IMAGE EVALUATION TEST TARGET {MT-3) '/.. 1.0 I.I 1.25 145 ii? 2.5 IIIM a 12.0 11= U IIIIII.6 /.^ <^. c^l 9^». /iS^ fliotographic Sciaices Corporation # •O^ V # :\ \ ^<^ \ cS^ % V 'ifc^ 23 V fST MAIN STREET WEBSTER, N.Y 14580 (716) 872-4503 CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian Institute for Historical Microreproductiof« /kitsHKax canadien de microreproductions historiques Technical and Bibliographic Notaa/Notes tachniques at bibliographiquas The Institute ha« attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. D Coloured covers/ Couverture de couleur I I Covers damaged/ n Couverture endommagde Covers restored and/or laminated/ Couverture restaurie et/ou pelliculAe □ Cover title missing/ Le titre de couverture manque loured maps/ Cartes g^ographiques en couleur Coloured ink (i.e. other than blue Encre de couleur (i.e. autre que bleue ou noire) r~ru Coloured maps/ I I Coloured ink (i.e. other than blue or black)/ I I Coloured plates and/or illustrations/ n n n Planches et/ou illustrations en couleur Bound with other material/ Reli6 avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ La reliure serr6e peut causer de I'ombre ou de la distortion le long de la marge intirieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajouties lors dune restauration apparaissent dans le texte, mais, lorsque cela 6tait possible, ces pages n'ont pas dt6 film^es. Additional comments:/ Commentaires supplAmentaires; L'Institut a microfilm^ le meilleur exemplaire qu'il lui a At* possible de se procurer. Les details de cet exemplaire qui sont peut-Atre uniques du point de vue bibliographique, qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la mdthode normale de filmage sont indiquAs ci-dessous. r~~| Coloured pages/ D Pages de couleur Pages damaged/ Pages endommagdes Pages restored and/o( Pages restaur^es et/ou pellicul6es Pages discoloured, stained or foxei Pages d^color^es, tacheties ou piqudes Pages detached/ Pages ddtachies Showthrough> Transparence Quality of prir Quality in^gaie de I'impression Includes supplementary materit Comprend du materiel suppldmentaire Only edition available/ Seule Edition disponible I I Pages damaged/ I I Pages restored and/or laminated/ r~yr Pages discoloured, stained or foxed/ I I Pages detached/ r~X Showthrough/ I I Quality of print varies/ I I Includes supplementary material/ I I Only edition available/ Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une pelure, etc., ont M film^es A nouveau de fapon d obtenir la meilleure image possible. This item is filmed at the reduction ratio checked below/ Ce document est film* au taux de reduction indiquA ci-dessous. 10X 14X 18X 22X 12X 16X 20X 26X 30X 24X 28X 32X itails t du lodifier r une mage The copy filmed here has been reproduced thanks to the generosity of: National Library of Canada The images appearing here are the best quality possible considering the condition and legibility of the original copy and in keeping with the filming contract specifications. L'exemplaire film6 fut reproduit grdce d la g6n6rosit4 de: Bibliothique nationale du Canada Les images suivantes ont 6t6 reproduites avec le plus grand soin, compte tenu de la condition et de la nettet6 de l'exemplaire film6, et en conformity avec les conditions du contrat de filmage. Original copies in printed paper covers are filmed beginning with thii front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printec' or illustrated impres- sion, and ending on the last page with a printed or illustrated impression. Les exemplaires originaux dont la couverture en papier est imprimte sont film6s en commengant par le premier plat et en terminant soit par la dernidre page qui comporte une empreinte d'impression ou d 'illustration, soit par le second plat, selon le cas. Tous les autres exemplaires originaux sont filmfo en commengant par la premidre page qui comporte une empreinte d'impression ou d'illustration et en terminant par la dernidre page qui comporte une telle empreinte. The last recorded frame on each microfiche shall contain the symbol — ^> (meaning "CON- TINUED"), or the symbol V (meaning "END"), whichever applies. Un des symboles suivants apparaitra sur la dernidre image de chaque microfiche, selon