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 PRELIMINARY EXAMINATION 
 
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 OTTAWA TO TORONTO, 
 
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 GEORGE A. KEEFER. 
 
 CIVIL ENGINEER. 
 
 OTTAWA : 
 
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 PRELIMINARY EXAMINATION, 
 
 OF THE 
 
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 OTTAWA TO TORONTO, 
 
 ■BT- 
 
 GEORGE A. KEEFER, 
 
 CIVIL ENGINEER. 
 
 OTTAWA : 
 
 PniNTKD BY BULL ft WOODBCKN, ELGIN STHKET. 
 
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I 
 
 REP OR T. 
 
 Ottawa, May 4Tn, 1872. 
 
 To the Provisional Board of Directiorc of the Ontario 
 
 and Quebec Railway. 
 
 Gentlemen, — 
 
 On the 22n(l of March hist I received from the hands of 
 Mr. H. J. HuBERTUs the following instructions relative to an 
 examijiation of ^-our proposed line of Eailway from the City 
 of Ottawa to Toronto : — 
 
 Ottawa, March 22nd, 1872. 
 George A. Keefer, Esq., 
 
 Civil Jilnyineer. 
 
 Sir, — You will be good enough, upon the receipt of the 
 following orders, to make the necessary arrangements for an 
 immediate personal examination of the proposed line of the 
 Ontario and Quebec Eailway between the Cities of Ottawa 
 
 iand Toronto. 
 The objective points, intermediate on the line of route, a« 
 deiined by the Charter, being Carleton Place, Madoc, and 
 I Peterborough, you will endeavour, with these points tor your 
 guidance, to secure as direct a line between each point as the 
 nature of the country will admit. 
 
 You will also note the principal topographical features of 
 [the country passed through, the nature and comparative value 
 f the l;r.;(J, and any other matter that, in your opinion, may 
 avo a bearing on the question. 
 
 You will endeavor to ascertain the probable amount of 
 raffic likely to be obtained from the most important Stations 
 n your route. 
 
 Accompanying this, you will receive the report and plan 
 
 f examination by Mr. Williams, C. E., from Madoc eastward 
 
 the eastern boundary of the Township of Olden ; also one 
 
 by Mil. Forneri, C. E., through Marmora, Madoc and Elzevir. 
 
 -You will be kind enough to verify these Eewrts by personal 
 
 Observation. 
 
You will also find enclosod Maps of the different Town- 
 ships on)sse<l l)y the proposed Line, with the probable route 
 marked on them — from information obtained from the 
 residents of the different Townships, the names of whom are 
 a)>|)ended to the Plans, — and would recommend your com- 
 municating freely with these or other parties likely to afford 
 you any assistance or information along your Line of route. 
 
 As 1 am in possession of a large amount of information 
 rehitivo to the proposed route, and an acquaintance with 
 persons residing on the Line, it is my intention to accompany 
 you, and aid aa far aa possible in the intended selection of the 
 Lino. 
 
 Upon the completion of your examination, you will 
 return to Ottawa, and make out your Beport, accompanied by 
 a Map of a sufficient scale to show accurately the position of 
 the line as examined through the different Townships. 
 
 For the present purpose, your examination need only com- 
 mence at Carleton Place — the line of the Canada Central Eail- 
 way, already constructed, being assumed to that point. 
 
 I remain, 
 
 Your obedt. Servant, 
 
 (Signed), H. J. HUBEETUS, 
 
 Prov. Director. 
 
 In accordance with the foregoing instructions, and in 
 company with Mr. Hubertus, I commenced an, examination 
 froiu Carleton Place Westward on the 25th of March. 
 
