^^i .:T^ IMAGE EVALUAT30N TEST TARGET (MT-3) // <° 1.0 I.I i^ |Z3 ■^ 1^ 12.2 >u 136 Ink 2.0 1^ ^ u 1^ yl ^^: ^ ^> o>^ w Photographic Sciences Corporalion 23 WEST MAIN STREET WEBSTER, N.Y. 14580 (716) 872-4503 € sj k \ iV '^<^ k '^ [v ^5* ;\ ^ CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian Institute for Mistorical Microreproductions / Institut Canadian de microreproductions historiques Technical and Bibliographic Notes/Notes techniques et bibliographique* The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be Dibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checited below. D D D D D Coloured covers/ Couverture de couleur I I Covers damaged/ Couverture endommagde Covers restored and/or laminated/ Couverture restaur6e et/ou pellicul^e Cover title missing/ Le titre de couverture manque I I Coloured maps/ Cartes g6ograph»ques en couleur □ Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que bleue ou noire) □ Coloured plates and/or illustrations/ Planches et/ou illustrations en couleur D Bound with other material/ Relid avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ Lareliure serrde peut causer de I'ombre ou de la distortion le long de la marge int6rieure 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 ajoutdes lors d'une restauration apparaissent dans le texte, mais, lorsque cela 6tait possible, ces pages n'ont pas 6t6 filmdes. Additional comments:/ Commentaires suppl6mentaires: L'Institut a microfilm^ le rneilleur exemplaire qu'il lui a dt6 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 indiqu^s ci-dessous. □ Coloured pages/ Pages de couleur □ Pages damaged/ Pages endommagdes I — I Pages restored and/or laminated/ D Pages restaur^es et/ou pelliculdes Pages discoloured, stained or foxe( Pages ddcoior^es, tachetdes ou piqudes Pages detached/ Pages ddtachdes r~Zl Pages discoloured, stained or foxed/ I I Pages detached/ r~^ Showthrough/ Transparence □ Quality of print varies/ Qualitd in6gale de I'impression I 1 Includes supplementary material/ Comprend du matdriel suppldmentaire Only edition available/ Seule Edition disponible 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 6t6 filmdes d nouveau de fapon d obtenir la meilleure image possible. Tl t( T P o fi b tl si o fi si o T si J w IW di ei bi ri re m This item is filmed at the reduction ratio checked below/ Ce document est film6 au taux de reduction indiqu6 ci-dessous. 10X 14X 18X 22X T 7 26X 30X 12X 16X 20X 24X 28X 32X The copy filmed here has been reproduced thankn to the generosity of: Library of the Public Archives of Canada L'exemplaire filmA fut reproduit grice h la gAn6rosit6 de: La bibliothdque des Archives publiques du Canada The images appearing here are the best quality possible considering the condition and legibility of the original copy and in kaeping with the filming contract specifications. Las images suivantes ont 6ti reproduites avec le plus grand soin, compte tenu de la condition et de la nettet6 de I'exempiaire film6, et en conformity avec les conditions du contrat de filmage. Original copies in printed paper covers are filmed beginning with the 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 printed 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 filmAs en commenqant par le premier piat et en terminant soit par la dernlAre page qui comporte une empreinte d'impression ou d'illustration. soit par le second plat, salon le cas. Tous les autras exemplaires originaux sont film^s en commen^ant par la premidre page qui comporte une empreinte d'impression ou d'illustration et en terminant par la derniire page qui comporte une telle empreinte. The last recorded frame on each microfiche shall contain the symbol ^^- (meaning "CON- TINUED"), or the symbol y (meaning "END"), whichever applies. Un des symboles suivants apparaitra sur la derniAre image de cheque microfiche, selon le cas: le symbo'e — ► signifie "A SUIVRE ", le symbols 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 filmte d des taux de reduction diff6rents. Lorsque le document est trop yrand pour dtre reproduit en un seul cliche, 11 est fiimd d partir de I'angie sup6rieur gauche, de gauche d droite, et de haut en bas, en prenant le nombre d'images nicessaire. Les diagrammes suivants illustrent la mithode. 1 2 3 1 2 3 4 5 6 REPORT OF THE SURVEY OF EXTENSION OF THE (^ttrspan anir f[0d| g^mencan Jlailfoag » TO THB AMERICAN BOUNDARY, AND BRANCH LINE TO FREDERICTON. By E. R. BURPEE, C. E. FREDERICTON: PRINTED BY JOHN GRAHAM, "HEAD QUARTERS" OFFICE. 1865. /- 3;if; S] m Si Si ei to PROVINCIAL SECRETARY'S OFFICE, FftEDERICTON, -^^?'l7 21tL 18G4. Sir, I beg to inform you that hib Homer the Administrator of the Govern- ment in Council has been pleased to appoint you as Engineer, to explore and Survey a line of Railway from the City of St. John to the Boundary of the State of Maine, via the Douglas Valley ; and you are hereby authorised and empowered to employ the necessary Surveyors and Assistants to enable you to prosecute that Survey with all convenient speed. I have the honor to be, Sir, Your obedient servant, S. L. TILLEY. E. R. Burpee, Civil Engineer, St. John. I R E P K T or THE SURVEY OV RAILWAY EXTENSION. St. John, /ij>ril 'lUU, 18G1. To THE Hon. A. II. Gillmor, Puovixcial Secretary. Sir, — Having boon previously notifiod oftlio appointment confinnod in llio foregoing letter, I had, in order tli:it the work should bo completed with as little delay as possible, already secured the services of Mr. Thoa. liamsey, long and favorably known as an explorer of experience, had organized a stalf, and had mado arrangements for a thorough survey, during the summer, of the different routes through Portland and Carlcton, to connect with the present line from St. John to Shediao, so that immediately on the receipt of formal instructions, I Avas enabled to commence work in both directions, and from that time until the last of January of the present year, was fully occupied with the out door work on the main line and a branch to Fredericton. Since, the work on both has been plotted, quantities calculated and estimates of cost pre- pared, and I am now happy to be able to report that a lino has been found, which, although, perhaps, susceptible of improvement, yet presents few engi- neering difficulties, can be constructed at a very moderate cost, and traverses a district of country which will produce a remunerative tariff, capable of being largely increased. General Route of the Line. The