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' 1

KEPORT

-OF AN

■ K ^ - .

EXAMINATION OF THE COUNTRY

• FltOM-

Hull to Pembi\oke and the pEEP j\

EEP TvIVER,

MADE BY

W^ILLIAM KINGSFORD, 11.SQ.,

ENGINEER,

-FOR THE-

% |af rtnee mi |ttaf a |ailfa| {oijani

EXTENSION TO PEMBROKE,

Authmzal hy 35 Vic, Cap. 67-14111 /««<■, IS72.

->-<o«>c

T T AWA :

6.«1J;,E.. UV A, S, WOr,l.BURS, KLOKsJ^HKET, OPPOSITE RUSSEI-L HOfSE.

1872.

REPORT

Of a Ihronti^^ssance of the ronHtri/ in thr. Province of Qto^ber, from l/nll,
onposite Otfair,u to Pembroke and the Deep L'iver, made with a view to
examine its capfibi/i/ies for Railway purposes.

This district, coiisistin*;- of the Counties of I'ontiac and the Western
half of Ottawa, has loni;; suffered from the want of communication with
the mai-lvets of the Dominion, and hence its settlement has heen some-
what I'ctarded, and its pi-ogress impeded. It mainly consists of the front
Townships of Hull, Bristol, Onslow, Clarendon, Litchfield, Alanstield,
Chichester and Hheen. As a rule, the land at the base of the trend of the
Laurentian range of hills is of excellent description, and is in'genei-al in
good state of cultivation. The liills in question run at the rear of these
Townships, strike the North bank of the Deep Jiiver, a reach of the Ot-
tawa seventeen miles above Pembroke, and they continue along the stream
with some ruggedness. Settlement, however, has gone back among them
Northwards, in varied extent, some twenty-tive miles. West of the Cou-
longe the distance settled is somewhat less. It is anticipated that us the
inducements of a larger market and better prices are given to the settler,
the many fertile v dleys of the range where the crystalline limestones or
marble deposits are to be met, will doubtless be populated with the same
rapidity with which the lower townships have tilled up, notwithstanding
the small and unimportant outer aid hitaerto given to further their pro-
gress. Jn the spring and fall, as this district is now circumstanced, the
general mass of the poj)ulation are confined to the locality in which
they live. The roads of winter, however, afford them some assistance.
In summer, a steamboat leaves Aylmer daily and runs to the foot of the
Chats Jiapids, a distance of twenty-four and a half miles. Three miles of
a horse railway carry the passengers and freight to an ui)per navigation
of a further twenty-eight miles to Portage du Fort, between which place
and Aylmer the return daily connection is likewise made. The rapids
which intervene both to the North and South of Calutnet Island, cause
another break in the navigation. On the Ontario shore the Ottawa is
entirely abandoned to Pembroke, a distance of about thirty miles. The
stage takes the passengers to Mud Lake, whence a steamer carries them
to Pembroke. On the (Quebec shore there is an unnavigable distance
of seven miles, from Portage du Fort to Ilavelock, a small town opposite
lie Calumet, whence a steamer runs to the Chapeau Village, on lie

Allninotfe, forty miles from Ilavelock. He AUumetto is opposite
I'omlnokc, jniid the latter town is i-osiched by ii road, five miles in
len^'tli, across AUumettc Island, and tlience by ferry across Pembroke
Lake.

At Pembroke the naviii;ation is resumed, continuing to the Joachim,
forty-tivo milet. The Jo.ichim rapids intervene; and the two smaller
leachcs beyond the Joachim, viz. : from the Upper Joachim to the Eocho
Caj)itaine, a leiiijjth of sixteen and a half miles, and from Roche Capitaino
throufi^h Godin's Lake, within one mile of the ^[atawan River, will this
year be served by steam navigniion.

This assistance is all that has been given to the district, which has,
nevertheless, increased in poj)ulation and production, and the lumber
trade has been particularly ilourishing. The principal rivers which are
the scene of these operations on the Quebec shore, Iietween Hull and the
Deep Rivei', are the (^uio, the Coulonge, and the Black River. The for-
mer is not of the same extent as the two latter, but it nevei'theloss con-
tains a quantity of timbei*. The latter streams, however, ot!br great in-
ducements for the manufacture both of square timber and of saw logs.
The Coulonge is estimated at IGO miles in length. The Black River at
130 miles. But in view of the supplies which would be forwarded by
railway to sustain the winter lumbering ojierations, it is not slm])ly this
limit which has to be considered, but the whole extent of country west of
thirs point must be taken into account. The flour and pork re<piired for
this district is now delivej'cd at Sand Point, and forwai'ded by teams across
the river on the ice, to the required position. The whole of the freight
would certainly cease to follow the route it now takes if a shorter and
more srYtisfactor}' channel for its transport be found on the North shore.
While equally it ma}' be assumed from this shortness of route that freight
of this character finding its way to Pembroke for distribution, would also
t^ake the shortest line; and it is at Pembroke that the supplies of the West-
ern timber ground would be delivered.

