IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I rllM ilM " '- lllllli ' ''^ IIIIIM III 1.8 1.25 1.4 1.6 M 6" — ► V] w cm\^> v^ '^ A ^. y V /A Photographic Sciences Corporation 33 WEST MAIN STREET WEBSTER, NY MS80 (716) 873-4S03 CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian Inttituta for Historical Microraproductions institut Canadian da microraproductions historiquas 1980 * Technical and Bibliographic Notes/f^otes techniques et bibliographiques The Institute has 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. Q J D D n n Coloured covers/ Couverture de couleur Covers damaged/ Couverture endommagde Covers restored and/or laminated/ Couverture restaur^e et/ou pellicul6e □ Cover title missing/ Le titre de couverture manque I I Coloured maps/ Cartes gdographiques 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/ Plane D iches et/ou illustrations en couleur Bound with other material/ Reli^ avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ La reliure serrde peut causer de I'ombre ou de la distortion le long de la marge int^rieure 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 ajout^es lors d'une restauration apparaissent dans le texte, mais, lorsque cela 6tait possible, ces pages n'ont pas 6t6 film6es. Additional comments:/ Commentaires suppl6mentaires; L'institut a microfilm^ le meilleur exemplaire qu'il lui a At6 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 methods normale de filmage sont indiqu6s ci-dessous. I I Coloured pages/ D D Pages de couleur Pages damaged/ Pages endommagdes Pages restored and/oi Pages restaur6es et/ou pelliculdes Pages discoloured, stained or foxe( Pages d6color6es, tacheties ou piqudes Pages detached/ Pages d^tachdes Showthrough/ Transparence Quality of prir Quality in^gale de I'impression Includes supplementary materii Comprend du materiel supplementaire I ^ Pages damaged/ I I Pages restored and/or laminated/ I I Pages discoloured, stained or foxed/ I I Pages detached/ I I Showthrough/ I I Quality of print varies/ I I Includes supplementary material/ 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 filmies d nouveau de fa9on A obtenir la moilleure image possible. r~^ This item is filmed at the reduction ratio checked below/ LlJ Ce document est film6 au taux de reduction indiquA ci-dessous. 10X 14X 18X 22X 26X 30X y 12X 16X 20X 24X 28X 32X The copy filmed here has been reproduced thanks to the generosity of: Harold Campbell Vaughan Memorial Library Acadia University L'exemplaire film6 fut reprodult grdce A la g6n6rosit6 de: Harold Campbell Vaughan Memorial Library Acadia Unive.iity 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. 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. The last recorded frame on each microfiche shall contain the symbol —^ (meaning "CON- TINUED"), or the symbol V (meaning "END"), whichever applies. Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginninri 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 images suivantes ont 6t6 reproduites avec le plus grand soin, compte tenu de la condition et de la nettetd de l'exemplaire film*, et en conformity avec les conditions du contrat de filmage. Les exemplaires originaux dont la couverture en papier est imprimde sont film6s en commenpant 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 filmds en commenqant 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. Un des symboles suivants apparaitra sur la dernidre image de cheque microfiche, selon le cas: le symbols — •► signifie "A SUIVRE", le symbols V signifie "FIN". Les cartes, planches, tableaux, etc., peuvent dtre film6s A des taux de reduction diffdrents. Lorsque le document est trop grand pour dtre reproduit en un seul clich6, il est film6 d partir de Tangle supirieur gauche, de gauche A droite, et de haut en bas, en prenant le nombre d'images n^cessaire. Les diagrammes suivants illustrent la mdthode. 1 2 3 1 2 3 4 5 6 >' :^ ' r..«^-'«ii^>^V.->.. d^^^k- .>»;-'. 4 Jk r I RAILWAY ROUTES FROM ^ MONTREAL. ■ \'^4 7 "ii- MR. BEMISTER'S REPORTS ON THE SURVEYS, iMASKlNONGE TO JOLIETTE. .TOLlF/n K TO 8T. FSPRIT AND LACHEXAIE. JOLIETTE TO THE OTTAWA RIVER. MONTREAL TO TERREBONNE. AKD PROPOSED ROUTES. '«;.>.'■■ BEMP^TER & SLATER, CIVIL ENGINEERS. Montreal, August, 1875. ■'% MONTREAL: Th^{ BURLANU^i>E8BABAT8 LITHOGBAPHIC AM) PUBLISHING COMPAVT. 1876. HE 2803 .Q4- •M •Vfc-ijIWV^n' / \ / ! 'Ou with this Report shew a complete exploration of the coun- try between the crossing of the Maskinonge River by the survey-line of the North Shore Railway Co. and their crossing of the Ottawa River mentioned above ; taking Joliette as the object of the deviation from the route of the North Shore Co's Survey-line. The actual surveys made by us were between the Ottawa River and Joliette, and between Joliette and St. Marthelemi, but a survey had been made by the North Shore Railway Co. between Maskinonge and a point near St. Barthclemi which has been used in making up the estimates given in the reports. -, 3-^0^1 JOLIETTE TO MaSKINONCIE. Two routes were explored and surveyed, one keeping to the north of a direct line between Jolictte and St. l^arthelemi and shewn by a plan and profile and the other south of a direct line. Owing to the grade of i in lOO (52.80ft. per mile) required to descend " the coteau " and the curves necessary to avoid gullies, which are large near the edge of " the coteau " together with the heavier nature of the 'work at the crossing of the Chicot River, I have decided on adopting the route to the south of a direct line between Jolictte and St. liarthelemi. Therefore the estimates are for the latter route. By adopting this route a straight line can be located from Jolictte to Maskiiionge River, a distance of 24 miles, with a maximum grade of 1 in 176 (30 ft. per mile) at the rise of "the coteau " and with light work. There would be but one grade of this rate, no other being more than i in 200 (26 ft. per mile.) This statement shews the very favourable character of the country. ^ This portion of the route I have full}' described in my Gen- eral Report, therefore, it is not necessary to sa\- more in tliis. JOIIF.TTE 'lY) TllK OTIAWA RlVF.K CROSSIXd. The country crossed b\- this route is ver}' fax'ourable for rail- wav construction. " The coteau " v hich is so high and so abrupt at St. Barthelcmi and at Mascouche is not found on this route. The slope is gradual and unbroken up to the height ol Jolictte, as an inspection of the profile will shew. The line is nearly, but not quite a direct one, owing to the large swamp situated to the south of L'lCpiphanie in which the ground is so bad as to make passing through it out of the question when good ground is near. The route shewn b\' the 5 red line on the plan and by a dot cd black line (in the map acconii)an)in^ these rejiorts has <;[ood j^round throughout except that, Hke the ground of the North Shore Survcy-Hnc, near the Ottawa River it is Hable to floods for a distance of over three miles from the rixer. The Lac (^uareau River is the larcjest on this route, requirint^ a bridge of two hundred feet span (or two spans of lOO feet each.) The ijrade is sixty-seven feet above the bottom of the river. Kxccpt for its larp;e cost this brid^iije would form no difficulty as the bottom of the river is rock and the depth of water not ^reat. In fact, the water-wa)- mi_<;ht be tjjrcatly reduced without dans^er althoui^h as a rule I prefer to interfere as little as possible with the natural channel, in ortlcr to axoitl an)- damage to the bridL;es from Hoods. I'ollowini; is a statement of what wouKl be the principal features of the railway line if this route were adopted; with an estimate of cost, ami com|)arisons in all these parliculais with the North Shore Co's Survev-line. 40 c o .5 'J2 ■J-, a c o B o tr. < a; a V t r. ■r <-« o c ^ 1^ '^ ^^ •^ :^ X !- J- vU i; ^ ^ ■-> -y* rt r^ :; > <*4 i»» c:3 4-* 4-1 o a; i; -1) •r. m 5 o Eh fo o «* oc CM JO ^uoo aaj "S^UPI « ro CO ■ o i-i •q'jSuoi .i|oqAi © © •SO[II\[ ca •t{j3a,i[ ajoqM (J5 00 ■3 o I ^ ■s.n!W w 58 ■q)3ao[ ,>ioqA\ JO JU 1.1 J.),I 1— ^- oo ^ s. I ■H>>i!re ! « 4,- ! qjSnoj ,»[oqM 2-2 j jo^a.o j,),i O H L a, a> •S qiK « 00 id oi fHIW Hm M 00 qjSu>i o[oqA\ JO |U03 JOJ © oc IM 00 S o|ira jnd I CJ 1 niiii.ioAy & c^ ^ M Q o l-H D a; ^ •M V O 0) 'g •suo}}.! IJ ip 01 '^ 1— t I«) Q •-1 «« .1) © CO qidu,)! .)ioi|M 1 ) jtii ) .i.>J 4.49 00 in C to -t o fO ^™ t- s n m ■* M 00 lA 00 o tn •qjSnoi •qj3u.>i »[oqM jo C4 CO O PQ I i> The table i^iven above shewing the characteristics of the line and a simihir table shewing those of the North Shore Go's Survey-line, prove that in every respect, except in that of length, it is better than the Intter. Line b)' way of Joliette, 46 miles in length. North Shore Go's Survej'-line, 43 " " The difference is therefore 3 miles against the route by way of Joliette. The construction of the line is however less in cost. The estimates include for the same items given in the estimates in my general report and therefore it is not necessary to detail them here. The total cost for tiie 46 miles, by way of Joliette, would be $900,104 or $19,566 per mile. The total cost for the 43 miles, the North Shore Go's Survey-line, would be $972,264 or $22,610 per mile. This .shews that by .idopting the longer line there would be a saving in cost of $72,160 or over $3,000, mile for mile. The saving would be greater but for the heavy work in the bridges and culverts (as at Lac Ouareau River.) I do not say an)'thing here as to the character of the country through which this route passes, or the facilities it affords for the construction of a railway line over that passed through by the North Shore Go's Survey-line, because the above statements are sufficient in themselves, and because the statements, as to these particulars, given in my general report for the route by way of Terrebonne apply, with slight modification, to this route. May I therefore refer you, for an\' further information to that report. I have the honour to be, Gentlemen, Vour obedient servant, GEORGK HKMLSTKR. HSU To Mes.