line, shown by the deep red line on the map accompanying the other drawings and this report, starts from the present depot of tlie European and North American Railway, passes either through Portland to the Suspension Bridge, where it crosses the St. John river, or from the present water termi- nus extended to harbour line, by means of a ferry, it may connect with some of the lines on Western Bide and through Carleton, with the main line a short distance West of the bridge. Thence skirting the West shore of South Bay and the St. John river for 16 miles, it reaches the mouth of the Nerepis, and follows its left bank for 8 miles ; then leaving that river and crossing the road to Fredericton it enters the Douglas Valley, from which it passes by the North side of Gaspereaux Lake and the valley of the Back Creek, until it crosses the South Branch of the Oromocto river. Thence by a direct course, it crosses the North West Branch of the same river near Hartt's Mills, 43^ miles from St. John ; — from which point the branch line to Frrdericton diverges. Leav- ing this place it takes a Westerly course and follows the North West Branch of the Oromocto and its tributary, the Yoho, for some distance. Crossing the latter and two branches of the Lyons' stream, it intersects the main post road between Fredericton and St. Stephen, 26 miles distant from the former, and 53 from the latter place. Thence it reaches the shore of Cranberry Lake, cross- ing an arm, of which it makes, by a direct line, the outlet of the large Magua- guadavic lake ; from thence, bending somewhat to the South, it passes the North side of Mink Lake and Mount Prospect, and crossing the " New Bruns- wick and Canada Railway" 42 miles from St. Andrews, it reaches the American boundary on the St. Croix river, not far from the outlet of the Chepntneticook lakes, the distance being 88^ miles from St. John. 6 KEPORT. liv lliis route a liiiu lias been procured, which requires no grade oxcoediug S.'i leet per mile, or curve of less radiua than 1637 feet, and which will be found to comiKire favorably with most linos on this continent both an to total amount of grades, curvature and cost. Characteristic Features of the Line and Works. Leaving that part ol the lino East of the Suspension Bridge, and ilio difle- rent means of connecting with the terminus of tho European and North American Railway to be aftcrwp"d considered, I will proceed to remark on tho characteristic features of the line from that point Westward, and as there is no very great dilferenco in the length of tho terminal lines, it is to be understood that in all cases, where distances from St. John are given, thoy are reckoned from the ])rcsont depot of the European and North American IJailway, and by the lino through Portland, over the falls. From the Suspension Bridge around tho South Bay as far as Sutton's Milk tho work will not be difTicult, but on reaching that point it will bo necessary to cut through a spur of limestone rock, 40 feet in depth by 200 feet long, tho material can be used to form part of a heavy cmb'inkment required across an arm of tho bay. It is also proposed here to erect an iron bridge of 50 feet span, this being the natural outlet of tho water from Spruco Lake. Thus far, it is possible to shorten tho lino at least 1| miles, and reduce the curvature very considerably, by adopting a line across tho South Bay near the lino of piers of tlip Boom Company, but it was found, on examination, that to build a Avharf or embankment suffjcient to Avithstand tho wash of the water in so exposed a situation, with tho necessary bridges and dams, besides interfering with the operations of the Boom Company, Avould entail an outlay exceeding that on the longor line, by at least $100,000. From South Pi^.y to Vernon's mill pond the work will be light, but thence to Law's stream, the eastern boundary of King's County, a distance of about 3 miles, serious obstacles are to be encountered bccauso of the highlands, which, (skirting the South side of the St. John,) hero jut out abruptly into the river, forming Stevens' Cove on the East and Clark's Cove on the West side of Clark's Mount. To avoid a tunnel either through this hill, or the point of high land immediately West ot Clark's Cove, which was resorted to in former surveys to overcome the difficulties hero met with, much time was spent in a thorough examination of the country for some distance from the river. A practical, and I may add not immoderately expensive line, was found by crossing to the South side of the Fredericton road, (at Stevens'), and rccrossing a short dis- tance before reaching Law's stream, — tho summit being overcome by a grade of 49 feet per mile, for a distance less than one mile on the Eastern side and about half a mile on the Western side, while the line was generally straight. A suivey and estimate has also been made of an alternative line at this point (shown by a blue line on tho plan,) which, passing round the edge of Clark's Point, avoids the summit to be surmounted by the inland route, but being half a mile longer, requiring curves of less radius than 1450 feet, and on the whole being not less expensive, is not recommended. For the next 4 miles tho country is rough and mucli broken, so that the work will bo necessarily above the average per mile, although the grades are within the prescribed limits and tho curvature is moderate. Law's and Sco- vil'a mill streams are each in deep valleys, requiring heavy embankments and bridges of 25 feet span. The highland, extending out into the St. John river at Brandy Point, is passed by taking advantage of a natural valley, most favo- rably situated, immediately South of that point in a direct line with the general course. Milla REPORT. After this, the ground is much more favoruble, and littln needing ppecini remark is met with, until reaching the vicinity of Eagle Rock, Bomo diutiinco up the Neropia and 20J miles from St. John. I may hero remark, however, that to avoid the necessity of frequently cross- ing the post road on this section, in order to securo the safety of the travelling public, a large amount of road diversion will bo . equired. At Brundago's Point, 13 miles from St. John, a cutting of 400 feet long and 40 to 50 feet deep is shown on the section, apparently of material suitable for ballast. The existence of a good ballast pit at this point would be highly advantageous, but should the material prove to be not