From the peculiar bend of the river, this district has the advantage
of otlering the shortest route to the North West Territories. Crossing
at Ottawa to Hull, and following a route along the North shore, to cross
at Portage du Fort or at La Passe, proximatelj' the distance is twenty-five
miles shorter than by taking the route by the Canada Central Railway,
on the South shore.

The distance by the Canada Central Railway, from Ottawa to Pem-
broke, is about 103^ miles.

In an official letter to the Ontario Government, dated 29th January,

1872, tlic (lislaiico is tliiis «j:iven hy IIoii, Jolm AMioM, .M.I*., Prcsideiil oi'
the Coinjmii y : —

Fi'ojn Ottiuvii to r'arlolon Placo 2^.'i milos.

(.'ai'lotoii Place to Sand Point 30 »» ^

8and Point to Poinlnoko 4,') "

10:15 "

The estimated di.stance by the North shoi'o to enter .I'enAhroke
crossing at —

1. J'ortage dii Foi-t, is 78.5 miles.

2. Crossing at La Passe SO.IJ "

It follows that the lattei- i"oii(e is one and foiir-tilths of a mile the
longer, and that the saving of distance by Portage dii Fort is twenty-live
miles on the whole distance hetw(!en Ottawa and Pembroke.

Much misconeei)tion exists with regai'd to the Deep Kiver, on two
points. First: of })resenting an advantageous crossing for a bridge.
Secondly : it lias been assumed that a line passing in that direction, from
Montreal to the South shore of the Up|)er Ottawa, would be shorter than
by any other route. An exainination of the ground h.iu shewn that neither of
these 'I'Jyi^'^iM'^"^ can be admitted. There are, in reality, oidy two routes
on the *»w«4<i^ shore foi- a line having in view a connection between Ottawa
mid the town of Pembroke, viz.: — the route crossing by Portage du Fort,
and the route ci'ossing by La Passe.

J>eaiing first with the several crossings of the Ottawa, which rumour
has brought into prominence as site> for a britlge, compjirison will estab-
lish at once the limit within which a prudent selection can be made.

No. L — THE DKEI' RIVER.

A line crossing at Mackic's ]^)int has been suggested. The distance
is 'ij.lHO feet, with 1,000 feet of water, from twenty-five feet to tifty-thrce
fee: in depth.

P>ut the main point brought forward as most conspicuouslv advanta-
gcous from its geographical position, and the contracted water-way of the
stream, is the point to the Fast of Dooney's Pay. The measured distance
across is 1,270 feet, with a small river channel oi" 150 feet. It is true that
the water-way at the point of the island is but filty feet, but the contigu-
j-ation of the ground is such that no location could bring the line within
this limit of bridging. On G50 feel of this length the water ranges from
forty feet to sixty feet deep. The remaining GOO feet runs into thirtj'- feet
of water, with a descent to fifteen feet of water, and within seventy feet
of the bank there is a depth of eleven feet. The approaches will also call
for a lai'ge outlay.

Xo. 2. — ArilOSS ALLIMETTE [8LAND.

A line at this poitit will rctiuiro —

1. A cro.s^iii^ from the Qiiohee shore to Allii-

metto Ishind 500 feet.

Where u draw is reiinired.

2. The orossinnj from Alhi.nette Ishind to Mor-

ison's Ishiiul, about 1200 feet.

However in the centre of the stroam an ishind of ahoiit 150 feel in width
intervenes. It is in this locality where the Alliimette rajiids run. It is
not frozen over in winter, conseij[neMtly the depths could n(jt be obtained.
3 The so-called lost channel, about 400 feet across.

4. Beckett's Channel, about 150 feet.

5. The crossing at ilazely's Bay, about 300 feet.

The woric, too, will generally be heavy at the api)roaches and at the in-
tej-medir.to points.

