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I North pHOf^E Railway. — ""Tssri^^lo.^*.*- — ENGINEER'S REPORT ON LOCATION AND CONSTRUCTION. — » ♦o»5j»nfis«>t-«^ QUEBEC : Printed at the "morning chronicle" office. 1872. r i>-^- '■ •.iJiV,' .1, NORTH SHORE RAILWAY. ENGINEER'S REPORT ON LOCATION AND CONSTRUCTION, o»ic OFFICE OF THE ENGINEER-IN-OHIEF, Quebec, 10th October, 1872. Mr. President : I have the honor to submit herewith, for the exami- nation and approval of the Board of Directors, location plans and profiles of the entire Main Line of the North Shore Kail way from Quebec to Montreal. Owing to the necessity of taking the proper legal steps for procuring the Right of Way for the Contractors, between Quebec and Paradis Pass, a distance of about 17 miles, I had the honor to submit to you, informally, a map and profile of that portion of the line, for the approval of the Board of Directors, at its regular monthly meeting, held on.tho 8th of August last; and I am informed, by the Secretary, that the portion of the line then submitted, was duly approved by resolution of the Board. «■■■ 4 NORTH SHORE RAILWAY. Inasmuch, however, as no report accompanied that 'por- tion of the line, showing either its characteristics, or the relation which it bears to the remainder of the road. I have thought it best to consider the question of the location of the 'entire Main Line of the Railway, in the present report. I. GENERAL DESCRIPTION OF THE ROUTE. T I The general rout6 of the Railway, and the character of the country through which it passes, are so familiar to your- self, and'to every member of the Board, that it seems un- necessary to occupy the time of the Board with a lengthy description of them at the present time. It will probably be sufficient for present purposes, to state, generally, that the starting or initial point of the line, has been fixed near St. Paul's Market, in the city of Que- bec. After leaving this point, the line enters King street, near its intersection with St. Rochs street, and follows the center of King street, westerly, to its intersection with St. Ours street, at the western limits of the city of Quebec. Thence, it crosses, in a direct line, the grounds of the General Hospital, and also the blocks lying between Bedard, Parent and St, Valier streets, to the easterly end of Massue street, which it follows to the intersection of Bayard street, where it enters Ste. Gertrude street, (a pro- longation of Massue street) m hich it follows to the wester- ly limits of St. Sauveur. Thence it follows up the valley, upon the south side of St. Charles River, a distance of about 7 miles, in a direct line, to a point near Ancient Lorette, when it strikes the slope of the country which drains into the St. Charles and Cap Rou^e Rivers, which slope it follows, with an {iscend- ii GENERAL DESCRirTION OF THE ROUTE, 6 ing grade, to Paradis Pass, the summit of which is 400 feet above tide water in the St. Lawrence Kiver, and about 18J miles distant from Quebec. From Paradis Pass the line follows an almost straight direction to the crossing of the Jacques Cartier River, at a point about 6 miles from its mouth, and a short disiance above the Red Bridge. Thence a slight deflection to the south, carries it in al- most an air line to the crossing of the Port-Neuf River, at a point about one mile above its mouth, and about 33| miles distant from Quebec. From the crossing of the River Port-Neuf, the line fol- lows a very good direction westerly, averaging a c'istance of from one to two miles north of the St. Lawrence river, un- til it reaches the River St. Anns, which it crosses at a point about one half mile above its mouth, in the upper part of the village of St. Anns. After leaving St. Anns the line follows, in the same general direction, across the flats of the St. Lawrence valley, crossing in its way the Batiscan and Champlain rivers, a distance of about 13 miles, when it gradually ascends the Coteau, which borders these Hats on the north, which it follows until it reaches the Valley of the St, Maurice river, which river it crosses at a point about 76 miles from Quebec. The point selected for the crossing of the St, Maurice river, is about two miles above its mouth, and is consider- ably above the one indicated upon the maps