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TO TUB DmECTOES OF THB PlI[LL[P3BUE(i,
. FAENHAM AND YAMASKA EAELWAY COM-
• PANY. ■ _ .. ■_ _ ^_. .
Gentlemen. ,, ,
In accordance with the instructions wliich I received
from you at your meeting at Bedford, 1 immediately
i>poc,f>oded to examine the country between Phillipsbure: and
EREATA.
Page 8.— Cereals '' 88,299 " tons read " 89,299 " tons.
'' 8.— 12 lines from the bottom instead of " calculated "
read " calculate "
" 8.— (Their weight with baggage at 200 lbs. per head
will be 7000 tons)
Total weight of 72,014 tons producing
" 9.— Line 20, for " all " read " nearly all of which"
" 10.— 'Lino 6, for " Lcggo " read " Legge "
the crossing of the Montreal and Vermont Junction Lino,
distant from Phillipsbui'g about six miles and a half; at
this point such merchandise or passengers as are destined
for the States, by rail, will be transhipped from one line to
tlie other ; all intended to go by water to any of the ports
on Lake Champlain or New- York will be carried on to
Pliillipsbui'g. The same description of country continues
down to Bedfonl where we meetAvith the first river jiassage
of importance. A deviation as shown by the blue line on
the general plan, has been studied at this point, in order to
meet the views of some of the inhabitants of the upper
part of the village. A profile of this deviation shows tho
great diflferonce in level and consequently in earthworks,
tho increased extent of bridge and Ti*ussel work, and
an increased length of road of as near as possible three
quarters of a mile, the cost of this deviation Avould be
$16,575. From Bedford the lino will ])ass dose to the
! •:<;,
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-•*».
7^cf
TO THE DIRECTORS OF THE PlILLLIPSBURG,
FARNHAMAND YAMA8KA RAILWAY COM-
PANY. ■;_.,
Gentlemen. ,
In aecoixlanee with the instructions which I received
from you at your mooting at Bedford, 1 immediately
^proceeded to examine the country between Piiillipsburgand
the Landing opposite Three-Rivera, and I have now the
honor to submit to you a plan and profile of the lino which
.1 have selected as the one ]most in conformit}'' with what I
believe to have been j'our views and intentions.
The grtules and curves throughout and the general level
of the countiy are highly favourable, but there are some
formidable bridges and not a few of them. By an exami-
nation of the profile and plan submitted, the tie' ails of the
Trace, will be perfectly understood.
At Phillipsburg a wharf will bo CHtablishod for the
reception and delivery of all goo<is and passengers going
by water from this point to any of the various ports on
the Lake Champlain.
Prom PhillipsDurg the road as indicated by the red line,
will run with very gentle grades up to the first station at
the crossing of the Montreal and Vermont Junction Line,
distant from Phillipsburg about six miles and a half; at
this point such merchandise or passengers as are destined
for the States, by rail, will be transhipped from one line to
tlw other ; all intended to go by water to any of the ports
on Lake Champlain or New- York aviH bo carried on to
Phillipsbui'g. The same description of country continues
down to Beclfonl where we meet with the first river j^assage
of importance. A deviation as shown by the blue lino on
the general plan, has l)een studied at this point, in order to
meet the views of some of the inhabitants of the upper
part of the village. A profile of this deviation shows the
great difference in level and consequently in earthworks,
the increased extent of bridge and Ti'ussel work, and
an increased length of road of as near as possible three
quartei's of a mile, the cost of this deviation would be
$16,5*75. From Bedford the line will ])ass close to the
I l|f 'iP|||i^B~
village of Mystic, where there is established a considerable
manufactory for Agricultural tools, and also a Choose facto-
ry, these branches of industry would necessarily increase
with the facilities of railway communication. It will bo
seen by tl e profile that the grades here are rather heavy in
one or two instances, but very short. From this point the
lino will run directly for Farnhara passing through a wood
about five miles long, in the centre of which or nearly so,
are some saw mills, having at the present moment tho very
worst possible /oads for the conveyance of their produce ;
through the whole of this district the country is very favor-
able; at the mills in question called Saxo's Mills,there Avill
bo a bridge of about 40 feet to cross the stream there.