No, 3. — LA PASSE

Is approached by level banks about eighteen feet in height above low
water. The stream rises al)out ten feet. The total length is 1,009 leet ;
400 feet of this distance has less than eight feet depth of 'Wrt^er. The
remaining distance runs from eighteen feet on either side to a maximum
depth of twenty-eight feet, which greater depth extends over about 150
feet.

A draw is here required, as the site lies within the limit of navig;.-
tion between llavelock and the Chapeau. Four or six times in the
twenty-four hours, however, mixy be considered the extent of its possible
requirement.

No. 4. — PORTAGE DU FORT,

Is approached by a bridge of 100 feet in width, and the Kailway line
crosses an island of extremely irregilar surface of metamorphic rock.
The main bridge may be set down at 820 feet, the two centre spans being
each 150 feet, with tive spans of 100 feet. The water in the centre chan-
nel is from tifteen feet to twenty-three feet in dei)tn. The remaining dis-
tance is somewhat shallow, rocks protruding at intervals, some of which
can be made serviceable. No draw is here required.

Hence, it can be inferred that on the question of Bridging the choice
entirely lies between Portage du Fort and La Passe.

2. On the point of distance the theory has been promulgated that the
connection between Montreal and Quebec and the future Pacific Railway
will be considerably lessened by a line running direct to Booney's Bay.

What a direct lino from (^iieltef may W\ orossinij^ tlir()nu;h tlio North
half-explored eomitry amid the hills, so marked as to furnish a term in
Canadian geological nomenclature, no one can i)reton<l to sj»eak with any
authority. Assuredly there is little to bo presumed in its favour, and be-
yond the theoi'otical shortness of distance no single argument appears on
the surface to sustain it.

This view, however, in no way apjilies to the Montreal connection,
for such a line starting on the lower gi'ound on which that city and its
environs stand, as a conse([uence must avoid passing to a higher level.
Moreover, its natural direction will run to the foot of the spurs of the
Laurentides, which aj»proach in a prominent form the river Ottawa, at
(rrcnvillo. Accordingly any line from Montreal to Ottawa, through the
Province of (Quebec, generall}' speaking must jmss in the vicinity of the
river; and, proceeding to Hull, would in its Western prolongation to the
Deep River, follow the course traced in the reconnaissance of the writer.

Placing tho most favourable construction on the policy which la\'8
down the Deep Ilivor as a locality of primary impoi-tance, it must bo con-
ceded that no one commercial argument lies in favour of taking tho line
to Doonc3''s Bay as a governing point, with the exception that tho Hay is
an extremely convenient place to receive any square timber or plank
which ma}' take to the Rail. Doonoy's Bay is seventeen miles West of
Pembroke, and any argument of that character may be met by the re-
mark, that if the Railway Station be at Pembroke, tho timber in question
will have oidy todoscend some seventeen miles further, on a navigation un-
impeded by an}' one difficulty, in order to obtain tho accommodation, which
it is contended is so essential to establish at the mouth of tho Deep River.
Pembroke, although by no means a largo and populous town at present, is
marked by a groat deal of enterprise, and promises to form one of tho
thriving centres to be looked for in this part of Canada, as settlement
loads to more populated districts.

Accordingly it forms a governing point in the location of a line,
such as that now under consideration, and ono of tho objections to tho
Deep River Crossing, is that it carries the line beyond Pembroke, with
which, in the writer's view, it is essential to cotmect. Waiving, however
this thoorj' altogether, and accepting the proposition that the necessities of
trade create their own depot, and that a large and prosperous town would
grow up at the shore opposite to Doonoy's Bay, if tho Bridge wore placed
there, easily to be brought in connection with the Districts commanded
by Pembroke, viz. : by a few miles of railway line. All this reasoning
must bo predicated on one important hypothesis, viz.: — that the location
of the railway connecting Montreal and Ottawa by tho way of Pembroke,

Avitli tlio (lovornr cut Pacitic IJiiilwn}' irniNt run clohc to tlic Jlivcr'H edjLj'o
at Dee)) Itivcr.

Kvcii with this Mi]»|i(»sitioii, the advanta.yo claimed lor the J)eo|>I?ivcr
eiossiiiu", over the i-oiites l»y l'oi'ta,i;e dii Fort and l»y Lu l*asse, entiivly
di,'-a]>|)ears. For the distaiiee to a coiniiion jioint in Ontario, .south of the
shore at Dooney's Jiay, at Avhieh ]»hue the water lino curves so a.s to
form a (|uaHi j)eninsuhi— a ]K)int where the lino must pass — tho distance
to this ])(»ini by tho La I'asse line — tho longer of tho two routes in
(^uehcc — is ahout a tliiid of a mile shorter than it is by a lino crossing
at Doonoy's Point.