and profiles of previous surveys. And although it adds slightly to the length of the main line of the road, it is believed that the saving that it will effect in the length of the Piles Branch, and also in the length of bridge required to span the river, will, in the future working of the main line and the branch, I ^ 6 NORTH SlIonE KAIIAVAV. much moro than conippiisato the company I'ov tlie small in- crease in distance t After crossing the St. Mauiici' Uivor, tli(> lino d(?nects to the South, and loll '\vs down (he Valley ol'tho St. Maurice, a distance of about one and a (juartor miles, until it reaches the Citv of Three Ilivers, when it curves northwardly, flanking the high Coteau lying north of the City, and fol- lows a comparatively straight direction, over the rich allu- vial bottom land.s of (he Si. Lawrence Valley, crossing in its way the comparatively smill rivers, lillaises, Yama- chiche, Du-Loup, Maskinonge, Chicot, and IJerthier, until it reaches the City of Berthier, a distance of about 40 miles from the crossuig of the St. Maurice lliver, and about 116 miles from Quebec. From Berthier the line follows on, in the same general direction, and over very much the same character of coun- try, until it reaches the vicinity of L'Assomption River, near the ilourishing Village of that name, and then it de- flects slightly towards the South, and follows a tangent of 13 miles in length, on the Easterly side of the lliver, until it reaches the junction of L'Assomption and Ottawa Kivers near the point W' here this branch of the Ottawa empties into the River St. Lawrence. The line then crosses L'Assomption River onto an is- land, which divides it from the Main Waters of the Ottawa. . And thence it crosses the Ottawa and reaches the Main Island of Montreal, at lk)ut-de-L'isle, whence it continues, in almost an airline to the terminal point of the surveys ■vvithiu the limits of the City of Montreal, a distance of 158 2-10 miles from the initial point in the City of Quebec. '*^The accompanying " Map showing the general location and profile of the North Shore Railway," drawn to a scale of 2^ miles to an inch, will serve to illustrate the foregoing 1 + AlilNKMKNT AND (iRADKS. 7 general description of tho voule. And tih; jiccompanying- "Location Plans and Prolilcs" ol' Ihc dilloront snb-divi- sions of the line, will serve to illustrate the details of loca- tion, so far as relates to alinement, gradients, and the general character of the work. The location, plans and profiles are arranged to represent the different sub-divisions of the line, in the followinjr order : No. 1, from Quebec to Paradis' Summit — Sections 1 to 18 inclusive. " 2, from Paradis' Summit to Iviver Portneuf — Sections 17 to 33 inclusive. •* 3, from River Portneuf to St. Casimir Road — Sections 33 to 44 inclusivt>. " 4, from St. Casimir Road to the St. Maurice River— Sections 45 to TG inclusive. " 5, from the St. Maurice Iviver to Berthier — Sections 77 to IIG inclusive. " 6, from Berthier to Montreal — Sections 117 to 158 in- clusive. The sectional divisions, upon the location plans and pro- files are intended, so far as the proper distribution of mate- rials will permit, to average one mile in length. And the numbers of the resx)ective sections will therefore represent, Very nearly, the distance from the AVest end of that Section to St. Paul's Market, or the initial point in Quebec. II. — ALINEMENT AND (GRADIENTS. An analvses of the Location Plans and Profiles, above referred to, will show the following results : 1— Total length of the Main Line '. 158 f^^ 2 — Length of straight line, or tjm gents HSfj (Eqnal to 90 per cent, of th ^ Main Line.) '-'^^^ i NORTH SHORE RAILWAY. 8 — Length of curved linos with radii •j^roator than .:r 1433 feet 12 (Equal to 8 per cent, of the Main Line.) 4 — Length of curved lines with a radius o<' 1433 feet, (which is the minimum).... 2i% (Equal to 2 per cent, of the Main Jjine.) 