From Saxe's Mills to West Fai'nham the same gonei'al uni-
formity of level continues, but at West Farnham tho passage
of tho Yamaska will be costly and the approaches to the
Eivor steep for a few hundred feet only; at this point there
will be a junction with tho Stanstead and Sheffbi-d Eoad and
South Eastern Counties Railway, where a station of very
considerable importance for all three lines must quickly
develope itself.
Hence the Trace is can-ied directly for L'Angc-Gardien,
St. Paul d'Abbottsfoixl, St. Pie, and St. Hyacinthe.
There aro some works of importance in this district, but
tho general level of the sm'face is favourable. A deviation
however from West Farnham to St. Pie, is quite practica-
ble, if circumstances should in your opinion render it desir-
able. This deviation is shown on tho plan by a blue line,
passing direct from West-Farnham, and following the
Yamaska Eiver to opposite St. Cesairo and then to St. Pie ;
the increased length of tho line will be quite inconside-
rable and the works to bo executed but slightly aug-
mented, the cost of this deviation would not exceed $6000
and the coimtry through which it would pass is highly
cultivated throughout.
At St. Pie the lino will again cross a branch of the
Yamaska or Black Eiver and run nearly straight for the
Grand Ti*unk road opposite St. Hyacinthe.
I have with much regret been obliged to leave St. Domi-
nique out of the line of road. There is a very considerable
and important trjule between that village and district and
St. Hyacinthe, which Avill pay well for tho construction of
a branch to that place later, but tho profile which I submit
with this, between tho lime-kilns at tho upper part of the
village and the bog at the foot of the hill, imposes an im-
praticable passage in the middle of the proposed line. Tho
3
road may bo developed over a distance nearly half as long;
ai^ain as that shown u}' the profile, but then there would cxissl
an incline of one in forty,an(l three quarters of a mile long.
This is so greatly in excess of any other grade on the whola
road, that trains would either have to be divided, or exti-a
Locomotive power would have to bo always in readiness
for each train, or a fixed engine for drawing the traffic up^
Either of these systems would be very expensive, the causo
of great dela}', in fact a perfect deformity and obstruction
to the proper working of the line. For these reasons and
following the trace indicated by the red line, I have consi-
dered it in a commercial point of view, as an impraticablo
passage.
Arriving o^^positc St. IIyacinthe,thcre will be some very
expensive works to reach the Grand Trunk Station, on the
West side of the Eiver ; nevertheless St. Ilj-acintlie is a
most important place for the Company to have a station at.
It is the chef-lieu of a very large judicial District, of the
Roman Catholic Dioces, the seat of an important College,
Convent and Hospital, and has a market for animals,
grain and all agricultural produce second only to Moiitreal
and Quebec. Shoe manufacturers, tanners, carriage ■works
and an important and increasing foundry Establishment are
all in operation, besides presenting the great feature of
forming a junction with the Grand Trunk at a point affor-
ding the closest communication with Montreal the Com-
mercial Capital of the Dominion. All these are great
advantages for the Company, and so many powerful! reason*
for enlisting the efforts of the Town in support of the en-
terprise ; for a route, which would cost 25,000 dollars less,
can be obtainal by passing from St. Pie, along the hill.-j
letiding to St. Dominique, and back to near Ste. Rosalie, but
this trace would still present very heavy and objectionable
gi'ades, although not of a natm*e to interfere with the traffic
to the same extent as the incline before refered +0. Fi'om
St. Ilyacinthe the rod trace runs through the i_ Irishes of
Ste. Rosalie, St. Simon,St.IIugues, River David, St. x rangois
du Lac, St. Thomas do Pierreville, La Bale, Nicolet, St.
Gregoire to Doucett's Landing opposite Three Rivers. By
reference to the plan and profile it will be seen that in thi*
section of the road, the passages of the Rivers St. Frangois
and Nicolet will be very formidable and expensive works,
and can only bo reducwl by passing several miles higher
up the river Avhich will diminish the length of the bridges,,
and shorten the line by three miles. A deviation with thi*
view is submitted for yoiu* consideration further on, I
have ineluded in the ostimtito for tboso bridges over the St.
Francis and Nicolet rivers the cost of a common cart road
under the railroad.
