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■iiii 
 
 JAMES AND MACDOUGALL 
 
 ON 
 
 THE CANADIAN PACIFIC RAILWAY. 
 
 
 
 / 'V-^/ 
 
 '7i!r^, 
 
CAN. 
 
 Excerpt M 
 
 25, 
 
 ^|g|^|giyyy|_|g 
 
 ^^jhUhk 
 
 
 ^S«5|SiBSp 
 
 
 
 
THE 
 
 WESTERN DIVISION 
 
 OP THE 
 
 CANADIAN PACIFIC RAILWAY. 
 
 BY THE LATB 
 
 J. C. JAMES AND ALAN MACDOUGALL, 
 
 M. Inst. C.E., F.R.S.e. 
 
 By permission of the Council. 
 
 Excerpt Minutes of Proceedings of The Institution of Civil Engineers. 
 
 Vol. Ixxvi. Session 1883-84. Part iL 
 
 Edited by James Fobiest, Secretary. 
 
 i 
 
 LONDON: 
 
 ?3ul)ltsf)El> tig t^t institution, 
 
 25, GREAT GEORGE STREET. WESTMINSTER, S.W. 
 
 1884. 
 
 iThe right of Publication ami of Tramlation U 
 
 retenied.] 
 
ADVliiltTlSEIilENT. 
 
 The Institution as a body is not responsible for the facts and 
 opinions advanced in the following pages. 
 
 ' 
 
 LONDON : PRINTED BT WH. CLOWES AND BONS, LIMITED, STAMFORD STREET aRD CHABING CROSS. 
 
THE INi^TITUTION OF CIVIL EN(HNEERS. 
 
 S>X3T. II.— OTIIEK SELECTED PAPERS. 
 
 and 
 
 {Paper No. 1927.) 
 
 " The Western Division of the Canadian Pacific Railway." ' 
 
 By the late J. C. James and Ai-an Macdouqalt., 
 M. Inst. r.E., F.R.S.E. 
 
 The first line of railway to cross the American coutiiiont was the 
 Union Pacific, completed in May 1869, and the construction of this 
 was justly entitled to the praise meted out to it ; it was an under- 
 taking of great magnitude, and, to a large extent, an experiment. 
 The railroad was built at the rate of 1 mile per day in many 
 portions ; this rapidity of work not being confined to short sections, 
 but extending over considerable distances. One of the most sur- 
 prising circumstances connected with its progress was the rapidity 
 with which track was laid. It was an unequalled engineering 
 success at that time. This road was similar in many respects to 
 the Canadian Pacific Railway ; it entered an uninhabited and un- 
 explored country, all labour, supplies for man and beast, and 
 track materials had to come from its eastern end ; and, as the lino 
 progressed, the field of action was always receding from the base 
 of supplies. On these points there is a common comparison 
 between the twq systems. During the working season of 1881 the 
 progress of the Canadian Pacific Railway far exceiled that of any 
 railway hitherto built ; satisfactory as this was, it was completely 
 eclipsed by the progress effected in 1882. 
 
 The Canadian Pacific Railway was originally projected by the 
 Government of the Dominion on the Confederation of the Province 
 of British Columbia in 1871, to give an all-rail route on Canadian 
 territory. It had also another and equally important project, 
 namely, the colonization of the extensive tracts of fertile land 
 
 • Additional information, particularly as to the estimated cost of works, is 
 contained in the following reports which will be found in the Library of tho 
 Institution : — " Canadian Pacific Railway ; Report of Progress on the Ex- 
 plorations and Surveys up to January, 1874,'' by Sandford Fleming, Eugineer- 
 in-Chief. Also " Report on Surveys and Preliminary Operations up to January 
 1877;" and Reports 1879 and 1880. 
 
 B 2 
 
JAMEB AND MACDOUQALL ON 
 
 [Selected 
 
 forming the great North- V^■eBt Territory. Surveys were com- 
 menced at once and extended over several years, under the charge 
 of Mr. Sandford Fleming, O.M.G., M. Tnst. C.E., who issued 
 several reports on the country and the various projected routes. 
 The line finally determined upon was located 20 miles to the north 
 of what was then called Fort Garry, now the site of the city of 
 Winnipeg, in continuation of the lino from Lake Superior. It took 
 a north-westerly direction, passing to the east of Lake Manitoba, 
 and crossing it at the neck of land near its centre ; then passing to 
 the west of the lake and south-Avest of Lake Winnipcgoosis, till 
 parallel 62° north latitude was intursocted nejJr 101° west ' agi- 
 tude. Its route is thence westerly to Fort Edmonton, about 
 113° 30' west longitude, 53° 30' north latitude, till it enters the 
 valley of the River Athabasca, 117° 20' west longitude, 53° 30' 
 north latitude ; which it follows up to the Yellowhead Pass in the 
 Hocky Mountains, about 118° 45' west longitude, 52° 50' north 
 latitude. A good deal of Avork was done on this track, and the 
 telegraph line erected as far as Fort Edmonton, and operated for 
 several years. 
 
 While these explorations were being carried on, the route from 
 Thunder Bay, on Lake Superior, to Selkirk, the point north of 
 Winnipeg already mentioned, was determined, and the contracts 
 were let. Work has been continuous on this division for six or 
 seven years, and this portion of the line is now open for traffic. 
 There are very heavy works and numerous engineering difficulties 
 on this division. 
 
 The Pembina branch, which connects Winnipeg with the 
 American railway systems, originally commenced at Selkirk, and 
 follows the right, or east bank, of the Eed Eiver to the inter- 
 national boundary m 49° north latitude. By this arrangement 
 Winnipeg would have been on a branch. The works on this 
 branch are very light; it was graded for its entire length in 1875, 
 but, owing to some difficulties amongst the promoters of the St. 
 Paul, Minneapolis and Manitoba Railroad, the track was not laid 
 till 1878, being completed for that distance in December, and 
 trains commenced to run over it in the spring of the following 
 year. Both these divisions have been built by the Dominion 
 Government, and are to be handed over on completion to the 
 Syndicate as part of their contract. 
 
 The Government in 1880, finding the construction of this 
 enormous system too heavy a burden, advertised for tenders for its 
 construction. In the month of August the final arrangements 
 were completed with the present syndicate, and at a meeting of 
 
 on un 
 1st o 
 hundi 
 were 
 
 Doniin 
 Con soli 
 Ottawa 
 
rttiicrt.] 
 
 THE CANADIAN PACIFIC ItAILWAY. 
 
 Parliament in the following month, CHllorl together Hpeeially for 
 this purpose, the terms wore ratified.' 
 
 As soon as the present Direction obtained poRsession of the road, 
 they diverted the alignment, taking it much farther to the south. 
 Its general direction is now west for 150 miles from Winnipeg, 
 a little to the south of 50^ north latitude ; it then runs towards 
 the fori, of the Red Deer and South Saskatchewan rivers, ahout 
 110° west longitude, .50'^ north latitude; thence it passes nearly- 
 due west to 114° west longitude, where it enters the valley of the 
 Bow Eiver. It follows this valley for 115 miles, and traversing 
 Kicking Horse Pass in the Rocky Mountains, ahout 117° west 
 longitude, ol° 30' north latitude, enters the province of British 
 Columbia. This location was adopted to obtain lighter works 
 than tliose on the Government line, and to open n[) lands equally 
 good and fertile as those on the other lino, and also to strike a new 
 pass in the Rocky Mountains considerably to the south of, and 
 which has a much lower elevation than, Yellowhead Pass. It may 
 hero bo remarked that a line has been successfully located through 
 this pass, and a junction effected with the Government lines in 
 British Columbia. 
 
 As a matter of necessity the whole route of the now lines had 
 to be explored and located ahead of the graders. The length con- 
 structed in 1881 was 160 miles, which included the building of au 
 air-line from Winnipeg to Portago-la-Prairie, 65 miles, and the 
 extension of the main line to 30 miles beyond the town of 
 Brandon. These works were under the charge of General Rosser, 
 a Southern engineer. 
 
 In 1882 the main lino had again to be explored and located 
 ahead of the labourers, during the working season, as it is not 
 practicable to keep survey parties in camp on the prairies in 
 winter. It is the progress of these works the Authors vvish to 
 bring under the notice of the Institution, as they believe they are 
 unequalled and unexampled in the history of railway building. 
 General Rosser having resigned in the spring of 1882, Mr. J. C. 
 James was appointed Chief Engineer, and operations were carried 
 on under his direction. During the season, extending from the 
 1st of June to the Ist of December, embracing a period of one 
 hundred and fifty-seven working days, 411 miles of main line 
 were built, 388 miles of track laid and opened for traflBc ; or, with 
 
 ' "The Canadian Pacific Railway. Contract, between the Government of the 
 Uoniinion of Canada and the Canadian Pacific Railway Company; also the 
 Consolidated Railway Act (187:'). au'l ^he .\ct of 1881 amending it." 8vo. 
 Ottawa, 1882. 
 