^rs. N. Forest, J. E. Ecrement, J.E.Cloutier, C. Dupuis.JosEi'ii Leoare, M. Granger,]. Mag- NOLL, E. PuiRiER, Joseph Morix, Leon Piquette, MoiSE Melancon, Louis Lord and Adelmar Leblanc. Montreal, August 4th, 1875. Gentlcmoi, Some time since I iianded you a plan and profile of the survey, made according to your instructions, between Joliette, St. Jacques, St. Alexis, St. Esprit and Lachenaic promising you a report with estimates on the completion of the surveys then being carried on for the Towns of Joliette and Terrebonne. T have now the pleasure of making you the following report. The red line on your plan and a dotted black line on the map accompanying the reports shew the route of the survey. According to your instructions the survey-line was taken to within about a mile of St. Esprit. It is nearly a direct line between Joliette and St. Esprit. Curving at St. Esprit River the line runs direct for Lachenaie. If the route of this survey were adopted for a railway-line the following is a statement of what would be its cost and its principal features. I also give a comparison with the North Shore Go's Survey- line. A Vw \ i • (U J (/3 > +J u CO 3 CO 13 C/3 c nJ >. c (/) 03 X a, (U B < o U CTJ ^ o 73 j:: 3 CO cr I-" u 4-) rt u. o :^ 4-1 U] Ui «*, OJ o > >> ;^ ?: 03 > ?• iS 4-1 OJ. o • ^-4 03 OJ C ^ (D -M ^ ^ o *-> , 1 ^v bJD O c 4-1 o V c ■M ..lij OJ V) • ^M 03 o *eH ^ CO J Total rise and fall. 1 si. OD I or ^i ft. { per mile. a> 1 52.80 ft. per mile. •qiSaai aioqM O 42 ft. per mile. M M •s-»i!re Hf3 HN 35 ft. per mile. •m^aai ajoqAv 00 ITS 32ft.to37ft. per mile. •«9l!W nf 5*0 21 ft. to 26 ft. per mile. •q^Suai ojoqA^^ JO ^UM JOJ 1— # op •sanre «e llft.tol7ft. per mile. qjSaoiaioqM JO -^aoo joj *— t 00 o •Baiiw C*5 1- Up to 10 ft. per mile. •q^Saai ajoqAi JO juao J3J (J» 00 •801! i\l »** 00 1 Level. •qjS(ia[ oioqM JO "^aoo ia,i 50.48 00 •saiJK CD 1— t ;3r p— « 1 Curves. 1 •aijra jad aSBJOAV to P ITS i 5,730 ft., 2,865 ft., 1,910 ft. radii. •»t< 'snoipayap Degrees. b J?' 00 I— 00 •qjSuoiajoqM JO -^aaa la^ © «o o 1 ' Miles. 1- -l«> N Straight Line. 1 a\ aioqM jo aao iaj • 05 A f at 1 CI 11 1 1 M •* < S3 10 The tables i^iven above shew the following results : This line is the superior of the North Shore Go's Survey-line in curvature not only because the degrees of deflection are less per mile, but also because the curves are not rendered necessary by the nature of the country over which the line passes (as that at St. I'2sprit changing the direction for Lachcnaie.) With respect to grades the difference is to some extent in favour of the North Shore Go's Survey-line owing to the grade of I in lOO (5^.80 ft. per mile) required to descend from "the coteau " to the lower flat on the line between St. Esprit and Lachenaie. In the rate of rise and fall the advantage is also slightly on the side of the North Shore Go's Survey-line. The line on this route could however be constructed for less than the North Shore Go's Survey-line would cost per mile ; the difference being as follows : North Shore Go's Survey-line . . . $22,610 Line by way of St. Esprit $18,824 Difference per mile in favour of the latter $3,786 The items included in the estimates are the same as those given in my general report. The saving on the line by St. Esprit is much reduced by the heavy work required at " the coteau," the direction in which th'" line is going making it necessary to cross "the coteau " nearly at right angles and at one of the steepest places as here it forms an abrupt termination of the upper flat of the country with a difference of elevation between it and the flat below of from 70 to 80 feet. Although there is a saving in cost of construction on the 27 miles of, in .ound figures, $100,000, still as this line to St. l^sprit would be eight miles longer than the North Shore Go's Survey-line this saving would be more than swallowed up in the construction of the extra length. II If the saving were greater and the Hne had no " coteau " to cross there are two reasons, that I expressed to you at the time the survey was going on, why I could not recommend this route for adoption, these are: the lengthening o*" the line of the railway so much without the advantages to the Railwaj' Company being in proportion to the increase, and the great angle or bend which the line must take to cross the Ottawa River below Lachenaie. This latter objection to the route will be understood on an inspection of the maj) accompanying the reports. With these objections the adoption of this route is not pos- sible. The survey has fully answered its purpose as an explo- ration of the country and I trust that you will see that the route I have recommended in my general report is the best and the one most calculated to serve the different towns and villages interested, while at the same time it is the route that will serve the interests of the Railway Company. Allow me to refer you to my general report, therefere, for further information. I have the honour to be, Gentlemen, Your obedient servant. GEORGE BEMISTER. . To THE Mayor and Corporation of the Town of Terrebonne. Montreal, August 4th, 1875. Gentlemcfi, I have the honour to report to you the results of the survey made according to your instructions between Montreal and your Town, with the (jbject in view of finding a route on which a first-class railway might be constructed. Between the height of the land on the island of Montreal and Terrebonne, two routes were explored. — the blue line on the plan shews the base line of the exploration — one taking a direct line for Terrebonne and the other, which is the route I have adopted, crossing the river at St. Vincent. The much greater length of the bridging that would be required on the direct route and the fact that St. Vincent is of sufficient size and im- portance to make the deviation worth taking in the interests of the Railway, leave no doubt in my mind that it is the best. The route shewn on the plan by the upper dotted red line between the Montreal Ottawa and Western Railway and St. Vincent was also explored, and as it would have been shorter and consequently more direct and have made the angle of deflection less for the change of direction at St. Vincent for Terrebonne, I should prefer this route but that it has the serious objection of having to cross a height of land near the junction with the Montreal Ottawa and Western Railway nearly sixty feet higher than that crossed by the route of the firm red line lower down. This prevents its adoption. < J3 This report includes estimates for the works ; statements of the orincipal characteristics of tiie line on the route that it would be best to follow and also comparisons in cost with the North Shore Comj)an\''s Survey-line. * The results of the survey are very satisfactory havinj:;^ regard to the nature of the country, in the heit^ht of land, and the two large rivers, to be crossed anrl are fulK' uj) to my expectations as expressed to you bclore the commencement of the survey. A railwa}', first-class in ever)- respect, can be constructed and at a cost much less for the same length than what would be tiie cost of a line on the North Shore Comjxiny's Survey-line, crossing the Ottawa Ri\er below Lachenaic. The following statements will however speak for themselves. o c J-l a; c o a; C o C OJ ^ d c c D -t-J OJ >^ c o < Dei c u 4-) (/: > n3 C rt a a 4-1 is i) O *j u c ^ > o ^ o , 4-1 C o fer—l « Rise and Fall Total Rise & Fall Feet. 3 *- "3 132 5 piN p>4 M 00 n 1 34 ft. 41 ft. to 35 ft. per mile, per mile. 1 Miles. ^ N 0.85 Miles. « r1 26 ft. to 29 ft. permile. 00 r-l I— 05 © 11 ft. to 20 ft. per mile. Miles. 2.08 Ifl Irt CO Up to 10 feet permile. Miles. 10 © 1 : Level. 1 i 1 4.80 IM id straight Curves Line. Curves. •8tio!P9paa Degrees. 160 00' CO CO 1—* X _3 •y S98'S Miles. I— ( F-4 V OSi'S Miles. 'fl.^ CO fH w^ Total i Length ,of Line.' Miles. CO «! p The first table (A) shews the principal features of the line if the route starting from a junction with the Montreal Ottawa and Western Railway at 1 lochelat^^a. on the flat below "the Coteau," should be adopted. The advantage of this would be in avoiding the steep grades of the Montreal Ottawa and Western Railway near Ilochelaga on all traffic corning from, or going to, the harbour. The line whose principal features are given in the second table (B) which forms a jtmction with the Montreal Ottawa and Western Railway above Ilochelaga (that is ; above "the Coteau") is superior in some respects. A large proportion of the traffic of Montreal would be better served by it, especially the passenger traffic. The same length (13 miles) would take the line three-quarters of a mile nearer the centre of Montreal — in other words this line is shorter than A by three-quarters of a mile, taking Terrebonne and the centre of Montreal as the two ends of the route. The line A for the part of it near Hochelaga is shewn on the plan by a dotted red line and on the map accompanying the reports by a dotted black line. The line B is shewn on the plan by an unbroken red line and on the map by an unbroken black line. With regard to cost the dificrence would be slightly in favour of the Unci? — the work required on the line A at the descent of " the Coteau" being somewhat heavy in character compared with that of other portions of the line. The cost of construction on the line H would be $37,268 per mile including the construction of the bridges over the Rivers des Prairies and des Mille Isles or a total cost for the thirteen miles of $484,499. The line A may be taken as the same in cost jjer mile, the difference, mile for mile, between the two lines being so small. The estimates do not include for station-buildings or telegraph i6 4 but are for the same items that are yiven in the estimates in my general report and are as follows ; — The land required. The clearing, slashing, or grubbintj of the bush. The fencing (iron wire) and farm gates. The earthwork in cuttings and embankments, &c. The public road and farm crossings. The masonry for culverts and Bridges. The ties. The ballasting of the road with stone or gravel. The laying of the track, main line and sidings. The Iron Ikidgcs. The steel rails with fastenings. The switches for sidings. All these items are estimated for as being first class and equal to similar works on the best Canadian Roads. A line constructed on the North Shore Company's Survey- line from the Ottawa River to Montreal would cost for the same items and class of work as above, $53,233 per mile, including for the bridging of the Ottawa River or a total cost, for the distance of twelve