so good as anticipated, the excavation can be diminished by slightly altering the location, which, to a small extent, would increase the curvature. As the nature of the country at Bclyoa's, two miles farther on, is such as to admit in location of little choice of ground, considerable expense may bo expected in damage to property, but, should the present line, on final location be adhered to, the damage may bo considerably reduced, by lessening tho width of the cutting and bridging a suflicient portion of it, to allow the pro- prietor accommodation for his ordinary business. This bridge would also servo for the road leading from this place across the Nercpis river to Brittain's Point. In the vicinity of Eagle Rock, it will be necessary to encroach slightly upon the Nerepis river, for about 200 feet, where the slope will require to be pro- tected by rip-rap, and probably piling for a very short distance. There will, here also, be a cutting of about 50 feet depth, but as at Brundage's Point, tho material can be advantageously used as ballast. The line now enters tho level country near the junction of the Douglas stream with the Nerepis, crossing the Fredoricton road near the residence of Charles Bayard, Esq. ; leaving which, with a short curve of 2700 feet radius, it crosses tho two branches of the Douglas stream, (each requiring a bridge of 24 feet span,) and enters tho Douglas valley. An alternative line is here sug- gested, (as shown on tho plan by tho blue line,) which, although adding slightly to the curvature, wnll cause considerable saving in construction, with- out injuring the character of the road. After this, the line skirts the foot of Douglas mountain and the hills on tho West side of the valley, avoiding as much as possible the soft ground ir the vicinity of Harcourt Lake, and roaches the summit of land between the waters of the Nerepis and Oromocto rivers, 27 miles from St. John, and at an eleva- tion of 171 feet above high tide. The whole of the works on this section are more than ordinarily light, the curvature small, and only once is the maximum grade of 52.80 feet per mile attained. Leaving this summit, tho lino first crosses and tlien recrosscs the back creek, tho northern side of which it follows nearly to its mouth ; thence in about two miles of straight line it crosses tho South Branch of tho Oromocto, at tho head of tide ^vater, and 40 miles from St. John. The work on a portion of this section is somewhat broken, but not heavy or expensive. Several alternative lines have been run in this distance, but although they reduce tho amount of curvature and length of time a little, the necessity for heavier grades and increased expense in construction more than counterbalance these advantages. The crossing of the South Branch of tho Oromocto, at a place everyAvay fiavorable, is proposed to be effected by an iron girder bridge of 100 feet span ; thence to llartt's mills, on the North West Branch of the Oromocto, the country is level, and consequently the works light, and grades easy. From this point two lines wero presented for consideration. One up the North West Branch of tho Orornocto river, and by the South side of the Ore- uiorouT. ' » mocto luko, across; tho Miiftunguadiivic rivor to iho " Now Brunswick and Ciuiiidiv Iluihvay ;" tho otiior in a nourly «lircct Went course iicrosH tlio country to tlio North of thiit lako through Harvoy Sottloniont, and crossing tho Afagua- guadavic much nearer its source, to tho " Now Brunswick and Canada Railway." From explorations made by parties, under Mr. Wilkinson, in 18r)0, it scorned quite clear no lino could be obtained on tho former direction, from tho Ore- mocto lake, across tho valley of the Maguaguadavic to the high ground I)otwceu it and the Digdeguash, without grades exceeding 5IJ feet per milo, and moro tlian ordinarily heavy work, and it also was evident that the distance must bo longer than by the Northern route, while to overcome tho necessity for heavy grades and expensive work, by going farther to tho South tho lino would huvo to bo made of oven still greater length. I determined, after having had tho ridgp of highland on the West side and North of tho Oromocto lake, (which s(!parate tho waters of the Oromocto from those of tho Maguaguadavic,) and the valley of tho North East Branch of tho Maguaguadavic, explored by a small party during tho progress of tao survey East of Hartt's mills, and having found that a shorter practical lino could bo had on tho North side of the lake, to leave the Southern route to be further examined at some futnro time should circumstances warrant it, and proceeded with the Northern route. Having adojited this course, it was necessary to cross tho North W'-jst Branch of tho Oromocto, so soon as a suitable place could bo selected. This was found at a very short distance above Hartt's mills, and at a point every way favorable, the width of the valley being contracted and tho bed of tho stream rock. It is proposed to clFect this crossing by moans of an iron girdor bridge of two spans of 75 feet each. After crossing tho stream, a table land is soon gained, when a straiglit and easy line is found up the West side of it for somo distance, passing Tracey'a mills 47 miles from iSt. John, and crossing Porcupino Brook near its confluonco with the Oromocto, where a heavy embankment of 62,000 cubic yards, and bridge of 24 foot span will be required. Immediately, on leaving this stream, a deep and long rutting occurs, and the maximum grade of 53 feet per milo is required for one mile. It is probable, that by increasing tho curvature, so aa to cross Porcupine Brook a little farther from its mouth, the summit of land between it and tho Yoho could be attained by means of a shorter grade and at less expense. As the country from this point Westward was a complete wilderness, wholly unexplored and without roads, it was a tedious and somewhat difficult task to decide upon the best route, but after a thorough survey of tho Yoho stream, and exploring a largo tract of the adjacent country, tho lino now adopted reaching the Cork iSottlement road 58 J miles from St. John, was found to be the most favorable, the work being under the average, with few and easy curves aiid grades generally less than the maximum. •• - ,.