On the other hand, if as in(|uiry suggests, the location he otherwise
made, and the line run somewlial hack from the river, tho comparison is
gi-eatly against Dooney's Hay. The general opinion seems to ])rovnil that
such a line will he located south of the Kiver I'etawawa. W so, tho line
passing by Portage du Fort, or by La I'asso, will make tho connection in
a total distance, intinileiy shorter than by crossing at Deep liiver.

It may be said accordingly, that the choice of location lies between
the two lines above named.

1. The Crossing by Poi'tagc du Fort.

2. Tho Crossing by La Passe.

To a certain extent, owing to the trend of the liills, and the configura-
tion of tho river bank, whichever crossing bo taken, the location will bo
identical in the Townships of Hull and Fardley.

On leaving Hull, two theories of location present themselves.

a. Whether the low ground shall bo followed, and tho lino made to

pass by Aylmer and the rivei* front.

b. Whether tho route will keep the high ground, and gain tho point

to bo attained in as short a distance as possible.

There is no commercial reason why the line should follow the low
ground. There is no one place in the front which woi^ild justify any
diversion in its iavor. Aylmer has long ceased to have tho importance
it possessed twenty years back, from the development of the country to
the west of it, and tho fact whether the line will run directly to tliis
place, or four miles to tho rear of it, would not liave influence on the
travel visiting Aylmer — tho seat of the Law Courts of the District, It
must be remembered, that in this respect it has no connection with the
City of Ottawa, situated in a ditl'erent Province. The Quio, or Onslow

Viil{i<,% as i( is Komotlmos called, will ho from lliroo to four inilos south
of tho itroposc'd line, and woiiM ho well served hy it. On the othe!- hand,
by passin^^ to the north, the line is hroiiuht within reaeh of the flonrishin;;-
villa^'o of Claiendon Centre, the sni>i)ly joint of tho rno.st extensive and
I'iehost district in its cour.se.

On leavinn- the Ottawa, the lino would run from the hrid^ro around
tho Mamelon, on which the Aylmei- Hc.i I (Jate is situated, keepin-^ to the
north of the road. In the 3rd range, it will cross the stream known as
llaworth'8 Creek. This .streatn descends from tho range of liill.s in a
Houth-oastorly cour.se, amid .some hroken ground. It is advisable to pass
to tho west of it, so us to gain tho higher jdateau as easily as po.ssible.
The ground at this point commences to rise, and gains an elevation from
50 feet to (il) toot in two terraces, tho higher level being mot at tho roar
of Mr. Wright's place. Some work will bo exacted in this as-ending
grade, but the trunsition is in no way abrupt, and no expensive excavation
is to bo looked tor. Tho .soil is a .sandy loam. Probably from four to six
small streams may bo met. llaworth's Creek, before mentioned, is in
itself unimportant, and will need a 20 loot or 25 foot .span.

The same level is met through Eardley. Owing to the broken
ground in tho front, called Brocken ridge's Hill, tho line must bo carried
within half u mile of the mountain, and for some distance continues at
short intervals from it. It would run transversely across tho Township,
entering in tho 5th, and leaving in the 12th llangc. Tho ground is
almost pertcctly level. The one drawback, however, is the number ot
gullies, .some of them of considerable depth; and the one dilHculty will
be to make tho work which they necessitate as light as possible. But
the narrow limit of tho choice of ground, makes it not probable that
much of the work can bo thrown out, as those gullie.s run from north to
south, and the lino going from east to west, they must be faced.

This characteristic continues through the adjoining townships of
Bristol and Clarendon. Onslow is but little attected by it.

In Eardley the gullies may be set down as Ibllows : —

1. Breakenridge. Small run of water.

2. West of House. Stream 20 feet wide, gulley not large.

3. Ingloy's Bridge, (lulloy 50 feet wide, about 40 feet deep. Small
stream.

4. Muddy Creek. East Fork.

5. Muddy Creek. West Fork.

6. Small Crook.

7. ditto.

8. McAllister's) Gully. 200 f'cct across. Small stream, say 5C i'ect

deep.

0. .^rcMullin's Jiavine. 120 feet, say 40 feet deep.