and one third miles, of $656,547. Adding therefore the cost of two-thirds of a mile the saving effected by the line to Terrebonne as compared with an equal length of the North Shore Company's Survey-line is $187,120. The principal item of this saving is in the bridging. The cost of the bridging for the two rivers on the line to Terrebonne being far less than that for the Ottawa River where it is crossed by the North Shore Companj-'s Survey-line below Lachenaie. There is also a saving on the earthwork, on the ma.sonry, and on the ballasting. The bridge on the North Shore Company's Survey-line over the Ottawa River may be called in round figu.os 3000 feet in length. One span of it must be a "draw" or a "pivot"- 17 bridf^c. The bottom is very bad for the pier- foundations, and the bridj^e would be very liable to damage durinjj floods. The two bridj^cs on the line to Terrebonne would not be much over 1500 feet in lenj^th. I have, however, made the bridge over the River des Mille Isles lon<;er than actually necessary for the water-way so that the road from the present road-bridjj;e into Terrebonne can be carried iDider one of the spans. This kecpinfr up of the bridi^e in height enough to allow of the road-way being under the track will be a great advantage to Terrebonne. No " draw" or " i)iv()t"-bridge is required on this line as the bridges are .above the navigation. The bottoms of the rivers are all that could be desired for the pier-foundations, being rock, and there is no danger of ilamage to the bridges during floods. These statements speak for themselves, of the great superiority in many respects of the line between Terrebonne and Montreal, and having made a general report on the route I think best adapted to meet the growing need for railway accommodation of j'our Town and County and the counties of L'Assomption, Montcalm, Joliette and Berthicr ; — t^^ avoid needless repetition in this, may I beg your reference to that for further information. I have the honour to be, Gentlemen, Your obedient servant, GKORGE BEMISTER. 2 mfimmmiimmrmimmmmiimimmKmmi To the Mayors and Corporations of thi!: Towns of JOLIETTE and TeRRFBONNE, AND TO GENTLEMEN OF St. Jacques, St. Esprit, St. Alexis, St. Rocii, &c. -Montreal, 4th August, 187 ^ Goitlcuicn, Having had the pleasure of giving you special reports on the surveys carried out by us according to your instructions during the last winter between Johette and St. Barthelemi; and Joliettc, St. Jacques, St. Alexis, St. Esprit, St. Roch and Lachenaie ; and more recently between JoHette and the Ottawa River ; and between Montreal and Terrebonne; and these surveys having been made with the common object in view of, if possible, obtaining a route that would better serve the populations of the Counties of Terrebonne, L'Assomption, Montcalm, Joliette and Berthier, than that followed by the North Shore Company's Survey-line ; I beg now to submit the fol!o\\ing general report on a route fcu' the railway that will, in my judgment, meet your special requirements, best serve the growing industries, of your towns and counties, be the best route for the interestsof the Railway Compau)', while at the same time, it is the best line for construction and maintenance. Your examina- tion of the following statements, will I think i)ro\'e to you that this is a fair description of the route. Accompanying these reports is a skeleton-map shewing the route and the counties to be served by the railway, together i\ 19 with the different Hnes of exploration. In its adoption I have had great regard to the present and possible centres of the industries ; thus it crosses the Chicot, Rayon ne and Chaloupe Rivers close to the present Mills and where other mill-sites can be had. Joliette is a very important place with its popula- tion of 3,000 and its mills, foundries, brick-making and other industries. Leaving Joliette it crosses the Rivers Rouge and Lac Ouareau close to the Mills and where there is fine water- power ; touching near St. Jacques and the group of villages around it (St. Alexis, St. Esprit, St. Liguori, all places with natural advantages to aid their growth) passing between St. Roch and L'Epiphanie, and through Mascouclie, already large and promising places, thence to the important town of Terrebonne with its great water-power, foundry, quarries and natural chances for developement and through St. Vincent which /rom its fine situation on the river has also, like Terre- bonne natural advantages in other respects as well as those for the developement of the industries. On this route then, as close almost as it is possible to put stations on the railway, arc places every one of which can at once give traffic of the best paying kind to the railway and with almost unlimited natural resources for future grov ■. T think the statements and information following in this report will shew that oic Hue of railivay unll sivvc your counties, and my proposed route is based on this as bciuL,^ a fact. If this is concedec', it will also be granted that it is lutto that one line should be tvell s?ibsiilise- the Government and the ]\ailwa\- Company. I first give you the following statements as concisely as pos- sible and shall afterwards speak of the conclusions to be drawn from them. In the following table A, shews what would be the principal characteristics of a railway-line built on the route I propose , shewn on the map by a thick black line) and V> those of the line if built on the North Shore Go's Surve}'-line (shewn on the map by a black line.; While C in the table shews the portion of my proposed route between Maskinongo and Terrebonne over which the Pacific and Ottawa traffic would have to pass. CJ u r- O > u H u -0 u= r^ O . w :? rt ^ -t-l -Q - rt o L. ■r. ■r. rt L. ^ ^^ '-I '^ ff H 1 4~t ^ r^, rr, <*- ^ a O u p-* » o • w rt "J ■""> E , ^^ f—" J3 J3 , 1> V j;^ L- 'i-i — — O _ J K^» o o '^^ K* C o '/) 05 X t/: rt c =: « M <> Jj: x y ;'; r', u ■4-< o u o o .> p. _c -Q >J 4i ■p t--- t/. - •' ~^- -J w ■«-' . ^- -^ **! -i^ £i;:5 rt -tJ >— C rD <-; c -J ^^ '/^ O^^ ^ o 5- 1) o *" i^ p* u S -a c c U „ '■/: C C o •= c ^-^•■5 J- .:.: o ■5^ •p^j[ V — 00 ♦, .- :- « •»>''»d CO •%99A a> CO o CO #?5 .ijica .lod ■J3 B 8UOJ)0.'»Jf9(I |<) 'IKOJ ,13(1 fci: Q in ■A •in^iiarj CO CO 1 -u,"::; oiOMAV Ju ^H M s (I'ao ja,i •* >- a. •sajw '-^ -s 4; •lUiU^ri 1^ 10 n^ i '•■0 ~ •Ji^'MAV J<» 00 CO CO •Jll'tO J<»cl "- a. •83I!W CO s CO 'i I" 2 as v> «* m aiKilAVJ'» a: CO 00 i 21 ft. to per m •luao joj f»4 CO •saniv s •inSud'i CO i-H lA CO o t^ aj "loiJ.W J'^ t- « 't 1 ft. tol per mi •)iiJ-> .i<*j —1 1— t •9015 re CC r-.f - ""^ <2' »i •cn*»'i "I" lA on: «>l<>i|AV JO CO <» "lUdJ J.),! (-* .^^ ■S'^nw t^ „lo '^i " CI OJ 1 •in8iio'i ;;? ^^ W ' CO t> , ai"iIAV.l<> d O) 10 ? •juo •* 1 5 ..to 1 •H.i|!K "~ IM CO " 1 1 1 1 i ' 0> . . '^S — ' e ' 52 00 S 1 "f 1 in" irt »c w *i • u,- ?« 10 CO 00 CO eiM « B » -te 00 4a 00 o 94 <0 CO CO (3> icKe «0 1? ■a %2 The tabic is arrany,cd so as to require but little explanation. The proposed route A is six and one sixth miles longer than H, In other respects the lines are nearly equal practically, except that in many respects the proposed route is the superior. Thus while on li, the rise and fall is spread over the whole lenf^th of the line in a succession of ups and downs, on the line A. the greatest elevation is at Joliette, the line being a gentle and gradual fall each way from that town, so that in this respect i may be considered as good as level because the rise and fall can be balanced in the working of the line. A large proportion of the traffic will come to the line from Ottawa and the Pacific Railwa)- and for this traffic as well as for all local traffic between Maskiiionge and Terrebonne the proposed route, A, is superior in every respect, as C in the table will sliew. By building the short branch between Terrebonne and the Montreal, Ottawa and Western Railway as shewn by the dotted line on the map, the distance between v)ttawa and Quebec will be sixteen miles less th:'n by way of Montreal on the North Shore Go's Sur\cy-line. Therefore in point of fact the only traffic which has to pass o\'er the six miles additional length is the through traffic between Montreal and Quebec. The increaT;e is so small a proportion of the w hole distance, when the great benefits which will accrue to the railwa}- company as the results of thus lengthening the line are considered, that there can scarcely be a difference of opinion on the subject. The proposed route will be in the interests of the City of Montreal because it connects the cit)- with a number of growing towns and villages requiring supplies and also a market for their produce. Also it is to the cit)''s interest that the connecting loop for the Ottawa traffic should be as near the city as pos- sible and it could not be brought nearer than by this route. It is of great importance to the people of Montreal that they should be placed in a position to obtain supplies of timber of i;rcat es lilts can ity of )\\ int^ their cting pos- thcy .T of pum-,'. 