•.., :., There will be required over the two branches of the Yoho, bridges of 24 feet span. Leaving this point tho greatest difficulties were encountered, requiring a most thorougl. examination of the country, and it is highly probable that further explorations may furnish improvements in the lines ultimately adopted, or lead to results more satisfactory respecting those which have been abandoned. From this point, two routes to the " New Brunswick and Canada Railway" again present claims for consideration. The first crossing tho Lyons' Stream near its forks ; thence by the head of Dead Brook, to what is known as tho Long Swamp on the Fredericton and St. Stephen road, (through which it was intended to pass the Harvey Settlement ridge,) and crossing the North East f REPORT. 9 k M\({ uiintry \Iaguii- hvivy." coined Oro- stvvcon 1 raoro uist bo heavy Id havo ad tlio (which •.,) and i by ft having 10 lake, should 1 Wost . This , every of the I girder ^ht and 'racey's ifluonco ds, and stream, mile is D, SO as of land ido and dernesR, difficult 10 Yoho no now as found few and )f 2-1 feet uiring a bio that adopted, mdoned. lailway" Stream as the h it was rth East Ijranch and main Magiiaguadavic Rivers, and following the head of Davi« Brook to tho K )uth MJdo of Mount I'rospoct, it would reach tlio Now Brunswick and Canada Railway about 41 miloa from trit. Andrews. Tho socond routo, following tho [jyons' Stream to Cramborry Lake ; thcnco maintaining nearly tho same (-lovation, by keeping as nearly as possible to the head of all tho Maguaginidavic waters, and passing on the North side of Mount Pruspect, joins the New " iJrunswick and Canada Railway," not far from tho point at which tho forujcr does. Tho first mentioned routo being tho shorter by about 2 miles, was looked upon with much favor, and was not given up until much time had been spent in exploring it, and tho lateness of tho season rendered it imperative to adopt some one. Althougli no dilliculty was found in getting a good lino from tho Cork Sottlomoiit road to Dead Brook, all our explorations as yet, lead to tho conclu- fiiou, that to make tho summit of tlio Long Swamp, a grado of GO feet per milo wouM bo ro . ; ' 65 miles of clearing at 200 dollars per mile, $13,000 ' ' 50 miles of fencing at 700 dollars per mile, 35,000— $48,000 2,020,000 cubic yards earth in embankment, at 25 cents, 505,000 196,400 cubic yards solid rock excavation, at 1 dollar, 196,400 — 701,400 Masonry. 696 cubic yards Ashlar in bridge abutmentd, at 8 dols., 5,568 6,205 cubic yards dry rubble bridge abutments, at 7 dols., 36,435 15,710 cubic yards culvert masonry, at 4 dollars, 6,000 cubic yards rip rap protection walls, at 1 dollar, 1,010 lineal rods of road diversion, at 2 dollars, 18 public road crossings, 100 farm and other crossings, 155 tons Iron girder bridging in place, at 150 dols. per ton, 86.74 miles single track, including ballast, sleepers, and laying, at 8,000 dollars per mile, 5 per cent, additional for sidings, , , Land damages on 100 farms, at 100 dollars each, v^ Statio7is. ..'-■: ■•) 1 Engine house at terminus, 2 Engine houses, intermediate, at 8,000 dollars each, 3 principal stations, at 2,500 dollars, ^'i^J rc 5 second class stations, at 1,000 dollars, 10 flag stations, at 300 dollars, 8 woodsheds and water tanks, at 400 dollars, Bngineering and superintendeDce, at $1,000 per mile, Forward, 62,840 6,000— 2,020 5,750 1,250— 693,920 34,697— 10,000— 15,000 16,000 ' = 7,500 6,000 3,000 3,200— 110,840 9,020 23,250 728,617 10,000 49,700 86,750 u REPORT. '>i"iij ''.'■.: 100,000 3,000 42,400 14,000 6,000 49,000 102,000- i I ■ . I - 316,400 * i 5nt., $2,083,980 312,600 ,. .! ...' $2,396,580 Forward, ,; Rolling Stodc. 10 locomotics, at 10,000 dollars each, 3 snow-ploughs, at 1,000 dollars each, 16 first class passenger cars, at 2,650 dollars each, 8 second class passenger cars, at 1,750 dollars each, 4 baggage and express cars, at 1,500 dollars each, 70 box freight cars, at 700 dollars each, 170 platform cars, at 600 dollars each, , . Add for contingencies and unforeseen expenses, 15 per cent., ;/. ' ,.,. .;. : .'. -.;:': Total, .-f ■, ,; v v--.-^ ■ - ■. .-r„, . r Estimate of Terminal Lines, and Bridge over St. John River. The following are approximate estimates of the cost of different terminal lines connecting the main line with deep water and the present lino of railway, dam- ages lo property apart. In the estimate for the line through Portland, the most important item of expense is the bridge over the St. John river, which it is proposed to make on the suspension principle, similar to that at Niagara. The site, about 150 feet above the toll bridge, is very favorable, the rock on which the towers would rest being at considerable elevation above high tide, and presenting every appearance of being well fitted to receive them and the anchorages. The Eastern bank will require excavation, and the Western some embanking, in order to bring the roadway 75 feet above high tide, as required by law, to permit the free navigation of the St. John river. The span will be 620 feet, being longer than any tubular bridge, and about 200 feet shorter than the suspension bridge at Niagara, which answers the double purpose of railway and carriage road. Comparing the natural advantages in the site, the diminu- tion in span, the work it would have to perform, and the facilities for construc- tion with those at Niagara, the conclusion arrived at is that the cost of the pro- posed structiire would not exceed $200,000. By erecting abutments from extreme low water on either side, the span can be reduced to 500 feet, at which a tubular or girder bridge would become prac- ticable, and in stiffness and consequent adaptability for rapid transit, might possibly present advantages sufficient to warrant the extra expense required in its construction. From surveys made, an approximate estimate of the cost of both a suspension bridge of 620 feet, and a tubular one of 600 feet span, has been made, and will be found appended to this report. Estimate of a Line from West side of St John River, through Portland to the present Line of Railway, 70,000 cubic yards rock excavation, at 1 dollar, 400 lineal feet trestle bridging, at 20 dollars, 2,€00 cubic yards rock excavation in tunnel, at 5 dollars, $13,000 650 cubic yards masonry, lining tunnel, at 8 dollars, 6,200— Bridges over Mill street. Long Whar^ and two over Straight Shore road. Oyer bridge Simonds street, Forward^ $70,000 8,000 18,200 33,000 1,000 1 REPORT. Ift Forward, Level crossings, Sheriff street, road to Bentley's house, Ruddock's, and post road, 1 7-8 miles superstructure and sidings, • »' '- Suspension bridge over St. John river, K,-c -.V Total, •va •.;! 