After leaving St. Ungues a blue line indicates another
deviation in the direction of St. Marcel and oi)posito
St. Aime returning to St. Francois ; this deviation
would cost $8,000, but it would bo very productive to the
Company from the fact that at least one half of the County
of Richelieu would be brought within the influence of the
line, which district at the present time has no outlet for its
produce.
The most important deviation liowever in the whole
lino is that Avhich may bo made between St. Ungues
and Doucott's Landing.
A straight line may bo run between these two points as
shewn by tho blue line on the plan, and the cost of construc-
tion would be dimished between St. llugues and Doucett's
Landing by $30,000. Nor would the traffic of the Company
suffer in tho least by leaving St. Francois, St. Thomas, La
Baio and Nicolet a few miles from the i'0£ul; establishments
and small towns would at once spring up along the line and
instead of having a country on only one side, it would pass
through tho middle of the very district supporting all tho
villages just named, and the traffic from which although
more distant must still come to the railroad.
At Doucett's Landing opposite Three Rivers a pier v/ill
have to bo constructed in accordance with the specification
of works to be executed ; from which wharf the Raihvay
lumber waggon will bo run into barges, and the hunber at
Three Rivers will be load oil direct into the cars and be de-
livered on the railrojul without any handling whatever,
more than loading into a common barge.
I believe in following the trace by the red line as descri-
bed, I have selected tho road to which you give tho
preference, at the same time I have considered it my
duty, and I believe j'our wish, that I should suggest any
deviations that might ajjpear useful or practicable.
The estimate resulting from these studies has been
prepared for a line of three feet guage, which guagc is
recommended after a very careful examination of tho
resom-ces of tho cour^try, of the probable amount of tho
traffic likely to come upon the line, and the returns likely
to bo realised. Details upon these points I have given fm*-
ther on in this report, by reference to which it will be seen
that a three feet guage must not be exceeded in order to
admit of the construction of this lino at such a price as will
make it a ;j;ood commercial Kpeculation, and at the same
time atfoitl a\ uridant accommodation lor all the increased
traffic which is sm-o to follow the construction of a railway*
No doubt fjr some little time there was a prejudice a^^ainst
naiTOW /;Ci'rtA?^ line.), but after a thorogh investigation of
their moriuS in Europe and America, the atlvanta<j!;os shown
to belong to them have crushed all opposition and they are
being extended upon an enormous scale in the United States
in Europe and in Asia ; in Europe I would mention the
three countries of Eussia, Sweden and Norway as affording
an exact and practical illustration of their i)erfect safety
and api)licability in and to countries which can boast of
as much frost and snow as falls to our lot here.
The experiments made in England as to the capacity,
and advantage of the narrow guage were in the ])re.sence
of persons of the highest position, and the London "Times"
reporter in commenting upon them in 3Iarch 1870. before
setting forth the facts established, says "The statements we
" are about to make do not rest solely on our authority.
" The various commissionners and other observers met toge-
" ther under the Presidency of the Duke of Sutherland,
" compared their notes point by point, and came to a por-
*' feet agreement as to the facts which they were propai'ed
" to vouch for. Our facts, therefore, have the authority of
*' documents, signed by the Duke of Sutherland as chairman
" of the difterent meetings which were held, by the Eussian
" Imperial Commissioners, by the commissioners of our
" Indian Goverimient, by Capt. Tyler of the Board ol £rado
" who acted as Seci'etary,etc,etc," iniuldition to these person-
ages mentioned by the Tiiues were Engineers from most of
the European Governments.
The same rcp<n*ter in speaking of the great cost of rail-
ways in England says ''For one thing in future railways^
*' the cost of land will be immensely diminished. Time was^
*•' when the land had to 1*0 ])urcliased at exorbitant
" prices, and when directors, indetnl, had to tight pro-
*' prietors in parliament tor ]»ossession of it.
" Now the owners of land are in many instances willing to
" give it freely for the sake of the lulvantages returned to
*' them by the railway passing through tlieii- Estates."