 Continuing the Line of the Canada Central Railway, and 
 crossing the Brockville and Ottawa Railway south of the 
 present Station, wo strike the Mississippi River at a point 
 favorable for crossing about half a mile west or above Cald- 
 well's steam mill. The river at this point is about 150 feet in 
 width, with a rocky bed and about 3 feet of water. Bearing 
 northerly into the Township of Ramsay, we come to the point 
 of a rocky hill in Lot No. 2 in the 5th Concess'-on, and north 
 of the M.ssissippi Lake, from which point to the western 
 boundary if the township we have a very favorable line 
 through an open country. Entering the Township of Lanark 
 in Lot No. 1, in the 12th Concession, on the western boundary 
 of this lot, we encounter rising ground, which will require 
 
some work to surmount, from which point to Ferguson's Falls 
 no great difficulty is met with. Passing round the northern 
 point of the hill at this place, we bear in a straight line, 
 throtigh a wooded flat, I'or the Village of Lanark, crossing the 
 Clyde (some 150 feet in width). A little north of the village, 
 near McLean's Rapids, we meet with some rough ground at 
 our point of crossing, after passing which we get into a low 
 reach, and pass out of the Township of Lanark, in the centre 
 of Lot No. 2, and continue in a direct line to near Playfair's 
 Mills. At this point, or in Lot No. 1, in the 3rd Concession, 
 our line is crossed by a ridge of sand, which will require a 
 heavy cut. In our descent to the river, we have the advan- 
 tage of a gully, which will enable us to reach the river with 
 comparatively easy work. At our point of crossing the Mis- 
 sissippi River, on the same line between Bathurst and Dal- 
 housie, we tind a very favourable point for bridging, the 
 stream being not over 60 feet in width, with good banks and 
 rocky bottom, the depth of water about 4 feet. A correspond- 
 ing gully on the opposite side enables us to rise a small sum- 
 mit, crossing which and passing to the south of Shank's house, 
 we drop into the valley of Bolton's Creek, in Lot 18, in the 
 12th Concession of Bathurst. 
 
 Another line to this point of our route may be had further 
 to the south, leaving the line described in the 12th Concession 
 of Lanark, and rounding the hill at Ferguson's Falls, on the 
 south side, and passing over the drained lands lying to the 
 oast of the Village of Lanark, and passing south of the 
 village, cross the Clyde a little to the west in Lot No. 1, in the 
 2nd Concession. The land from this point to Playfair's Mills 
 is more broken and difficult than the northern route, but on 
 closer examination may be found preferable. At present my 
 opinion is in favor of the northern route. 
 
 Resuming our former line, we continue up the valley of 
 Bolton's Creek, crossing it in about Lot 5, and into the 11th 
 Concession. As the valley contracts at Mitchell's Mills, and 
 the banks become rocky and precipitous, i^ was found neces- 
 sary to leave the creek ; and by availing ourselves of a large 
 valley running through the centre of the 11th Concession, 
 
6 
 
 and parallol to the creek, wc are enabled to pass through the 
 remainder of Bathurst, and entirely through South Sher- 
 brooke, in an almost perfectly straight line. Thin valley, for 
 the Hake of reference, wo have called Moore's Valley, and hy 
 following which we have a very level and ei»Ry route to the 
 western boundary of .South Sherbrooke. This point brings us 
 to the western boundary of the united Counties of Lanark 
 and Eenfrew, the ground passed over may be connidered a fair 
 average country for Rjiilway purposes. The cuttings, where 
 incurred, arc mostly of earth, if not entirely so ; at least, the 
 per-centage of rock will be small, which, considering the 
 nature of the western portion of Bathurst and all of Sher- 
 brooke, is particular)}' fortunate. In entering the Township 
 of Oso, we encounter a very difficult country, and which at 
 tirist sight seems almost impracticable for Railway purposes ; 
 but that which at first appears a chaotic mass of rocky hills 
 and ridges, or as they are more commonly called, hogs' backs, 
 are found, en a closer examination, to assume a surprising 
 regularity in their direction, and valleys are found extending 
 for long distances in our line of route. To this fortunate geo- 
 graphical feature we are indebted not only to a practicable 
 but most favorable line through one of the most difficult 
 townships encountered. 
 