le cas: le syn<&ole -^ signifie "A SUIVRE", le symbole V signifie "FIN". ' Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre film^s d des taux de reduction diff6rents. Lorsque le document est trop grand pour Stre reproduit en un seul cliche, il est film6 A partir de Tangle supirieur gauche, de gauche i droite, et de haut en bas, en prenant le nombre d'images n6cessaire. Les diagrammes suivants illustrent la mdthode. irrata to pelure, n d □ 32X 1 2 3 12 3 4 5 6 nm, MOiiTiifa, omwi & occiDEiiTti 0»{0 REPORT OF ^Vx\X.TER SHA-ISTLY, C. I^. ox Tin: RIA^\L ROUTES BETWEEN Maskinongc and llochelaga, JUXE, 1-^78. (J I'K I'. EC 1H7H, 4» ( A N C r ii] al ai b( fc m re tl] si in sv Copy of a Report of the Executive Council, dated nth May, 1878. Aj'PKOVED 15Y TIIK LlEUTEXANT-GoVERXOR 0\ TIIZ 11 Til May, 1878. No. o;j. CONX'ERXlXd THE QUEBEC, MONTREAL, } Ottawa and Occidental Uailway. \ The Honourable 1 he Commissioner of Ag-riculture and Public Works, in a report dated the eleventh of May instant, (1878), sets forth— That it has become a matter of absolute necessity that a thorough understanding should be arrived at as to the actual position of the Quebec, Montreal, Ottawa and Occidental Railway undertaking, and as to the best means for completing those roads and opening them for regular traffic as soon as possible. The Honourable the Commissioner therefore recom- mends that "Walter Shanly, Esquire, Civil Engineer, be requested to investigate into the whole matter, and report thereon, with power to call upon the Railway Commis- sioners, Engineers, and staff, for all assistance, help and information that he may deem necessary for the purpose. The Committee concurs in the foregoing report, and submits the same for the Lieutenant-Governor's approval. (Certified.) GUSTAVE GRENIER, 1st Clerk Ex, C. Department. MONTliEAL, -Olh June, 1878. PI. G. elOL-^-^, Cu-MMLSSIOXEU. rUlJLU: WuUKS, ^111. Actiiio- on 111.' amhoriiy vested in nie l)y Ordov-iu- Council No. 0.], under dnto olllih May last, I lost no time in conimencinii- iny invostigations into the condition ortlic two divisions of tlic ''Qiu'l)ee, Montreal, Ottawa and Occidental Railway, " with a view to advisino- the Govern- ment '-as to the best means of completing the roads and opening them lor public triilllc as soon as possible/' The foremost question presenting itself for considera- tion I Jbund to be the slill-dis])uted claims of the two proposed routes apiiroachinij- this city from the East and known, the one as ihe -Eout-de-l'Ile," the other as the "Terreljonno" line. TJ^e further point of divergence of these rival lines is near the village of Maskinonge — from .")o to GO miles, dependent on the route taken, from Hochelaga, the easteiu sul)urb of Montreal, wheiv they come tog(^ther aii'ain. The Terrelionne route has no far been adopted as /he line to be constructed that a large amount of work has already been done upon it between Maskinonge and Terrebuime— a distance of 4G miles. At ])resent, however, n Wdik is almost wholly suspi'iidcd, in'iuliiiji' llM'rcooii.sidcrn- lioii which Iht' advocates ol" (lio IJoui-dc-rilc roiUo bavo l>een urging' ol" its chiinis as '-tho bost lino.'' The "season" for railway conslruclion is so short hero in Quebec that tho delay arising out of this rivalry of routes is to bo rogrottod, threatening, as it doos, iho loss of a largo part of iho summer. I thereforn addressed my earliest investigations to sifting, and, I trust, deciding, tho respective claims of the two lines, so as to allow of tho embargo being removed and work resumed as soon as possible, and I now have tho honour to lay before you the result of my enquiries and the conclusions arrived at. The governing work on both routes is tho bridging of Ottawa waters. On the Bout-de-rile or original 'shore" line the miin river is crossed at a point a short distance below tho conlluence of its Iwo anus known, the southerly as "Riviere-desPraivies" ; iiic northerly one as '-Itiviore-des- Mille-Iles." The Terrel)onne line would bridge the last-named of these arms at Terrebonne A'illage. Thence to Ilochelaira two lines have been surveyed ; one crossing liiviere-des- Prairies about six miles above Eout-de-rile ; the other at