23 all kinds as cheaply as possible, and especially supj>lies o{ cheap fiyc-ivood because cheapeninir the cost of fuel is equivalent for the majority to lessening the taxation. The giving of the city funds to aid the building of railways is especially sound in principle when they will cheapen fc)r the consumers, sttpplies which like fuel arc used by the whole population or materials required for building. The lessening in cost of the materials, lessens the rents or if it does not do this in certain parts of the city, where the situation affects the rent greatly, it will enable families to obtain better accommodation for the same rent. But for a large number of the population the cost of building con- trols the rent, and therefore lessening the cost of building does for them in this, the same as a lessening of taxation, indeed is a larger benefit. The city's fuel and building materials will be cheapened, for at an eiisy distance for carriage, at Joliette and at St. Jacques, a distance of thirty milles, the route I propose taps the centre of almost unlimited supplies with a direct line for Montreal. The four wood carrying rivers of this part of the country may be considered as centring here, L'Assomption, Rouge, Lac Ouareau, and L'Achigan. So that the route I propose is one that the i)eople of Montreal should do all the)' can to have carried out, even if necessary taxintj themselves to aid it. The importance of tjiis for Montreal and for the railway interests cannot well be over estimated. It is this and the fact that the population of Montcalm County in the parishes of St. Jacques, St. Alexis, St. Esprit, St. Liguori, &c., is sufficiently large that makes it well in the fnterests of the railway to deviate from the straight line, which I should otherwise ad\ise, so as to pass into the county of Montcalm which the line would not do if it were carried straight from Joliette, or at some distance below Joliette. I think the requirement that the line shall accommodate local traffic as well as through, would justify a deviation such as this. Then too, from the cost being less for 24 the bridging of the rivers this deviation could be built for nearly the same amount as it would cost to build the straight line. Although the people of L'Assomption are thought to be opposed to the carrying of the route further into the interior, yet, if my information is correct they are not unanimous in that, some having gone so far as to say they would give money if it would keep the line away ; while on the contrary, in Joliette for instance, the people are fully alive to the benefits of a railway, and understand the meaning of enter- prise, — the prudent placing of a dollar so that it may bring others to its owner's pocket. There is evidence of this also in Montcalm, in the voting of $100,000 to the railway. Where this spirit manifests itself the Government should, as much as possible, foster and help its healthy develoi)ment. In point of economy during construction also the proposed route is the best for the Railway Company, because by building the portion of the line between Maskinonge and Terrebonne and the short branch above spoken of, in length eight to nine miles, much less time will be occupied in construction and that portion of the line can be worked and so be bringing in revenue to the Railway Company before the heavy works in the bridg- ing of the rivers are completed. Economy is also secured by tapping the centre of fuel supply, as it is one of the great items of cost in working the line. The Cost of building the line on the proposed route will be $22,142 per mile or a total of $1,361,78^ for the whole length from Matkinonge to Montreal. The cost of building the line on the route of the North Shore Co's Survey-line would be $29,455 or a total of $1,628,81 1 for the whole length from Maskinonge to Montreal. The works include- are : The land required. The clearing, slashing, or grubbing of the bush. * -^5 ■ / I The fencing (iron wire) and farm gates. The earthwork in cuttings and embankments, &c. The public road and farm crossings. The masonry for culverts and bridges. The ties. The ballasting af the road with stone or gravel. The laying of the track, main line and sidings. The iron bridges. The steel rails with fastenings. The switches for sidings. These estimates allow for the rail level being 3 ft., 6 inches, or 4 ft. above the surface of the ground and no cutting to be over five feet in depth or more than two or three hundred feet in length at that depth. Therefore there will be a saving by adopting the proposed route of over $7,000 mile for mile or a total of $267,000 on the whole line. This saving is due chiefly to the lessened cost for bridging, as stated in my report of the survey, Montreal to Terrebonne, to the natural drainage being much below the general level of the land, to the supplies of stone and timber, and generally to the better nature of the soil, over which the route passes, for purposes of construction. It must be clearly understood that this estimate is not based in any way on the railway company's contract prices or spe- cifications for works. These estimates including for items not contemplated by the company's contract, such as iron bridges, steeUrails, a greater quantity of ballasting, iron-wire fences, &c. Then too, it must be remembered that the cost of the Ottawa River bridge is here spread over fifty-five miles only, while the company's contract would spread it over the whole length of the road, which would help to make these estimates appear exaggerated against the average per mile of the contract ; the saving also from this cause, would appear exaggerated although $$ truly placed, as a saving between Maskinoncje and Montreal. No doubt if the items, or the difference in cost between them and those allowed for in the contract, of iron bridges, &c., were added to the company's contract amount they would bring it up to these estimates. As I have said the estimates are for first class work in every resjjcct and are based on a cash \alue, that is, monthly payments on engineers' certificates, less a deduction of fifteen per cent until compl' tion of the work. A cheaper line could be better constructed on the route I propose than on the company's survey-line. The populations served by the proposed route, given in detail in tables at the end of these reports, according to the census for 1871, and without allowing for the increase since that year and leaving Montreal with its population of 107,225 cut of the account, are 103,925. These populations including that of Montreal are to be taken as completely served by the proposed route, a larger nun bcr would be ser\-ed in proportion to their distance from the line. Thus a total population of 21 1,150 (pop. in 1 87 1) will be f(^r all /oca/ and tJiroiigJi traffic served by the line icit/iouf any eonipctition \\\\\\ other roads ; giving an average per mile of 3,430 ! This is a state of circum- stances for traffic which no other Canadian road can shew. Of course the population of Montreal will in part travel by other routes but against this is to be put the number of people from Ottawa and those along the line of the Montreal, Ottawa and Western Railway whose business will take them to Quebec. On the map, a thin li' ; of small dots between the proposed route and the North Shore Go's Survey-line, is drawn to shew the large proportion of the above population that would be better served by the proposed route. Tables at the end give the details according to the parishes. 89,015 would be better served by the proposed route than by the route followed by the North Shore Go's Line ; leaving only 14,910 to the latter line, and of course these would be as 27 well served by the proposed route as scattered populations can expect to be under the present s)'stem of railway construction. Then tco, they have the steam-boat accommodation. Tables at the end ^nve statistics as to the crops and the industries of your counties taken from the census of 1871, which, will ^ive an idea of the probable traffic, and may be interesting to you as indicating the industries likely to be largeU' developed and to be encouraged. It is not necessary that I should make special observations in this respect. The Nature of the Couxtrv than through which it is proposed to build a railway will usually favour one route, either by offering greater facilities for con- struction or maintenance or both. This is the case with regard to the proposed route and that b\' \\:\y of the Companj-'s Survey-line. The difference, being largcl)- in favour of the route by way of Joliette and Terrebonne. Thus fortunatel)' the best route (ov the construction and maintenance of the line is exact!}' the same as the best route in the interests of the Company, for traffic, being the one passing through the centres of the existing industries. A favourable combination of circum- stances which should be taken advantage of The portion of the country covered by these explorations, and to be served h)- the railwa\', is shewn in the accompau}'- ing map. It is bountled by the Ri\'er St. Lawrence on tiie south-east, and h\- a range of hills, shewn on the maj), at a distance of about twenty miles, on the north-west. This is divided by the bank, or formation, called " the coteau " at a distance from the river of about four miles at St. Harthelemi, and seven miles at Mascouche, asshewnonthe maj). It has a general elevation, above the land between it and the river, of fifty to sixty-feet. For a mile or two on either side of Joliette " the coteau " disappears and a gentle slope towards the ri\er 28 I takes its place. Advantage is taken of this circumstance in the proposed route. Along "the coteau " there are many gullies, of a depth nearly equal to its height, bat, except at the rivers, they do not run far back into the land. The general elevation of the land between " the coteau " and the River St. Lawrence is not many feet above the water- level of the river. ^ A diagram is given with the map, shewing the comparative profiles of the proposed rouLe and that of the Company's Survey-line whereon the flood-levels are the dotted lines, l^'or three miles of the route of the Companj's Survey-line near the Ottawa River and for twelve miles near lierthier the land is underneath the flood-level. This makes the earthwork so heavy for that route, the banks being six to eight feet liigli and even with these in some places the)- would be, as shewn by the profile, under the flood level. The com- pany's engineers have very generally described the soil on the route as " black-muck " as n\a\' be seen on their profiles. The Company's survey-line cannot be called either level or straight as will be seen by the map and the profile, on which in both the actual angles have been carefully laid down, and therefore they exactly represent the real shape. The flood-level shewn is taken from the field books of the Company's luigineers and is that of the floods of the year 1865. There was also a flood in 1873. The broken nature of the Company's Survey-line is owing to the changes from swamp to hill over which the line could not do other than pass. From " the coteau " back to the range of hills the land may be generally described by the common meaning of the word " level," as the profiles will shew, for miles it is unbroken except for the courses of the rivers. Isle Jesus, (Laval) on the route that the proposed line would follow requires no special description, being excellent, as the profile, " Montreal to Terrebonne" will shew, for the construction of the line. . -'9 The Island of Montreal althoi.oh risin- to some heiirht, com- pared to the distance between the River dcs Prairies and the ^n-eatest heiglit crossed by the route, presents no ^^rcat diffi- culties, as the slope is sufficiently easy to obtain comparatively good c,rrades. This is best shewn by the i)rofilc. The hi-hest land reached by the proposed route is at Joliette and in order that there may be no mistaken idea as to this r have not only j^iven a diagram shewin- the comparative profiles but it also shews the hci-hts attained by some Canadian railwaj's, including those of first class. My object being to shew that for the proposed route the height forms no grea't objection. The Toronto, Grey & Ji. R., The Montreal, Ottawa & \V. I The Northern Railwa\', The Toronto 6c Xipissing R., The Grand Trunk Railway, The Toronto, Gre>- & H. R., The Great Western Railway, rises 415 feet in 190 " 748 886 " 967 1204 " 753 " 4 miles. 