 I examined two routes through the Township of Oso, one 
 following the valley of Bolton's Creek to the north, through 
 Lot No. 23, to the head waters of the main branch in Mud 
 Lake, and by keeping the south ahore of the lake, pass 
 through a beaver meadow, crossing the Fi'ontenac road at 
 Souls', or Lot No. 20, in the 6th Concession of Olden. This 
 may be corisidered as a governing point on our line of route, 
 as from my own examination and all the information I could 
 obtain, It seems the only point practicable for our purpose for 
 many n iles, either north or south, and all the lines examined 
 convergt to this point. 
 
 The more southern line, instead of entering the valley of 
 the creek, will bear more to the southward, from Lot No. 22 
 in the 7th concession to Lot No. 20 in the 3rd. From t' is 
 point westward we continue in the same lot, passing south of 
 
 
gh the 
 Sher- 
 ey, for 
 intl by 
 to the 
 ings U8 
 Liiimirk 
 i a fair 
 , where 
 ast, the 
 ng the 
 .f Sher- 
 iwnship 
 hich at 
 irposes ; 
 ky hills 
 >' backb, 
 rprising 
 :tending 
 bte geo- 
 ctieable 
 difficult 
 
 )80, one 
 
 through 
 
 Mud 
 
 p, pass 
 
 'oad at 
 
 This 
 
 route, 
 
 1 1 could 
 
 Lose for 
 
 lamined 
 
 illey of 
 
 No. 22 
 
 Im t^ is 
 
 )uth of 
 
 Warren's I<ake, on the boundary between Oidoii and Oso, and 
 connecting at that point with tlie examination made by Mr. 
 Williams, C.E., which following the same lot in Oldon, crosses 
 the Frontenac road at the .same i)oint as our northern lino. In 
 point of direction the southern x'oute would be most desirable, 
 and will, 1 think, be found on a closer examination to be pre- 
 ferable. 
 
 As Mr. Williams' Beport embvace.*; the country between 
 this point and the Village of Madoc, I cannot do better than 
 use his own description, transposing it, of course, to suit the 
 direction of the route already described, as running towards, 
 instead of from, his initial point, Madoc. 
 
 The only alteration I would suggest as possible, would be, 
 that instead of crossing the Salmon JRiver, as he proposes, 
 near Newton's Mill, keep further north, and follow the penin- 
 sula formed between Salmon Eiver and Cross Lake, cross the 
 river near the outlet of the lake. A short examination would 
 decide if it would be advisable to do so. 
 
 The following description of our route through the remain- 
 der of Olden and the Townships of Kennebec, Kaladar, Elzevir, 
 and Madoc, is taken from Mr. Williams' Eeport, and 1 have 
 great pleasure in testifying to its perfect reliability and 
 correctness as the best, if not the only practicable route to be 
 obtained at all near our line of route through the above- 
 named Townships : — 
 
 '* Entering the Township of Kennebec, in either Lots 17 
 
 or 18, in the 11th Concession, we are obliged to cross a ridge 
 
 of crystalline limestone, in passing from one valley to another, 
 
 * which will incur some heavy cutting. Continuing on Lot 17, 
 
 we cross the Salmon River, just below Newton's Mill, where it 
 
 is from 75 to 100 feet in width, and favorable for bridging. 
 
 , Following along the south side of Cross Lake, .nd nearly 
 
 I parallel with it, we tind an easy and practicable r«^ute over a 
 
 ;3 series of low flat ridges, with black ash and cedar swamps 
 
 intervening. At the western extremity of Cross Lake a 
 
 considerable area of wet swampy land occurs, caused in great 
 
 "^part by the dams at the outlet. Tlie ground, however, is 
 
8 
 
 naturally firm and solid, and no difficulty, under ordinary 
 circumstances, would be experienced in crossing it, as the 
 high water only continues during the ♦ime the lumbermen are 
 engaged in driving their logs down Salmon River. From the 
 western extremtey of Cross Lake on Lot No. 17, in the 3rd 
 Concession of Kennebec, we enter what is called very appro- 
 priately tho " great trough," which continues without inter- 
 ruption to the Addington road, where we strike the head 
 waters of the western tributai'ies of the Scootamatt", in Lot 
 10 iu the 7th Concession of Kaladar, crossing the Addington 
 road a little south of Scouten's bouse." 
 