St. Yincent de Paul, some ^ miles still higher up the stream. From the description of the relative positions •£ the several ])roposed crossings here attempted to be given it may be gathered that the bridge at Cout-de-rile spanning*, as it "vvould, the main Ottawa after the waters temporarily divided by lie Jesus have re-nnited, would have to 'take' tbe whole volume of the great river, Avhilo on tho Terre- bonne li-ne there would be livo bridges to perform the same oliice. a The question as to ^vlletllL'r the oiu' hiidno at l>out-cl>'- rilo would 1)0 ti inorc or less expensive structure than tlie two on the uj^per route has i-ivon rise to a ifreat deal ol" discussion, slightly acrimonious in its character, between, and has ])roduced reports and counter-reports iVorn, the two Enu'ineers in chariio, rcs])ectively, of tin; Montreal and Quebec and j\Iontn>al and Ottawa sections ol'lhe railway : Mr. Light, Chief Engineer of the ibrmer division, advocat- ing' the upper route with its two bridges; Mr. Peterson, iilling- the C(>rresi)(>ndin2' position on the Western division, championing- tlu' Ijout-de-rilc "localioi"' with its one large bridge. The real question at issue embraces, of course, not alone the cost and structural character oi' the Imdges l)ut the Avhole cost and the comparative other advantages oI" the rival lines in their entire length — and I'rom that standpoint I shall, ol' course, discuss it. From Quebec (Ciiy) to Maskinong-e — 102 miles — the 'North Shore Kailway,"" commonly so called, is now almost completed, no question ol' route having arisen to interfere with the advancement ol the work. At Maskinonge, as has been said, is the point of divergence, and from there to the East bank of the Ottawa at 13out-de-rile the distance is, in round numbers 44 miles. On the other line tht^ distance from Maskinonge to the East bank of the Mille-lles arm of the Ottawa, at Terre- bonne Village, is 4G miles. • Mile for mile the cost of both lines over the above distances would be almost identical ; their topographical features are very similar ; the Terrebonne, in its larger proportion of straight line and its avoidance of a good deal of low lying ground, subject to submersion in periods of back-water (due to ice-dams) from the St. Lawrence, having a fair claim to i^reference. 8 It is, then, ui)oii tho uruuiul betwoen Eoiil-do-rile aiul Ilochclaga on tho one liiind, and between Tern-bonne and Hochelai»a on the other, that the battle ol'tlie routes has lo be Ibught out. l-'roni Bout-de-rile to Iloch-higa is IH miles. From Terrebonne tolluchelaga — l)y one line. .13 miles. And by the other surveyed line 14^ " And as between Montreal and Quebec the several lines will, in whole distance, compare as under : — llout-de-rile route 1'u ^\l\, miles. Terrebonne, " by most direct survey..l«jO,y„ '• " " by longer one 10i','„'(. " Looking west\\;Hd. whether that somewhat undeJincd '" objective point " — ''The Wi'st " — be lixed i'or the purpose of the present discussion at Ottawa, Toronto or Cliicaii-o, tiie position of Montreal is in no degree atl'ected by this Bonl-ck- file — Tcn"e6ow»e controversy : Not one cu]>it will be added to or taken Irom her w estern mileage whichever wny the contest turns. Eastwards the line originally adopted, ere yet the Government had assumed the construction of the North Shore Railway, was the Bout-de-l'Ile one, with its ])ridge over the Ottawa laid at so low an '-n'ation over the water- line as to necessitate a '• draw '" in order to keep intact the rights oi' ?iavi2'ation. ♦ It is, of course, highly desirable, where practicable within reasonable limits of cost, to avoid draw-bridges on railways : As well in the United States as iji Canada their record is a bloody one. But while to be avoided at reaso//- able expense it does not follow that they must be avoided atrtwycost: The magnitude and importance of the railway undertaking in connection with which the subject miiy e s; 1' oomo np must, orcours.*, ]n> nii iinpoiljuil I'nclov in dcridiiio- liovv much may ho h'li'itiinaft'lyncUhHl lo ih^-cosf ami loimtii of !i liiK' ill nnl(>r lo "nhal.' the imisuupc." 