27 " 35 " 38 - 43 " 44 " The.se figures do not take into account the intermediate depressions of these lines. The country- I have just described is to be .served by the proposed route and I need hardl)' urge the necessity of making the line serve the largest portion of the country possible, if only in the interests of the railway company in view of the present state of Canadian Railways and the questions raised by the recent action of The Times and Mr. Potter. To take the route of the Company's Survey-line would be to place the railway altogether on one side of the country to be served and in close competition with the steamboats. Another line would surely be built in the interior which would cut off some of the best paying traffic from the first line. 30 The damage done 1)y floods, this year, to railroads, in the States and in France has been so great that I need hardly point your attention to the disadvantages of having a h'ne subject, even in reiiKjte periods, to floods, especially for such lengths of it, as near Herthier for instance a length of twelve miles. I am convinced from observation that too little attention is paid in Canada to the proper drainage of the road-beds and their ballasting, hence the decay of the ties is rapid, and although they are so cheap as not to form so serious an item in the expenditure for maintenance as in older countries, still the loss by a bad road-bed is in the increased wear and tear of lolling-stock and damage to rails. If this could be estimated it would be seen as a very serious item. Even with the ties alone the expense is serious enough as will be seen by the estimated annual cost for renewals alone, to the railroads of the States amounting to the large sum of over ten millions of dollars. There has been a decrease in the annual rainfall for some years but a period of gradual or sudden increase is quite pos- sible. The soil over which the Company's Survey-line passes, which the engineers have had so repeatedly to describe as " black muck " and " boggy ground," is of the very worst description for the construction of the banks, and if used, causes large expenses for repairs by sinking after every wet season or oftener. Then too no good ballast can be obtained in this part or the country which is a serious drawback if a first class line is to be built. If railroads are to be built to pay in Canada, and such roads can be built, it must be by looking to economy in maintenance even more than to economy in construction. The fact that the route proposed will serve such a large popu- lation — the largest on the same extent of country in the Pro- vince — ought of itself to be sufficient to decide its adoption. The population served from M.iskinoni^c, to the city of Montreal (not inclucHng that city, or the county of Mask-inon^^e) 103,925 is greater by near y 14,000 than the whole of the population served (to the same extent) by the remainder of the Company's line between Quebec and Maskinonge (including those counties but exclusive of Quebec city.) The Times in a recent article on Canadian Railways asserted that if railways arc provided the people wont use them, it being understood to refer to the French-Canadian population, but I never met people so enthusiastic over the idea of getting a railway- line or jjcople more kind to the l<2ngineers who went through the country. The fact that the people individually, as well as the Corporations, subscribed t.o carry out the surveys is of itself sufficient proof of their very great desire to have railway accommodation, and that they feel its urgent necessity to enable them to keep pace with places, in that respect, more favoured. A county like Montcalm would hardly pass a by-law taxing themselves $100,000 if they did not intend to make use of the accommodation when it is provided. At the severe season when some of these surveys were carried on it would have been much harder for the surveying party if after their days work they had been compelled to travel to some inn. But wherever they stopped work at night the people near were willing to take them into their houses and to make them as comfortable as possible. Thus often at half-an hour's notice they had to provide for a number of men, and for the kindness and readiness with which they did this, we are very grateful. It certainly shewed that they welcomed the Engineers as friends who would be likely to bring them a good thing and one that they desired to get. The route I have proposed after a personal explorati- n of the country, a careful consideration of the results of these surveys, together with a full inquiry into the present resources, popula- tion, and other circumstances affecting the question is as follows: ■HMMIBiH 32 It leaves the^North Shore Company's present survey-line at the Maskinonc^c River, and takes a direct line for Joliette a distance of twenty-four miles. It will be seen on the profile that ten miles of this, Maskinonge to the Chicot River, is as level as could be wished and superior to the North Shore Survc}'-line in not requiring such high banks and passing over better ground. It will also be seen that this location accom modates St. Barthelemi, St. Cuthbcrt, St. Norbert, and Berthicr as equally and fairly as the line should do. From the river Chicot, crossed wi'lIi a bridge of fifty feet span, the ascent to Joliette is gradual and practically a superior line to the Company's Surve)--line. It crosses the rivers Bayonne and Chaloupc Avith bridges of se\'cnty feet span each. Accom- modation is given by this line to the mills on those Rivers and to St. I'^lizabeth and St. Thomas. This portion of the route is particularly good for construction the work being very light and the materials of the best class, with stone on the spot. The population of the fast growing Town of Joliette was according to the census of 1S71, 3,047, a pojiulation nearly as large as the population of all the villages on the North Shore Company's Sur\-cy-line — Berthicr town, and T'Assomption village being together on!}- 2,643 — larger if we e\'cei)t the town of Berthicr which would be really just as well served by the route I propose as by the Company's Survey-line. Joliette has grown much more in proportion, than the places along the river St. Lawrence since the census. A large lumber interest centres here. Two foundries lia\'e been established. Brick- making is carried on. A paper-mill is being built. The houses and stores would do cretlit to any city. A hand- s line and commodious Town-h.ill and market-place has been recently built, situated in a hne scpiare surrounded by good stores. It has two banks. Waterworks are to be carried out at once for the supply of the Town. In energy, industry, and enterprise the jjcople are thus shewn to be setting an . < • . " ' 33 example which the places around will not be slow to follow and only a railway is required to dcvelope this to the fullest extent. Leaving Joliette the line is straight for another eight miles of its length crossing the river Rouge with a bridge of fifty feet span and the Lac Ouareau with one of one hundred feet span ; reaching a point a mile and a half from St. Jacques : thus giving accommodation to mills on these rivers and to St. Jacques, St. Alexis, St. Esprit, St. Liguori, &c., all places that the enterprise of the inhabitants will make into flourishing towns as soon as a railway gives them a chance of outlet for their industries. For this distance of eight miles the land is fairly level and all that can be desired for construction. At this point or thirty two miles from Maskinonge, the line takes a liend and runs straight for a distiuice of si.x miles crossing LWchigan ri\-er mid-wa)' between St. Rocli and L'Epii)hanie. just over two miles from each place. Vov this distance the ground is as between Joliette and Maskinonge. Here, at a distance of thirty eight miles from Maskinonge, the line again bends to a direct line for Mascouche, seven miles distant. On this portion the ground falls in a similar manner to what the profile of the Sur\e)' from the Ottawa River to Joliette shews. From this part of the route to Terrebonne no survey has been made, on the line, but ha\-ing made a personal explora- tion of it I ha\-e no doubt of its nature, and the Cor[)oration ot Terrebonne are ready to have a Sur\-e\' made when required. Mere at Mascouche nearl\- fort)-fi\e miles from M.iskinonge the line bends in the direction of Terrebonne four to fixe miles further off, the ground l)et\\een being fairly flat and the diller- ence in elevation of the two phices but a few feet. The Town ofTerrebonne lias been si^oken of in another part of this report, it is forty-nine antl one half miles from Maskinonge and from this the route crosses the Ri\er ties Mille Isles by an iron bridge of five spans of one hundred and fift)- feet each or a 3 mm 34 total Icn^^th of bridge of about seven hundred and fifty feet ; this bridge being a " through" bridge about twenty-two feet above the surface of the water. This will allow the public road to be carried under the end span — instead of crossing over the track. The bridge is on a level of half a mile in length. For some reasons I should prefer a crossing of the river below the road bridge, for one thing, it would lessen the angle of the line here, but it is possible the Government would require a draw- bridge and if so the crossing above the road-bridge is best, this is however a matter of detail for consideration if the route should be adopted. Thence the route continues over the rise of He Jesus (Laval) in the direction of St. Vincent dc Paul a distance of nearly five and a half miles. This rise is not objectionable being only about forty.eight feet above the level of the bridge at Terrebonne and only thirty-throe feet above the level of the bridge at St. Vincent. This portion of the line curves at about one and a half mile from Terrebonne to avoid an out-crop of rock and the stone-quarry near. From St. Vincent fifty-five miles from Maskinongc direction is taken for Montreal, crossing the river at St. Vincent by an iron " deck" bridge of six spans of one-hundred and fifty feet each or a total length of bridging of about nine hundred feet. This bridge is on a level extending nearly a mile. It may be built so as to take the carriage and foot traffic also, but at an increase on the cost. This would be an advantage to Terre- bonne and St. Vincent not to be overlooked. Here the first rise over the Island of Montreal is taken by a grade of i in 125 (one foot rise for one hundred and twenty-five feet of length) reaching another level of about a mile in length. Then a rise by a grade of i in 155 takes the line to a level which is the height of land to be passed over on the Island, the line being curved at this level to avoid the higher land which would otherwise have to be crossed to reach and make a junction with the Montreal, Ottawa & W. Railway. 