If this is the case in an old country where ordinary fair
land is worth from 250 to §500 per acre (arpent) how
much stronger must be the reason for such assistance on
the part of landowners in this country where the present
value of the land is comparatively trifling, but wliere all
the advantages to be derived Irom railway communicatioit
6
<:
ai-o of far ^roatoi" imporici .' > than in Eiii^liind,
a'j boforo railroiuls were invonto 1 i hoy had comparatively
easy transport by pjood roads and g(;oil canals.
In Franco this quostion of narrow guago has received the
ibrnial approval of all the loading engineers ; tho question
of security, cost, velocity and transhipment have all been
thoi'oughly investigated and tho conclusions arrived at by JMr.
Eugene Fluchat, Mons. Dagail and others may bo brief!}'
I'ofcred to hero. On the question of security M. Dagail
ttays: " this objection is not a technical one, and has been
'• invented by the public who are alarmed at travelling in
*' cars smaller, and as they say, less !?ecm'e than cars on the
*' broad guage. Nothing can be loss serious that this objec-
•" tion. It is just a.s easy to have a car as perfectly seciu'o
■" with a three feet guage as with a road of 4 ft. 8^. The)'
*■ have established hero (in France) cars for passengers two
" stories high, both storiec. closed at the sides, a thing much
more difficult to accomplish than to make a safe car on a 3
" ft. guage." On this point also the technical committee of
the union of German railways in their report recommend-
ing 3 ft. and 2 ft. 6 guago linos give their opinion " that
the narrow guago Hno offers all necessary security." Their
cost in Franco is shown by detail estimates on the same
ground to bo just half tlie cost of a 4 ft. 8^ line. The pro-
l)ortion which I have always maintained will represent the
ditforence of cost here. The volocitj' is from IG to 24 miles
an hour, tho speed of second class (omnibus) trains in
Fi-anco being 18 miles.
The question of transliipment has been also thoroughly
examined. It is shown on tho existing narrow guago
linos in France and Belgium that for morcliandise in saclcs
it cost 2 to 3 cents par ton, and for general merchandise
of every description tho cost has never exceeded 5 cents.
In closing tho discussion on this subject before tho society
of civil Engineers in France. M. Eugene Flachat whoso
reputation and opinions there hold the same place that
»Stephenson's did in England says *'To conclude, the transhi])-
*' ment cannot bo under any circumstances opposed to tho a-
*•' doption of tho naiTow guago,no more for coals that any other
" merchandise. In another point of view transhipment is
'' indispensable for tho useful employment of tho rolling
*' Btock.
" All these considerations show that tho weakest argument
*' against the narrow guago is the Transhipment, far from
*' complicating tho manipulations, it simplifies them.
*' This objection is afantom, it disappears before the light
"of facts."
Wo next come to tho co<t of tran.sport,ftiKl on this subjoct
I must trouble you with ouo other nhort extract from tlio
opinions of Mr. Flachat. lie had l^en discuBsin/L? tho pro-
J)ricty of maintaining tho 4 ft. 8^ as tho general gunge in
^Vance, wlien tho amount of tratic would justify the extra
cost, but when it Avould not, ho says: "we must seek
" another solution to reduce tho cost of transport, and if that
" solution becomes possible by the twloption of aguage of 2 ft
" 8 or 3ft.4,wemust resign ourselves to it. Itispi-obublothat
" the best means of ariving some day or other at the orilinary
*' guagowill be to commence by the narrow, which l>y dimi-
'•' nishing the cost of traniiport in the proportion of 4 to 1 will
" liavo developed tho prcxluctive powoi's of the country."
I have made this extract as it so exactly corresponds with
tho expei'imonts made in England, whore it was shown that
upon one of tho best linos in that country, having a traffic
greater than any other lino in the world, a merchandise
traffic, independant of coals and minerals, amounting to
ten millions of tons per annum, that against each ton of
paying weight transported, tour tons of dead weight was
moved, and taking an average of the English lines tho
dead weight was 6 or 7 tons, to one ton of paying weight.