5 — Length of gradients, either Level or inclining, 10 feet or less per mile 99,^5 (Equal to (33 per cent, of the Main Line.) 6 — Length of gradients inclining- more than 10, and 30 feet or less per mile 32 (Equal to 20 per cent, of the Main Line.) 7 — Length of gradients, inclining more than 30 and lesg than 52.8 per mile 14,*o (Equal to 9 per cent, of the Main Line.) 8 — Length of gradients inclining 1 hi 100, or the maximum adopted, of 52.8 per mile 12 (Equal to 8 per cent, of the Main Line.) It should be remarked here, that the route has been located, and the grades arranged upon the profiles, with particular reference to the avoidance of cuts which would be likely to become filled and blockaded with snow, during the winter season. And hence the minimum radius, of 1433 feet, and the maximum grade of 52.8 feet per mile hare been resorted to more frequently than they would have been in a milder climate. III. HISTORY OF THE SURVEYS. i The surveys which have resulted in the selection of the lin«, now submitted to the Board of Directors for its approv- al^ have been made with the greatest care and attention to evety detail that should have a bearing upon the important question of selecting a route for the Eastern terminal link HIriTORY OF THE SURVEYti. 9 in the great chain of Railways that is destined, at an early day, to extend across the American Continent, upon Cana- dian soil. The contract with the Chicago Contracting Company, for the Construction and Equipment of the North Shore Railway, provides, " that the most direct and practicable route, of which the capabilities of the country will reason- ably admit, shall be adopted, both for the Main Line and Branch." 'r Inasmuch as r'> trace had been left upon the ground of the original si.veys made by Mr. Gildea in 1863, and by Mr. Truuoau in 1858. And iuasiraich as the sui'-'eys whic were madj under my own direcUon in 1871. were eonducto'l more with reference to obtaining a subscription of oae Million dollars to the capital stock of the Company, by the Counties and parishes through or near which the line was to pnss (which subscription was, at that time, considered to be of vital importance to the Company) than to the obtaining " the most direct and practicable route, of which the capabilities of the country would reasonably admit," and therefore resulted practical- ly in ascertaining where the greatest portion of the line should noi go, it became necessary, as soon as practicable, after the execution of the Contract, on the 5th of April last, to provide for a complete re-survey of the entire line, at the earliest day practicable. In order to do this effectually, the Main Line was organized in two principal divisions. The Quebec Division, extending from Quebec City to, and including the crossing of the St. Maurice River, near the City of Three Riveis, was placed in charge of Mr. L. P. G-auvreau, ^issistantu- Chief Engineer, and acting Resident Engineer of the/K Division, ■! t^rrt? ii 10 NORTH SHORE RAILWAY. On the 29th of April, a party was organized with Mr. E. B. Temp]- , Assistant Engineer, as its Chief, which com- menced the location, westward from the initial point in the City of Quebec. On the 15th of May, another party was organized with Mr. Alexander Sewell, Assistant Engineer, as its Chief, which commenced the location eastward, from the crossing of the St. Maurice Eiver. These parties, after examining instrumentally, the whole range of country that was considered as coming within the limits contemplated by the conditions of the contract, united their lines of location at the crossing of the St. Casimir Road, a point about two miles North of the St. Lawrence River, at Grondines, on the 11th of September. The Montreal Division, extending from the "West bank of the St. Maurice River, to the City of Montreal, was placed in charge of Mr. Oeorge Holt Henshaw, as Resident Engineer. On the 2Gth of April, a party was organized, with Mr. Libert Chandler, Assistant Engineer, as its Chief, which commenced , the location Eastward from a point selected within the limits of the City of Montreal, as the terminus of the Survey. On the 15th of May, another party was organized, with Mr. B. S. McConnell, Assistant Engineer, as its Chief, which commenced the ocatioii "Westward from the St. Maurice River. These parties, like those upon the Quebec Division, made thorough instrumental examinations over a large extent of Country, bordering upon the line as finally selected for loceition, \ f HISTORY OF THE SURVEYS. 