and also, in its entire length, to the Montreal and Ottawa Junction. The comparison of routes will therefore be narrowed down to No?. 3 and 7, or the line from Vaudreuil with that from the River Rouge. As will be seen by reference to the table, there is a saving in distance between Montreal and Ottawa, of six miles, by following the Montreal and Ottawa Junction line. The length of line requiring to be built from Vaudreuil to Ottawa is ninety five miles, as against eighty miles from River Rouge. In a detailed estimate of sixty miles of the front or river line, from Ottawa to Hawkesbury. which has come under my notice, made by a very skilful, experienced and careful engineer, (Mr. Starke, of the Canada Central Railway Company) the cost per mile was estimated at $20,000, with wooden bridges, but without rolling stock. The remaining portion of the line, from Hawkesbury to Vaudreuil, passes over a still more uneven country, and we may fairly assume that t!:e entire length of 16 11 ninety-five miles will not cost less than $20,000 per mile, or fifty per cent, in excess of that from the River Rouge. The copt of the two lines will stand as follows :— 1st. River Rouge to Ottawa, with wooden bridges, 80 miles, at $13,308 - . - -' Rolling stock, 80 miles, at $4,000 Add extra rail to Montreal - 2nd. Vaudreuil to Ottawa, 95 miles, at $20,000 Rolling Stock, 95 miles, at $4-,000 - Add Extra rail to Montreal $1,104,598 320,000 103,157 ) 1,900,001) 380,000 73,848 $1,530,755 $2,3.53,848 Shewing an increased cost of the line via Vaudreuil of - $823,093. We will now prestnt the'two Roads in their financial aspect, and ascertain the probable amount required to be raised by issue of bonds, after having deducted from the total cost the amount of money which would be received in the form of bonuses and Government assistance ; assuming that euch line will get from the Ontario Government $3,000 per mile to aid in construction. Taking, in the first instance, the .Montreal and Ottawa Junction Line : — Ontario Government, 66 miles, at $3,000 - $198,000 Ottawa City - - - - - - lOO.i 00 Rus^sell 25,000 Cambridge 30,000 Roxborough 15,000 Kenyon 40,000 Lociiiel - 40,000 Newton 12,000 Montreal - - - -. - - 200,000 Total amount of bonuses - - $660,000 Total cost of line, wooden bridges, and equipment, $1,. 530,755 Amount to be raised on bonds - - .- 2nd. Vaudreuil Line : — Ontario Government, 75 miles,, at $3,000 Ottawa Counties of Prescott and Russell Vaudreuil (assumed) - - - Montreal Total bonuses $870,755 $225,000 100,000 120,000 20,000 200,000 $665,000 Total cost of line, wooden bridges and equipment, $2,353,848 Leaving amount to be raised on bonds $1,688,848 Or an excess ovei the Montreal and Ottawa Junction of $818,093. 17 sr cent, in excess )8 )0 )7 );) 10 1-8 $1,530,755 - $2,353,848 of - $823,093. nd ascertain the ig deducted from form of bonuses roiii the Ontario in Line ; 000 00 OOO 000 000 000 000 000 000 000 755 755 OOO 500 OOO OOO OOO OOO 348 B4.8 )93. Under the provisions of the Act passed by the Ontiv.Io Legislature, for giving id to railways to the extent of $1,500,000, it is enacted that : " The aid so extended is not to be less than $2,000, nor more than $4,000 per P* mile, and in favour of lines leading to, or through sections of the country remote p from existing thoroughfares, or passing through thinly settled tracts, or leading ti" to the Free Grant Territory, or to the Inland waters." The route via Vaudreuil, in front of the counties of Prescott and Russell, faila ^in fulfilling nearly all the above imperative conditions, as it runs parallel to, and jiwithin a short distance of the navigable Ottawa, the country through which it passes ^ is thickly settled, and has existing thoroughfares ot old date, leading directly to the Cities of Montreal and Ottawa. The " Montreal Northern Colonization," largely subsidized by the Quebec Government, and located for sixty miles within rifle-shot of these two counties, will soon be in operation between the two Cities ; eas/ acicess to this lailway will be afforded tu the inhabitants along the south shore by ferry boats in the summer, and an ice-bridge during the winter, over the intervening Ottawa River. On the other hand, the Railway from the River Rouge to Ottawa City, will pass through the centre of the County of Soulanges, including the rear parishes of the District of Vaudreuil, in the Province of Quebec, traversing nearly centrally the well settled and