'Jh.. di-aw is ahvay.sa po.s.sil»h' daniioi' : a staiidiii'^' m luu'.' : aii-l a coasc- loss souroo orannoyaiK'O, dohiy and .'xp^ns;'. I miiIuic lo assorl Ihat thoro is no IJailway ^lanaji'i'i- A\iih dr;i\v-hrid.':(' (>xpori(Micos hut would yay liiiit lu' would gladly "run" three or lour ad'litional miles c»r Hiif to Ix- ri-l oI'IIk^ annov anco al'>uc. In ro.s]»i'fi oi'niakii!'.' |>rovision ai-ain.'^t pos.sihlo sourrcs of acoidom ou railways, iho puhlic will ever ho moro cxactiuii' on ••^'ovonnuei;!'' Ih.ui ou compaiii or indivi- duals, and ill the carrying" out of so lar'^-o and ii,!j)ortant a puhlic work as tho ''Quchi-f, ^roniroal. Ottawa aiid Occidontal Knilway '■ I am v hrii lit ])r(\^-rihod In' :hi- Dominion CJovornmont lor iho least rli'vaiion oClixcd nul- way l)ridgvsov(vr the Otia',v;i ;ind i(s luiviirahip li-ihnlarios, or hy adoplino- ono oT tho two T>'vr>'honn(^ linos, on ono <;!' Avhich the ono hridg'O ov(-r navi'j'ahlo water would natural/// ]n- at a suillciently hi'^'h l"Vol, any wav, wliilc on the altornativo lino hoti) hridu-es \voii!d. "oe ,i!u;vl<'d ahovt^ the head o^na^■i^•ation. III tho controvoisy l)el\\ otii Mos,sr>. IJ-litandi'f te]>on on this hridge question, the ibrmer iixod. or assumed, the elevation for a hidi-lovol hrid^'o at liout-de-rihi at a con- sidorahly greater hoiuhi aJ)0\'o hii^'liest navigalde water than tho Dominion (fovorninont, ill \\hii'li is vested the guardianship of our iiavigahl • rivv-.N, would exaet. :Mr. i*eterson placed the two con re oponing.s of his dosio'u suiiiciently high hut sloped .he rest of the structure each o _ 10 i way IVoin the coiUre laiid-wnnl. adoi»iiiii»- an ohjoctioiiablo systom of cor t ruction in order to kot-p down "quantities," and so make his estimate of cost favour his phui. I venture to say that liis briduv would he condemned by (he authorities at Ouawa. I bi-Iieve ><.» l)Ocause I think it ouiiht to 1)1' Ijut a hiLth-livcl bridge ilivested uf ihe objectionable i'-atures introduced by Mr. Peterson, and iilaced at such an I'levation in its entire lenu'th as would satisfy the require- inents of the Dominion authorities, could be built at llout- ihr eiiiiineering dilTiculiies of the Bout-de-l'llo lini' ci.mmence w ith the bridging- of the main Otawa river, so ihe •troubles"' of its northerly rival are first encountered where that line, tln^ •• Terrebonne,"' comiiiii- from the East, first touches Ottawa waters — at tlu' village of Terrebonne ; the bridge to l)e erected there, from the mainland to He Jesus, would, however, be of very moderate proportions and cost compared with what ihe crossing- of Rivierc-des-Prairies. on the other side of the island, would involve. From Terrebonne, two lines, as has been said, w eri' snrv(n'ed to Ilochelaga : the most direct one (almost absolutely direct) crossing Iiivirre-des-Prairies where, on its highest water-line, it is 3,700 feet wide and the valley in which it Hows about 4,800 feet from l)ank to bank. From the bottom of the river to the grade-line the height is about G5 leet. The carrying of the railway across this great gap, due regard being had to navigable rights, w^ould be ii very ex- pensive work, afi"ecting the cost of the whole line, Mas- kinonge to Hochelaga. so as to make this a verv much T> 11 MiiW>i eip.'iisive lino lo construct than the Boin->*-fl[»^ on^^ -v/khi Ms bridii'e placed at tlio hiiihe.st nece>*8ajT tjr\ utLon. Thi^ alternative Tevrebonnc route, and iL-:' tJ-^aier ol nliui^ TiViro, would bridii'o TJivicro-dos-rrairies- at tifcr Tillaii"** oi ."J^n. Tiaoent-de-Paul, .some o^ miles hiulier iij> ila.a when' n'lii.*' cHher. or direct, survey crosses : The valleT- 'or "gai),"" '(jfjn Chis upper route beinn" ol" very mucli left* iijiaidable 3>«n5»j)ortion3 than are presented on the loTTtT ttrr^sjsinu'. THb*- upper line, too, has the further advantar^^- ot beini:' 'ti'mn naciirilion, (except, oi" course, raft lloia,r::.n.) thu.-; .^IlDiunnarin^ from the eliscussion one elpme^j: c : "•'^sibie uainii)niism between the natural right-^ of ])'ctVii:>-L.ju and li's).*' iii-^rj^nired riQ-hts of the railway. Taki'n. all in all Uie longer of the iwo liu^ a^:ro?