11 Mr. McConnell's party reached the City of Berthier with the location, on the 31st of July, when it was disbanded. Mr. Chandler's party reached the same point on the 2nd of September, after which it returned "Westward, for the pur- pose of making some further examinations at the crossing of the Ottawa, near Bout-de-L'Isle ; and it is now onuagod in the survey of another line, crossing the same liiver at a point considerably higher up, near the Village of Lachen&ye. Mr. P. B. Vanasse, of Three Rivers, was appointed Chief Commissary for the entire line. It gives me great pleasure, in this place, to bear testimony to the intelligence and energy which have been manifested by all the Gentlemen above named, in the performance of the arduous and responsible duties assigned to them. During the progress of the surveys, I hare made frequent personal examination of the entire line ; having examined with particular care, and decided upon the ground, all im- portant Iliver crossings, and other points of unusal difii* culty as they have occurred. I can therefore certify, unhesitatingly, to the Board of Directors, that the line now recommended for approval, is, in the language of the Contract, "the most direct and prac- tical route of which the capabilities of the Country will reasonably admit," There are some important reasons, however, which I will proceed to state as concisely as possible, why, in my opinion, it will be inexpedient for the Board, at its present meeting, to fix definitely the location of the road farther West than a point 131 miles from the initial point in the City of Quebec, w^hich point may be designated as the East end of Section No. 1 32 — and is marked upon ihe ac- companying maps and ]»rofiles as the " West end of loca- tion." f mmmm wtmmmm 12 NORTH SHORE RAILWAY. There are several important questions, other than strictly engineering ones, which, it is believed, should exert a controlling influence in the decision of the question of location between the point above mentioned, and the per- manent terminus of the road, in the City of Montreal, neither of which questions am I prepared at the present moment, to discuss as fully and intelligently as I would like to do, before the final action of the Board is taken upon the subject. The first of these questions is, as to the precise point at which suitable drawbridges should be located and con- structed at the crossing of the Ottawa Eiver, at Bout-de- L'lsle, in order to afford the least possible hindrance and inconvenience to the free navigation of L'Assomption and Ottawa Rivers at that point. The law provides that no Railway Company in the Province shall construct a bridge over any navigable river, without first submitting *' the plan and proposed site of such work to the Governor in Council, and the same has been . by him approved." Tiie bridges over all the navigable Streams between Quebec and the point above named, have been located a short distance above common road bridges already con- structed, with draws suitable for the accommodation of navigation. — And it has therefore been assumed that there can be no doubt of the approval by the G-overnment, of the site, or location of these bridges. Although, when the plans are prepared, it will undoubtedly be necessary to submit, both the site, and the proposed plans, to the Governor in Council for approval. The case of the crossings of L'Assomption and Ottawa Rivers, however will be found much more complicated, i n CROSSING OF THE OTTAWA. IS and questionable, and I would therefore for this, if for no other reason, advise the Board to postpone action upon it for the present. Another question grows out of the undoubted impor- tance of connecting, at some future day, the lines of the North Shore, and the Northern Colonization Railways, with a view to securing the most direct practicable route for the immense traffic and tonnage that is destined to pass over the Canadian Pacific Railway, and which will most certainly seek an outlet at the head of deep Ocean steam navigation at the city of Quebec. With a view to the proper understanding of this impor- tant question, a survey, as before remarked, is now being made, of a line which will diverge from the present route, at c near the point above indicated as the " "West end of location" and intersect it again at a point about one half mile eastward of Montreal. This line, which is indicated by a broken red line