35 From this junction the traffic may either pass into Montreal by way of Hochelaga, over the Montreal, Ottawa and Western Railway line, or the line may be continued beyond Papineau road, where the placin- of a station would accommodate much of the passenger traffic coming to, or going from, Montreal and also a portion of the freight traffic. I have endeavoured to put this report in such a shape that any one knowing nothing of the Engineering questions may Avith the help of the map understand it. In bringing my report to a conclusion I must express my thanks to Col. Rhodes, the President of the North Shore Railway Company for the very kind manner in which he has had all the information possessed by the Company, that wis likely to aid me, placed at my disposal, also to A. H. Vcrret, Esq.. the Secretary of the Company, and to the Company's Kngineers, all having most kindly done their best to help me Trusting your exertions, with ours, may have the best reward! they can meet with, in the shape of a railroad running through your Towns and Villages, I have the honour to be, Gentlemen, Your obedient servant, GEORGE IJEMISTER. CONCLUDING REMARKS. Some of tlic points raised durint^ our recent interviews with the Hon. Mr. Del^oucherville and liis honourable collea.c^ues, and with Col. Rhodes and the Board of Directors of the North Shore Railway Company, not beini^ perhaps sufficiently, ex- plained in the forei^oing portion of the report I beg to notic'.; them here as follows : Hon. Mr, Garneau suggested that my proposed line might be straightened, between Joliette and L'Achigan river, instead of deviating to touch near St. Jacques. This deviation lengthens the line about three-quarters of a mile, and as it requires this to pass into Montcalm Count)' I think, as I have stated else- where in the report, that the population and interests of this count)' are great enough to l)e fair!)- considered to this extent. The exact ]:)oints however to be touclicd are matters of detail and do not effect the general route, m\' object in la)-ing it down having been to shew that the interests of the majorit)' of the population of all the counties could be fully met and satisfied, without the increase in length being greater than the .icklitional benefits to the Railway would more than full)- cover. Mr. Garneau also suggested that the crossing of the river at Terreboime might be lower down than shewn on the map. I adopted the crossing abo\-e the road-britlge to avoid the neces- sit)' of a draw-bridge, as stated in another part of the re[)ort. If the ri\'er could be crossed lower down with the sanclii. n of the Go\ ernment, and without recpiirin •; a draw-bridge, it would in manv res[K'cts be better. 37 Col. Rhodes asked : How my proposed route would com- pare with that of the Company's Survey-line in point of time in running, I may repeat my answer here ; although six miles longer it could be run in less time. No draw-bridges are re- quired on my route while two are required on that of the Company's Survey-line. The spans of the bridges would be less than required for the Ottawa River and therefore they could be crossed with greater speed than would be allowed on bridges of larger span. If carrying out the work I should probably use one hundred feet spans, instead of the one hundred and fifty feet ones sjioken of in the report. Greater speed could be used in crossing and with such long bridges this is to be considered. The curves, on the Company's Survey-line, average three and a half miles apart, while on the proposed route, twenty-four miles from Maskinonge is straight, and for the remainder of the line to Montreal, the curves average only about five and a half miles apart. It will be ex'itlent that the fifteen or twenty minutes required in running the extra six miles would be more than balanced by the time required, on the Compan)-'s Surve}'-line, to pass the two draw-bridges and in crossing the extra length of, in round figures, 1,000 feet of iron bridging. Hon. Mr. Robertson's question, as to the length of this route compared with that of the Grand Trunk, is more fully answered b>' statements given, further on, with my remarks on the western connections. Quebec to Montreal by the proposed route is 164 ; by Grand Trunk 172 miles. Therefore there is a difference in favour of the proposed route, on actual length of line, t)f eight miles. It also saves the time taken up by the h'erry i)assage to Point Levis, and the crossing of the Victoria Bridge. Hon. Mr. Chauveau, one of the directors of the North Shore Railway asked : At what time of the year the Surve}-s were \ 38 !i! carried on. The Surveys were made during the months of February, March, April, May and June. Aid. Dinning, director of the North Shore Railway asked : If there was any reason why the people near Berthier should have the distance to the railway increased, in order that the people of the interior should have theirs lessened ; or. Why should not the people of the interior come down to the Company's Survey- line, instead of the line being carried nearer to them. I think this question can be best answered by putting another beside it. Is there any reason why some tJionsands of people should have their distance to the railway increased, from ten to fourteen, sixteen, or eighteen miles, in order that some Juindreds should have the line close to their doors ? I think in this, as in politics, the majority must be considered, and the good of the greater number be the rule. As I have shewn elsewhere, by the carrying of the line into the interior 89,000 people very greatly benefit, while but a very slight damage is done to the interests of 15,000. The 1 5,000 can shew no reason why they should be so greatly considered over the 89,000 ; it is true the)' have been told for a year or two that the line would be somewhere near the route of the Company's Survey-line, and therefore taking it elsewhere ma}- be a damage to their interests; but the line can only be built with the money of the Province, and this fact must induce the Government to seek, to benefit the greatest number possible. The line should not be located with anv idea of serving the South Shore of the St. Lawrence, for these reasons : Sorel is the onl>' place of any size that could be served by this line, for the other places may be taken as better served by the Grand Trunk. To locate the line so as to best serve Sorel would not be wise, if it made any deviation necessary from the best route for places on the North Shore, because Sorel must in a few years have a connection, of its own, with the Grand Trunk, and then, even if their distance by rail should be greater than that / ,1 39 by way of the North Shore Hue to Montreal, still the ferry over the St. Lawrence would more than balance the difference. I had written of this in my report but took it out considering that even to suL]^f;est the idea of serving a part of the South Shore was unwise. The South Shore has its line in the Grand Trunk. The North Shore requires a line, and that line should be located with the object of best serving the North Shore country and population. To attempt to serve the South Shore, is to justify the charge made by the Times, that the North Shore line is merely built to compete with the Grand Trunk. It may compete for the through traffic, but that it is a competitor, in the strict sense of the word, I altogether deny. The North Shore line is a neces- sity for the North Shore country ; the statistics I have given as to the population, etc., will prove this; it is necessary to serve the local population and traffic, which the Grand Trunk cannot do any more than a line a hundred miles further off In answer to Mr. Dinning's other questions I may say, as I have explained in the report, that the estimates are not based, in anywa}', on the Compan}''s Contract. The object of the estimates was a comparison between the Com[)any's Survc}'- line and my proposed route through the interior ; this could only be properly made by estimating for both on the same basis. 