rich agricultural county of Glengary, and the thinly settled real Townships of Proscott and Russell, a region, however, unsurpassed in Canada for good quality of soil and farming adaptability, from thence passing nearly through the centre of the fine Township of Gloucester, in the County of Carleton, and enter- ing the Capital at a most convenient point for connecting with the " Canada Central Railway," leading up the valley of the Ottawa in the direction of the " Free Grant Territory," and In'and waters. A glance at the map will shew, as before stated, that this line divides the eastern Peninsula of Ontario centrally, with the Ottawa River twenty miles to the north, and the St. Lawrence River, and Grand Trunk Railway the same distance to the south. From the foregoing peculiar geogriiphieal advantages in favour of tho River Rouge route, to say nothing of the engineering considerations of saving in cost and distance, already set forth, the conclusion becomes inevitable, that the Government of Ontario will select this road as the object of its benevolence, and, as the gift cannot be repeated to a parallel one within a few miles, it must consequently be assumed that the Vaudreuil line will fail in obtaining any Government grant. In view of this result, which will diminish the Vaudreuil bonus in th^ foregoing foniparative estimate to the extent of $225,000, and increase the diiierencc in a cor- n'spciiiding degree in favour of the River Rouge route to $1,043,093, or this amount Iinss vo be raised on bonds, the Cities of Montreal and Oi.tawa,'as the terminal points of the two roads, would scarcely be justified in extending assistance to one so ' irgely in excess of its rivtl in relation to extra amount to be raised on bonds, and i 1 I i i 11 I J I 11 !l 18 as neither of those Cities would contribute to both lines on the south shore, it may reasonably be assumed that their bonuses would follow the Government grant, and be given to the " Montreal and Ottawa City Junction Road." ■ The two Companies will now enter the money-market, for the sale of their bonds, under the following very unequal conditions : — Montreal and Ottawa City Junction Road, — total cost - - $1,530,755 Ontario Government grant, and bonus from Cities of Montreal, Ottawa, and Municipalities as before ----- 669,000 Amount to be raised on bonds ; 2nd. Vaudreuil and Ottawa Road, — total cost - . - . Municipal grant from Counties of Prescott and Russell of $120,000 and assumed grant from Vaudreuil of $20,000* - $870,755 $2,353,848 140,000 $2,213,848 Shewing a diflFerence in favour of the Montreal and Ottawa Ci^y Ji ""^^n of $1,343,093. In other words, while the first road has reached a very v ■ i . i^ond basis, the Vaudreuil line has failed to attain that point, by the amount of the differ- ence just mentioned, and must therefore be regarded as dead, or without financial life. The Counties of Prescott and Russell have voted the amouat mentioned as a bonus, subject to the balance of the money being raised elsewhere, but as this latter course has been demonstrated to be beyond the bounds of possibility, it now rests with those united Counties to reconsider the vote, and either devote the money to the assistance of the main line, passing through and opening up their rear Town- ships, or to the construction of cheap branch roads connecting with it, as for instance the 4 feet 8^ gauge road to Hawkesbury, with a continuation from Vankleek Hill to Caledonia and Plantagenefc Springs of, say, three feet gauge, in the County of Prescott. A branch of 3 feet gauge could also be carried from the main lino at the High Falls, northerly through the centre of the County of Russell. These pre posed narrow-gauge roads can be constructed and worked very cheaply, be of gre^ t utility to the surrounding country, and at the same tune prove good feeders to the main railway. While referring to those minor roads as being most desirable both to the coun- try and to the main line, I must not be understood as advocating their construction at the present time, if by so doing the financial position of the main through line is weakened or impaired. Rather than have this occur, or its construction delayed, it would be preferable to devote a part, or even the whole of the County grant, i»f* addition to the Township grants, to its immediate construction, and the miuo. roads will follow in due time, either with the surplus earnings of the main truit , •The Oounty of Vaulreuil has since refused to grant any bonus to this Road. vHi 19 'he south shore, it Tovernment grant, the sale of their $1,530,755 660,000 $870,755 $2,353,848 140,000 8-2,213,848 ^i'V J' "'^'on of unt of the differ- lout tinancial life. t mentioned as a but as this latter lity, it now rests ote the money to heir rear Town- t, as for instance l^ankleek Hill to the County of the main line at ell. These pre '■ aply, be ofgre. t I feeders to the * oth to the ooun- leir construction . through line is Jtion delayed, it ounty grant, in and the mine, he main trui;'^.. .