() JAME8 AND MAODOUOALL ON [Sckctwl 
 
 gi<le tracks, 418 miloH of track were laid, and a branch 114 niilei* 
 long was also Imilt and opened for traffic. Between the iHt of 
 April and the iHt of December survey parties located 620 mileB 
 on tho plains. The distances from Winnipeg to the — 
 
 Milen. 
 
 End of l(K;ute(l liuo 840 
 
 „ gliding G38 
 
 ,, trwk-Iaying 555 
 
 Crossing River Suskiilchcwiiii . . . OCl 
 End of 500-milo contract .... 007 
 
 A length of 15 miles more was graded in various places between 
 the end of the continuous grade and the liiver Saskatchewan. 
 
 "Location. 
 
 The general feature of the North-West Territory is a great 
 undulating plain, divided into steppes, or plateaus. The first 
 steppe extends from Winnipeg to Moose-Jaw Crook, 388 miles; 
 here the ascent to the second plateau begins, and the country rises 
 275 feet in 7 miles. From this point to tho crossing of the Kiver 
 Sadkatchewan, a distance of about 224 miles, there are numerous 
 difficulties. The pitches in the Coteaus are very rapid and irre- 
 gular, especially so in the Missouri Coteau, where the country rises 
 ridge upon ridge, like miniature mountains, and falls into deep 
 and abrupt valleys. Had cuttings been possible there would have 
 l)een less difficulty of location, and lighter works ; but these are 
 not practicable, as it is a matter of great importance to keep the 
 grade in filling (or embankment), to avoid blockade by snow ; this 
 added greatly to the difficulty of location. Tho dryness of the 
 season in winter pulverises the snow, and makes it like very fine 
 sand. It drifts before the wind much more freely than in the 
 eastern provinces, and packs so solid that a horse and sleigh can 
 pass over it, leaving scarcely any impression. A drift of this very 
 fine snow, 6 inches deep, during a " blizzard," will bring to a dead 
 stop the most powerful engine. The snow has very little con- 
 sistency, the wheels crush it on the rail, on which it forms a 
 coating of ice, and effectually bars the way of the locomotive. A 
 drift 3 feet deep in the eastern provinces can be charged and 
 cleared, but such a drift on the lino here would have to be dug out.^ 
 
 • A large number of cuttings were also made in the rough country between tho 
 eastern line of the Missouri Coteau, and the Saskatchewan River ; but all of 
 these have, during the past season (1883), been practically eliminated as far 
 west as Swift Current, by the grading away of the higiier ground on either side. 
 
[Solfctotl 
 
 114 milet) 
 ho iHt of 
 320 iniloB 
 
 J bctwoon 
 awan. 
 
 H a groat 
 The first 
 388 miles; 
 antry rises 
 the Kiver 
 numerous 
 I and irre- 
 untry rises 
 into deep 
 yould have 
 ; these are 
 to keep the 
 snow; this 
 aess of the 
 :e very fine 
 han in the 
 I sleigh can 
 3f this very 
 .g to a der'id 
 little con- 
 it forms a 
 (motive. A 
 harged and 
 be dug out.^ 
 
 ry between the 
 er; but all of 
 uiuated as far 
 on either bide, 
 
 Papers.] 
 
 THE CANADIAN PAOIPIC RAILWAY. 
 
 The limitutiouB of curvature are to 4° curves (1433 rad.), and 
 of these only throe have been used between Winnipeg and the 
 crossing of tlio Kiver Saskatchewan. Grades are limited to 40 feet 
 to the mile (1 in 132) ; but it was found necessary to increase this 
 limit to 60 feet to the mile (1 in 105 '60) in ascending the Missouri 
 Cotoau. Graders aro compensated for curvature, at the rate of 
 0*06 foot per 100 feet for each 1'^ of curvature.* No hindrances 
 occurred in sotting out the line, and the graders were never 
 delayed an hour. 
 
 The locating-parties were kept ahead of the graders all the 
 season, and wore an independent staff to those employed on con- 
 struction. They had to explore an unknown country, and, in 
 addition to exploration, had to align the permanent location, the 
 constructive staff doing no locating, only putting in grade-pegs, 
 and attending to monthly measurements. In the season of two 
 hundred and thirty-nine working days, 840 miles wore permanently 
 located, being an average of 3 '51 miles per day. Including trial 
 locations, many camps made a daily progress exceeding G miles. 
 
 Camps of Supply. 
 
 The engineering staff consisted of five divisions, having charge 
 of a length of 30 miles each. Each divisional engineer had throe 
 assistant engineers under him, to each of whom a length of 10 miles 
 of construction was allotted. His camp consisted of a rod-man, 
 axe-man, and cook. As his section was completed, he was shifted 
 farther west; and so the staff was kept moving all the season. 
 Supply-camps were 20 miles apart, and carts were kept on the 
 road during continuance of work, distributing supplies. The con- 
 tractor's supply-camps were 25 miles apart, and as stores were 
 brought up by the teams they were freighted forward in trains of 
 from thirty to forty teams. A " team " consists of a pair of horses 
 and large four-Avheeled wagon, and was used in preference to the 
 Red Kiver cart. These famous carts aro two-wheeled vehicles 
 constructed entirely of wood, the wheels not even being tired with 
 iron. Long strings of these, drawn by cayuses (native ponies), 
 used constantly to be met going east and west with supplies for 
 the Hudson Bay forts and Indian reserves. The contractors had 
 four trains on the road all the season. 
 
 or by raising the track : and all the renminiiig cuttings will be treated in the 
 Hume way during the coming season (1884), with, perhaps, one or two exceptions, 
 where it will be impraotioablo. W. C. Van Home, General Manager, C.P.Ri 
 
 impraoi 
 ' Minutes of Procecdinga lust. C.E,, vol. Ixiii,, p. 133. 
 
8 
 
 JAMES AND MAODOUGALL ON 
 
 [Selected 
 
 There were three camps of supply, which usually covered 100 
 miles ; the farthest oflF was 75 miles from the track, and this sup- 
 plied the line for the remaining 25 miles. More than four thousand 
 men, and seventeen hundred teams of horses and mules were em- 
 ployed by the contractors constantly during the season ; and the 
 Company had a large force at the rear, finishing up the work. 
 Two-thirds of the number of teams consisted of mules, it being 
 found that they did as much work as the horses, stood hardships 
 better, and their cost of keep was about two-thirds of that of a horse, 
 as they could subsist better on the prairie grass than horses freshly 
 imported from the province of Ontario. The Montana ponies are 
 also very hardy, and stand an immense deal of work. Water was 
 usually plentiful ; but in some places during the dry season it was 
 scarce, and had to be carted long distances. It was not always prac- 
 ticable to sink wells, as camps were moved so constantly, and the 
 sub-strata did not permit of Abyssinian or other tube-wells being 
 employed. As illustrative of the commissariat arrangements 
 necessary, it may be mentioned that 75,000 bushels of oats were 
 consumed monthl ", and in one particular month as much as 
 96,000 bushels. 
 
 Construction. 
 
 The contract for the whole work, inclu-^ing grading, bridge- 
 building and tracklaying, was let to Messrs. Langdon, Shephard, 
 and Co., under contract to complete and have ready for traffic 
 in twelve months 500 miles of railway. This contract was rigidly 
 enforced by the directorate, and they found in the contractors 
 energetic and willing assistance. It may be contended that on 
 the plains, with works so generally light, there should be no 
 great difficulties in building a large mileage in one season. It is 
 not easy without a large map and numerous drawings to explain 
 the magnitude of the undertaking, and to convey a proper estimate 
 of the difficulties to be overcome in the construction of this line. 
 In the first place, the country into which the railway was entering 
 was unexplored, and uninhabited ; and arrangements were required 
 to be made to send out surveyors for explorations, to be followed 
 by engineers for construction ; the workmen had all to be gathered 
 from dififerent parts of Canada and the United States, and for- 
 warded ; and there were the enormous commissariat organisations 
 necessary for men and beasts. This was no mean task of itself. 
 Added to which there had been a large immigration into Winnipeg 
 in the spring, and the resources of the city were taxed to their 
 utmost to afford accommodation to the incomers ; all these people 
 
[Selected 
 
 ' Papers.] 
 
 THE CANADIAN PACIFIC UAILWAY. 
 