1,000 ; 20,000 $151,200 200,000 $351,200 Estimate of Cost on a Line hy Carldon Shore to Navy Island and hy Ferry to Ranhhi's Wharf, to the present Line of Railway. C0,000 cubic yards earth excavation, at 25 cents, G5,000 cubic yards solid rock, at 1 dollar, Bridge under post road. Bridges over road to Peter's mill and Front row, 2,000 lineal feet wharfing and bridging, at 30 dollars, Bridge over Buttermilk channel, Terminal whaves and floats, 2 miles superstructure and sidings, at 8,000 dollars, In Eastern Side to Rankings Wharf and Ferryboats. 3,500 lineal feet pile bridging and wharf, at 10 dollars, 35,000 Superstructure on same, 6,000 — 2 ferry-boats for carrying cars, at $25,000 each, $15,000 . ; ; • 6,000 ■ 2,000 5,000 60,000 60,000 ■' - 30,000 16,000— $253,000 41,000 50,000 $344,000 18,200 1 1 :« Estimate for Line by Carleton Shore to Sand Point and Ferry. 60,000 cubic yards earth excavation, at 25 cents, 40,000 cubic yards solid rock, at 1 dollar, 2,500 lineal feet of wharfing and bridging, at 20 dollars, Road bridges and culverts, ^.iu.t. 2 miles of superstructure, Terminal wharves, &c., Approaches on Eastern side, as by former estimate, Eerry -boats, as before, i ..,'.T $15,000 - 'r^.^K\ 40,000 Ji^-t- fif»:.. 50,000 ' ;u: :-> '-^ \ 15,000 4u^: I'J-T \ 16,000 30,000— $166,000* ■^^ay:^^l-:- ; r 41,000 ' 50,000 $257,000 i'TiSV Estimate for the Line hy Negro Point to Navy Island, with Ferry io Mankinds Wharf. 50,000 cubic yards of rock excavation, at 1 dollar, 130,000 cubic yards earth excavation, at 25 cents, Road crossing Manawagouish road. Road crossing Lancaster street. Road crossing Main street, Rridge over road to Sand Cove, 3 over bridges. Queen and St. John streets, Under bridge, Rodney street. Culverts, Forward, $50,000 32,. 00— $82,500 ?jO 400 500— 1,200 2,000 . ., . 4,500 *i.i(W 2,500— 9,000 r 2,000 mmnmm IG REPORT. Fonvard, Bridge over Buttermilk channel, f) miles superstructure and sidings, Wharfing, Add for approaches on Eastern side of harbor and ferr}'-boats, '" • " i,.)'> «• '!:').V)-f i-'ija ■?>;' .":i- r vj/^-i 15,756 $208,944 91,000 $299,944 . , Estimate for a Line from Negro Point to Sand Point, and hy 30,000 cubic yards of rock excavation, at 1 dollar, $30,000 120,000 cubic yards of earth excavation, at 25 cents, 30,000— Culverts, Bridge for road to Sand Cove, *' "; sKpr-am- Crossing Manawagonish road, ^^" <^-"-"> •••'•« r^-'^^- 300 Crossing extension of Lancaster, . . •' 300- Wharfing, &c., at Sand Point, 4 3-4 miles superstructure, Ferry. .n-r) Ou'\vi:^ )* '-/ $60,000 1,500 2,000 600 60,000 38,000 $162,100 Deduct saved in construction on Main Line. 30,000 cubic yards earth excavation, at 25 cents, $7,500 2,000 cubic yards rock excavation, at 1 dollar, 2,000 134 cubic yards culvert masonry, 656 7 1-10 miles of superstructure, . ,;-' 5,600 — 15,756 ' ■*^ Add approaches on Eastern side, and ferry-boats, as before, $146,344 91,000 $237,344 I A considerable saving may be made in a line to deep water, by stopping the Carleton Shore line at or near Front Row, and making the level of the terminus or wharves about 20 foet above tide level, in which case the cost, with the necessary hoists for heavy freight, would probably not exceed $100,000. It may be remarked here that damage to property, unless borne by the dis- tricts respectively traversed, would form on some of the lines a considerable additional charge. The line through Portland will be the most expensive in that respect, while that by Negro Point to Sand Point will be very trifling. In comparing the merits of a continuous line by bridge over the Falls and through Portland, with that through Carleton and by ferry, it must be remem- bered that a large additional expense will be continually incurred in running the ferry-boats. It admits of very little doubt but that this expense, and the loss of traflSc from detention in transit of passengers and light freight, would much i 60,000 40,000 30,000 224,700 I REroR;i\ n 15,756 208,944 91,000 299,944 ry. $60,000 1,500 2,000 600 60,000 38,000 ^162,100 15,756 ^46,344 91,000 ^237,344 ping the terminus svith the 0. the dla- dderable nsive in fling. Falls and \ remem- ining the the loss lid much inoro riiuu luiui i\xv. intoroat on tlio extra ox[)on=!0 rciiulrorl for the constmc- tioii of a bridgo, so as to muko tliu cuiiQocfcion with tho prcsiiut railway com- l^leto. Estimating, thcrcforo, on a through lino from tho proscnt railway to the American boundary, wo havo the following results : — SGi miles from boundary of tho State of Maino to Suspension Jiridgo, costing, as per estimate, $2,366,580 1 86-100 miles through Portland and over bridge at Fails, as per estimate, i 351,200 88 6-10 miles, $2,747,780 By this estimate it appears tho European and North American Railway can bo extended to tho American boundary, and fully equipped, for $2,750,000, or a little over $30,000 per mile. The cost of tho New England roads avcrogo about $44,000 per r. ile, and the present European and North American Railway nearly the same. The Grand Trunk cost about $40,000, and the Nova Scotia railways about $50,000, while both of these are inferior in character to the proposed line. After allowing an ample margin for additions usually made in rolling stock on all roads after completion, and which tend to swell the cost of those now in operation, tho average of lines on this continent cannot be set down at much less than $40,000 per mile. To show that tho difference in the cost of those, and tho estimate for Western Extension, is not without reason, it is only necessary to mention a few particu- lars which tend largely to swell the cost of other roads, but, in this case, are either very small or unknown. Save that, on the first ten miles from the Suspension Bridge, the grading is very light, tho country traversed after leav- ing the St. John river being mostly on tho heads of those streams emptying into tho Bay of Fundy, causes the amount of bridging to bo uncommonly small, lakes and bogs, erdinarily roquiring largo sums in draining, filling, &c., are almost entirely avoided, and in case of coniiocting with tho European and North American Railway, the outlay for tern inal buildings (usually amounting to a large sum per mile,) v.dll not bo re([uiied. By a reference to the tables, it will also bo seen that the line presents many features highly favorable i;0 its being