10. McLane's Gully. Xnt important.

11. West of Moore's. 500 feet aci'oss, 50 feet deep.

12. Small sii'eam and ji'nllv.

13.

dilt

.So far tae location of about 2.3 miles is common to the two lines.
Hnt on enteriuii; Onslow, we meet the divergence which arises, as the
alternative cro.-'^'in^-.s of the Ottawa liave to ho considered; and it is from
this ])oint that comparison must be made of the two routes i)roposed.

Following- the line to the most eastei'ly crossing — Portage du Fort, I
])rocecd to describe the country examined with tiie view of passing the
Ottawa at that point.

The line continues across Onslow, entering to the south of the Cth
range. A good crossing of the (Juio iliver presents itself on Lot 2, at
the north of the 5th Kange. The de])lh of the valley is 50 feet, and the
water can be taken Uy a span of 100 foot; the ren>:iining narrow
interval being met l>y embanUmenl. The ground on tioth sides of the
<iuio descends towards the valley in which it i-uns, and some cutting and
embaidcment will bo called for on both sides of it, but to a limited extent
only. In this Township the gullies are few, ;ind will exact but a trifling
amount of woi'k.

The ground is level in the Township of J^ristol, where the line is
taken, it is, however, forced somewhat out of the direct course by a
spur of high land, which extends from the Eaggcd Shoot of the (^uio, to
the 5th JJange. The gullies again appear. The line will cross the south
corner of the Oth iia?ige, and will then run dingonally, to come out
between the ()th and 5th IJange, near to the line between the two Ranges,
and it will run in this direction until it turns slightly to the south, to
enter Clarendon.

The gullies are as ^'ollows : —

1. Lot 10, Dugald and McGilloji's. 500 feet across, 00 feet deep.

2. Lot 11, Smith's. Small.

3. Ijots 5 and G, Shirley's Gully. 500 feet across, 50 feet deep.

4. Lots 3 and 4. Town Hall. 1000 feet across, (JO feet deep.
In all cases the gully streams ore of no account.

The ground continues level for some short distance, and then gradually
descends towards the river. We have here again the same difficulty of
gullies, and the line must bo somewhat kept up in the Township, so that

tlicy can bo crossed advantn^'cously. The lino ontcrini!; the Township in
the 5th IJange would pass diaironally aci'oss the tirst nine lots, and then
follow along the extreme south of the 5th Range, till about lot 17, and
would thenco run with moderate directness to Portage du Fort.

The gullies to be encountered arc as follows : —

1. Captain's CreeU, lOast Fork, 400 feet width, 20 i'eet deep.

2. ditto West Fork, IJOO feet width, 20 feet deep,
a. Mill Creek, 1000 feet width, 00 foet deep.

Between the further interval to Portage du Fort, we may count^ —
2 large gullies.

2 of some extent.

3 small.

3 to G streams.

The land, although it has a tendency to fall between the 3rd and 4th

llungc, descends hy two teiraces to Portage du Fort, gaining the table

land, which is to be met immediately al»ove the town. It may be held

that this hio-h ground is from 80 feet to DO feet above the summer level of
the river.

Wiierover the bridge be placed in Portage du Fort, it will be a matter
of ex))ense. Allusion has been ])reviously made to this crossing; a more
detailed description is, however, called for. The height of land by which
the village is approached descends rapidly to the river, and there is no
means of avoitling its inequalities. The town itself is travenjcd in tho
centi'o of its site by a ravine, by the side of which arises a mamelon of
^[etamorphic rock, falling down to the water's edge. The main stream is
separated from the town by an island of some extent, and Portage in
Fort, Avhich is the head of tl:is reach of navigation, is approached by tho
boat passing round its easternmost point. A channel of 100 feet separates
it from the town. Both in the main stream and this sn\aller channel,
rapids are met with. The name Portage du Fort is suggestive of their
extent. The phrase would seem to imj)ly that a fort, a strong place stood
on this jspot. No evidence, however, can be found consonant with this
t^upj^osition. The true explanation of tlio words is apparently the Portage
of tho strong man, inasmuch as this Portage was a severe tax upon
strength ; being al)out seven miles in length, up an ascending road. A
bridge of 100 feet is needed to reach the island, before dealing with tho
main stream. The island is exceedingly rugged,. It consists of hills of
Metamorphic rock, extending transver^y for upwards of a quarter of a
mile, which it is the writer's opinion, cannot be avoided. The extent of
excavation they will exact, can be determined only by instrumental
examination.