 
 
 vered 100 
 this sup- 
 thousand 
 were em- 
 and the 
 the work. 
 I, it being 
 hardships 
 )f a horse, 
 es freshly 
 ponies are 
 Vater was 
 on it was 
 i^ays prac- 
 i^, and the 
 ells being 
 ngeraents 
 oats were 
 much as 
 
 ^ bridge- 
 
 shephard, 
 
 br trafBc 
 
 as rigidly 
 
 )ntractors 
 
 that on 
 
 lid be no 
 
 on. It is 
 
 explain 
 
 estimate 
 
 this line. 
 
 entering 
 
 3 required 
 
 followed 
 
 gathered 
 
 and for- 
 
 iiiisations 
 
 of itself. 
 
 ^Vinnipeg 
 
 to their 
 
 Be people 
 
 had to be moved out west in the spring, at the same time that 
 preparations were being made for beginning the work. And as 
 they settled and formed small towns and villages, the requisite 
 station-buildings, side-tracks, &c., had to be put up. The materials 
 for tracklaying had also to be hurried forward, as the track was 
 a considerable distance behind the graders. 
 
 When the spring opened, the country was visited with very 
 heavy floods, which affected the whole valley of the Red River for 
 250 miles south of Winnipeg. Such floods had not been known 
 for more than a quarter of a century ; not only did they destroy 
 large portions of the railroads south and north of Winnipeg, but 
 they flooded the whole country for miles along the valleys of the 
 Red River and its principal tributary, the Assiniboine. The 
 destruction to the railroads was so great that the freight was 
 blocked on the side-tracks for hundreds of miles, and it was not 
 until the month of May that the lines became clear. The wash- 
 outs had to be repaired before any traffic westwards could begin, 
 or supplies be brought in from the south. The difficulties of this 
 season's work were not therefore confined to construction on the 
 plains ; they embraced the permanent engineering staff for the 
 repairs on the track, the constructive staff, and the freight-'^t«ff 
 for forwarding passengers to their destinations, and supplies of all 
 kinds to the working parties. All this had to be moved over a 
 single track. Keeping these facts in mind, the progress of the 
 undertaking this season is justly entitled to be ranked among the 
 highest engineering successes of the day. The mode of construc- 
 tion of this and other lines on the American continent being dif- 
 ferent to that employed in Great Britain, and, so far as the 
 Authors are aware, never ha\ ing been brought under the notice 
 of the Institution, they venture to describe it somewhat in detail. 
 
 Station Work. 
 
 This consists of letting short portions of the line in lengths 
 of 100 feet, called "stations," to gangs composed of from one to 
 four labourers, who throw up the bank from bidc-ditches. It has 
 the advantage of employing local laliour, as settlers between times 
 of cropping and harvesting are enabled to earn a little reody cash ; 
 and it gives employment to numerous half-bred settlers, whose 
 mode of life prevents them from taking long engagements, and 
 who are also unfit for other work. This class of work is also very 
 much in vogue amongst the Swedes and Norwegians here, who 
 make it their regular business ; they arc excellent workmen, neat, 
 
10 
 
 JAMES AND MAODOUaALL ON 
 
 [iSeleotcd 
 
 Tap 
 
 correct, and expeditious. The Authors have never met any navvies 
 who can approach them for power of endurance, and for neatness 
 in the execution of their work. A Swede or Norwegian will cast 
 in 25 cubic yards a day as an average day's work, and if pushed, 
 or labouring in easy-going stuff, will put in 50 cubic yards a day, 
 and keep it up for several days. No plant is required, the embank- 
 ments being cast up in all cases, a few planks and barrows are 
 sometimes necessary in very wet places. 
 
 Scraper Work. 
 
 This is the regularly recognised mode of construction, and is 
 the most effective. The side-ditches, or surface of the ground in 
 cuttings, where the haul does not exceed 50 yards, is first ploughed, 
 and the material is then hauled to the bank in an iron box scraper, 
 which holds about ^ cubic yard. The outfit reqtiired is one 
 plough - team and driver to five scrapers in ordinary soil ; each 
 scraper has a team, driver, and scraper-holder ; every scraperful 
 has to be hauled on to the dump, consequently it is well trodden 
 down and consolidated, and shrinks very little. As this system 
 can be adapted for embankments up to 10 feet in depth, and no 
 expensive outfit is necessary, it is peculiarly well adapted for public 
 work in a sparsely populated country. Here again the settler can 
 obtain employment for his horses, either for the plough or for 
 the scraper. An average day's work is 60 to 100 cubic yards, 
 according to material. In the opinion of the Authors this is much 
 better than the system of wheeling in shallow dumps with barrows, 
 or laying temporary rails and tipping from a wagon ; for even in 
 cases where a cutting has to be taken out, a long farmer's cart, 
 having the bottom and sides removable, can be substituted, and 
 every layer thoroughly worked down by the horses. Where leads 
 are too long for slush-sera j)ers or the dumps too high, wheel- 
 scrapers are used. They are iron boxes, hung on an axle between 
 two wheels, and are drawn by a horse in trails like an ordinary 
 cart. They are easily tipped, and hold ^ cubic yard. 
 
 
 Ghauing Machines. 
 
 Within the last few years a machine has been invented for 
 grading roads, railways, and other public works in the prairie 
 regions in the North- West Territories of the United States and 
 Canada. It is a cuniljrous-looking affair, with a great deal of 
 complicated machinery ; still it works well and needs but little 
 
[iSeleott'd 
 
 f navvies 
 neatness 
 will cast 
 ' pushed, 
 is a day, 
 embank- 
 •rows are 
 
 . Papers.] 
 
 THE CANADIAN PACIFIC llAILWAY. 
 
 11 
 
 1, and is 
 round in 
 loughed, 
 
 scraper, 
 I is one 
 )il; each 
 draper ful 
 
 trodden 
 3 system 
 , and no 
 or public 
 ttler can 
 1 or for 
 yards, 
 
 is much 
 barrows, 
 
 even in 
 r's cart, 
 ted, and 
 
 re leads 
 wheel- 
 between 
 )rdinary 
 
 ited for 
 
 prairie 
 
 tes and 
 
 deal of 
 
 It little 
 
 looking-after and repairs. The chief cost is in oiling the parts ; 
 breakages are comparatively few. It can be described as a large 
 frame on wheels ; the front wheels are geared into a series which 
 work an endless elevated band olaced across the centre of the frame. 
 This elevator is capable of being raised and adjusted ; one end is 
 close to the ground, alongside of the plough, and the other is 4 feet 
 above, and is capable of being raised 4 feet. Opposite to thfi lower 
 end of the elevator is the plough, which has a heavy beam placed 
 over it for weighting it. The director (or ploughman, if he may 
 be so termed) stands immediately over the plough, and hab a 
 brake-wheel for raising and lowering it — an almost constant opera- 
 tion. 
 
 In the centre of the frame, in front of the elevator, is a large 
 horizontal geared wheel for raising the elevating arm. The grader 
 is drawn along the side-ditch by four teams of horses, two abreast, 
 and two more are attached in rear to a carriage very much like the 
 English timber carriage, or janker. As the plough progresses, the 
 earth is turned on to the elevating band and dropped into position 
 by it ; after the turf has been taken oflf by the plough, and drawn 
 out and levelled in the bank, nothing more need be done to the 
 soil, as it drops from the band till the dump is finally dressed 
 up. It is usual to plough long strips on each side of the line, 
 say j^ mile long, to save turning; the grader goes up one side, 
 and comes down the other. It is claimed by the inventors and 
 makers of these machines that they can place from 900 to 1,000 
 cubic yards into a dump in a day. The record of several used on 
 the works during the season is from 800 to 930 cubic yards per 
 day, and the daily average in one case was 1,000 cubic yards 
 for the season, whilst 1,2(30 cubic yards were put in daily for a 
 week. With careful management they can bo used for a whole 
 season without requiring serious repairs. The amount of sub- 
 sidence from scraper-work is 10 per cent., and from station and 
 grader- work from 15 to 1 8 per cent. 
 
 Bridging. 
 
 The only large bridge west of Brandon will be the one over the 
 south branch of the River Saskatchewan. It will be 1,000 feet 
 long, in five spans of 200 feet each. The piers and abutments 
 will be of stone, and the girders of wrought-iron. A temporary 
 bridge has been erected. Openings for water-courses, coulees, and 
 drainage of the land, consist of four bents of pile-work, with 
 four piles in each bent. Tw<» pile-drivers were >>rought to the 
 
ill 
 
 12 
 
 JAMES AND MaCDOUGALL ON 
 
 [R. Ifctod 
 
 ground and used on each bridge. As soon as a bent was piled the 
 framers commenced to cut tne piles and put on the caps and 
 stringers. It was no uncommon thing for the framers to be up to 
 the pile-drivers as the last pile was driven, with the track-layers 
 entering the bridge as the last stringer was laid. The stringers 
 are laid two under each rail in one span, and three under each rail 
 in the alternate span ; they are respectively 9 inches by 15 inches, 
 and 6 inches by 15 inches, laid to rest 12 inches on each cap-piece ; 
 they are drift-belted down to the cap, and bolted together horizon- 
 tally with splice-plates 24 inches by 2^ inches by ^ inch. 
 