«? iiis Boad. ifter paying interest on bonds, or partly from that and other aotirces which may then be available. The principle of aiding the constniction of Railways by Government and municipal gifts or bonuses, is now adopted in parts of Canada and the United States. Owing to this wise policy we see the Province of Ontario and the neigh- bouring States covered with a network of this great system of cor^imunication. In "I sparsely settled country like ours, with comparatively a light freight and passenger traflfic, and heavy running expenses during the winter season, it cannot b? expected that the net returns would be sufficiently great to warrant private capital being embarked in tlie construction of roads to the full extent of their cost. If, liowever, from one-third to one-half is assumed by the public, the balance can be controlled, and capitalists prevailed on to furnish the amount, with good security for a moderate return. That the portion furnished by the municipality is not lost, but on the contrary, is placed in a position to yield a rich harvest to the donors, we will now shew. To illustrate this we will take the Township of Kenyon, through which the Railway passes. The bonus recently granted by this Township amounts to $40,000. The length of Railway to be constructed in Kenyon will be about twelve miles, and will cost in grading and other expenses, independently of iron rails and rolling stock, in the neighbourhood of $6,000 per mile, or a total of $7^,000, which will be paid out in the form of wages, and distributed amongst the inhabitants. It will thus be seen that the municipality will have received back the $40.00 ) given, togethei witlv $32,000 additional, and have the Railway, with all its attending advantages, to the good. To attempt a description of those advantages on this occasion, would be ahnost like a reflection on the intelligence of the well educated people of the diiferent Counties traversed by the road. I may be permitted, however, to glance very briefly at some of the leading points in this connection, and leave the inhabitants to supply the remainder from jheir personal knowledge. If a few of the priu< nal products of the country — such, for instance, as grain, u ;-, wood, and lumber are taken — we find that, by the present means of transport to markei at Montreal in one direction, or at Ottawa in the other, the cost is about as follows: — From AlexandrifL, as a central point for a large extent of fine farniing country, and controlling largj local trade, it costs about 15 cents per bushel for convey- ance of oats and oth^r coarse grains, required by lumbering establishments, to Ottawa City. The cost by rail will not exceed 5 cents, or a saving of 10 cents pei bushel, which will nearly f.ll go into the pockets of the farmers. It costs $4 per ton to draw hay twenty miles over ordinary roads, and with a selling price at from $12 to $16 per ton in the city, it will not pay to draw it more m BCi' •5^ i 1 1 i iiil ill ! ■-•k 1 i 1 11 ! ■ j 20 than that distance. By rail it can be removed as far for $1 ; a saving of $3 per ton to the farmer. The distance from market, at which the greatest number of fitrmers in this section of the councry live, renders the growth and selling of hay, beyond that required for home use, unprofitable. Hard wood cannot be drawn more than, twenty miles, and at a cost of $2,2f» per cord. It can be transported that length by rail for $1, and proportionally for longer distances ; or, in other words, for a distance of at least forty miles in the central part of this portion of the Province, there is no market or sale for what should be the farmer's first paying crop, from his uncleared land, viz. cordwood. The timber within marketable distance would be of great value, but without such facility of transport, is a source of much expense and iabour in destroying it by