Bj' tho system of nari'ow guage we absolutely annihilate
this formidable disproportion between deail and ])aying
weight, and arrive consequently at a reduction of tlio cost
of transport in an exact proportion to tho reduction of dea<.l
weight. On the line to which I have before rcfere 1, every
goods Avaggon Aveighing itself 4 tons,and moving one mile,only
carried one ton of merchandise or paj'ing weight, and sup-
posing that Ave cany but one ton of freight in every Avaggon
Avcighing itself one ton but capable of carrying 3 tons, our
saving Avill bo in tho proportion of 1 Ton of dead AA'eight
against ono ton of paying, instead of 4 tons of dead AA'eight
against one ton of paying ; tho maintenance of the perma-
nent Avay and repairs of rolling stock are all reduced in
like i^roportion.
Economy in OA^ory shape is therefore tho recommendati-
on of tho narroAV guage line, equal security up to 30 miles
an hour,and Avith the further advantage of placing tho means of
railway commTinication Avithin tho reach of numbers of
districts that could never ofltbrd to pay for a Ijroad guago
road.
Tho cost of this line which Avill be 100 J miles from tho
quayatPhillipsburg to Doucott's Lan'''ing Avill be Sl,0'70,'799
or $10,680 per mile. This amount includes the purchase of
land for tho road and Stations, all oarthAVorks, cuttings or
1 .,
! i
I I
.8
ombankments, fencing, permanent way and iron rails, rolling
stock, station buildings, bridges and culverts, with Tele-
graph and the necessary instruments for properly and effec-
tively working the same, in fact the whole lino compl etc
in conformity with the specification accompaning this re-
port.
The question of traffic and the probable result in a com-
mercial point of view of the working of this line is the
next and most important question, and upon Avhich my
recommendation of the 3 ft. guage is based. ,
This line must be looked upon as the farmers and lumber ■
man's line. From the table at the end of this report it
will be seen that the six counties through or near which
the line will pass, produce per annum in ccreals,89,299tons,.
in rodt. crops S6,i18 tons, hay 82,888 tons, or a total of
202,665 tons; this was the actual produce in the year I860'
and is taken as the present produce without any augmenta-
tion. The county of Richelieu is left out, although as I
have before remarked, I think the company will find it
advantageous to make the deviation to St. Aime if the par-
ishes lower down encourage the enterprise. The proj^ortion.
of thisproduce which I consider likely to be transported on .
this line is as follows :
Articles. -^ S ^ -5-2 Z^S -^ v a
§X '^U rt^Og CO ^
Cereals 88,299 \ 29,t66 .03 30 26,789.4(>-
Eoot crops.... 30,478 \ 7,619 .03 15 3,428.55
Hay 82,888 J 27,629 .02 40 22,103.20
Besides this I calculated on 70,000 passengers
per annum over a distance of 25 miles 50(ts. tiire 35,000='
Their weight with baggage w\ 200 lbs. per
head will be 7000 tons, or a totiii weight of
72,014 tons producing \ 887,321. 15k.^
The cost of transporting this at \\ cents })er ton
per mile for merchandise and \ of the total ■
receipts for passengers, amounts to 44,840.40
or about 51 per cent 44^840.40'
, .,, Balance $42,480».75.
The amount of produce which I have assumed in the
foregoing figures as likely to come upon the road, is very
9
much loss than that generally allowed l;i calculations of this
description and particularly as I have admitted no inceraso
whatever for the last twelve years, and moreover the lai'ge
proportion of all produce coming from the counties of St.
Hyacinthe, Bagot, Yamaska, Nicolet and Three Rivers will
go over a far greater distance than I have assumed, as theavo
rage center of all these counties is about TO miles from the
States' end of the line.
Besides the omission of the county of Richelieu you will
notice that I have made no allowance for the county of
Drimimond, nor for any back traffic whatever from the upper
to the lower end of the line, nor for a variety of other items
which are certain to come on the road, viz. live stock of all
descriptions, beef and pork in barrels, eggs and poultry,
cheese and butter, maple sugar, wool, fire wood, hemp and
flax, cloth and linen, subsidy for carr^ang the mails (for no
part of the Dominion can have wor^^e postal accommodation,
than the counties through which the lower part of this line
will pjiss), tolls on the large bridges, small parcels, &c., &c,,
all of which articles it will be seen by the table annexed
ai'e produced on a considerable scale and which will be in-
creased three or four fold as soon as a cheap communication
is established to the best markets, which at present can only
be reached at a price which crushes both the manufactui'ing
and agricultural energy of the people, and prevents the
developement of the country.