 Stations. 
 
 The stations are 16 miles apart, witL passing-places halfway 
 between. They have a station-building, with the necessary ofBces, 
 agent, and section - boss' houses, platforms 200 feet long, well, 
 pump-house, and frost-proof tank. The passing sidings are 2,000 
 feet long, and each station has one side-track 2,000 feet long, and 
 one 1,000 feet for general traffic. 
 
 The wells are 10 feet in diameter, 25 feet deep, with a drill- 
 hole sunk through the sub-stratum into the rock, from 150 to 
 250 feet deep. These drill-holes are lined with iron piping 
 5 inches in diameter. Water is pumped into the tanks by steam, 
 time not permitting of wind-engines being erected, as they take 
 some time to put up. Several wind-engines are in use on the 
 eastern and southern portions of the line. These engines and 
 frost-proof tanks were described in a Papei read before the Royal 
 Scottish Society of Arts by Mr. Macdougall.^ The tanks hold 
 50,000 gallons each, and the supply of water is abundant. 
 
 The station - buildings were erected by a series of gangs of 
 workmen following one another. The first gang put up the 
 framing, joisting, and rafters, &c. ; the second put on the sheeting, 
 flooring, and roofing, and they were followed by the plasterers, 
 joiners, and painters. As each gang finished its particular class 
 of work it moved westward ; by which arrangement four or five 
 stations were being built at the same time, and each gang got 
 through its own division of labour in time to allow the next one 
 to come on. There were no delays or hitches in the work. The 
 station-house gangs began work 125 miles behind the track-layers, 
 and caught them up at the end of the season. Two hundred and 
 
 ' This Paper does i.ot appear to have Ik-cu printed m tlie Trausactiuus of the 
 Royal Scottish Society of Arts. 
 
[Si Iccted 
 
 8 piled the 
 I caps and 
 to be up to 
 rack-layers 
 3 stringers 
 »r each rail 
 15 inches, 
 cap-piece ; 
 ar horizon- 
 
 8 halfway 
 
 ary offices, 
 
 ong, well, 
 
 are 2,000 
 
 long, and 
 
 ;h a drill- 
 •m 150 to 
 m piping 
 by steam, 
 they take 
 36 on the 
 ^ines and 
 the Royal 
 inks hold 
 
 gangs of 
 :t up the 
 sheeting, 
 ilastcrers, 
 ular class 
 ur or five 
 gang got 
 next one 
 •rk. The 
 ok-layers, 
 idred and 
 
 luns of the 
 
 I'ajiers.] 
 
 THE CANADIAN PACIFIC RAILWAY. 
 
 13 
 
 fifty men were employed throughout the season ; they built twelve 
 station-houses, twelve section-houses, sixteen temporary and ten 
 permanent water-tanks. 
 
 The sub-grade (or formation) is 14 feet wide, with side-slopes 
 of 1.^ to 1. A berm 4 feet wide is left between the foot of the 
 slopes and the side-ditches. The banks are 3 feet deep t.n the 
 average in the plains, or prairie. Ground was broken towards the 
 end of May, but work did not really commence till the 1st of 
 June. It progressed very rapidly, till, at the close of the season, 
 6,102,210 cubic yards had been shifted, as detailed in the followin*'- 
 Table :— ° 
 
 Cubic Yards. 
 1882 June 737,170 
 
 July 1,054,326 
 
 August 1,387,169 
 
 September 1,886,500 
 
 October 1,237,847 
 
 November 299,198 
 
 6,102,210 
 
 The number of men w^as reduced on the 8th of November • a 
 sufficient number being kept on during the winter to complete 
 the grading to the crossing of the River Saskatchewan, and have 
 it ready for the track-layers in the spring. 
 
 Track-laying. 
 
 In a Paper on " The PlateLiying of the Jacobabad or Broad- 
 gauge Section of the Kandahar Railway," by Mr. George Moyle,^ 
 it is stated that sixteen hundred men were employed, twelve 
 hundred for track-laying and four hundred for lifting, lining up, 
 &c. ; that the average rate of progress was If mile per day; that 
 the greatest length laid in any one day was 2| miles ; and that 
 the best record for laying 1 mile was two hours. Among the 
 Abstracts ^ a statement is given of the force necessary to lay 1 mile 
 of track per day upon a line in Te .-as. This is stated to be one 
 hundred and twenty-eight men, exc^lusive of the force necessary 
 for lifting and finishing the road. The average daily force em- 
 ployed on this railway was two hundred and fifty men, besides 
 one hundred and fifty surfacers, or four hundred in all,' against 
 sixteen hundred on the Kandahar Railway, and the' rate of 
 progress was nearly twice as great. 
 
 ' Minutes of Proceedinga Inst. C.E., vol. Ixi., p. 289. 
 * Jlrid., vol. Ixix., p. 445. 
 
14 
 
 JAMES AND MACDOUaALL ON 
 
 [Selcctwl 
 
 Track-laying was begun on the Ist of Jnne, and on the Ist of 
 December 388 miles had been laid on the main lino, and 30 miles 
 of side tracks. This had all been laid on the new works west of 
 the town of Brandon, and does not include any of the side tracks 
 put in at the various stations between that town and Winnipeg. 
 The rate of progress was : — 
 
 Month. 
 
 VVorking Pays. 
 
 Length. 
 
 Rate per I)«y, 
 
 1882 Juno 
 
 26 
 
 Mile>.. 
 68-70 
 
 Mill's. 
 2-64 
 
 u July 
 
 26 
 
 63-56 
 
 2-44 
 
 „ August 
 
 27 
 
 86-86 
 
 3-22 
 
 „ September 
 
 26 
 
 71-25 
 
 2-74 
 
 „ October 
 
 26 
 
 59-38 
 
 2-28 
 
 „ November . . ... 
 
 26 
 
 38-30 
 
 1-47 
 
 The greatest length laid in any one day was 4*10 miles, and on 
 three occasions in August 4 miles per day were laid. The best 
 record was ^ mile in thirty-five minutes. Details of this work 
 are given in the Appendix. The Authors regret they are unable 
 to furnish any details of the cost. Meanwhile they can state that 
 it will compare very favourably with those referred to, or with any 
 work of this kind ever executed. 
 
 As the track had to be laid so rapidly it would not have been 
 possible to have camps for the track-layers. Instead of this large 
 boarding cars were built in two stories; in the upper the men 
 slept, and in the lower they lived and messed. Each car is capable 
 of affording sleeping accommodation for eighty men. These cars, 
 with the necessary cooking, inspectors, and workshop cars, were 
 the permanent portion of the train, and were always left at the 
 front. The construction train brought up the materials from the 
 nearest side-track ; the trains were usually of flat cars, the ties 
 came in loads of three hundred to a car, the rails were laid on 
 the cars, thirty pairs to a car, on which were five boxes of spikes, 
 weighing 112 lbs. each, sixty pairs of fish-plates, and one box of 
 bolts. The ties (or sleepers) were loaded into carts and carted 
 ahead on the dump, distributed, spaced, and lined for a consider- 
 able distance ahead of the track-layers. When the rails were 
 unloaded the train was backed up to the farthest point and the 
 
[Spirited 1 I'ttpf's.] 
 
 THE CANADIAN PACIFIC! RAILWAY. 
 
 15 
 
 the Ist of 
 (1 30 miles 
 ks west of 
 iide tracks 
 Winnipeg. 
 
 late per Day, 
 
 2-64 
 
 2-44 
 
 3-22 
 
 2-74 
 
 2-28 
 
 1-47 
 
 8, and on 
 rhe best 
 bis work 
 •e unable 
 iate that 
 -vith any 
 
 Lve been 
 lis large 
 the men 
 1 capable 
 ese cars, 
 .rs, were 
 t at the 
 Tom the 
 the ties 
 laid on 
 ' spikes, 
 » box of 
 I carted 
 onsider- 
 Is were 
 and the 
 
 rails thrown oft" the cars in ocinal lots on each side; the engine 
 then went ahead, and a trolly drawn by horses was run up, on 
 which fifteen pairs of rails, with the necessary fish-])lates, bolts 
 and spikes were put. When the trolly reached the last laid rail 
 a pair of rails was dropped, gauged, and the trolly run forward. 
 A gang followed, linking on the fish-plates, and was in turn 
 succeeded by the si)iker8 ; the first gang spiked the ends and the 
 centre, and the rest followed, spiking each third tie till the whole 
 rail was secured. While this was being done the remaining bolts 
 were put in and the fish-plates fastened securely. By the time the 
 last rail was thrown off the length was completed ; a second trolly 
 brought lip another load, the first being thrown off the rails to let 
 it pass. By this arrangement the men were never idle, and the 
 Avork progressed rapidly. 
 