fire to clear up the land. With the Railway in operation, every tree for a distance of twenty mllf;fl on each side of the line, becomes possessed of a cash value. When we take ' '( consideration that nearly two-thirds of the country passed over by the line is for*, j i it will not be assuming too much to sssert that there is a sufficient quantity af fa. , wood, now going to decay, to pay the interest on the entire bonuses to be given by the To^'nships, if the same could be sold as cordwood along the Railway. Without this cheap transport, the making of cordwood is impossible. It costs $4 to draw sawed pine lumber twenty miles, and $8 for hard wood lumber, for each thousand feet, board measure. By rail, pine may be carried that distance for 30 cents, and hard wood lumber fo' about 50 cents per thousand ; the difference in rates of course going to the producer and consumer. I am aware that sawed lumber is hauled over twenty miles, from places in these Townships to the Grand Trunk Railway ; the heavy expense attending the operation must make a large hole in the profits, and in fact, quite prevent any hard wood lumber being sent to market. If the Railway is built, not only will nian^ steam saw mills come into opeiation along the line, and greatly increased quantities of pine, hemlock, and basswood lumber be manufactured at more profit; but in addition, we will have maple, oak, ash, elm and other descriptions of lumber seeking markets from which they are now excluded, owing to cost of transport by ordinary means. The Joregoing remarks will apply equally well to every product of the farm and forest, such as cereals, root crops, cheese, butter, milk, pork, flour, cattle, bark, staves, hoops, &c., sent to market, and also to the merchandise brought into the Townships. The passage of the first train along the line will at once double the value of real estate for ten miles on each side, and proportionally less for greater accessible distances. Since the date of the survey, I am informed that land crossed by the line and owned by tlie " Canada Company," has advanced from $2 to $8 per acre, and that, at other points, the price of property has already K-icreased one hundred per cent, in anticipaticn of the railway and its " iron horse." 21 Ing of $3 per ton lumber of fiiriners hay, beyond that ; a cost of $2,25 proportionally for I orty miles in the or sale for what nx. cordwood. ilue, but without 1 destroying it by ree for a distance ih value. When assed over by the here is a sufficient the entire bonuses >rdwood along the is impossible. .8 for hard wood y be carried that 5er thousand ; the •om places in these j ding the operjition it any hard wood )me into opeiation i basswood lumber iple, oak, ash, elm are now excluded, let of the farm and Jour, cattle, bark, brought into the >uble the value of greater accessible crossed by the lino > $8 per acre, and 1 one hundred per Reference has now more particularly to be made to one of the leading Items oi through traffic for the road, and it will be my endeavour to place the subject in a clear and concise manner before you, and also before the gentlemen who are so deeply interested in the matter. I refer to the " Ottawa lumber trade " and to the J' Merchant Princes of the Chaudiere and Hull," who have brought it into existence. I' From reliable statistics, it is ascertained that the lumber annually cut at Ottawa City, and the neiglibouring Town of Hull, amounts to the enormous quantity o. 240,000,000 feet. Of this, it is stated, that at least 190,000,000 feet are sent to the /United States market; heretofore, principally by water, via Montreal, Sorel and Chauibly Canal to Burlington, Whitehall and Albany, as principal distributing marts for the inland cities and towns of that country. Latterly, a portion of this transport has been performed by the St. Lawrence and Ottawa Railway, transhipping, or rather ferrying its loaded carp, at Prescott, to the Ogdensburgh Northern Road, and by this route reaching Burlington, and other New England Cities. The relative distances from Ottawa City to Burlington by these several routes, 'and also by your proposed line, are as follows ; — 1st. Distance by water, i'(V; Chambly Canal ----- 310 miles 2nd. " " rail, vta Prescott and Ogdensburgh - - - - 230 " 3rd. '* " " via lllver Rouge and Montreal - - - 213 " It will be seen that your Railway will be 97 miles shorter than the water ftoute, and 17 miles less than its