I would earnestly entreat the attention of the Fanners of this
country to the folloicimj important facts. At the present moment
it costs the farmer at least 3U cents to move one ton, or 50
bushels of grain one mile; by the rails, it will cost 3 cents to do
the same work; tJie dijfeience iclll be as great for patatoes and
root crops taking the weight per bushel to be about the saine,
besides the advantage of being able to send these things, long
distances icithout spoiling, owing to tlie rapidity of transit. May
will cost 2 cents 2wr ton per mile, or can be transported the whole
length of the line, 100 miles for $2 jier ton.
All through the spring month.s, at Philli])sburg, hay was
worth $10 per ton, this alone would enormously increawe
the value of the haj- pi'oducing farms ; and this difference
in priee between the markets of the States and the value of
iMxxluce along the line, is not an accidental circumstance,
)ut always exists, and would all jnuis into the pockets of
the producers in this eountry if he could reach those
markets. Surely with these figm-es and facts, and the
oxperieneeof other lines in proof of them, the HOi)iiistry of
i popularity hunters {iivl the interests of some few, cannot bo
i allowed to block the road loading so inevitably to general
prosperity.
Lumber is another important item which has now to be
considered.
I find in the elaborate report prepared by Chas.Leggo,Esq.,
Engineer in chief to the Montreal and Ottawa City Junction
Eailway, that the quantity of Lumber cut annually at
Ottawa and Hull amounts to 240,000,000 of feet, and of that
about 190,000,000 feet go to the states markets, part by
Lake Champlain, reaching their destination via Montreal
Sorel and Richelieu River, the other portion bv the Ottawa
and St. Lawrence Railway'', the loaded cars being ferried
across the St.Lawronce at Prescott to the Ogdensburg Nor-
thern Roa^l and afterwards on the Burlington. A glance
at the map will show the comparatively easy route which
om* line will afford for lumber comin<j: from the immense
forests at the back of Three Rivers, as well as from the
St. Francis and Nicolet Rivers, whore at the pre^^ent time
mills arc standing, or but comparatively Iltt'o trade doing,
in consequence of the diSiculty and cost of getting their
piwluce to market.
The line of railway proposed will exactly affonl the
I required facilities for developing these great tracts of wood
! lands, by providing the most direct and choapojt communi-
I (tition with the Lake Champlain, the point by which all
; , Luniber must jxiss, whether direct for Boston or Now- York
:; or the intermediate depots of Burlington, Whitehall, Troy
or Albany.
I ; The cost of transport for Lumber is the next point.
|, In estimating the cost of transport for general mer-
j! chandise,! have made the very liberal allowance of 1^ cents
I ' per ton per milo ; for lun: ber this will be reduced to one half,
j ' lor the following reason : 1st. because tho bulk of all this will
I pass over nearly the whole length of the line, the whole
; quantity estimated will at any rate come from the lower side
I of tho St. Francois River, and in all probability, the far
j • greater proportion from Three Rivers. To avoid all trans-
j hipment at this point, tho trucks will be so constructed
that they can be lifted from their wheels by means of a
•crane at the end of the jetty at Doiicett's Landing and tho
body of the waggon only will be placed in a barge,the lumber
being loaded into them at Three Rivers with exactly the
same labor that it -would require to load the barge : tho
j ; bodies of these trucks with their cargo, will bo lifted again
! ; ; by the same mechanical means from the barge, and placed
11
on their wheels on the raih-ead, or as before observed they
may be run bodily into the barges, and when loaded
drawn out again.
2o. Because the waggon will be fully loaded, each carry-
ing 5^000 ft. of lumber or about 3 tons of paying weight
against only 1 Ton of dead weight, which will be the weight
of the truck required to cairy this quantity.
3o. Because, the cai*go will always be made up equal to
the full power of the locomotive, and as a speed of 10 or 12
miles j)er hour will bo quite sufficient for these trains, a
mu^li larger amount of tonnage will be carried for the same
cost of fuel wear and tear of road and rolling stock, than by
the trains running 20 miles an hour.
4a. The liability of the Company for damage to thif des-
cription of traffic is reduced to the minimum.