upcn the general map of location, will cross L' Assomption River near the Village of that name, and take a direct course to- wards the village of Lachenaye, near which it will cross the branches of the Ottawa, and then follow a tolerably, direct course towards Montreal. This line will, undoubtedly, be found somewhat longer' than the one via Bout-de-L'isle ; but the advantage of cross- ing the main branch of the Ottawa River, above navigation ; the increased facilities that it will afford for a connection with the Northern Colonization Railway ; and the distance that will be saved to the through traffic above referred to, when considered collectively, may be found to much more than-' compensate the Company for the comparatively slight in- crease in the distance, that its adoption would inTolv0 be- tween Quebec and Montreal. X^MJf WMP 14 NORTH SHORU RAILWAY. Should the Board concur iu the views above expressed, and defer the location of that portion of the line west of the point indicated upon the maps and prolilos as the " West end of location," I shall have the honor to submit, at the earliest possible day, a supplemental report upon the re- maining portion of the lino, accompanied by such plans, profiles and other information as may be necessary to a full xinderstanding of the subject. i IV. SURVEYS FOR THE PILES BRANCH. A survey for the Piles branch was made quite late in the season of last year, by a party in charge of Mr. E. B. Temple, Assistant Engineer, upon the west side of the St. Maurice River, from the City of Throe Rivers to the Grand Piles; the profile of which shows the country in that locali- ty to be exceedingly rough and uninviting for the con- struction of a railwaJ^ Another party was organized early in May of the present year, and placed in charge of Colonel F, C. Farijana, Resident Engineer, who commenced the surveys at a point near the crossing of the St. Maurice River by the present main line, and followed the valley of the river up as far as " Grand Mere," which point was reached about the 1st of July last, when the survey was suspended and the party disbanded. On the first of the present month another party took the field", under the direction of Mr. L. P. Gauvreau, my Principal Assistant, with Mr. E. B. Temple, Assistant Engineer, as chief of party. This party commenced the surveys at the Grand Piles, and will run a line down upon the East side of the St. Maurice River, to its intersection with the main line, at some point near the crossing of the Sti' Maurice, with a view of using one bridge over that river, for both the main line and branch. 1 WORK OF CONSTRUCTION. 15 I It 13 liot expected, however, that th'j route of the Piles Branch will ho ready for suljiuission to the Board of Direo» tors until quite late in the season. V. WORK OF CONSTRUCTION. ■ The inaug'uration of the commencement of the work of construction upon the North tShore llailway, took place at the intersection of King t-Jid St. Ours street, in the City of Quebec, on the 18th of July last, with ceremonies every way suitable to commemorate an event so important, not only to the Company, but to the citizens of Quebec, and. to the Dominion at larg-e. Since that time, the Contractors have constantly in- creased their forces until now, when there are about 200 men and 12 teams employed upon the work. About eight miles of roadway, extending from the City of Quebec westward, are now nearly ready lor the superstructure, besides other portiov.s which are vrell under way ; and nothing but the legal delays incident to obtaining the Kight of Way for thi; Contractors, will prevent the comple- tion of the road-bed as far west as the Jacques Cartier River during the present working season. If the owners of the lands through which the Rai^^ay passes, had manifested a spirit of justice and liberality at- all commensurate with the beneiits which they are sure to receive from the construction and operation of the Railway, no such legal proceedings would })e necessary, and the gradii^g would now have been completed as far, at least, as Paradis Pass, The work of construction is under the immediate charge of Mr. Samuel L. Keith, as GiMieral Manager of the Contract with the Chicago Contracting Company, for the construction and equipment of the entire Main line