rival line by Prescott, which is also burdened Iby the expense and delay of the ferry to Ogdensburgh, while your road crosses |hfe St. Lawrence by the Victoria Bridge. Running side by side for the same distance and under the like conditions of loading and unloading, railway transport cannot compete with that by wat for a bulky article like lumber. In the pi-esent instance, however, the distances and con- pditions are so dissimilar that the rail leads the way both in time and cost. As before stated, Burlington has hitherto been the distributing point for the |New England States, while Albany and Troy have performed like functions for the State of New York and those to the south. At Burlington, the lumber passes from the barges into the yards of the "middle iinan," or person who sells it on comnii.ssion, and, in due time, is .sent by rail to its lultimate destination. In passing through tliis stage of its history the lumber is sub- Ijected to a charge of from 20 to 25 cents per M. xor transhipping, or, with the I commission on sales, to about ^H per M. in all. This practice of retailing, or selling through a middle man at Burlington, I Albany, &.C., dates from the early history of the trade, and hag no doubt, been I continued in consequence of the water transportation terminating at those points. With a much shorter rail route, and consequently cheaper and more speedy transport inaugurated, it does not follow that the system of middlemen should be 22 ■I ii >» if continued, or at least not nearly to the same extent. Ottawa and Hull should assume the position of distributing as well as producing points^ In other words, those cities should ship direct to every city, town and village in the United States, where rail connection can be had, and where the Ottawa lumber is required. The difference of $2, or the charge of the middleman, would then pass into the pockets of the producer, or perhaps be divided about equally between hini and the consumer, a result certainly more satisfactory to those parties than the present arrangement. To illustrate this more fully the following comparison is made, shewing the cost of transport by the various routes. For this purpose we will assume the City of Boston to be the point reached in each case, and that the lumber passes through without the intervention of the Burlington middleman, and is sold oa commission at Boston. 1st. Cost of transport by water, via Chambly Canal to Burlington, $3 00 per M, Transhipping from barges to cars at Burlington - - - 20 " Transport by rail from Burlington to Boston ^$5..^0 U.S. Cy., at 13 per cent, dis.) - - - - - - - 4 35 " Total cost for distance of 544 miles 2nd. Cost of transport by rail via Piescott and Burlington C$8.40 U. S. Cy., at 13 per cent, dis.) including transhipping of cars at Ogdensburgh, for a distance of 464 miles 55 per M. $7 31 per M. 3rd. Cost of transport by rail via River Rouge, Montreal, and Burlington, for a distance of •i47 miles - - - - $7 00 per M. Shewing a saving by your line of 55 cents per M. over the water route, and 31 cants per M. over the competing one via Prescott. The same relative differences will obtain if any inland city or town be taken with Burlington as a water termination. The saving in time from Ottawa to Burlington will be, at the least, two-thirds in favour of the rail, and open the year round ; while by water, for six months, the navigation is closed. If we now assume that 190,000,000 of feet are transported by your road, tbe saving to the trade over the water route will be 190,000,000 feet, at $0.55 per M., equal to $104,500 per annum. If a new system of purchase be introduced, with Ottawa as the selling and distributing point, and orders, witli remittances, sent direct from the localities requiring the lumber, the following will be the profit to the producer over the ojd system, or the cost of transhipment and commission at Burlington: — 190,000,000 fee,, at $2 per M., equal to $380,000 per annum, being an amount sufficiently great to ei tirely build and equip your road in four years. It is probable, however, that this new system may not come into operation in its 23 ind Hull should In other words, le United States, equired. len pass into the reen him and the han the present shewing the cost unie the City of passes through I oa commission $3 00 per M. 20 " 4 35 <' $7 55 per M. $7 31 per M. $7 00 per M. «r route, and 31 town be taken from Ottawa to i open the year y your