1 may say here, to prevent any misconception, that it is quite possible the land for the railway will o more than the sum included in my estimate for it, becau speculators may get hold of the land, and run the price up, out of all pro- portion to its real or present \aluc ; I am told they have already done this on the route of the Company's Survey-line: this would, however, make the saving greater on the interior line. Other questions may arise hereafter, and any such I shall be happy to answer, wishing as I do. to place the subject in the clearest light before those who will have to decide on the route for the railway. Ff 40 / Since the writing of the foregoing report, the North Shore Railway has virtually passed into the hands of the Government, and questions of route, and junction with the Montreal, Ottawa and Western Railway, being thus placed in the best position for reconsideration, by the Government, and by Parliament, I here refer briefly to points which 1 had intended dealing with in a separate report, as being beyond the scope of the powers at present possessed by the Company. To explain the pcxsition of the western connections with the projected route, and to give a clear idea of the considerations that have influenced me in proposing it, I have added a map shewing Canada and the States, with the existing and proposed lines that would come into communication with it ; also a map of the Island of Montreal, and Laval, to shew its connections with the Montreal, Ottawa and Western, and Gri'nd Trunk Railways. The route [iroposed in the report, between Maskinonge and Montreal, is complete in itself, and the proposed branch to connect with the Montreal, Ottawa and Western Railwax', between Terrebonne and Ste. Therese, also completes the route for the traffic between Ottawa and Quebec, but the great object 1 had in view, in taking the crossing of the river at Terrebonne, was to make connection with the existing railway system of Western Canada and the States, by the most direct route that the nature of the country, and existing railways would allow. It will be seen by looking at the maps that Terrebonne is on the direct line for jimction with the Grand Trunk Railway (near Tointe Claire) where, after leaving Montreal, it takes its direction for the West. Joining with the Grand Trunk as shewn would complete the North Shore line, and give it all the necessary and possible connections at the present time. There would be : — I ^ 41 I I Connection with Montreal. Connection witli the Montreal, Ottawa and Western Railway, and with the Montreal and City of Ottawa Railway, thus connecting with Ottawa and the Pacific Railway, and the traffic from the North and South Shores of the Ottawa River. Connection with the Grand Trunk Railway, and with the Victoria Biid^e, and the proposed bridge over the St. Lawrence at Coteau, thus connecting with the whole of the existing railway system of Canada and the States. The making of these connections, on the shortest route required for each, would necessitate the building of three branches near Montreal. The line into Montreal. The line between St. Vincent and Pointe Claire, to connect with the Grand Trunk. The line between Terrebonne and Ste. Therese, to connect with the Montreal, Ottawa and Western Railway. In order to avoid at the present time, the expenditure necessary for two of the branches, the middle one might be built, that is, the one shewn on the map of the Island of . Montreal between Terrebonne, the crossing by the Montreal, Ottawa and Western Railway of the River des Prairies, and the junction with the Grand Trunk near Pointe Claire. This would increase the distance between Quebec and Ottawa, and between Quebec and Montreal, but it would be the best com- promise. Following are the distances if all the three branches are built : Distance : OUEHEC TO OTTAWA. I.) Ferry to Pointe Levis, thence Grand Trunk to Montreal; Montreal to Prescott by Grand Trunk ; thence by St. Lawrence and Ottawa Railway 338 miles. 42 (2.) Ferry to Pointc Levis, thence Grand Trunk to Montreal ; Montreal to Coteau, thence by Montreal and City of Ottawa Railway 3^5/^ miles. (3.) By proposed route to Terrebonne and Stc. Thcre^e, thence by Montreal, Ottawa & Western Railway. 260 j4 miles. (4.) By proposed route to Terrebonne and to junction with Grand Trunk near Pointc Claire, thence to Coteau and by the Montreal & City of Ottawa Railway 311^ miles. Distance : Quebec to proposed Junction with the Grand Trunk near Pointe Claire. (i.) By Ferry to Pointe Levis, thence by Grand Trunk to Montreal, and from Montreal by Grand Trunk to near Pointc Claire 184^ miles. (2.) By proposed route to Terrebonne and to junction with Grand Trunk near Pointe Claire I/OJ^ miles. 'Distance : QUEBEC TO MONTREAL. (i.) Ferry to Pointe Levis, thence by Grand Trunk to Mont- real 172 miles. (2.) By proposed route to Terrebonne and Montreal 164 miles. The above arc the distances by rail, so that there is not only the saving in actual rail distance in all cases, over the Grand Trunk, but also the Ferry at Quebec and the crossing of the Victoria Bridge near Montreal ; therefore a great saving in time would be effected. It, lor the present, only the middle line is built, of the three shewn on the map of the Island of Montreal, the distance will be as follows : Distances, to the junction with the Grand Trunk, and to Ottawa by the Montreal and City of Ottawa Railway, and to places on the Grand Trunk, will be the same as given above. , 43 Distance: Quebec to Ottawa. By proposed route to Terrebonne, and to junction with the Montreal, Ottawa and Western Railway, near River des Prairies, thence by tlie Montreal, Ottawa and Western Railway 26Syj miles. Distance : QUEBEC TO Montreal. By proposed route to Terrebonne and to junction with the Montreal, Ottawa and Western Railway, near River des Prairies, thence by the Montreal, Ottawa and Western ^^^'^^^y^y 171 >< miles. I need not urge the necessity of connecting with the existing railway system. It is absolutely necessary, and any connection that can be made in the City of Montreal, between the West and the P:ast, would be altogether inadequate for the traffic. The maps explain themselves sufficiently and the routes shewn on them arc the best that could be adopted. By them the traffic from or to Ottawa, and the Pacific Railway, and the traffic from or to the West, will be accomniodatcd without any heavy expenditure. All steep grades arc avoided, for the height of land on the Island of Montreal is not crossed by these routes. Connection is made with the Victoria, the only bridge over the St. Lawrence. The difficulty of making con- nections in Montreal fcM" the through traffic is got over. Pullman and mail cars can be run. without detention, from Toronto to Quebec, and from Ottawa to Quebec. This will be a great benefit to the whole Dominion of Canada, if only in view of the great importance of the ocean mail and passenger service. Connecting thus with the whole railway system of Canada and the States the North Shore Railway is raised at once from the position of a mere pro\'incial line to that of one of the first and most important undertakings of the Dominion. 44 Of course the details and exact positions of the junctions with the Montreal, Ottawa and Western, and Grand Trunk Railways, on Laval and the Island of Montreal, would have to be fixed by Surveys, and the routes shewn are only to be taken as indicating the probable positions. If these routes are followed a much greater number of people will be accommodated than are included for in my state- ment of the population. The bringing of the large ocean vessels laden to, or taking them from, Montreal, by the deej^en- ing of the St. Lawrence Channel, will take trade from Quebec, and she must balance it by doing all that can be done to l)rotect and aid her interests. With direct railway communication between the city and other parts of Canada, and the States, and Winter Navigation of the St. Lawrence if such proves possible, — of which I have strong hopes, — a great future is before Quebec, and one which her present enlightened railway policy will do much to secure to her. ^ . C o ■i-J Oh o Oh u o o; O Oh O . U C/5 Oh .y 4-) fa <1 T3 > u V t/3 4-1 cu o u ■(-» •-« c o c a; a. O U H O 01 O *. C OO -I- -M r-t eo t>. 35 71 c in ■^ , 'S •n ■» to o o m i>. u-5 1.- 1^ irt » 50 « m X i 3 O 1,. M rl r-l l- in 71 r-t l» -1< I-. » ' •• y "^ O MC ^ I-H i>. H 00 a • l» 3 « * •t r> i — f— t f— t f-H r-t rH rH ■n 1^ 3; t3 W = CC «« -t> -M rH 00 « 00 C rt CO 71 •^ •i •• «ff c ro w c >o 1- c m 71 1^ m c w' "Z y. ■• ^ - 71 -M l>. QO «o ■* !>. in CO i.-5^ » rH ■x ^ ^ ^1 1 CC K"; r-t rH X r^ cc' in in c" -I"' «7 CO OO o -r. ■I" !>. 71 r^ » ?l rH m 71 rH -^ CC 50 r-t r~i 35^ +-* -*-» f 1 — ~— f t P-H '^ • f ! CI « 3; ^ 1.^ oo 1^ m 71 C 71 3; 31 l<« I-- ■ IC l>. -M X 3-. -f 57 !>. nt CO « 57 1- 3; — r-t 1 M •»• r-t » M r-t rH rH rH 3; 50 3^ ^ ■ I-H Si ■: •£ i.-S -»• C X I'- '£■ •.© :=■ r© S lo H< ■^ vj O: ■■ CO 1.^ r = r-t -O 71 rH rH 71 35 1^ rH 2' 0/ 1^ i •■Z.^ M >C 71 1^ 1^ m c rH in c; 00 m ^ oo-^ -^ -f C C ^ 1— ' 71 1^ CO •£> I-. 1^ 50 rH aj m J 711 ^ r-t X 1 - -t rH t-H in rH in S r* ■^ 2 n 7r 2 O . IX i J^ l(» M 71 C GO (35 X m '^•£■^.12 35 VD OV •Z. OO CO 57 O OO rH 71 71 -»> 71 rH 50 3. H ':■! !i 71 t -f 1< 71 rH 50 H< --" CO rH ■ i — 7! _ 1 " 0-. i r- 71 C7 3". r l~ 71 35 X -^ OO CO 00 1^ = - 2 1^ *j i~ :ic ?7 1- - r; 1^ rH 1^ CO X M to ^ ill* r-< a r-t 71 r-i 1. 17 r-t 1^ 50 l^5 V 1 "^ rH 1 1 Vd 3; tc "c 1^ c -^ CO m ~ in 35 -r c m •"■ -I Oj r-i :7. -t< 71 X ■C rH 50 C CO O -£> 1^ — " I— H w S. '^ I-. 1^ W CO -f 71 in in 50 -f" -*t p , w C '^-' f"* 1 r-l 71 71 -»< 71 71 35 CO w : = 71 e c o C; ex OD O 71 _ :C ' •£ -f •£ -O 'T) T -1< 57 '^ X 71 ^y: u- •• r-t 1^ X C IS 71 •£ -f 35 C- •^ l> ^ i>r ■: >~ -<< -l< r-t 00 I>^ 7f50'7r =' to V -* rH r-t r- r~-i 71 -< ! O) ■^ ! -^ ■— ' 5r • •-I • o >. 8 -♦-' • o • 0, -r. •5 « '*? 13 ^ ^ •• • 8 ;5 3, 5C • ^ 8 ^ •— Oj .^ i ^ x 3 -'-' -r — Ti "5 =5 :.5-:'?.2 i 3 < -t-J |"S r I" 23 '^ ;- ,2 '^ r* -J- 1 ^t— » . o ^ -^ ► ■^ IJ § ._!: ^ ^ P'O *J -^-t ,^j -^^ 4_. .^j X ^ "*" ~] . X b He I'l - o C^ V v: u ^ HW-t: i-«i-^ -t^ I a: 'Sc V a: |S s. ^ >«.> (LI (4 OS i^* u s H v: * »-^ o S O u % PC 2 ^-^ rH »>. 00 9 -+-• a. ij a «. .2 ij — •^ o <« o t- *. i) . ■^ 1^-5 '^ OCi -o ^ >-> ■Ji 1 fH ^'i The Counties, Parishes and Towns better served by Proposed Route and their populations- with crop statistics. Name of < 'oiiuty and I'arisli. Bcrlhier, Ac. Hcrtliicr /'. St. Ikithuli'iiiy.. . .'/. St. Ciithlicrt. .". . , //•. St. Norliert /. St. Gabriel Jolieite. II. St. I'aul /'. St. (.'liarlcs BorioiiU'f , , ('. Joliettu Town '/. St. Aiubioi.sc ''. St. Al](lions(' .'/. St. Thomas 'li. Ste. KlizalH'tli /. St. I'Vli.x (Ic Valoi.s . . , . ./. Stf. Melanic k-. St. Jean 1. Ste. Hcatfix Jfionlcaltu. ii. St. .lawjUMs . , h. St. LifjiKiii . . , c. St. Alexis . . . . ■ I. St. K.si)rit I. Ste. Julienne Kf. St. I'atriek . , k(i. St. Cliarle.s /". St. Henri r. St. Lin '/. St. Hoeh ./. L'!''.]iiiilianie TtrrebonHf. II. renehonne Town. . . /'. Terrelninne I .'