«s He i,^>mBi and the Islaiid of Montreal is immenfeelx iiae P>etter ifm aEufi- two. and weiuhini:; the whole quesiion, B£:::-rie-rrie "■-aw/i.i Terrebonne, the Terrebonne line via St. Yijn&reat-de- Euail *tands easily iirst in all iroverninu coiQi>etiraive eon- rtfliiaiian,"* — length excepted. Avere ?fo uiiexceptionally good is this line thai n ar mach Lo flrf." cegTetted that in the inception of the '• Xc^nlk i^ore '' .iiiakl. •• Xortheni Colonization "' Railway ente^-piiiirrSj nr.w nuaiijciiil as the Quebec Government Hallway, the awo origi* itthii corporations had not *• joined isstie " upon iii_i'ire«§ and •^'jiTi**** to and from Montreal, and agreed .» coii-ittrutci: anreatly improved in gradients, as suggested above, and Ea.st and West trains could then reach lloche- laga by a common avenue. I therelbrv' pronouiie'- llie liu(> iroiu Maskinonge to iIochi'lnQ';! bv wnv (»!' TECRKIIONNE A XI) ST, VI.\Ci:.\T DH I'AUL f) 1)0 a helter one and I>y a long way cheaper ol" construc- tion ilian the more direct Terrebonne route, which does not pass by, or ihrough, St. Vincent, and I also pronounce the former lo oe trial (Penitentiary) esta])lishment, would be well worth the other third, as compared with the desolate places at the other proposed crossings of the river. The time within which the railway can be completed must depend on thti time jieeded for the construction of the a? tl h 18 largo bridges ; thoy are as has been said the govorniiiu- points of the work on all the routes, and in that particular, time, the structure over liiviere-des-Prairie.s at St. Vinceni- de-Paul would liave tlie advantage of one full season over the one at Bout-de-rile with \u great raised causeways : the materials for which would necessarily. l)ecau,se of I he flatness of the snvroundiiic!- rcninlry, hav.- k. 1)^ 1)rt, whet her in view of first cost or of the still more important element ii railway economv— the future, and for all time; working cf the system. 14 The saving in cost of construction by the St. Vincent- de-Panl as against tho direct line from Terrebonne would 1)6 fully one hundred tliousand dollars, and as against ihe Bout-de-l'Ile line, supposing no "work yet done, ground not yet broken, any wh-r*'. on any line, probably twenty thousand. But as a matu-r oi' fact a \ ■••ry largo amouiit of money, considerably more tlinn two hundred thousand dollars, has already been expended between ^laskinonge and Terre- ))onni' ; i'our-lirths oi" which, should that Avork be now abandoned, and the original, or "Shore." line reverted to. would. ]^ra:ti<';'llv. be si inn -h .•rldi'd |i> th(^ cost of tlu» latter. The Shore-line p.is.se.-sr.'^i no special inherent merits superior to those its rival cnu equally lay claim-to to warrant its vi'linliib'tniioi; iiow ni any sudi Inrsv sacvific*^ of outlay. A great deal ha- i.'.'cu saidal;(.>ui " La, Grande Savanne" — a swampy tract in the counties cl' .Toliette and Berthier traversed for .some four or live milfs l)y llie Terrebonne line but almost whoily avoided I'y the Southerly one. The advocates of tho latter lioKl thai a road througJi the Savanne would be i:iserur<': Thai the uround is so un- stable; the bog so d'v'p: a> to render it impracticable to construct over it a railway en Avhi<'li ii would be safe to run ordinary railway train-. If liie argument be good and the Bout-de-llle liir.^ mui^t !)■ ro-adopted hecatfse of flic Savanne then nearly the whole of liie exj)enditure already made West of Maskinonge will he aljsoluie lo-ss. But if the Savanne be not •' dimgeroii- ' autl oilier reasons should move the Government to go back lo tho Shore line then, in that case, more than half tho outlay alread)- incurred could still be utilised by following the Terrebonne route for some 25 or 26 miles from Maskinonge ami then, after r c 15 leaving tlie Savaiiiic, dt-ilecliiio .voiuhward so a« to flUl in \vith and take up the original survoy a i'vw miles east of L'Assomption village. In that way the Boul-de-nie line eonld still be adopted from the last named point (L'Assomp- tion) to Montreal without involving the loss of more than from $7;;,000 io $^i0.4? ,J ilie \-pondituro heretofore made Terrebonne--\^-ay, But the Shore-Line advocates say that La Grande Savan/ie must he abandoned atijj hoi'-^ and fhat meants throwing away fully Oxe nu.