 The ties ore 8 feet long, 6 inches thick, and average 8 inches on 
 the face ; there are two thousand six hundred and forty to the 
 mile. The rails are of steel, flat-bottomed, 56 lbs. to the yard, and 
 30 feet long ; they were rolled in England. The fish-plates are 
 23 inches long; the ordinary suspended fish-plates weigh 17 lbs. 
 to the pair. In the summer of 1882 an angle-bar was introduced ; 
 fish-plates of this pattern weigh 34 lbs. per pair. The bolts are 
 1 lb. and 1^ lb. each, the heavier ones are used on the angle-bar 
 fish-plates. These make the best joint, as they are notched at each 
 end, which enables the spikes to be driven into two ties, instead of 
 all being driven into one tie directly under the joint. 
 
 A train consisted of twenty-one flat cars ; it was backed up by 
 the engine ; the train had never to go a greater distance for sup- 
 plies than 8 miles. In ascending, and on the second plateau, two 
 engines were used all the time, in consequence of the grades, as 
 the trains frequently stopped on an ascending grade. Water was 
 readily obtained from the side-ditches and swampy places; no 
 very long runs had to be made. The tenders were filled by means 
 of steam siphons with india-rubber hose attached. It took from 
 twenty-five to thirty minutes to raise 10,000 gallons.^ 
 
 Surfacing. 
 
 No ballast was used in 1882. After the rails had been lined 
 and lifted, the ties were packed with the material in the bank, 
 and the berms beyond the ties were taken off, the material being 
 thrown in between the rails to a height of 2 inches above the ties. 
 
 ' Minutes of Proceedings Inst, C.E., vol. Ixxi., p. 383. 
 
16 
 
 JAMES AND MACDOUOALL ON 
 
 [Selected I Taporl 
 
 forming a regular convex surface which Bheds the \vat.er perfectly. 
 This is known as surfacing. The rails keep a good surface, over 
 which trains travel at 2!") to 30 miles an hour. One hundred and 
 fifty men were employed on the surfacing, and they kept close to 
 the track-layers all through the season. 
 
 Telegraph. 
 
 A gang of telegraph operatives worked alongside of the track- 
 layers, and every evening the end of the track was connected with 
 head-quarters in Winnipeg. About one hundred and fifty men 
 were employed on this work. 
 
 Snow-Fences. 
 
 Fences of A shape, in lengths of 12 feet, have been put up 
 where considered necessary. These are removable, and will be 
 taken down in summer. Double board-fences, 8 feet high and 
 12 feet apart, are also to be put up where the experience of the 
 winter's storms may show them to be desirable. 
 
 are t{ 
 to bj 
 in l8 
 condl 
 in itl 
 withj 
 and 
 moist 
 Tl 
 exca^ 
 layei 
 surfaj 
 loweJ 
 
 i ! 
 
 South-Western and Pembina Mountain Branch. 
 
 The work of 1 882 also included the construction of a Branch 
 into South- Western Manitoba, 114 miles long, on which the track 
 was laid for its entire length. This branch was opened for traffic 
 on the 12th of December. It was built in the manner already 
 specified. 
 
 General features. 
 
 It is noticeable that all the prairie land is free from stones. 
 For great distances along the line, 1 bushel of stones could not 
 be gathered in 50 miles. In the neighbourhood of Brandon the 
 soil is gravelly, and there are some large boulders which are 
 striated in an east and west direction ; these are the only boulders 
 to be met with for 400 miles from Winnipeg. 
 
 The absence of earth-worms and slugs is a nmrked feature of 
 this soil. When dry it is hard to work ; during summer it can 
 scarcely be ploughed ; when wet it adheres so hard to carriage- 
 wheels and boots, that it can only be removed by being scraped 
 oflF. A very little moisture produces this state. It is very difficult 
 to work in this condition, as it can scarcely be cast oflf the shovel 
 or the scraper ; with 20 per cent, of moisture it somewhat resembles 
 half-set mastic or glue. The most adhesive qualities of this soil 
 
[8electp<l 
 
 perfectly, 
 [•face, over 
 ndrod and 
 >t close to 
 
 the traok- 
 cted with 
 fifty men 
 
 1 put up 
 I will be 
 high and 
 ce of the 
 
 1 Branch 
 le track 
 
 or traffic 
 already 
 
 stones. 
 
 ould not 
 
 Ion the 
 
 ich are 
 
 3oulders 
 
 ature of 
 it can 
 irriage- 
 scraped 
 iifficult 
 shovel 
 embles 
 his soil 
 
 Papers.] 
 
 THE CANADIAN PAOIPIO RAILWAY. 
 
 17 
 
 are termed "* gumbo." When " gumbo " dries, it bakes too hard 
 to bo ploughed ; on several occasions it was taken out with picks, 
 in large blocks, and laid by hand in the dump. In its worst 
 condition of moisture, it will hold the hoofs of horses working 
 in it and pull their shoes off ; this has occurred repeatedly, and 
 within one hour of their having been set. The Authors kiln-dried 
 and soaked some of it, and found it would absorb 72 per cent, of 
 moisture bef 3re becoming " slurry." 
 
 The frost penetrates the ground to a considerable depth. In the 
 excavations for the main sewer in Winnipeg some years ago, a 
 layer of frozen clay, 12 inches thick, was found 8 feet below the 
 surface in the month of August. The presence of frost in the 
 lower layers of the subsoil is not prejudicial to the growth of the 
 crop. The soil does not heave when the frost leaves it in spring, 
 which is a marked difference to the clay subsoils of the eastern 
 provinces. Houses can be built on sills laid on the surface of the 
 ground ; foundation- walls, or piles, have to be carried down 8 feet. 
 Frost has a beneficial effect on the earthworks, crumbling down 
 the '• gumbo " and causing it to fall like fine garden soil. It also 
 consolidates the embankments. 
 
 As already mentioned, Messrs. Langdon, Shephard, and Co., are 
 the contractoi's for all the works on the main line. The contractors 
 on the South- Western and Pembina Mountain Branch were Messrs. 
 Preston and McDonald, Scoble and Denison, and John Stewart. 
 Messrs. Eoss and Grant laid the track on the branch. All the 
 works have l^een carried out under the personal superintendence 
 of the late Mr. J. C. James, the Chief Engineer. The construction 
 on the main line was unrler the charge of Mr. W. D. Barclay, 
 Assistant Chief Engineer, and the whole of the locations under 
 Mr. J. H. E. Secretan. Mr. Alan Macdougall, M. Inst. C.E., 
 was Divisional Engineer, on construction, on the South- Western 
 Branch. 
 
 [the 1N3T. CE. VOL. LXXVI.] 
 
18 
 
 VAN HORNE ON 
 
 [8elect«Hl 
 
 I I 
 
 Memorandum by Mr. C. W. Van Horne, General Manager of the 
 
 Canadian Pacific Railway. 
 
 In 1883 grading was rocommoncecl at tho end of March, and 
 track-laying on tho 18th of April ; and from that date, until tho 
 track reached the end of the Prairie Section, at the crossing of 
 the Bow River, near Calgary, the daily record was as given in 
 Appendix II. 
 
 At Calgary the line enters the Bow River Pass, and begins tho 
 ascent of the eastern slope of the Rocky Mountains. On tho 
 27th of November the track had reached the summit, 122 miles 
 west of Calgary, and 962 miles from Winnipeg. 
 
 The three seasons' work on the Western Division of the main 
 line have been as under : — 
 
 Milee. 
 
 1881 165-50 
 
 1882 419-86 
 
 1883 876-78 
 
 962-14 
 
 The sidings, which aggregate 66 miles in length, are not included 
 in any of the figures given. 
 
 It will be observed that in seven weeks, ending September 17th, 
 
 1882, or in forty-two consecutive working days, 134-88 miles of 
 main track were laid, or an average of 3-21 miles per day, exclu- 
 sive of sidings. Large as was this average, it was exceeded in 
 
 1883, when, for the eight weeks ending August 5th, embracing 
 forty-eight consecutive working days, 166-88 miles of main track 
 were laid, or an average of 3-46 miles per day, exclusive of 
 sidings. 
 
 In order to preserve the rails from injury, and to provide a good 
 track over which the enormous quantity of materials and supplies 
 could be moved with certainty and despatch, the lining and 
 surfacing gangs were kept well up to the track-layers. 
 