. Ste. TJK^rese , 102 7,180 I8,7!t(l ll,it8() 22,():jo 4,450 ;Ui,7oo 41,100 22,254 12,(_ilo 278 21,1, so ]ii,'.»lii Ki4 ]l,(i(ii) 24,(ill 25,501 :il,tt4o 237 l(),!t!»() 254 lii.ooo 5, Kid 14,742 14,(it)(i 11.(m;o 8,5sit 7,200 2,ti4i» 3,438 2,itO(l 10,0(12 82(i.42o I'oi.ula- I ""il'ly'g'' ! tion. , '""^ ; IJouses. ' 1,122 2,50 1,943 1,202 3,047 l,8t)8 l,2(}(i 1,843 2,753 3,19« 1,548 2,293 927 2,754 1,485 1,3H0 1,537 1,117 78(5 42(5 2,435 2,t)97 2,523 1,365 1,0.50- 8 36 1,768 914 1,300 1,821 1,311 1(58 2,480 1,159 1,987 858 1,812 oso l.MO 73t! 2,747 2,320 8(54 4,408 2,215 530 ,505 389 2, 40fl 4«(» 89,015 179 3(59 454 29(5 298 2(i2 144 396 358 206 334 375 439 232 322 110 465 223 212 273 180 122 (i8 411 4.53 382 254 189 131 288 180 222 282 230 26 391 202 330 139 323 171 282 133 459 390 137 772 319 76 84 68 338 68 Grain. Potatoes j| aiiil Hoot Crops. |! Hay. Acres. 298 689 759 369 418 499 104 32 496 92 475 821 491 310 237 93 821 3(i9 71(1 S82 225 133 l.sS 558 642 1,085 355 10 305 596 61 385 298 84 5 501 98 14,047 710 56 805 207 485 S3 432 400 288 19 26 25 44 126 319 30 18,499 Bushels. 58,799 104,960 113,052 84,201 51,058 (i9,(»29 27,199 7,3.54 54,672 29,052 49,3114 84,5S0 73,725 34,449 48,573 •-'2,185 83,603 (i4,768 53,261 51,966 1.5,348 19,380 (>,7(i5 75,3(i() 75,(i51 92,936 .51,597 3,. 507 37,576 75, Kill 7,081 4o,o(i'.t 59,092 34,932 2,475 72,051 13,428 77,522 7,348 118,705 24,086 74,355 10, .504 60,200 70,716 41,767 2,526 7,016 3,110 16,5)26 17,0»0 57,876 13,5U 2,451,094 1 Acres. Bushels. 1 174 30,9(59 163 25,418 304 33,023 23S 27,213 i 23S i I 26,509 223 35,158 ; 157 17,887 121 12,616 187 19,070 234 27,506 191 21,108 ' 169 29,329 j 310 39,754 198 26,306 243 31,479 121 13,357 405 50,464 1 204 27,(151 149 18,187 l(i(i 20,863 219 1 (>, 652 160 17,138 79 4,067 390 56,612 29(i 50,394 217 34,133 257 23,227 28 5,586 183 31,277 452 7s, 1 79 78 219 263 253 15 514 87 559 63 4U6 332 473 129 663 395 148 37 175 42 130 132 1)39 879 12,997 15,93(1 31,445 2\779 13,61(1 3,4S3 7(i,328 17,560 85,655 1 3, 499 82,172 43,(i63 75,(100 21,2()S 111,236 68,704 21,862 18,671 55,408 5,750 20,528 14,870 143, .551 88,608 Aeres. 1,167 1,879 2, .508 1,340 1,791 1,665 874 283 2,058 2,542 1,414 2,609 1,839 1,472 1,994 970 2,669 1,419 1,335 1,9.55 1,285 1,759 424 2,047 3,266 1,606 1,418 155 1,298 2,043 215 1,497 2,965 1,(31 lis 2,9ii3 512 2,403 356 2,938 579 1,419 230 1,967 1,898 1,339 59 218 1 (i:t 1,019 501) 1,422 530 Tons. 1,938,102 ; 75,813 3,160 3,948 4,743 2,318 1,663 2,017 913 377 1,778 1 , 422 1,562 2,822 2,023 1,495 1,923 782 3,271 1,617 1,503 1,764 '.•36 1,188 473 2,491 2,975 2,041 1,504 373 1,702 2 222 '255 1.307 2,615 l,(i44 118 2,990 .521 2, 359 514 5,075 580 1.769 300 2.108 2.154 1,572 51 553 277 1,159 762 1,430 735 87,854 NniK. — Tile letters i(. (>, c, &u,, are for reforcnee to the Map. Statistics (Census of 1871,) to uoeoinpaiiy re])orts. BI'Mlsri'-.l! A; si.,\Ti:n. ■MMM Ot hi < i^M > -5 B >. 5 = CO o X^ c/^U c > >^ a; c ^ r* rt *-• 1 t 1:5 75 O > ^ r c "-t OJ o n V- C/! Ui O •r' -Td CO z. a; rn c O -t-" o fe ^ 2 ^ !=; p ^ -5 ■M o - >. ^ m f V u ^ ■4-1 ■■-; c; > ^ rt 5^ ^ ;r^ ■♦-• C O y ■r. ^ —I I— ■i « 4^ h- e c 3- ■* «■ CO IN (M N 1^ 35 CO N 1 O 1 jr ^ 'N --0 t- C r- oi X 1(5 1-1 t r- lO o CO 1 CO 1 fl t»^» i-i t. to •^ C» 05 «'„■*,''• ei -H t>_^t^ 1 o 1 § i-Ti.^'os >-■ M^s-r -rd" ■= ' CI !0 O f- 05 '0 "f 50 05 35 05 TO CO C5 ^ ^ 1 01 1 CO t* CO o 00 C^ h- — CC t^ O CO -^ -H <= CO o^os --^ w •'• 1< I^ i.O to 35 M r^ <= lO_lC co_^ o f-H I-H 1-1 I— 1 iH oT < 1—1 o i£ O 0» 05 t- C5 t- l> -< O 35 Ol O CO -H o fl» » £ o -o » ■<»• ^ CO f oi OS -1 I'. iC 01 CO t- T< oo^o_c:^oc o ©_i.o o_co__o^o l~ 1-0 => CO CO •^ M » .. 1 V, 1 ai '^ X aTo" sTo" t-" 'f-'o' •a'h-'"cr = lO O rt 1> <=■ oU 3 n to yi 01 CO -< -• -S -4^ n ' CO 58 -c« , l-l _ cc 's n -p v: -^ 3S •»> ■rr< l~ CO IS 01 O 05 01 01 ^ ?! t^ n t~ -v -^ i~ t^ CO -H lO X »>< CO o CO 00 N O rH -H M -< 01 1- o on" 1 to W ■^ C5 00 ■* lO CO 3s r^ 1/5 s © CO w o t>. "3 -f L'T! Cs C-1 t~ CO -^ 1- o •»< 3 -H 01 CO s: CO c< CO t~ 1.0 o 1^ 1.0 T C-l lO 50 F-l KJ 01 S .m4 cf) CO 't" 5c r- lO CO — 1 3: 01 — < M CO CO CO r- •CO • S lO --= 1.0 ^4 CO 01 i(» c- -< CO — 1—4 s M la rt o CO -^ lO r^ o GO CZ) 1-1 3S 3: t- ■»(< i.o -f CO CO t- -H M a> oq 'M CO -< CO M CC -H 01 -^ CO IM oi (M I^I N -^ -H 01 -H M 01 d r1 CO <1 of "3 ./ 1 n ^ 2is cc 50 OJ ^ 5a cc t- CO s — 1 CO ^ "T 05 CO lO O 01 1^ •^ 1- <0 — Ol CO -1 01 i~ X CO :c ■/3 Sa§ « CO — ( Ol — —1 — 01 f-4 co_ 01* H-l - hH .«-« 1 Ol XI Ol CO Ol CO CO « ■^ OS o o US CO o o = a CO .H CO IM CO o 01 -T< X: CO 35 -< CO O 10 OT -^ co_ o '-'„"''„"' ■<»> o X a: lO 01 US ifl o CO 35 C w r-T (Of -h'^-h" i-( rH »-( f-H ■* M h-< o o f CO 1/0 o -?<■/: lO » 01 O CC o o t~- tL ^ o 1(0 t^ CO 1.0 LO o rH 01 c: ■~ CO -I> o r- s? us c5_in^o_ f oo^o -»" co^m CO ^ 01 35 :o b* ». r.. .K •. 1 K 1 c oocri>" -1^ ■*" Co'l-' r-T -iT 01 CO CO 01 r~ <1 C-l -H iH ' 1— ( d '/! 1 i • c ^ 3 C4 (Ik i a g 4 4J ill J! ■J) a o o 'J o « ^ ^ a i ^ firt e « >■ C3 1 c u o I u a 5^ >4 T es .^i — z c c c < 1 i. •3 ^ a! !» « ffl §5.2 1-3 1-1 -X c; . X « nd Joiners, and Carriage making. Cooperage. Carding and fulling mills. Saw mills. Tanneries. a c a •6 1-6 0* '6 IB a) a Kg 1 5 i C8 p 11 1 0) .1 c u r^ •-* B a 09 s K 9 ^1 a n '^ ft •i •0 c w •^ ft Berthler 2 3 "i 30 1 43 83 $ 1,200 3,300 40 46 41 43 58 37 58 323 $ 14,614 1S,1J'^ 17,040 16,139 25,669 13,878 32,210 1 1 ■ 17 "5 63 85 $ 7,930 2,200 57,000 67,l:!0 4 11 ' 12 1 10 6 i 9 ! 5 1 57 $ 3,000 5,895 3,000 5,840 3.360 3,588 2,390 27,073 53 93 58 115 70 76 181 616 $ 29,070 23,918 18,758 38,506 27,722 .■!1,677 212,525 j 2 5 2 1 10 1 8 29 $ 370 816 425 400 2 005 65 5,300 9,381 8 10 7 11 19 2 3 60 $ 19.620 27,020 16,480 20,930 75,935 4,080 2.096 65 92 52 350 78 15 652 $ 34,934 81,545 32,070 233,956 79,188 21,097 65 14 10 10 64 2 131 296 $ 119,550 36,988 10,421 6,930 90,918 1,510 310,616 Joliette Montcalm L'Aspomption 1,700 40,400 540 60,000 Terrebonne Laval Hocbelaga 107,140 137,690 412,176 j 166,161 482,790 576,963 in^I^USs^ X^E.OX)TJCTS J'^ame of County. Berthier , Joliette Montcalm Ij'Assomption Terrebonne ... Laval Hoohelaga Working animals. 6,234 5.651 4; 150 5,588 5,234 3,177 4,476 34,510 Other farm animals. 53,725 53,015 31,064 40,303 40,013 17,195 13,713 249,058 All farm implements. 18,763 19,208 14,521 17,738 18,878 9,030 11,560 109,698 Animals killed or sold. 21,207 18,572 13,400 17,771 15,937 7,871 8,181 102,939 Wool. lbs. 61,243 58,684 34,607 45,127 51,701 18,654 11,228 281,244 Honey. lbs. 28,050 15,268 11,416 16,691 17,951 13,524 9,196 112,096 Butter and cheese. lbs. 424,671 428,848 450,375 569,912 559,913 258,578 215,803 2,908,100 Dressed Fla.\. lbs. 46,295 29,762 16,110 27,750 .30,881 12,139 1,100 164,037 Linei and clo Yardi 140,211 131,55 83,081 88,621 94,92( 40,66' 11,99: 591,061 Montreal, August 4tli, 1875. STK.IES lis. TaDuerles. Boots and shoes. 1 Saddle and harness Tailors and clothiers. Wool cloth making. Lime kilns. Charcoal burning. AGGREGATE VALUE OF ALL INDUSTillE.S. making. Capital invested. a Si 1 ft •s a s « 3 !l a < ^ work produced. •a c c« w •^ ft c C4 a > a 1 ! > 1 •3 □ c8 6 3 "i > a 08 hi 5 5-5 ►^ a 1 ■0 a OS = =5 i "3 S " p. 1,934 1,515 J,070 5,056 ),18S 1,097 65 14 10 10 64 2 131 206 $ 119,550 36,988 10,421 6,930 90,018 1,510 310,616 28 (>9 26 29 31 36 92 311 $ ! 15,950 30,817 9.595 I 52,535 , 11,230 4.7,S7 39,800 8 18 7 6 10 5 54 $ 7,100 7,060 4,100 2,665 2,135 2,250 25,316 6 19 1 1 65 92 $ 1 5,500 • 8,132 ! 200 ; 500 2i]358 35,690 i "2 10 21 $ 7,344 2,300 9,644 9 27 13 7 11 10 19 $ 384 2,430 1 880 1,232 1,710 2,648 48,500 57,784 44 44 $ 10,'i77 10,177 $ 121 165 125,325 98,195 240,630 251,372 86.834 977,633 356 550 303 666 636 308 1,597 4,425 $ 43,829 54,748 30,203 92,«47 67,360 31,938 457,537 $ 193.870 31,3,117 191,160 416,055 458,318 98,760 1,829,530 3,500,819 $ 367,819 553,545 287,515 660,455 737,318 181,638 3,071,054 2,790 576,963 164,744 1,904,154 778,462 5,860,244 TS. FOREST AND MINERAL PRODUCTS. Dressed Flax. lbs. Linen, and cloth. Yards. Apples and other fruits. Bushels. Grapes, lbs. Maple sugar. lbs. Tobacco, lbs. Hops, lbs. Timber, eft. Logs. Tan bark. Cords. Firewood. Cords. Stone, c. ft. 40,205 20,762 16,110 27,750 140,216 131,554 83,6S0 88,626 04,020 40,667 11,991 4,045 3,067 1,648 3,202 3,646 9,284 48,489 74,371 1,836 705 477 7,079 534 10,400 8,721 29,842 158,622 389.756 320,183 117,651 1!1,466 44,442 12,265 78,064 39,311 21.486 40,838 38,395 24,657 20.504 1 256 81 307 517 394 39 293 1,892 402,142 167,448 56,410 193,681 170,664 54,509 4,934* 35,062 223,687 128,811 135,106 159,582 3,121 3,210 721 558 478 22 687 22 2,488 70,243 67,754 39,010 37,700 76,9 t7 11,868 9,102 . 22,680 30,881 12,130 1,100 23,7H0 12,100 210,028 164,037 591,660 1,154,385 263,345 1,040,788 688,699 315,714 368,588 Statistics (Cen.siis of 1871), u(:cuiiii)aiiying n-ports. BEMISTEU & SLATER, Civil Engineers. T^BLE No. 4. Counties served by proposed route between Mas- kinonge and Montreal, compared with Counties Maskinonge to Quebec (inclusive) served by the North Shore Company's line. Name of County. Berthier Jolictte Montcalm . . . , L'Assoniption Terrebonne . . Laval Hochelaga . , . Acres of land owned. 223,900 281,346 205,981 194,302 290,189 73,131 99,654 1,368,503 Acres of land occupied. 194,742 219,401 177,554 150,206 246,563 59,514 54,578 1,102,558 Acres wild. 29,158 61,945 28,427 44,096 43,626 13,617 45,076 265,945 Popula- tion. 19,804 23,075 12,742 15,473 19,591 9,472 25,640 125,797 Number of churches 10 15 13 13 17 8 18 92 Maskinong6 Saint Maurice (South) . Three Rivers Champlain (South) . . . Portneuf Conitd de Quebec 207,937 156,704 98,623 197,758 366,116 363,727 1,390,865 160,343 131,543 15,840 147,536 287,332 129,244 871,838 47,594 15,079 25,161 10,658 82,783 8,814 50,222 13,885 78,784 22,569 234,483 19,607 519,027 90,212 9 8 5 8 19 20 69 Statistics (Census of 1871,) accompanying reports. MoNTiiEAL, August 4th, 1875. BEMISTER & SLATER, Civil Engineers, .fW M j$ m^^ il « y/^ r • P^^^^c^^^ .. • J^^rf^^^^ i.rf r/ J ?^ *■ M 9.vr,->.ia.***.-^ V % !/^ f . V>v % J ^ « ,v o ^ K.c^r.O.I" « > l^ \ "^ ,^ "^ a"" 1 r\ r-^^y .<•/'• ? .v r // A ' v^>. -^/Pr/; ,VWl ^'^.^*^,ii --*^ "\2- V ..■• ' »v V€» A"/* V. ':iosri>/Y(i °OS'£D ROi^'TL . .,iL,^ >.-'.V '".Vf. ^i^.i. '■'.'^.y >>,)0 oy.i-A^'f cr^A-.yfcr/L'yv^ . ''/i^.V,-/^. is±±; ■^■c*^ ■ ■.'■O-