As.siimiiiijj the water to rise 17 icet.

The Clear to Soffit of Bridge 12 feet.

Height of Truss 20 feet.

Totfll 49 feet.

We shall have the grade line, say 50 feet above the present level of
water, and assuming the height^ of land to be 85 feet, there would bo
a grade of 35 i'eet to overcome in the distance of a mile and an eighth.
But it must be remembered that the bridge must be ajjproached by 4°
curves, 1,432 feet radius. The bridge is estimated to be about 820 feet hi
length, which distance coukl be advantageously distributed in two centre
spans of 150 feet, with five spans of 100 feet. The water in the centre
channel is from 15 feet to 23 feet in depth. The remaining portion is
somewhat shallow, rocks piotruding at intervals, some of which can be
made serviceable. The bottom is of rock. Owing to the rapids extending
some distance above the site, the ice is broken up in Spring, anci there is
little to fear from its force in the early thaw and consequent freshets.

Crossing to the Ontario "ide, the line must overcome a rise from the
water of from 50 feet to GO feet from the travelled road, being between
20 feet to 30 feet above the grade of the bridge ; the distance being about
lialf a mile, when we gain the table land in the Township of lioss. The
line must diagonally pass across the 7th liange, turning northwards to
.^bout Lot 20, to avoid the stone hUls which ci ')p out in the 7th Eange.
It then turns southward to the 6th liange, on which it crosses Lots 7, 8,
and 9, and enters the 3rd Eange adjoining Westn:eath, across which it
passes to enter Westmeath 'n the 2nd Range. The land is almost level
until meeting the to^vn line between Ross and Westmeath, where some
stone hills are to be found, but a good line can be obtained between them.

We have in the Township of Ross —
9 small gullies.
5 moderately large.
3 small streams.

]n Westmeath, the line would pass in the 2nd Range, to avoid the
rolling land north of Muskrat Lake, being about three quarters of a
mile from Yankee Brown's Tavern. It must run between the lake and
travelled road, at a distance from the latter, from a quarter of a mile to
one mile being kept on the higher ground. Passing into the Township
of Pembroke, it would run south to tl 3 River Range, and cross th©
Muskrat Lake River near the mill, and likewise the Indian Creek, and
run on to the west of the town, avoiding the low land of Central Pem-
broke. At this point it would be in a condition to make a connection
with the water, or to jcin any lino going westwardly.

Hoturnini^ to the Township of Onslow, near its junction with EarJloy,
at tho point above named, about 23 miles from Ottawa, where the line,
in order to run northerly to La Passe must diverge from the Portage du
Fort location, the features of the country may be described as follows: —

The line will run on the level plateau, which is found at the head of
the Gth Range of Onslow, where the ground is free from deep gullies, and
small culverts onlj'are required. At the road leading to North Onslow —
lots 7 and 8 — the line passes into the 7th liange, along the upper margin
of the valley of the (^uio River. On the left bank of tho river tho
ground is unbroken, rising in a series of terraces; while on tho opposite
bank it is rugged and hill}', terminating in several spurs, some of which
extend to the 5th concession, Bristol, previously alluded to.

Tho line enters Bristol, continuing in the valley of the Quio, following
a level lower than tho ground on which the travelled road passes, to turn
into the 9th Range, about lot 12. Running diagonally across tho 0th Range
to lot 8, it would meet tho centre of the Range, which it would follow
to the end of the township, ci'ossing the (^iiio on lot 3. The ground
here and there is marked by some slight ascent, but its general character
is even and regular.

The following gullies are met :

1. Young's Creek. Height of baidc, 40 feet. Width of gully, 150
feet. Stream 8 icet.

2. Ben Moore's Creek, about 200 feet across — about 35 feet in depth.
Small rill of water.

Tho (^uio River has in winter a width of 40 feet. Its summer level
It is approached by low banks 10 feet high, with a
small flat on the western side of about 350 feet in extent.

is 6 feet higher

The bridge required may bo set down at about 80 feet, perhaps less.

Within Bristol are situated the Falls known as the Ragged Shoot.
They extend from lot 10 for 2 miles, and consist of six ditt'erent rapids,
four of which occur within a quarter of a mile. The whole terminates
in tho High Falls. The proximity of a railway would confer value on
this water power for manufacturing purposes.