\Di;ED a.M) Seventy Thousand Dollaes in addition to what the iirst cost of their line would be over that of the one I recommend- probably Twenty Thousand more. As a matter of fact the Savanne is perfectly safe. The road over it may be -run' aiul maintained, for (^'er, mor;^ cheaply, mile for mile, than most (^.ther partsof the railway. Summarixinii' eosi and length ih" rival lines will com- pare about as follow :— The Eout-de-l'lle bridge l)eing cal- culated for an elevation of 3_Meet ovi>r liigliest navio-able water and the longest but l)est of |he Terrebonne "lines being taken. iJUfT-DE-j/l!,t: E!.M:. ]\raskinonge to Ottawa liiver... Ottawa liiver to Jlochelatra ....44 miles. .sGHo, 000 ••■•"Il:[. - 500,000 Tcnal 5.".^ miles s], 255.000 TJaii;i:i!ox\E link. Maskinonge to Terrebonne,.., Terrebonne to Ilochela'ja ..}() miles. s;714,0(JO ...IP. " 521.000 Total (ju^ miles, ij: 1,235,000 Tht'so are lo ti certain extent api^roximiite ostimate.s only, but for present purposes — comparison — sufliciently correct. I\ight-or-"\Vay, until iiiuilly secured and paid for, is always a problematical element in railway estimates, and in the above is hardly more than guessed at. I am satisfied that '-land"' vould prove a very much heavier item of cost on the Bout-de-l'Ile than on the Terrebonne route, and though I have added largely to ^Mr. Light's ligures under that head. I greatly doubt "whether the sum 1 have allowed would prove sullieient yet. And in hnal summary of comparision it is sale to say that to fall back now upon th<^ Lout-de-l'Ile line, involving, as it would, a least loss of $7.7,04)0, for work already done, would add to the whole cost certainly $9*7,000; possibli/ twice that amount. The ronclnsiv(^ opinion I lia\'e formed, and endea- voured to express, in liivour of a certain route is, however, qualified in one place a])ovi' by the words : '-If Ottawa waters ]>o]dering the Island of Montreal must be bridged again, ike.'' I v.-ill explain what was in my mind when penning that sentence and i^oint out how a second bridge over Kivit're-des-rraii'ics antl. eonsequently. a very large outlay may l)e avoido clos(^ upon Three Hun- dred Thousand iJolla rs ($aO«.«00.) And the fi)>i'.- uaiiird i]i o1)tainini;- a completed traek between M<,nin'al and Quebec not I'ar from a year, lor Ihr most easily built of the, other lines AviU jieed for its oonstruetion all now left of this and nearly all of next year. Ill brief, ])y the Saut-au-Heeollet line only^can -the road be opened for vcL;-ul:.r Ir.-illi.-" wiihin ihr Hnn-ts oCihe year w are now in. I3is)iine.'. as b-iween :\rMni real an f- . Taul independent lin. would show about as Inllows : Whole ili>i:iiK-er/aSt. A'iiieent.-de-r;)ii]...'!(;2 inib.'s. '■ >';i'n-;iii-Tv'''co]li'i ii;s " Increase of disian-e to (^»i!.bec c niUrs. While as between nii;,\va fllul!) and (,)ueb.-(.. i'ia Jlochehmaaud ^i. \'iiefni-de-raul...;i77 niiJes. •' Saiit-au-liccolL t ....Ji'ii; " ^^'^^"^^ • ZnTll miles. This '-shortening-lip' between the <>xtreme termimd points of the whole system of Quebec (lovernment Kail- ways Avould effect for all lime a large savijio- of train- mileage annually, besides, as has i)cen before noted, 18 riddinir Montreal Station arounds oi' the encnmberincc nnd unprofitable liresonce of Throiigh-Froight Trains destined for places iVirther Kast. It can also 1).' adduced in .supi)ort ol' the Saut-au- llecollet line that it leads towards direct and easy union, certain to prove alike advanianvoits to Montreal and to •Quebec, with the Grand Trunlc liailway at Pointe Claire, inrolving the building AVi-st IVoin Saut-aii-Ilecollet Bridge, of only abdut ciglit (8) miles ofline over a very easy country. This Avotild at oikm^ aivc a conneciioii Avith the West, which at Ottawa may have io ]>r waited-ibr ibr years. It would afford Montreal grt^il advantages ibr the receiviiu>' and shipping of Freight, for it is not to bo su])posi'd that Grand Trunk Ivaihvav manauenient would not readily and uladly avail it^df of iJic cat-y means thus provided for reaehing docp water at and adjoininu' Ilochelaga, alto- gether ihe be.