road, the It ^0.55 per M,, the selling and m the localities eer over the o}d being an amount operation in its full extent for a time, and that we may only look for a partial realization of it for some years to come. Still, if it reached about half-way, or a saving, say of $200,000 per annum, it will be stoppiL';^ iiuge leak in the cost of the traffic, and adding largely to the wealth of our country. In the last few years, an extensive trade in sawed lumber has come into existence with South America, the Southern States of America, and even with Australia. I have been favoured, by the politeness of the Hon. John Young, President of the Montreal and Dominion Boards of Trade, with the following figures, giving the yearly increase in this branch of commerce from the Port of Montreal alone : — Shipments during the year 18G7 « " , « " 1868 « « " •' 1869 « « « u 1370 728,116 feet. - 6,407,634 " 13,806,276 " - 24,998,914 «< From Ottawa to Montreal, lumber can be transported more cheaply by water than by rail : at prices, pro rata, with those given to Burlington, the cost per M. by water will be $1.26, and by rail, $1.90 ; or, $0.64 per M. in favour of the barge. The Railway will be able, however, to reach many lumber-producing points, which cannot be touched by the boats. During seasons like the present, when the navigation of the Ottawa has been Beriously interrupted by lowness of water, the delay in getting the lumber forward to Montreal must have entailed very heavy losses both on the producer, and also on the shipping interests of the Port. Many millions of feet, intended for shipment, have been unable to come down at all, while that which arrived, did so tardily, and at a considerable advaace on the ordinary rates. The detention of ocean shipping has, in consequence, been great. With the Railway in operation, all this expense and delay would have been avoided, and much greater exports been made from Montreal. Before concluding the Report, it may be well to give a few statistics, in relation •to population and the leading productions of the country to be opened up, and connected with the cities of Montreal and Ottawa, and, from this, form some general idea of tLa amount of traffic which will flow over the lino for the benefit of those cities and of the bond holders. Every exortiju, and all the influence which could be brought to bear, wore used in tho endfav^ur to obtain from Government the returns of the census taken this year, but without success. I, however, succeeded in obtaining a close estimate of the present population of the various Townships,, and, with the published census of 1860-'61, can ascertain the probable ratio of increase. A corresponding increase \M 24 may, with propriety, be applied to the products given by that census, and 80 furnish an approximate estimate of the present production. I fin J by the returns of 1861, that the population of the Counties of Glengary, Prescott, Russell, Stormont, Carlcton, Renfrew, Poutiac, Ottawa, Soulanges, Vaudreuil, and Ottawa City, amounted in the aggregate to 193,506 souls, and by a safe estimate of the same for the year 1871, to 264,000, being an increase of about 70,500, or 36 per cent, for the decade. Some gentlemen estimate a population of at least 50 per cent, more than in 1861, but for our present purpose I prefer to err on the safe side, and will theroforo adupt the lesser rate. Bj a careful examination of the Townships of the various Counties through which your line passes, or which will be affected by its influence during summer and winter, it is regarded as highly probable that 137,000 people will find this the most direct route to Montreal, independently of the large travel from the south and east, to and from the Dominion Capital. What this latter may amount to is diflBoult to state. With the Railway giving a direct through route from Montreal to Ottawa, many American tourists will take this line of travel during the summer, and pass through by the Prescott or Canada Central Roads to the west, or vice versi; we shall be quite within the limit in placing this number at 13,000 a year. It may consequently be safely assumed, of the total population depending on the Railway for journeys to and from Montreal, or Ottawa, that at least one trip- a year will be made, say to a total average distance of 40 miles, at an expenditure of $1 for each of the 150,000. In the accompanying table of the leading agricultural products of the