operated at a moderate cost. The length of curved lino is only 25 miles, or little over one-fourth of the whole distance, while but a very small portion of this curved lino is on a less radius than 2,900 feet. Of heavy grades, only 14 miles are varying from 45 to 52 3-4 feet per mile, and, of this distance, 10^ miles descend Eastward, or toward St. John, a result of great importance with reference to tho carrying capacity of the road, and in view of the heavy lumber traffic expected in this direction. Deviations from Route Adopted. Some deviations from the course adopted, and still within the requirements of a lino via the Douglas Valley, being urged at difierent times, as possessing peculiar advantages, have occupied a portion of my attention, and require some notice here. Route hy South Side of Oromocto Lake. First among these, I would refer to that, already noticed, up the North- West _^ Branch of the Oromocto river, and by the South side of the Big Oromocto Lake, across the valley of tho Maguaguadavic, and by Trout Brook to tho St. An- drew's Railway. It was ascertained during the course of the summer's work, that the level of 18 REPORT. hi til tho water in tho Mugnaguadavio and Choputnoticook Lakes difTored but littlo from that of those of tlio Orouiocto and Kcdron, and alao, that tho bod of tho ]\higuajj;iiadavio River foil at tho rate of 15 leot per mile after leaving tho lake. Tiio distance on the course of tho river to the point where it must be crossed by a lino South of tiio Oromocto Lake, was known to bo not less than ten miles, Avhilo from tho shore of the lake it could not be more than three. The conclusions arrived at from this information was, that tho obstacles in the way of getting a lino in this direction wore of a serious nature, but, in order to leave the matter as little doubtful as possible, Mr. Stewart was dispatched with a small party in January last, to travefto and level what was pointed out vs being tho most favorable ground accosHiblo on both sides tho Maguaguadavic. This line, as also one run by J. "Wilkinson, Esq., C. E., and an(3tlier by Y/m. Mahood, Esq., in 18G0, are shown on the General Map, and profiles of each ac- company the other drawings. The result of this exploration is as fallows: — Tho Maguaguadavic at this point of crossing is in a deep valley, 220 feet above tide level, while tho lake is S71, and the table land on tho West side of tho valley 4(55. As the high ground on the South of tho Oromocto Lake extends a considerable distance toward the river, it appears impossible to make the descent without two miles of maximum grade, and work of a very heavy nature. On the West side of tho river tho ascent may bo accomplished by throe and half miles of the same grade, and with less expensive works than was at first Bupposed, but still the distance will bo longer and the cost greater than on the adopted line. It has been proposed to carry the lino farther toward tho South, below the Kodron Lakes, and although by thus increasing tho distance the valley of tho Magua- guadavic is Y( iched with easier work, yet it is lieavier and the grades aro stoepor in leaving it and gaining tho elevation of tho high ground to tho West- Avard than would bo desirable. In fact, all tho information I have been able to gather respecting this country, leads unavoidably to the conclusion that no lino can be found hero without sacrificing something, either in distance, Avorks, or grades, and this without furnishing any corresponding benefit in traffic. Spruce Lake Route. Another deviation from the adopted line has been proposed near St. John. Leaving the Suspension Bridge, and following nearly the course of the St. Andrew's road four miles, it then turns to tho right of Spruce Lake, and fol- lowing the right shore of Menzie's Lake, passing between Bolvidere and Nelson Lakes, and to tho right of Loch Alva, it joins tho adopted line a little below Eagle Rock on the Nerepis, and near the entrance to the Douglas Valley. This line was explored by parties for A. C. Morton, Esq., C. E., in 1853, with a view to avoid tho expensive rock cutting and tunnelling on tho line following the shore of Grand Bay. By a profile of their survey, which is in my hands, it appears this line would be nearly two miles longer, and though some of tho work is not expensive, yet to ascend the high grounds to the North of Spruce Lake, and again make the descent to the valley of the Nerepis, would require steeper gradss and more expensive works than any on the adopted line. As this exploration was hasty, and, no doubt, susceptible of improvement, it was at first my intention to have examined this district, with a view to finding a less expensive line than by the river, but having succeeded in avoiding the neces- sity for tunnelling, and having obtained a line which presents no excessively heavy work, and has more favorable grades than could be hoped for on the Spruce Lake route, I did not consider myself justified in expending the time and money required for its thorough exploration, while the necessity of devoting all the remaining portion of the season fit for sucli work, to the survey of tho Fred- ericton branch, would have prevented my doing so, had it been deemed advisable. J IIEPORT. 13 3ut littlo 0(1 ot" tho the lake. 3 crossed en miles, ;c. Tho tlio way order to ;lied with 1 out ti.s juadavic. by Y/m. each ac- 3 at this tho lako tho high distance hoiit two rVest side es of the 1, but still 3. It has 3 Kcdron B Magua- rades aro the West- 3n able to at no lino works, or &c. St. John. Df the St. •i, and fol- nd Nelson tie below ey. This th a view wing the hands, it ae of tho 3f Spruce d require line. As it, it was ling a less the neces- scessively for on the ; the time f devoting f the Fred- advisable. FREDERICTON BRAN'Cir. Tho survey of this lino, made in tho months of November and Docombor, 18o Rushagonis River, 10^-^ miles from JIartt's Mills, thence rises 'to a sinnmit 10') feet above tide level at Raker's Brook; crossing which it descends with a grade of o.'i foot per mile i'or 5,000 foot, and through a very easy and level country reaches Mill Stream, near its head, and following its loft bunk on a nearly straight line, with light works, and (with tho excep- tion c^' 3,000 feet of the maximum,) easy grades, a])proaches the Ht. John River near Morrison's Mills, and thence, with very easy work and nearly a straight line, enters the town at the rear of the principal