 It must not be supposed that because the work was so quickly 
 done it must have been poorly done, or that the track was merely 
 stretched out on the surface of the ground. On the contrary, 
 the entire line is thoroughly well built of the best materials, and 
 everything has been done to make it a first-class railway in every 
 respect, and with a view to the greatest economy in operating. 
 The average amount of earthwork from Winnipeg to the foot 
 hills of the Rocky Mountains has been 16,300 cubic yards to the 
 
[Seleototl 
 
 R of tho 
 
 roh, and 
 mtil the 
 casing of 
 given in 
 
 tgina the 
 
 On the 
 
 .22 miles 
 
 he main 
 
 Papers.] 
 
 THE CANADIAN PACIPIO RAILWAY. 
 
 19 
 
 included 
 
 her 17th, 
 i miles of 
 ly, exclu- 
 3eeded in 
 mbracing 
 lain track 
 jlusive of 
 
 de a good 
 L supplies 
 ning and 
 
 10 quickly 
 as merely 
 contrary, 
 srials, and 
 ■f in every 
 operating. 
 ) the foot 
 rds to the 
 
 mile. This high average in a prairie country is accounted for 
 by the fact that while, to guard against snow, the grade line is 
 elevated well above the surface of the ground, so as to almost 
 entirely avoid cuttings, long planes and tangents and very low 
 grades have been secured. 
 
 With the exception of one short length at the crossing of the 
 Saskatchewan River, the maximum gradients between Winnipeg 
 and a point 4 miles below the summit of the Rocky Mountains, a 
 distance of 958 miles, are 40 feet to the mile, equivalent to 1 
 in 132. 
 
 The steel rails used are all of English and German manufacture ; 
 about one-half come from the works of Kriipp, at Essen, in Prussia. 
 
 The ties, or sleepers, were brought from the forests about the 
 Lake of the Woods, east of Winnipeg. 
 
 The grading of the last 650 miles of the prairie section was 
 done by Messrs. Langdon, Shephard, and Co., who also laid the 
 track from Oak Lake to Calgary. They commenced at Oak Lake 
 in April 1882, and finished at Calgary fifteen months later. In 
 that time, notwithstanding a winter's interruption, they laid G77 
 miles of main track and 48 miles of sidings, and moved about 
 10,000,000 cubic yards of earthwork, a feat unequalled in the 
 history of railway construction. 
 
 It should be mentioned in this connection, that in order to keep 
 the grading out of the way of the track-layers, the work had to 
 be manned long distances ahead, in some cases nearly 200 miles, 
 and that in a wild country without roads or means of supply, 
 except from the end of the track. 
 
 The transportation department was charged with the delivery 
 of all the materials and supplies at the end of the track, and 
 when the quantity of these, and the great distances they had to 
 be transported, are considered, it will be thought no small feat to 
 have moved them to the front day after day and month after 
 month with such regularity that the greatest delay experienced 
 by the track-layers, during two seasons' work, was less than three 
 hours. 
 
 Divisional points with train-yards, engine-sheds, coal-sheds, &c., 
 are placed at intervals of 120 miles, and at the alternate divisional 
 points repairing shops are provided. The company owns the tele- 
 graph line, which is at all times kept abreast of the track-layers. 
 
 During the rapid construction yards were established at intervals 
 of 100 miles, whence all materials and supplies were assorted and 
 forwarded to the front in train lots, each train taking an accurately- 
 adjusted lot of rails, ties, fastenings, telegraph material, and other 
 
20 VAN IIORNE ON [Selootcd 
 
 noceBHury itonm, so that nu inutorial wa8 Hcuttorod along the lino. 
 The head(j[uartor8 of the construution department were situated 
 at these material-yards, the offices and houses making quite a 
 village ; but all the houses were portable, and of such size as to 
 be readily moved on flat cars, and when, as the track advanced 
 each 100 miles, it became necessary to move on to a new point, 
 the change could be made in a day, and without delay to the 
 work. 
 
 During the year 1883 two more branches were built by the 
 company in the north-west, one from Winnipeg to Selkirk, on the 
 west bank of the Red River, 22 miles, and another from Emerson 
 to a connection with the Pembina Mountain branch, 23 miles, long. 
 
 The whole of the line between Winnipeg and Lake Superior 
 was transferred by the Government to the company in May 1883, 
 anc*. is now in operation, giving the company an independent 
 outlet eastward by way of the Great Lakes during the season of 
 navigation. 
 
 The work of the Company for the year 1 883 may bo summarised 
 as follows : — 
 
 Miles. 
 
 Extension of main line, west, from Sturgeon River . . . 100 
 
 Extension of main line, east, from Port Arthur .... 101 
 
 Extension of main line, west, to the summit of the Bocky'l ona 
 
 Mountains / 
 
 Algomii branch 96 
 
 Ontario and Quebec Railway 200 
 
 Selkirk Branch 22 
 
 Emerson Branch 23 
 
 Making for the year a total of 918 
 
 The lines owned and operated by the company at the end of the 
 
 year were : — 
 
 Eastern Division. 
 
 Miles. MUes. 
 
 Main line 445 
 
 Branches 199 
 
 644 
 
 Western Division. 
 
 Main line 1405 
 
 Branches 244 
 
 1,739 
 
 Ontario and Quebec Railway . . . 200 
 
 Credit Valley Railway and branches 184 
 
 Toronto Grey and Bruce Rail way 1 jgg 
 
 and Branches / 
 
 Total 2,963 
 
 
[ISt'leote<l 
 
 PapoM.] 
 
 THE CANADIAN PACIFIC RAILWAY. 
 
 21 
 
 ho lino, 
 situated 
 (piito a 
 ze as to 
 (Ivanced 
 w point, 
 to the 
 
 ; by the 
 c, on the 
 Emerson 
 los, long. 
 Superior 
 ;ay 1883, 
 spendent 
 jeason of 
 
 nmarised 
 
 Miles. 
 
 100 
 
 101 
 
 376 
 
 96 
 
 200 
 
 22 
 
 23 
 
 918 
 ind of the 
 
 Mkmouanhum by Mh. James lioss, General Manager of the North 
 American Railway Coniractino Co. 
 
 7'he North American Railway Contracting Co. took a contract 
 to complete the cimatruction of the railway in the end of 
 February, 1883. Mr. James Ross was appointed manager of con- 
 struction and of all work west of Winnipeg, succeeding the late 
 Mr. J. C. James, vvhose untimely death occurred on the 27th of 
 Fol)runry. The company awarded a contract to Messrs. Langdon, 
 Shophard, and Co., for the grading, bridging, track-laying, and 
 surfacing from the end of the track tt) Calgary, a distance of 255 
 miles; besides the completion of the last season's work from 
 Swift Current, a farther distance of 76 miles, which included 
 buililing culverts, finishing bridges, dressing up, and surfacing 
 the track. The engineering staff consisting of nine locating 
 parties and fourteen construction parties left Winnipeg early in 
 Ai)ril. Some of the former travelled more than 500 miles over 
 the prairies in carts, and over the mountains on pack-horses, 
 before they reached the scene of their operations. Surveys in the 
 Selkirk Range were not commenced until the 10th of July. A 
 special system was organised for keeping the general manager of 
 construction informed of what was going on in the immense 
 district under his charge, and especially for communicating with 
 locating parties. This was the perfecting and o.'ctension of last 
 year's courier mail service. 
 
 The Railway Company determined to reduce the [rades from 
 the top of the west bank of the River Saskatchewan to a point 
 near^ the summit of the Rocky Mountains, to 40 feet per mile 
 instead of the maximum grade of 52*80 feet per mile used in 
 1882. At the same time they wished the track to reach the 
 summit of the mountains in the current season. On the located 
 line of 1882 the most suitable gradient had been applied, involving 
 very heavy mountain-work and a tunnel j^ mile long. No informa- 
 tion was available as to other parts of the country, and Mr. Ross 
 and many of his staff had never been so far West before. Shortly 
 after the engineering parties had left the end of the track, 555 
 miles west of Winnipeg, the courier service was organised to run 
 a distance of 280 miles, extending the service westwards as the 
 track-laying advanced. Each courier was equipped with a pony- 
 saddle and mail-bag. One man was assigned to every 40 miles ; 
 the time allowed to cover this distance was eight hours ; and at 
 
 3 
 
22 
 
 ROSS ON 
 
 [Selected 
 
 Pai 
 
 each atation a fresh courier was ready to continue the journey. 
 By this arrangement the entire distance of 280 miles was covered 
 in three aad a half days. 
 