several counties traversed by tlie line, or influenced by it, we have allowed one-half of the estimated total quantity as coming directly within the carrying range of the Road, and that with the facilities offered, at least one-half of this last amount, or 96,71 5 tons, will be sent to market, either to Montreal or Ottawa City ; that the average distance carried over the road will be 20 miles ; also, that one-fifth of the amount of this outward tonnage will come inward in the form of merchandize, &c., making a total of 116,000 tons, at 4 cents a ton per mile, for 20 miles, or a charge of 80 cents per ton. It has been shewn that a great saving will be effected in the carrying of lumber by this route over all otliers, and no doubt it will command a great per centage of the entire trafiic. To move the total quantity of 190,000,000 feet will require 19,000 car loads, carrying 10,000 feet per car, or six trains, each made up of ten loaded cars, during every working day of the year. To be far within the realm of safety, we will assume that but one-third of this quantity is carried by your Road, amounting, with way lumber, to 05,000,000 feet, at the rate of $1.26 per II., for 80 mdes. "m t ceasua, and so ties of Glengary, awa, Soulangcs, 6 souls, and by a increase of about e a population of se I prefer to err ounticH through ring summer and ind this the most e south and east, t to is diflfioult to titreal to Ottawa, unmer, and pass t, or vice vers i ; a year. ion depending on it least one trip a an expenditure oi' ;s of the several id one-half of the ige of the Road, It, or 96,7 15 tons, average distance amount of this making a total of rge of 80 cents rrying of lumber it per centage of feet will require made up of ten one-third of this 1)5,000,000 feet. 25 Abstracting the leading items mentioned, wc have the following traflSc results I- Pnssengers, 150,000 at $1 Freight, 1 16,000 tons at 80 cents - Lumber, 65,000,000 feet at $1.26 per M. $150,000 92,800 81,900 $?24,700 Total annual traflRc - Now, if the largo allowance of SO per cent, for traffic expenses, wear and tea", and renewals, be allowed, there will be on this account ...... 259,760 Leaving a balance of - - $64,940 lo meet tbr. interest on the bonds. t ifter deductinu bonuses, the balance to be raised on bonds by the .*, preceding estimate was ...--... $870,755 Or with Iron Bridges 896,755 If these bonds are floated at 7 per cent, par value, the annual interest will amount to .----- - 62,772 Jut then there is a surplus of earnings, after paying all traffic and renewal expenses, of - - - - - - - • 64,940 Or leaving a net balance of, say, $2,000, after meeting the interest on the bonds, and all other charges. In making an examination of the data on which the foregoing results are based, you, no doubt, will consider that a much more favourable exhibit could be made in favour'of traffic returns. In this opinion you would be correct, but I have consid- ered it a duty to keep considerably within the mark in every respect. ; With the Canadian extension of the " Northern American Pacific," via the ,j|Saiilt Stc. Marie, or the " Canadian Pacific,' on the north shore of Lake Superior, l|or the construction of the inland route from Toronto, all of which centre in Ottawa City, your Road, from its more direct connection with Montreal than by any other route, will command a full share of the great through traffic of the.se lines, as well as of that of the Ottawa Valley to the west of Ottawa City, now rapidly filling up with settlers. All this vill be in addition to the merely local business between Ottawa and Montreal, which lias alone been considered or embraced in the present estimate. This will also be the postal route between the Capital and the south and east, as well as for the European mails, and will be entitled to a Government subsidy, for the service, of from $8,000 to $10,000 per annum. It now rests with the inhabitants of the counties, and of the two cities, Montreal and Ottawa, all of whom will be so largely benefited by this road, to put their shoulders to the wheel and move it forward. Motion in this direction will be life and prosperity to all classes; inactivity will result in materiui stagnation and poverty. The Engineer ha endeavoured, with the best of his ability, to point out the 26 route over which these good results will flow. It is for the people, if they accept the correctness of his conclusions, to put them in force