-i ])art of the llarliour ibr loadiug large vessels with (!r;iiu :iiid oUkm' \Vesi(.'in incducls. And lasiiy: — The road from Ilochelaga to kSaut-au- Kccollet is ilitrc : 'a llxed faet "; —and i'or all its objection- able gradients and circtiitous alignment it is not to be li'ain- said that in iis Mile-]:]iid ^Station it will adbrd immense convenience to a very large — perhaps ihe largest — propor- tion of the Western Passenger Tralhc to and from the City : a convenience \vhich (lie adoption of the Satit-au-Eccollet route for Quebec connection -would extend to an equally large proportion of the Eastward Passenger Traffic also. Tj"/«emay, and doubtless will, be wanted for consultation and negotiation over, and ibr the solution ol", the Saut-au- Recollet "problem,"' with its very tempting ffnancial, and other, advantages, but there -would seem to be no reason for further delay in prosecuting the -work between Maski- nonge and Terrebonne, including the bridge (common to all the Terrebonne lines) over Mille lies river. It ought to be resumed at once and pressed forward with all des- 19 patch. From Thioo llivors lo Ti rreboniic, at all events, the road can l)o placed in running- order this yenr, and if the Saut-au-ll*' collet route ])e decided on, and I think it ought to be, there is no reason why trains may not pass between Montreal and Quebec belbro the close oi' the year; a consummation, I repeat, not to be reached in any other way. In the prefatory pa^-es of this Ileport I wrote that up to this time, in pursuing the important investig-ations com- mitted to me by the Government, I have chiefly given attention to the vexed question of route, as affecting the Montreal end of the Eastern line. On that subject, I have now said all that occurs to me as necessary to be said touching the structural merits of the competative routes, but before closinc,- I dosire to add a few remarks on what may be termed the commercial attrilnitesof the controversy. Muck has been said and written, and is still being said and written, here in Montreal, about the injustice done her in the abandoning of the old, Bout-de-l'Ile, route for that by Terrebonne ; the alleged wrong being commonly genera- lized in the averment that "Government," advisedly and of malice aforethought, designs to give Montreal the "go-by" in liivor of Que})ec. In voting a Million of Pollavs to aid the construction of the " Montreal, Ottawa aid "Western"' Eailvvay, before it had yet become a Government work and w^hile yet dis- connected with tho " North {shore " (Montreal and Quebec) line, Montreal undoubtedly, and naturally, hoped greatly to increase her " Western Imsiness.'' Her chances of secur- ing a share of that coveted traflic through the medium of 20 this new line oi" Ivuilway rein:iiii to-day Just as they were tlion save in so iar as thoy have Ix-eu greatly lu'lterod thronu'h tlio undertaking- having been assumed by the Provinee of Quebec and its eonipleiion, doubtful befor(\ thus assured. The substitution oI' the Terrelwunc lor the l]out-de-rile route lor Easlwunl connection does not alter Montreal's Weshrnrd posilion in th"' least degree. "What- ever shorten in g-up. merely fractional, the changt* ol line may oliect as between Quebec and Til E WEST — •' just where the rainbow touches ground ' — ^lontreal will always have the advantage of her sistin- port ])y fully one hundred and forty miles. Qiirhfc doubtless, iiud naiur;hly «-nuugli. too, also hoped to attract some "Western business in return ior her ^Million put in— or promised — lo ])romote the building of the North Short^ Line, and judizinu" I'rom what may l)e irathercd from street-talk tln-re it is evidently believed that an extraordinary accession of trade l)eyojid all that could otherwise be hoped lor would be safe to come her way through the instrumentality of the proposed vSte. Therese '•cut oil'.'' — One thousand miles in\ay from tin' '"Golden "West"' would leave her no chance at all, but make it nine hundred and eiufiiy-two and sh(^ i^ all right. Th" argusKMiis of both cities are fallacious: 'J'he fears t'f the on<' and the hopes of the other equally unfounded. Freiii'ht despatched from AVestern Markets is not sent ou^ on a roving commission in search of an Eastern port for Ocean Shipment. Ii is started with its destination fixed; Bills of Lading made out and mailed in advance: locked cars: -no transhipment," and