 The engineering camps were 13i miles apart, every camp was 
 numbered, and each di\i8ion lettered. A system of way-bills was 
 established, by which any lost letters could be traced, similar to 
 that adopted by railway companies to trace lost freight. The 
 benefits arising from this were inestimable, changes in location 
 were perfected, construction pushed on, no delays were incurred, 
 and the staff at head-quarters were always fully informed of all 
 that was going on. As an example, two locating parties were sent 
 to change the line between the Eiver Saskatchewan and Calgary 
 for a distance of 181 miles; one party wont ahead to determine 
 the practicability of the route, for the grade of 40 feet to the 
 mile, and the second party to locate the permanent line. Though 
 these two parties started from a point 74 miles west from the 
 end of the track, had three weeks' start of the graders, and were 
 able to locate 4 to 5 miles a day, yet the graders were many timea 
 in sight of their back picket-man. The same can be said of the 
 work west of Calgary, with the exception that the location was 
 slower, more preliminary surveys having been required. 
 
 The organisation required for supplying the men and teams 
 was much the same as that already referred to in the account of 
 the previous season's work. Different plant was required west of 
 Calgarj^ and the difficulties were much increased owing to the 
 great distance from the base of supplies, the summit in the moun- 
 tains being 963 miles from Winnipeg. The number of men and 
 horses to be fed made this a question of continual anxiety. The 
 greatest number of men employed was five thousand, and nineteen 
 hundred teams; the cost of feeding them was ^100,000 (roundly 
 £20,000) per month. 
 
 From the end of the track to Calgary the character of the work 
 was similar to that of the previous year. Messrs. Langdon, 
 Shephard, and Co., completed their contract on the 15th of August, 
 the day specified by their contract. From Calgary westwards the 
 line is being constructed by the North American Railway Con- 
 tracting Co. 
 
 Calgary is at the eastern base of the foot hills of the Rocky 
 Mountains, the mountains proper begin at " the Gap" 66 miles 
 farther west. The summit of the mountains, the objective point 
 of this season's operations, is 67 miles west of "the Gap," or 123 
 miles west of Calgary. The line follows the Bow River for 
 nearly the entire distance, and in order to retain the grade of 40 
 
Selected 
 
 )urney. 
 50vered 
 
 np was 
 Us was 
 lilar to 
 . The 
 ocation 
 curred, 
 a of all 
 ixe sent 
 Calgary 
 termine 
 to the 
 Though 
 •om the 
 id were 
 y times 
 [ of the 
 ion was 
 
 d teams 
 30unt of 
 west of 
 r to the 
 e monn- 
 nen and 
 y. The 
 lineteen 
 roundly 
 
 he work 
 angdon, 
 August, 
 ards the 
 ay Oon- 
 
 Eocky 
 56 miles 
 vo point 
 " or 123 
 iver for 
 e of 40 
 
 Piipers.] THE CANADIAN PACIFIC RAILWAY. J23 
 
 feet per mile, eeveral heavy cuttings and embankments hud to be 
 undertaken. For some miles the average earth- and rockwork 
 was 70,000 cubic yards per mile, besides a large amount of 
 bridging. 
 
 Taking into consideration the class of the work, heavy rock, 
 cemented gravel, and hard-pan cuttings, some of them containing 
 50,900 cubic yards, and the amount of bridging intervening, the 
 rapidity of work on this section will equal that on the prairies. 
 
 A length of 123 miles was completed in eighty days. 
 
 The amount of earthwork and rock shifted each month during 
 the season 7 883, east of the summit, was — 
 
 Cubic Yards. 
 
 April 47,187 
 
 May 1,357,398 
 
 June ....*... 1,261,878 
 
 July "1,104,085 
 
 August 895,474 
 
 September 488,421 
 
 October 331,52(3 
 
 Total .... 5,486,569 
 
 Besides the grading, bridging, and tra:)k-laying, the Contracting 
 Co. finished all buildings, wells, tanks, telegraph lines, &c., and 
 handed over to the Railway Company a completed railway ready 
 for operation. 
 
 The large bridge over the River Saskatchewan is under con- 
 struction. It is 1,000 feet long, is 45 feet above the river-bed to 
 the rails, and consists of three spans of 217 feet each, two spans 
 of 30 feet each, and a draw-span of 300 feet. The piers and abut- 
 ments are of limestone from the quarries near Winnipeg. The 
 material for a temporary bridge, which was put up, was freighted 
 along the prairie from the end of the track, a distance of GO 
 miles. 
 
 On the section between Calgary and the summit there is a 
 length of 2 miles and 3,000 feet of bridging, which includes eight 
 crossings of the Bow River averaging from 400 to 800 feet eacli ; 
 one crossing of the Kananaskis, three crossings of Devil's Head 
 Creek, and one trestle work 250 feet long by 80 feet in height. 
 The rapidity of these streams made the construction of temporary 
 bridges slow and difficult. 
 
 Three large division-yards for storing materials, with sidings, 
 round-houses, coal-sheds, water-supply, &c., have been constructed, 
 as well as twenty double-section men's houses, and twenty water- 
 tanks and water-supply stations. 
 
24 
 
 EOSS ON 
 
 [Selected 
 
 Between the Kivor Saskatchewan and Calgary water for the 
 engines is more difficult to obtain than on any other section oi the 
 lin'e owing to the character of the sub-strata. Two large well- 
 l)oring machines, with outfits, were prepared and used continuously 
 night and day. Tubing has been sunk to the depth of 2,000 feet 
 in some places with satisfactory results in obtaining water. 
 
 Track-laying commenced on the 18th of April ; very little grad- 
 ing was done in that month. The best day's track-laying was 
 made on the 7th of July, when G miles and 100 feet of main line, 
 and 1,800 feet of side-track were laid. All the track was fnll- 
 spiked, bolted, and tied (sleepered). 
 

 [Selected 
 
 for the 
 n 01 the 
 re well- 
 imiously 
 000 feet 
 
 tie grad- 
 ing was 
 ain line, 
 vas full- 
 
 Papers.] 
 
 THE CANADIAN PACIFIC RAILWAY. 
 
 25 
 
 APPENDIX. 
 
 I.— Detailed statement bhowinq Daily Pboobess of Tback-latinq fob 1882.» 
 
 Day of the 
 Month. 
 
 June. 
 
 July. 
 
 August. 
 
 September. 
 
 October. 
 
 November. 
 
 December. 
 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Milps. 
 
 Miles. 
 
 1 
 
 " 
 
 2-80 
 
 3-86 
 
 3-35 
 
 8. 
 
 2-55 
 
 205 
 
 2 
 
 
 S. 
 
 3-60 
 
 3-64 
 
 0-68 
 
 2-55 
 
 1-00 
 
 3 
 
 
 2-10 
 
 4-00 
 
 S. 
 
 1-80 
 
 2-75 
 
 0-51 
 
 4 
 
 
 2-24 
 
 3-50 
 
 3-37 
 
 0-68 
 
 1-10 
 
 2-01 
 
 5 
 
 
 2-10 
 
 3-30 
 
 2-30 
 
 • • 
 
 8. 
 
 • • 
 
 6 
 
 
 1-62 
 
 S. 
 
 2-30 
 
 2 14 
 
 2 70 
 
 • < 
 
 7 
 
 
 2-10 
 
 3 10 
 
 317 
 
 2-56 
 
 1-10 
 
 
 S 
 
 
 3-47 
 
 3 00 
 
 3-75 
 
 8. 
 
 2-00 
 
 1-86 
 
 9 
 
 53-20 
 
 S. 
 
 2-90 
 
 317 
 
 2-90 
 
 0-90 
 
 1-06 
 
 10 
 
 
 , , 
 
 2-60 
 
 8. 
 
 2-75 
 
 
 8. 
 
 11 
 
 
 1 80 
 
 2-54 
 
 3-50 
 
 2 75 
 
 
 
 12 
 
 
 217 
 
 2-90 
 
 3-26 
 
 2-56 
 
 8. 
 
 0-80 
 
 13 
 
 
 2-00 
 
 S. 
 
 3-00 
 
 1-60 
 
 50 
 
 .. 
 
 14 
 
 
 J -00 
 
 3 35 
 
 3-05 
 
 2-75 
 
 1-50 
 
 0-28 
 
 15 
 
 
 .2-62 
 
 3-10 
 
 3-36 
 
 8. 
 
 2-10 
 
 0-51 
 
 16 
 
 
 S. 
 
 2-75 
 
 3-30 
 
 300 
 
 80 
 
 0-44 
 
 17 
 
 
 .:-30 
 
 300 
 
 8. 
 
 1-75 
 
 1 00 
 
 0-57 
 
 18 
 
 
 3-07 
 
 1-60 
 
 3-55 
 
 3-66 
 
 200 
 
 1-12 
 
 19 
 
 2-42 
 
 2-74 
 
 410 
 
 2-30 
 
 2-75 
 
 8. 
 
 1-78 
 
 20 
 
 200 
 
 1-90 
 
 S. 
 