by giving a bond basis to the road, in the grunting of the .several bonuses required ; the balance will readily be obtained by tlic Company, and the enterprise crowned with succes,". I cannot conclude without an expression of thanks for the valuable services o( one of jour Directors, Mr. McNab, Reeve of Lochiel. This gentleman kindly accompanied the party during the whole course of the survey, and, from his know- ledge of the country, was of great use. It may also bo proper to return, through you, the thanks of niy.self and staff to the inhabitants with whom we came in contact, for the courtesy and hospitality sliewn during the time wc " camped in their midst." To Mr. Malsburg, the Engineer directly cliarged with the work, is due great credit for the energetic and skilful manner in which the survey was conducted, and for the admirable style in which the results have been delineated on the plans, aided in the latter work by Mr. Reynolds, of my office stafl^. Mr. Malsburg was also assisted by Mr. Macfarlane, C.E., to whom was entrusted the charge of the levels, and who acquitted himself very .satisfactorily. To these gentlemen, aided by " the strong and willing arms of the Glengary Highlanders," who wielded the axes, is to be attributed the successful completion of surveys to the extent of 93 miles, two-thirds of which were through heavy bush land, in the short space of forty-four working days. I have the honour to be, Gentlemen, Your obedient servant, CHARLES LEGGE, CivU Engineer, lable services of ;entleiiian kindly from liis kriow- irn, tlirough you, ic in contact, for tlioir midst." rk, is due great conducted, and the plans, aided il.sburg was also [e of the levels, )f the Glengary il completion of leavy bush land, PoPOliATION OF VAHIOUS COUNTIEH BY OenSUS OF 18(il, WITH ApfHoxiMATE Estimate of Inchease in ]870, and I'uoi'on- TION OK THE F'oiMJLATION I'O WHOM THE HaILWAY WILL OIVE TuAVELLiNO Facilities : — Year 1861. Estimated for 1871. Under direct influence of Kail way. Glengitry 21,187 15,499 6,824 18,129 29,620 14,669 20,325 14,993 27,757 12,221 12,282 26,000 20,000 10,000 24,000 39,000 23,000 27,000 24,000 37,000 17,000 17,000 s all 111 i 1-5 17,000 10,000 5,000 8,000 19,500 23,Ono 13,500 24J000 9,250 3,400 4,250 Prescott Russell Stormont Caileton Ottawa City .... ... Renfrew Pontine Ottawa Couaty.... Soulanires Vaudreuil Total 193,506 264,000 136,900, Hay 137,000 Mo^jTKiiiAi., 23id October, 1871. CHARLES LEGGE, C.E. .M. Ml f% > rt 1 >- 1 ► H M O (t fli JT e 1 P-» S S.° 5-a i ? 3 II K3* » 2 s i rii a. & B o IS* o- p w ■ O. I ■ik !■*» o H w ^1 111 •a •< It 8 s'5 I P i: r-^ C CO o 1 a «* 1 H^ < F5-! ■ at, ; s . B . o . a • • ►*> s s 00 o 00 o • 3 * j- J^ J^ a- J^ er 9 w r "b> »— • CO c "os *-t»osooj>-*.ood «e § oog CO enioocobscnosom t>« » s Ui o a- ^-* ^JC*._to_pJOJ»JD B* s "^-"tp --""oi "cn'os^"co M ►- © to tn Oi 00 00 Co « £. CO OB o 8 "o » to '■I »-« OS r to OB c <3> w 05 • Vt CO 00 o en ►- -r Oi 05 • ■ £■ -* u» to ti _io "to Hi >». 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I take this opportunity, also, of expressing the pleasure which the Directors experienced in their intercourse with you, your assistant Mr. Malsburg, and the other Members of your Engineering Staff, while the Survey was in progress. I may also add, that no complaints of damage or trespass on their pro- perty have been made to the Directors by the people along the surveyed route ; on the contrary, the inhabitants everywhere declare their .entire satisfaction with the judgment and fairness displayed by you, on all occasions, and in all your transactions with them. D. A. MACDONALD, President. Alexandria, loth November, 187 1. MONTREAL^ OTTAWA CITY JUNCTION RAILWAY COMPANY. INCORPORATED 1871. RcAi\D OF Direction. D. A. MACDONALD, Esq., M.P., Pbksident, Alexandria. A. J. GRANT, Esq., M.D., M.P., Vice-Pkesident, Ottawa City. DIRECTORS. LUKE H. MASSON, M.P., Soulange.s. EDWARD McGILLIVRAY, Esq., President Board of Trade, Ottawa City. ARCIHliALD McNAB, Esq., Reeve of Lodilcl. PETER KENNEDY, Esq., Warder United Counties of Stormont, Dundas, and Glengary. JAMES ERASER, Esq., Reeve of Kenyon. A. S. MACDONALD, Esq., Alexandria. THOMAS BORTHWICK, Esq., Borthwick Springs. Secretary— WILLIAM BRISTOW, Esq., Cornwall. Treasu iBK— C. D. CHISIIOLM, Esq., Alexandria. Solicit- .. — J. R. WILSON, Esq., Alexandria. Chief Engineer — CHARLES LEGGE, Esq., Montreal. NOTION ndria. ttawa City. a City. , and Glengary. 11.