a consignee on the look-out atthe other end. The fortuitous diiierence of a few miles more or less in great distances will not affect trade one way or the other provided there be business-men at both ends of the string, and for Montreal to mourn and (Quebec to rejoice because the latter turns out to be better ii sent I port latiou aiico : >ii the ;o ol' 11 ufFect s-meii •n and hcttor off by a scon' or so ol' miles in five Imndivcl — or ;< tliousaiid — tlian it Av vs a1 iirst supiioscd she avouI.I I),> is I'or ciich ol' the t\vo eitii's to relied on the ciitevpris" and husinrss (':il)aeity of her people mid io licdiille tlic advaidau'es ol'lier port. fSupposiiiu' the "Toronto and OUawa liailway" hnili. liie disiances by that route and the 'Quebec lines" from Toronto to (^uebee, compiiring tho way /Iiror/g'h Monircal with tiie way bac/i o/^Ionrreal would be : • By way of Bout-dedlle VX^ miles. " •' kSaut-au-IiecoUct and Terrebonne. 41t2 *• '• " Ste. Tht'rrso oud Terrobonue [AO - While from Toronto lo Monircal would Iji' ->nly... 340 miK's. Montreal then, at the worst, will have 140 miles ih*' advantoLj'e of Quobee. and ouiiht Id b<> content; (Quebec- has an undoubt(^d right to the shr))to>i road she cim net for wdmt she — promised to pay. Eut the sliortouing of tlic line b:-iwiH>u e.Ktnune terminal points will be a very important eain to tlu- (rovernment, or whomsoever may have to "run"' the rail- way. The annual saving in train-mileage. ]>y avoiding the dragging into Montreal and then draguing (mt auain of heavv freight trains that have no ])usiness there, will forrii a large item in the lessening of working expenses, while as all'ecting "terminal conveniences'' for Montreal lousiness proper, the riddance of all --iDeked cars" bound lor Quebec or elsewhere East will be a hap]iy on(\ Ivailway Eiecom- modation in citi(\s is never evcessive ; almost always sadly cramped; and 1 much fear that, in Ibis instance. ]Montreal is not to be the "exception that proves the rule.'- It is going to be a very hard nnitter indeed to get mom enough within city boundaries to accommodate the tratlic onwdiicli the city bnilds so much of its luture, and which she hopes r. .1 to ntlniiM io IifT ilnoULili new railway (•()inl)inal ions ; Ihoro- lorc, I lie lews licr Icnuinal j,n'ouncl.s niid "sidiiig-s'' aw- t'licuinbcicd !)V unrt'i'lili/jui^ trains, Ihc bt'ltcr it will bo ibr Ir.'r. Tak«^ ill,' (Mso of Toronto: — All throimh froij^-ht trains I'lass along; the city IVont over tho Grand Trunk liailway. The city bu!>ini'ss could bo much more conveniently handled if debarrassed of them, and to effect that a line back of the city has long })een thought of, and, in all pro- bability, will be built some day. The through trains bring her nothing but a certain daily — and nightly — accession of tioise and clatter, of which she would be well and thank- fully rid. And now, Sir, having given my views and convictions, l);.'rha])s somewhat too fully, on the one particular (juestion treated of, I trust that they will be accepted as disposing of it, in so far, at least, as I have to deal with it, and so leave mo free to pursue those other and more general investiga- tions necessary to enable me to report to you, as instructed, "(he actual position oi the Quebec, Montreal, Ottawa and Occidental liailway.'" I have ilie honor to be, Your obedient Servant, W. SHANLY. «t* s ; Ihorc lin-S aro. ill 1)0 lor / ht trains llailway. veiiiontly hat a line 11 all pro- liiis brinjj^ cession ol' iid thank- invictions, r question sposing of 1 so leave investiga- nstructed, ttawa and .NLY. *^ "'!-=; : y J!*fe!!PWiBi8W mm 4i s' 1^' THERESE x* ^ fi ft f3 J5 B y^ S' . HQSl \ \ mLH ^.USTBJQ POINTE CLAIRE. SA'JT AL RECOLC I 8AULT AU RE COLLET I I I I P4Ufc- aiLiE mm ffi!i®Ki,''iriaifSiiL M ! ^>^^« ar ui K* / I ."■"Tfff^' rt3 J5 O / / SIC ANNE ' / t I I \ ST ESPR \ / I I / \ \ I / l£J@ r / "ERREBWslNE \ ^^»B o( s^*-** \ se«»' /•A' 'r*^J ^^T ALEXIS ¥ L epiAhanic ion' ^^ »iai^'iiIL ^IVBR a^^ jjJCWItENC], / ST FEklX-OK-VALOIS / / / ^ —- "^^^ Occidental Railway. ILLtTSTBATING THE Walter Shanly.C. E. OS THK RTVAI, UOITES BETWTOEV MASKIXOXGE and MONTREAL. T-o-arx:. a-e-zs. Cn. 1. Omiain, latk., 39 S(. Jtuiei St., UoBttul.