streets, and doing little damage to property. By making the terminus at OdelPs Grove, the whole distance is 21^ miles from Hartt's Mills, which is consioerab., shorter than the travelled road, and the nearest approach to an air lino that I think will be found practicable. The line was extended to tho grounds of tho Agricultural Society, whicli, though adding very little to tho cost of the line, is nearly one-half mile longer. Tho ground in FrederictoD, and its immediate vicinity, is so favorable for railway construction that thc/o will be no difliculty in taking the line to any point in it that the necessities of trade, or the interests of the community, may desire. Of tho characteristic features of the work there is very littlo to bo said. As will bo seen by reference to tho tables appended, tho curvature and gradients are both favorable, while tho works aro more than ordinarily light. An iron bridge of 100 feet span is proposed over the Rushagonis, which, with three small bridges at other points, will cover all demands for that class of work. This line traversing nearly its entire length through barrens and unimproved land, damages to property, except in the vicinity of Frodericton, will bo light. Tho following estimate, based upon the requirements of the same class of road as tho main line, shows that it can be constructed for $495,357, or about $22,000 per mile. Estimate of Cost of Frederidon Branch Line. 20 miles of clearing, at 200 dollars, $4,000 21|f miles of fencing, at 700 dollars, 15,050 — 397,840 cubic yards earth excavation, at 25 conts, 99,460 6,000 cubic yards rock excavation, at 1 dollar, • 5,000 — 31asonry. 472 cubic yards masonry in crumb rubble, at 8 dollars, 635 cubic yards masonry in dry rubble, at 6 dollars, 2,300 cubic yards masonry, culverts, at 4 dollars, 45 tons iron girder, Rushagonis, at 150 dollars, 21J miles superstructure, at 8,000 dollars, 5 per cent, for sidings, Rolling stock, at 8,000 dollars, Stations, Land damages, 3,776 3,810 9,200— 174,000 8,700— $19,050 104,460 16,786 6,750 182,700 88,000 8,000 5,000 Superintendence and contingencies, 15 per cent. ;.i $430,746 64,611 $495,35 7 E. R. BURPEE, Kt APPENDIX. $40,000 Estimate fw Mailway Suspension Bridge, 020 Feet Span, over St. John Biver at Falls. 1100 cubic yards masonry in. towers, at 20 dollars, $22,000 ' 1,600 cubic yards masonry in abutments and anchorages, at 12 dollars, 18,000— CaJblea and Suspenders. 12,000 strands No. 10 wire, 1,000 feet long, 600,000 lbs., at 15 cents, , . , . , , . 90,000 20,000 lbs. wrapping wire, at 20 cents, * • 4,000 24;000 lbs. wrought iron in suspenders, at 12 cents, 2,880— Saddleplatea and Anchorage, 25 tons cast iron, at 80 dollars, ' * 30,200 lbs. anchorage chains, at 12 cents, 600 lineal feet truss, at 20 dollars, 4,800 cubic feet timber in floor girders, at 60 cents, Flooring, Stays and painting, : : : ! ; Excavation for towers, anchorage, &c., 2,000 3,624— 12,000 2,880 4,000 2,000— 96,880. 5,624 Add contingoncies, • ■ 20,880 ' 2,000 $165,384 16,538 $181,922 iJstimaie for Tidmlar Girder Bridge across St. John Biver, 500 Feet Span. 2,700 cubic yards masonry, at 20 dollars, . $54,000 1,500 tons iron work in girder, at 150 dollars, . ' 225,000 Suspension staging, gay, * - •' 182,000 - ; ] $461,000 n. APPENDIX. 5 -^ O 00 O ill " DC S3 1 f3 M IP ^ M '-Si O o Wi~ :8 i-g I l:^ o-*' 60O Ph « M 8 S/w _ ■3oqW«S ft 1.2 ^ / i o ^ I- -^ I— © © O IO a I— t OD © © © © © © © © © • © I- • © r-i • QC C^ • r-i © © © © CI «3 © •>!(|1,' ,*VV'. © © o H« CI t- 00 rt< • • • • • ^ ^ ^ ^ ^ CO co QO © 00 C0©©00©©©0«3»0©©©©iO»0©t^iOkO©lr-©©©b- 0i"^COkO'<*l00©OSOSC©C0C0rHi-teO©©i-H©00W3CO rtCiCOlO;COOOOO>©»HCl'«*(iOt-Oi©«ib-OOOSrHCO"«*<»Otr-© THiHi-lrHi-lTHiHMC^C^C^C.o CI CI c< o CI o o r<[i/ ' 'M '•. •"I" CO n CO o CO ,-, "^ r^'n rHf:i r-:^( HTI 12 12 • !> • • • • f^ ^ ^ p^ '^' J5 «r^• ^ ^'^ -"»' "^ '-' t~- "^ "*. "^. Ci t^ CI *"• Ci CO M rtl CI t- 00 r-< ^B ^. . , 10 rH • • • • . * 02 (^ 1 ;^;25J2;^J2;;^. ^z;!^;^^, j^^ ;^ 12; 5^ >^ ^25 ©OOOirtOOOO'-t^OO ^^1 CO irj 10 © H >ot-©©t--coot— ooot— t— >0 CI -H 10 ^ t« V CO©CSC»COOOUOr-(»Ot— THTt^ >* © CI t- °° ^ 1 CI C< lO C-1 « ©OiO©0©©©©»000©0©0©«Oi:0©©kOOOiO©0 CO 10 >-o . © 9 . © © t- m 1 QO uo CO m ) •«*< »o t- © M >0OC1OO©OOOt^>0C0v0t0©t-OQ0C1CSOlr-O«5C0 I— 1 -H C^ CI I— lO C1COGOCX)t-:C>^CO«3C5«5-^Or-ll--QOu:)OC10iCO'+lC1COO CO 1— ,_i »-i -?♦< :o — 1 r-i_i0^'*iL0Q0asc^00C0<0C0l--Q0OOCC CO Ci •-I -+ 10 I— I- "* "^ ■* Tt '^ Tt< Tfi iO 10 »0 UO 10 »-0 1-0 ;0 CO «o ^ L— L- l^ U-- t— t'- t- t- V. -r. 'r. v^. y: ci CTi. 1 CO CO CO "^ ^ IV. APPENDIX. •-I a Si 6 Q O Ed a a o I— I CO CO CO H O J?; H ?? • o o w s: m •M s d ..■S o '3 >o i, 94 CO M rH \o r^ Oi J rH O M (» ■ 2 a* t. 3,S H 51S 2c«2^ p^ rH CO o CO o (Ji o CO o CO o no rH CO O CO 0-hr-'iO>0O>-(tC0GsOi;2CiC:iOOOOOOOOi--ir-J(MC<4 . CO • # • CO u • • '^ • • • • • • • o • . « . "^ . • • (N • • • • CO o o o QO o 0:1 . C >0 O O O iO CO to Oi 1— ( 00 r-l kO d CO cO OS CO >.o to 1— ( cp uo o CO 00 OD o kO CO C n v ij 3 « O'go o MS (« oo CO »o CO to o CO 94 00 CO T-t O O O O r; £2 :::::::::::::::: : I o QO QO Oi f O o CO o I o ^« a 9 B^ Si §-9 o . o • o • o O • O • O • lO tH • I» . QO • lO 1—1. • • CO • I— I o • o »o • o QO • oo o o -^ CO • • • • • WW oo • • > ^ • OS o "^H CO 1-H >o o CO CO »-( OS OS CO oo t- CO »o rH CO oo CO t- CO "■^ ^ ^* Jz; !zi • ^2; • CO m 12; 02 cc CQ 02 o o o iO kO o CO o o o o o o io o o t- » <# o OS OS (M 1-i 1—* 4 O O 0 U5 O O O O < poo»o»oooooooo O O OO OOOOOOt- CC 1 o o o oo O O O «3 O -* oo -rj- 05 -^ 05 i-< CD QC o: (M C-- t; i''^ Summit between Douglas Stream and Oromoeto. ^ APPENDIi k • IX. E TO THE TABLE OF GRADIENTS ON THE MAIN LINE FRO:\r SUSPENSION BRIDGE TO THE 1 AMERICAN BOUNDARY.— Continued. Distance Length Incliua- Inclina- UlHQ Fall ll.iiglil s. from Sus- of tiun por tion por in in abovo llEMAUKS. .& pension U Qrado. 100 Foot Miio. Foot. Feet. Datum. ridge - HTOOO 700 Level. 151.00 H 150000 3000 0.20 10.56 6.00 145.00 M 152700 2700 Level. 145.00 Gasperoaux. Lake. Jl 158700 6000 0.10 5.28 6.00 151.00 ■ 159400 700 Level. , 151.00 ■ 163500 4190 0.55 29.00 23.00 128.00 , ■ 166800 3210 Level. 74.00 H 179657 12857 0.42 22.17 54.00 74.00 . ■ 182600 2943 Level. 57.00 ■ 186000 3400 0.50 26.00 17.00 57.00 ■ 190200 4200 Level. 80.00 ■ 193600 3400 0.675 35.04 23.00 80.00 • •, • ». . ■ 194100 500 Level. 58.00 ■ 199100 5000 0.44 23.23 22.00 58.00 ■ 199300 200 Level. 32.00 • * ' ■ 202470 3170 0.82 43.29 26.00 32.00 S. Branch Oroniocto lliver. . ■ 205880 3410 Level. 