Entering Clarendon on the lOtli concession, the line passes over a
flat to the Pickanoch Road, which ascends from Clarendon Centre; the
line described being some ibur miles to the rear of it. In the 9th
concession, the two lakes, Stanley and (Troon are met, and the hills
around them extend two thirds on the 10th Range, on George Hopkins

lot, No. 14, forming a spur, which will throw the lino a trifle to the north.
From this point in the 10th liange, it runs to about the centre of lot 18,
Kennedy, when the valley of Steveniion'a Creek is taken. Some irregu-
larity, but in no way of a serious character is mot here. The line is
forced northward, owing to a projecting spur, which comes out on lot 24.
There is, moreover, a sufficient terrace on the side of the Creek to admit
both the travelled roadway and the proposed railway. At some points
adjustment of the former is called ior, and some filling will bo required
to establish the latter. The point is now gained where the descent
must be made to the lower ground, viz. : where the tw^o Townships,
Clarendon and Litchfield join.

In the Portage-du-Fort line we must follow a series of descending
grades in the northern five miles before entering the village, and an addi-
tional descent is found on approaching the water. On the other hand the
bridge would require to be thrown up as high as possible, with the rail
laid on the upper chord, in order to facilitate the ascent to the high ground
on the opposite shore in Ontario. The descent is somewhat lessened in
Litchfield, as the water of Coulonge Lake, v.'hich may be held to be
representative of the levels at La Passe, is about 80 feet higher than at
Portage-du-Fort. One descent only is needed to approach the lower
ground at this spot; and the ground, with the slight exception of the
approach to Campbell's Lake, is almost level until the bridge site at La
Passe is reached.

I am informed by gentlemen of the neighborhood that the hill is of
clay and sand. Three or four feet of snow prevented any personal exam-
ination on my part. So far as a reconnaissance on snow shoes, with the
heights guaged by the eye, enable me to judge, I should say that the
amount of material to be placed in embankment would be from 50,000 to
G0,000 cubic yards, and that the maximum grade of 52.80 to the mile
would extend for 7,000 feet, (about IJ miles.) The total height to be
overcome is about 60 feet; but the 3,000 feet of cutting will occur on a
gradual descent, so that the cutting in no place would exceed 13 ft. or 14
ft. This spot is the only place where work of any magnitude is met, and
must be placed in contrast with the work on the several descents to the
Portage-du-Fort Bridge.

Having gained the lower level on lot 4, Eange 1, Litchfield, the
course of the line would run diagonally to the mouth of a bay, surrounded
by hills, at the commencement of Range 4, Litchfield, called Campbell's
Lake. Stevenson's Creek must be crossed in this interval. It will be
about 100 feet in width, with abutments about 20 feet high. Somairreg.
ular ground must be looked for in the transfer from thoHwitr of this

plateau to the somewhat lower flat in Litchfield, but facilities for the change
are found ea^t of Campbell's Lake. The mouth of the laUe is about 850
or 400 feet across, with a moderate depth ; and entering between ridges
of rock through a small valley, the flat is gained which carries the line
to La Passe. It may be recollected that the travelled road passes on high
ground, ascending a hill at Ferrigan's lot, which it again leaves in Mans-
field by the Grand Marais. The proposed HaiKvay must keep entirely south
of it, entering the 5th Eange in about lot 19 ; and in order to avoid the
hills, on the lots of Quin, Kej's, Cole and Flynn, will enter the 6th Range
in lot 11, crossing the 6th Range to take Bernor's Creek, in lot 3, and then
following to the front of the swamp known as the Grand Marais.

i3ernor's Creek is about 100 feet in width with low banks, and the
line accordingly passes on the narrow plateau contained between the hill
and the River Ottawa in the last lots in Litchfield and the adjoining lots
in Mansfield, the Grand Marais being on lot 4 in the latter.

The Grand Marais, in summer an unraistakeable swamp, I am told,
is about 600 feet across. At its mouth, however, there is a hai-d spot used
as the present road, and the Railway would follow naturally on this site.
An embankment must be carried across this short piece of low ground,
and possibly it may be necessary to use fascines to float over the lighter
mass of swamp beside it. A culvert of moderate size is needed to allow
the passage of a creek by which it is traversed.

From this point the line runs directly across to La Passe.

Little additional need be said bej^ond what has already been remarked
of this crossing. That it is 106^ feet across with a bank of about 18 feet
in height requiring the ordinary abutment only, that the water rises 10 feet,
that there is but a moderate current in high water. That 400 feet of^
this length has less than 8 feet of water, that the remaining distance has
a maximum depth of 28 feet running up on either side to a depth of 18
feet.