aiid Piles branch of the North Shore Railway. uid// i I 1^ NORTH SHORE RAILWAY. The extensive experience of Mr. Keith in works of this nature, and his long established reputation for integrity and energy of character, afford the strongest guarantee that the entire worK will advance steadily to completion» within the time specified in the contract The first division of the work has been placed in the hands of Mr. Jerome B. Hulbert, of this city, the Contrac- tor and present Lessee of the Gosford Railway, whose large experience upon that and many other railways, both in Canada and in the United States, has established for him an enviable reputation for great energy and persever- ance in whatever he undertakes. It is the intention of the Contractors to commence the laying of the track at Quebec, as early next Spring as the iron rails can be received, and to open the road to Three Bivers as early next season as practicable. Tue sum expended by the Contractors, in engneering, right of way, graduation, and contingencies, up to the present time, amounts to $122,095,93. . This expenditure, according to the terms of the contract, entitles the Contracting Company to a pro-rata estimate, payable in the debentures of the Railway Company, and the City of Quebec^ in the proportion of each as specified in the contract. But as neither class of these debentures has as yet been prepared and executed, in proper form for delivery, the Contractors have not called for an estimate lip to the present time, and as I am informed by Mr. Keith, they will probably not do so before the close of the present month. ' ^ VI. GENERAL REMARKS *,: . < Having, on the 20th of April last, had the honor of sub- mitting to the President, and Board of Directors, a some- what lengthy •' Report in relation to the past history^ present (iRXKRAI. l.'KMAlUvS. 17 ruiiiliUoii. and fidurt- /intsperts of flic Nor/li S/iure Rdihiun/." ill which certain rjitclusioiia. were arrived at, with relcr^'iicc lo the pr()l)a))lc net eariiinos of the l\oad — th<' value of the two iiiilHoii acres of timlier lauds donated by th«' (rovern- ment in aid of the construction of the Koad, and the valut- ol the securities' of the Kailway C'ompany, which are based ui)on its railway and IVanchisei;, toy-ether with the lands donated by the (fovernnient. it will i)robably not be ex- l)ected that these subjects will be discussed at any consid- erable leni^th in the present report. llefore concludinii' thi« (,'onimunication. however, I desire to say that the facts which are stated in the present report, so far as they relate to its leno-th, alinemenf, ii'radients. and other important characteristics, which combine to make the \orth Shore Railway a most faA'orable route for the transaction of a heavy passennHM- and Ireiii'ht business, more than conKrm the assumptions upon which the con- clusions reached in my previous report, were based. I also desire to state, that the facts which have come to my knowledii'e, since writini*' that report, with reference io the probable net earniuas of the road i'rom its bocai and ihroui»'h business, together with the present and prospec- tive value of the lands donated by the Grovernmen't. and the consequent undoubted ability of the Railway Company to provide, in the future, from these .sources, an amount which will be ample to pay the semi-annual interest upon at least twice the amount of its bonde.l debt, and to re- deem the principal at maturity, are such as to fully justify all the conclusions arrivc^l nt in that rejxtrt. •■ All which, is Most respectfully submitted, '" Silas Sey.muui!. l*]noineer-in-rhiei'. '{\) the Honorable . ,"vi/iiii JoSEI'H CaICHON. ., -li ..ffij.liiii Pn'sident of the North Shore liaiKvav (J<(», ;ji;,<,( \iidy( ■a^^HMMwai » r -"' ^ »Wi mUU.WIII l | I UPWIW M " " " "" '" ■•-*n ft OF THE I6RTH SHOll TO ACCOMPANY the ETigineer's ffeport of 187,2 S. SIYMOUR ENGinkBR IN. CHI£F. ^%:?*> I'uhniFruzt^Ji hy^^'ijSiiJtC- (kiuheui / \ \ E St. JEROME. PANY (ortof mXl t in. CHIEF. ' h" 3S^ Janvief '^^ '^^JK: '■''!, ^l ^ ir,. «! Ghui^oio druM IWC- lk.1 ..-lii5 :t. A't Eiw^"^' N Ci5 Masc^clile St. Va.rtln. ILK 1 if rjf\4 .6 .i> Vi ;,, wi> Tsrn^ff^/es JJ^^ ■"-. '-i.:^'-;-— S ■'' ''-'■^"'Nv' \V>N- * ^0l<5'^<>^^'¥- - - s^ ^^. \^ Uhl W h ®/k u i / S € A L £ OF MILES