Taking then the costjOf general merchandise at .OlScts per
ton j)er mile,the cost of lumber will be .0075c,and as lOOOft.
of lumber on an average will Aveigh IJ Ton the cost per 1000
ft. will bo. 0113 ets per mile. From Doucetfc's Landing to the
quay at Phillipsburg will be 100 mile3,and the cost per 100(>
feet for this distance will bo S1.13cts., but to this 1 add HO
jier cent which will bring tho taritf of the Company to
.0180 per m. per mile or $1.80 from Doucott's Landing to
Lake Champlain.
The Eichelieu Navigation cannot compote with these
IH'ices, patting altogether aside its uncertainty, its long du-
ration and the limited period of the year that it is open.
Sujjposing therefore that from the district north of Three
Elvers, and the St. Francis and Nicolot Elvers, we
only get ^th part of what is now sent from Ottawa
to the States, this will represent 30,000,000 feet per
annum ; and there is no I'oason why this quantity
should not be greatly exceeded, for there is no quar-
ter of the Dominion from which the Lake Champlain
can be reached so cheaply as that within reach of the
proposed line. These 30 million feet per annum conveyed
over say 80 miles of line, at .018 ct. per m. per mile, will
give SI. 44 for the 80 miles, and this by 30,000 a revenue
of. 43,200
Less the charges against it of 80 miles x .0113 x
30,000 27.120
Leaving $16,080
Add to this the balance on general merchandise 42.480
and we have, total balance $58,560
■«!•*■
12
^ li
I ,
equal to a total value amount of traffic of.. 130.520 '
Costing 71.96a
Balance as above........ 858.560
No doubt a much more favorable statement might have
been prepared, had I included the many sources of income
which arc less certain than those upon which I have- b»s€<I,
my estimate, but which under all circumstances must still
bo important ; that a rapid increase will take place, thei'©
can bo no doubt, an inunense quantity of land now unculti-
vated will be cleared, and every tree which is cut in clearing
will become valuable.
Taidng the whole district through which the line*
is proposed to pass, only one half the land is undca-
cultivatioii, and taking again the three counties thofvir-
thest removed from the markets, and there the proportion
of uncultivated land is the greatest. In the three counties ot"
Nicolet, Yamaska and Bagot it amounts altogether to &»
nearly as possible 3-5ths of the whole area.
For the realisation of the immense benefits which this
road will confer on all the parishes and counties through
which it Avill pass, a most insignificant amount is requi-
red from the proprietors, an amount indeed which
will never leave the parishes at all, for deducting
fi*om the cost of the line such materials as cannot be pro-
duced on the rotui there will remain a balance for labom*
and other items, far greater than the whole bonus that
the parish will be askcv.1 to subscribe and the whole of this
will DC spent in ciush during the two years of construction.
Nor does it appear to me that it will take much time*
after the line is opened t<^) realise the figures I submit to-
you. The farm produce is taken as it existed twelve yetii'S-
ago and it will require ver}' little time for the farmer to
abandon his pi-ejudices, if he has any, and find his way to
the market that will give him the best price ; the construc-
tion of the line from Three Rivers to the Lumber dis-
tricts north of that town will in all probability be finished
before this is, and the States must be the market for any
amount of lumber they can manufacture, and this railroad
must inevitably be the means of transport for that lumber ..
These I consider to be the main sources of the future in-
come of the Company and these only have I considered.
I have endeavoured to explain some of the advantages
and benefits which I consider must result from the cons-
truction of this line to the farmers and population generally
in the districts through which it will pass ; as well jw -
'";-"■".
13
to the Town of Three Rivci-s opposite tlio Northern Tor-
minus, in consequence of the cheap and direct communica-
tion which it will afford to the States at all seasons of the
year for the almost unlimited quantity of lumber and other
produce which the country at the back of that town is
capable of producing.
1 believe it will also bo most satisfactory to the country
through which it is projected to know that by the adoption
of the economical system of construction proposed, the ad-
vantages to be derived from the working of tlie enterprise
will without doubt be as satisfactory to the Sharoholdors in
the Company, as to the producers and merchants of every
•denomination throughout its entire length.
I have the honor to bo,
Gentlemen,
Youi's most obediently.
JOHN FOSTER
St. Simon, October 15th 1872.
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