45.00 ■ 213100 7220 0.18 9.504 13.00 45.00 ■ ■ 217200 4100 0.75 39.60 30.57 75.75 ■ 219600 2400 Level. 75.75 • ■ ■ 221500 1900 0.45 23.76 8.55 67.20 « ■ 222000 500 Level. 67.20 Hartt'a Mills. - . . fm 226584 4584 0.65 34.32 29.80 97.00 > H 235154 8570 Level. 97.00 X 239000 3846 0.65 34.32 25.00 122.00 ■ 242600 3600 Level. 122.00 Tracey's. • *oint. ■ 247490 4890 0.90 47.52 44.00 166.00 r ■ 248500 1010 Level. 166.00 ■ 251833 ■ 253000 3333 1167 0.60 Level. 31.68 20.00 146.00 146.00 . -. ■ 259000 6000 0.75 39.60 45.00 191.00 ■ 260900 1900 Level. . 191.00 • • ■ 263900 3000 0.30 15.84 9.00 200.00 . - ; ■ 277400 13500 1.00 52.80 135.00 335.00 ( ■ 282476 5076 Level. 335.00 Yolio. ■ 294200 11724 0.95 50.16 111.40 446.40 -; -I' ■ '■> ■ 295200 1000 Level. 446.40 I . -^ ,(.. ■ 297200 2000 0.68 35.90 13.60 460.00 1 . -;^ i • ■ 298600 1400 Level. 460.00 i\- , V*' ■ 302600 4000 0.875 46.20 35.00 424.00 /•../■'••■■'; ■-,■■;':■' ■ • -. •■■ •^.. . ■ 304000 1400 Level. 425.00 .'■ <•',.• iutanco Lon^th Inolina- Inclina- Rise Fall Height from SuH- of tiun pur tion por in in above REMARKS. l)un3iaa B Q roclo. 100 foot. Mile. Feet. Feet. Datum. 321300 130U ""0.3T 16.36 4.00 425.00 329412 8112 0.90 47.52 73.00 498.00 Harvey Settlement Road. 334900 5488 Level. 498.00 .339400 4500 0.38 20.06 17.10 515.10 .348100 8700 0.47 24.82 40.90 474.20 350800 2700 0.60 31.68 16.20 458.00 352000 1200 Level. 458.00 N. E. Maguaguaciavic. 355385 3385 0.65 34.32 22.00 480.00 358500 3115 Level. 480.00 3G2500 4000 0.85 44.88 34.00 446.00 365600 3100 Level. 446.00 367900 2300 0.65 34.32 15.50 461.00 , 3G8000 100 Level. 401.00 f 373000 5000 0.90 47.52 45.00 416.00 373300 300 Level. 416.00 Maguaguadavic River. 376000 2700 0.90 47.52 24.30 440.30 376200 200 Level. 440.30 379233 3033 1.00 52.80 30.30 410.00 379800 567 Level. 410.00 380800 1000 0.55 29.04 5.50 415.50 (1 381100 300 Level. 415.50 - 1 ( N ' 383400 2300 0.50 26.40 11.50 404.00 387900 4500 L evel. 404.00 Mink Brook, 389900 2000 0.85 44.88 17.00 421.00 390800 900 Level. 421.00 391800 1000 0.60 31.C8 6.00 415.00 , , • I 395200 3400 Level. 415.00 396200 1000 0.40 21.12 4.00 419.00 401300 5100 Level. 419.00 ' - ' 408000 6700 0.18 9.50 12.06 431.06 , '.. , ■' ■ 411105 3105 0.90 47.52 27.94 459.00 417000 5897 Level. 459.00 419400 2400 0.50 26.40 12.00 447.00 •' " 420500 1100 Level. 447.00 423800 3300 0.85 44.88 28.00 475.00 424200 400 Level. 475.00 426800 2600 0.50 26.40 13.00 462.00 St. Andrews Railway. 428300 1700 Level. 462.00 435200 6700 1.00 52.80 67.00 529.00 ■ •■■■-■,- • -V.-- 435400 200 Level. 529.00 .• > .: :■. .. - ■'. ' 439733 4333 0.50 31.68 26.00 503.00 • ■ - •_■..':' if' ' ;^ • 442200 2467 Level. 503.00 444500 2300 0.78 41.18 18.00 485.00 449000 4500 Level. 485.00 454500 5500 0.95 50.60 52.25 432.75 456100 1600 Level. 432.75 458400 2300 1.00 52.80 23.00 409.75 St. Croi^. 31^, fc J* J? C (X c III Mt^ APPENDIX. XI' TO TUE i ■>«■ nt Road. ;aaavic. c River. Etailwav. rO':^0^. 23 r3 •- K 6s J*. 2 o M 1-1 r' In aj eo 1-1 t- CO CI o T-H CO l!0 CO o oo CI o CO o o CO o CO CI 1—1 CO OO r-t r- o «0 CO o CI 1/5 t. o o . o S 1 io o ■ o g^ C^l CI • 1-1 Curve, idius 2 feet. S 3 * £; 3 3J r^ CO i-i ira H 5-H 9 HI °5 feOg.Sp4 QO t— • to t- • CO 1(0 • IJ^ I— • c» CI • CO o . o oo • o • CI >o . o CI • «o O • I- o o o c? »o w f^ l-liJ1 CO »o pq pq iz; 1-1,': I 1—1 CI ^ )^ ^ '^ CI oo CO oo >o t^ •^ o CI lO "^ ■^ i-< uo ^ ^ ;^ 12; J-^j li?^ o »o CO -^ O *.fi oo c^ CI o r-( CO o uo CO o CO CO CO rH OS c^ C 9 J 1 O sS O 1 J e-1 rH "1 o o CO o O o ■^ m a bo a rf tr-( o O ^ °S ■«j rfl til o o »2^ .s 1 a o (Q S to O Ca ^ 5tQ s S pq<2 58 §-s i^ Ul Hitl CO CM 05 o o o o o o o o ^- oo CO ^ «o CO -^ to •*! O 1— I »— I »— ' J-> ir APPENDIX. !mi. TABLE OF GRADIENTS ON THE FUEDERICTON BRANCH RAILWAY, FROM IIARTT'S MILLS TO FREDERICTON. Difltanoe Length Inclina- Inclina- Riso Fall Height from of tion por tion por in in above REMARKS. Junction. Grado. lUO Foot. Milo. Foot. Feet. Datum. 70.00 Hartt's Mills. 1000 1000 0.50 20.40 5.00 75.00 8400 7400 0.50 20.40 37.00 38.00 17300 8900 Level. 38.00 18500 1200 0.33 17.42 4.00 42.00 1S900 400 Level. 42.00 22025 3125 0.16 8.448 5.00 37.00 2G200 4175 Level. 37.00 • 28200 2000 0.40 21.12 8.00 45.00 * 28400 200 Level. 45.00 29400 1000 0.70 36.96 7.00 38.00 30000 600 Level. 38.00 1 -. 'r 31000 1000 0.70 36.96 7.00 45.00 1 '.-■ ' " ' ■ , ' i : ! , 31200 200 Level. 45.00 ; / .. Ml •• 32200 1000 0.70 36.96 7.00 38.00 ' r. " •'■'.'. • 44300 12100 Level. 38.00 'M ■•• ii|'. ' 44700 400 0.25 13.20 1.0 37.00 1 . ; - ■ \ ' *' 49800 5100 Level. 37.00 50400 600 0.50 26.40 3.00 40.00 ■- ^ . • . '1 » 55500 5100 Level. 40.00 Rusbagonis. 56500 1000 O.JO 26.40 5.00 45.00 60150 3650 Level. 45.00 » 64000 3850 0.675 35.64 26.00 71.00 ^7700 3700 1.00 52.80 37.00 108.00 71700 4000 Level. 108.00 73300 1600 0.845 44.61 13.50 121.50 78300 5000 Level. 121.50 .:--/,'..v) ■ 79740 1440 0.80 42.24 11.50 133.00 , i , ; , i r . . -r . 1 • : 80000 260 Level. 133.00 Summit Cutting. 85100 5100 1.00 52.80 51.00 82.00 85400 300 Level. 82.00 •■• !;; •• ':. 89000 3600 0.72 38.00 26.00 108.00 ■"•., '■' ' -i ' ■ 89200 200 Level. • 108.00 i ~ ■ ' ■ ' f 'J ' '■ 91000 1800 0.50 26.40 9.00 99.00 93200 2200 Level. 99.00 96400 3200 0.74 39.07 23.70 122.70 - 100300 3370 1.00 52.80 33.70 89.00 103600 3300 0.1325 7.00 4.40 84.60 110900 7300 0.575 30.44 42.00 42.60 Fredericton. 114100 3200 0.144 7.60 47.20 xrf. APPENDIX. *l^i . * t.i ji • • / 1 i» ' ' ■ • .'-•.iit.un^* .1: n •r 1 1 ' ' ' • «i''».'t';. ' ' ',1. -UJ.' 1 ' . i 1 •; ! , . s , 1 1 (<'..' ' ,'.■' .. ", (,' 23510 22223 45733 *' 45 " 52.80 " " -.v. ■ 34531 15000 49531 of 62.80 " "H.t. 20200 5333 25533 .'ti,'.V;4f1ll'f (J VMJ.w. ■ nil 193,563 130,048 458,550 ABSTRACT OF GRADES, FREPBRICTON BRANCH. ■::; (■•H'UJ Falling Eastward Falling Westward Total A " i i. * in Feet. in Feet. inFoet, .-, Level, 62915 From to 10 feet per mile'r 3200 6425 9625 « 10 " 20 " " '. '• 1200 400 1600 « 20 " 30 " " jn.l . ' «'. 4600 7400 12000 " 30 " 40 " " '"•" ■ 11650 11100 22750 " 40 " 46 " «')ii."ot 1600 1440 3040 of 52.80 " «.,'!>;:!)! 3700 8470 1217a ,,l\ Oil 25,950 35,235 114,100 •::or.';u*)o'/: 'i ()0.fet^ OKI- :0<:.TI- 1 V-^.^.u iii'tl, \ir t i •*! * •^^'>f\^\,Ty f. \'U.\ ."'•[•1,0 mx lOi^uiwa !.''.(.M-. r.ris, 0(»K7 iUHinii '^t).: pji.o oo^"-: iHt.»r 1 i r • ;'>.'vi. 'otal Foot. 4W9 7727 7450 3547 1897 5733 9531 5533 S.550 r;,iUf} 'otal Foot. D625 1600 2000 2750 304O 2170 LlOO i'.fsn.\,r\.t t im J.liV^tl