 1-60 
 
 2-95 
 
 210 
 
 1-50 
 
 21 
 
 112 
 
 3-07 
 
 3-36 
 
 
 2-55 
 
 2-00 
 
 1-52 
 
 22 
 
 .65 
 
 2-35 
 
 2-95 
 
 2 60 
 
 8. 
 
 1-90 
 
 1-70 
 
 23 
 
 .52 
 
 S. 
 
 2-95 
 
 2-30 
 
 2 80 
 
 1 90 
 
 1-44 
 
 24 
 
 . , 
 
 3-16 
 
 3-26 
 
 S. 
 
 2 85 
 
 2-00 
 
 1-00 
 
 25 
 
 S. 
 
 3-16 
 
 3-54 
 
 2-40 
 
 2-75 
 
 1-75 
 
 114 
 
 26 
 
 1-65 
 
 2-00 
 
 3 00 
 
 2-23 
 
 310 
 
 8. 
 
 1-74 
 
 27 
 
 0-82 
 
 3-23 
 
 8. 
 
 2-50 
 
 2-55 
 
 050 
 
 1-52 
 
 28 
 
 2 06 
 
 306 
 
 3-50 
 
 2-75 
 
 1-25 
 
 • • 
 
 1-31 
 
 29 
 
 1-26 
 
 3-00 
 
 4-05 
 
 2-50 
 
 S. 
 
 0-60 
 
 1-08 
 
 30 
 
 2-00 
 
 S. 
 
 3-50 
 
 2-00 
 
 2-75 
 
 2-00 
 
 1-66 
 
 31 
 
 •• 
 
 3-50 
 
 3-55 
 
 •• 
 
 2-50 
 
 • • 
 
 8. 
 
 ( 
 
 58-70 
 
 63 56 
 
 86-86 
 
 71-25 
 
 59-38 
 
 38-30 
 
 30-30 
 
 In addition to the foregoing, 1 • 95 mile of main track was laid on the Ist, 2nd, 
 and 3rd of January, 1883, when heavy snow storms brought the season's work 
 to an end, the grading having been stopped by frost on the 13th of November. 
 
 ' The statement for December 1882 and January 1883 has been supplied by 
 Mr. C. Van Home; and that for April to November 1883 by Mr. Jumes Ross. 
 
26 nOBNE AND HOBS ON CANADIAN PACIFIC RAILWAY 
 
 [Sclectotl 
 I'aporB. 
 
 II. Detailed statement showing Daily Pbogbess of Tbaok-latinq for 1883. 
 
 1883. 
 
 April. 
 
 May. 
 
 June. 
 
 July. 
 
 August. September. 
 
 October. 1 
 
 Sfovember. 
 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 1 
 
 
 1-17 
 
 
 S. 
 
 3-09 
 
 1-78 
 
 2-03 
 
 1-40 
 
 2 
 
 
 
 
 2-78 
 
 3-28 
 
 S. 
 
 2-58 
 
 1-78 
 
 3 
 
 
 
 s. 
 
 4-68 
 
 3-31 
 
 1 93 
 
 2-21 
 
 1-74 
 
 4 
 
 
 
 
 3-63 
 
 3-24 
 
 1-80 
 
 1-00 
 
 8. 
 
 5 
 
 
 2*16 
 
 • • 
 
 3-63 
 
 S. 
 
 1-70 
 
 • • 
 
 1-60 
 
 6 
 
 
 8. 
 
 • • 
 
 3-90 
 
 3-30 
 
 • • 
 
 , , 
 
 1-52 
 
 7 
 
 
 2-50 
 
 1-64 
 
 602 
 
 2-93 
 
 , , 
 
 3.1-78 
 
 2-21 
 
 8 
 
 
 2-50 
 
 2-63 
 
 S. 
 
 1-70 
 
 0-78 
 
 1-06 
 
 2-14 
 
 9 
 
 
 1-60 
 
 1-60 
 
 3-90 
 
 , , 
 
 8.0 86 
 
 1-02 
 
 117 
 
 10 
 
 
 2-58 
 
 S. 
 
 3-79 
 
 • • 
 
 1-46 
 
 2-15 
 
 2-20 
 
 11 
 
 
 2-06 
 
 3-22 
 
 3-07 
 
 3-09 
 
 1-78 
 
 1-42 
 
 8. 
 
 12 
 
 
 2-84 
 
 3-50 
 
 3-75 
 
 S. 
 
 1-02 
 
 2-05 
 
 2-37 
 
 13 
 
 
 S. 
 
 3-35 
 
 3-67 
 
 , • 
 
 1-44 
 
 1-60 
 
 2-12 
 
 14 
 
 
 2-63 
 
 3-79 
 
 4-34 
 
 0-37 
 
 1-87 
 
 8. 
 
 1-29 
 
 15 
 
 
 2-96 
 
 3-24 
 
 S. 
 
 1-57 
 
 1-34 
 
 1-67 
 
 2-01 
 
 16 
 
 
 2-78 
 
 3-24 
 
 2-91 
 
 0-81 
 
 8. 
 
 2-05 
 
 2-08 
 
 17 
 
 
 2-31 
 
 S. 
 
 3-77 
 
 , t 
 
 2-14 
 
 0-81 
 
 1-52 
 
 18 
 
 0*51 
 
 2-87 
 
 3-07 
 
 117 
 
 , * 
 
 1-76 
 
 0-70 
 
 8.1-50 
 
 19 
 
 1-36 
 
 313 
 
 3-79 
 
 , , 
 
 S. 
 
 2-24 
 
 2-10 
 
 0-66 
 
 20 
 
 1-31 
 
 S. 
 
 4-00 
 
 3-24 
 
 , , 
 
 1-52 
 
 2-08 
 
 .. 
 
 21 
 
 1-69 
 
 3-09 
 
 2-91 
 
 4-11 
 
 1-90 
 
 214 
 
 8. 
 
 0-64 
 
 22 
 
 S. 
 
 3-07 
 
 3-70 
 
 S. 
 
 1-60 
 
 2-34 
 
 2-18 
 
 .. 
 
 23 
 
 i-s-i 
 
 3-20 
 
 3-67 
 
 3 60 
 
 0-68 
 
 8. 
 
 1-36 
 
 • • 
 
 24 
 
 2-10 
 
 301 
 
 S. 
 
 3 71 
 
 .. 
 
 1-50 
 
 1-67 
 
 .. 
 
 25 
 
 2-16 
 
 0-65 
 
 3-60 
 
 2-50 
 
 
 .. 
 
 1-78 
 
 .. 
 
 26 
 
 1-57 
 
 
 3-45 
 
 3-86 
 
 S. 
 
 .. 
 
 1-68 
 
 • • 
 
 27 
 
 110 
 
 S. 
 
 3 33 
 
 2-88 
 
 .. 
 
 • • 
 
 1-70 
 
 • • 
 
 28 
 
 106 
 
 2-95 
 
 3-48 
 
 6-38 
 
 ,, 
 
 .. 
 
 8.1-36 
 
 • • 
 
 29 
 
 S. 
 
 1-91 
 
 2-61 
 
 S. 
 
 1-21 
 
 .. 
 
 1-67 
 
 .. 
 
 80 
 
 214 
 
 
 3-13 
 
 3-66 
 
 1-27 
 
 8. 
 
 1-69 
 
 » • 
 
 81 
 
 • • 
 
 •• 
 
 •• 
 
 3-40 
 
 1-68 
 
 •• 
 
 0-25 
 
 •• 
 
 
 17-57 
 
 51-97 
 
 66-95 
 
 92-35 
 
 41-23 
 
 32-00 
 
 43-65 
 
 26-87 
 
 sVd 
 
 trac 
 
 £}'•«= 
 
 2-15 
 
 5-47 
 
 5-11 
 
 4-55 
 
 1-40 
 
 2-48 
 
 3-08 
 
 • • 
 
 18-62 
 
 54-12 
 
 72-42 
 
 97-46 
 
 45-78 
 
 33-40 
 
 46-13 
 
 29-95 
 
Sflectod 
 rapora. 
 
 for 1883. 
 
 November. 
 
 Mllea. 
 
 1-40 
 
 1-78 
 
 1-74 
 
 S. 
 
 1-60 
 
 1-62 
 
 2-21 
 
 214 
 
 117 
 
 2-20 
 
 8. 
 
 2-37 
 
 2-12 
 
 1-29 
 
 201 
 
 2-08 
 
 1-52 
 
 S.1-50 
 
 0-66 
 
 0-64 
 
 26-87 
 308 
 
 29-95 
 
 LONDON . 
 
 PRINTED BY WILLIAM CLOWES AND SONS, LIMITED, 
 
 STAMFORD STREET AND CHARINC CROSS.