This bridge occurring however on the line of navigation will require
a draw.

On entering Ontario, the line passes into the Township of Westmeath,
running diagonally across an almost perfectlj^ level Country until it joins
the line already described within five miles of Pembroke.

It will be seen by comparison of these two lines, the one by Portage
du Fort, the other by La Passe, that so far as Maj^s enable an Engineer
to judge, and from such examination as that lately made, that the advan-

•*

tages, and di. sad vantages are so equally balanced that the question of
choice of line must be detci'mincd by some principle other than that of
the calculation of cost and distance.

1. If the Porta«^e dii Fort line be the shorter, (IJ miles less distance,)
the La Passe line will have somewhat lighter grades, and there is fair reason
to expect that it can be constructed at no greater cost. It is not however
possible to speak with positivencss on this subject, without instrumental
examination.

2. Undoubtedly the La Passe lino would better suit the general
requirements of the County of Pontiac, but on the other hand the Portage
du Fort line would satisfy a district which the other line leaves to some
extent on one side.

3. Again the Portage du Fort bridge requires no draw. Whereas
the La Passe line will exact a draw, never a pleasing responsibility for
liailway Superintendents.

4. The County of O'tawa in no way comes into the consideration, for
the line will run in that County as it is here described, whatever course
it may take in Pontiac.

5. In Pontiac, however, if the La Passe lino passes somewhat to the
rear in the Townships of Bristol and Clarerdon, it accommodates Calumet
Island, Litchfield and Mansfield, bringing the crossing point within a
short distance of the mouth of the Coulonge [4 milesj and within 14 miles
of the Black River.

Accordingly the determination of the point of crossing, embraces
many considerations and the direction which the line should follow on
leaving the County of Ottawa, requires special and close examination,
before the final location be made.

The main proposition of the general character of the whole line, is
less attended with diflSculty. Indeed the results which it j^romises are
clear and easily pointed out.

The Pontiac extension Eailway, will bring the district in question in
direct communication with the Eailway system of the Dominion. To
Montreal and the City of Ottawa it offers the shortest and most direct
connection with the great Railway line, which the political necessities of
the hour call for to Manitoba, and if not immediately to the Pacific, at
least to connect with one of the American lines, which now cross the
Continent. It has been shewn that Pembroke will be reached by the
proposed line in 25 miles less distance than by the lines on the Southern
Shore of the Ottawa : in itself a matter of the highest importance.

The advaiu'otuont of this locality, oven in sjiitc of the nejjflect in
which it lias Ijoen left is something reniarkablo. But the condition of
isolation in which it is placed is everywhere felt, and it is a sense of
this condition which has led the prominent men of the district to i'oster
the project with the zeal which so honorably distinguishes them. The
whole County of I'ontiac is in a ferment of excitement from the hopes
raised of the ultimate completion of this line. A fact suggestive
to the importer and the dealer in i)rodiice of the market it will open, and
the enterprise it will create. Of all the questions which have arisen as
to the necessity of a direct route between Montreal and Ottawa none to
the mind of the writer is so paramount, as that the connection should
embrace the country to the north-west in the Province of (Quebec.

The j)rominent anticipated results of the projected line may thus
bo summarised.

1. The healthy development of an important district of the i'rovince
of Quebec, which hitherto has received but little fostering assistance;
the projected railway establishing direct connection with the markets of
the Dominion and the United States.

2. 0}»cning a new market to the enterprise of Montreal, and
similarly increasing the facilities of intercourse between the Counties of
Pontiac and Ottawa, and the City of Ottawa and Pembroke.

3. Establishing railway connection between the City of Montreal,
and the City of Ottawa on the one hand — and the great Pacific Railway
on the other, 25 miles less in length than by any other route.

4. The probability of diverting, to a great extent, the pleasure travel
of the Continent to the City of Ottawa, and to the Upi>cr Ottawa.

5. Extending the necessary facilities for the carriage by railway of
plaidc, and such timber as can be economically placed on the rail at a
point in the Ottawa navigation, before difficult}' arises in the descent of
the river by rapids.

The above respectfully submitted.

WILLIAM KINGSFORD,

Engineer.
Thos. Reynolds, Esquire,

Ac, &c., &c..

Managing Director,

St. Lawrence and Ottawa Railway.
Ottawa, 6tb April, 1872.