 This " trough " is a deep and wide valley, and forms the 
 " divide " between the ridges of crystalline limestone on the 
 south and the granite or gneiss of the Bald Mountains on the 
 north. It extends across the Township of Kaladar, and con- 
 tinues south-westerly into Hungeribrd, and aa far as traced, 
 affords an excellent site for a railway. The surface is re- 
 markably STnooth and level, and the soil tolerably dry, often 
 timbered with hard wood. There are a few swamps and 
 marshes wa the routa, but none of an objectionable character. 
 
 From our point of crossing on the Addington road, we 
 * continue south-westeily to the centre of the 6th Concession, 
 and in Lot 7 turn, in a north-westerly direction, through a 
 deep gap or gorge in the formation, passing through a series 
 of ridges, which will necessitate some cutting and embank- 
 ment, but nothing of a very formidable nature. lieaving this 
 gap, we turn again in a south-westerly course, and enter a 
 valley offering a practicable route for three or four miles along 
 the south side, and nearly parallel to the "Littl'3 Scoot," which 
 carries our line into the marshes of that stream, which ! "e 
 not, however, of a nature to offer any impediment to the con- 
 struction of a railwpy across them, u» they ch' -fly consist of 
 front! 2 to 5 feet of vegetable mould, resting upon a firm clay 
 loan. The only difficulty in this pi.rt of our route is for some 
 extent boggy ground, around the margin of a small lake, on 
 Lot No. 1 in the 10th Concession of Elzevir ; but by following 
 the windings of the shore, sufficient room for a good firm road- 
 bod may be obtained around the base of the hills on either 
 
 I 
 
 
 ^L 
 
 umm 
 
^R^ 
 
 * ordinary 
 it, as the 
 lermen are 
 From the 
 in the 3rd 
 ery appro- 
 lout inter- 
 the head 
 tt'', in Lot 
 Addington 
 
 forms the 
 »ne on the 
 ains on the 
 *, and con- 
 as traced, 
 face is re- 
 ' dry, often 
 sramps and 
 haracter. 
 
 1 road, we 
 [Concession, 
 through a 
 igh a series 
 d cmbank- 
 eaving this 
 nd enter a 
 miles along 
 oot," which 
 which i '0 
 to the coii- 
 y consist of 
 a firm clay 
 is for some 
 all lake, on 
 ly following 
 X firm road- 
 s on cither 
 
 
 I 
 
 
 sids. These marsho;^ extend o^ev Lots 1 and 2 In the first 
 Concession of Kuladai, and 1 and 2 in the 11th Concession of 
 Elzevir, after crossing which we pass through a connection of 
 valleys and ravines to the Village of BridgOAvater on Lot No. 
 2 in the 4th Concession of Elzevir, crossing the Scootamattf, 
 just south of the Axe Factorv, where it has a width of about 
 150 feet, and can be easily bridged. 
 
 From this point \:> Black Creek, which we cross just above 
 its mouth, where it is about 100 feet in width, with good firm 
 banks and rocky bottom, and a depth of from 4 to 6 feet, we 
 pass over an almost unbroken flat, consisting of a narrow 
 valley lying between a ridge of conglomerate on the north, 
 and ridges of mica slate and marble on the ;:outh. Immedi- 
 ately after crossing Black Creek, we encounter a low ridge of 
 slate conglomerate. Leaving the Township of Elzevir in Lot 
 No. 2 in tine 1st Concession, we enter that of Madoc in the 
 corresponding lot in the 11th Concession, and follow a series 
 of low flats on Lots Nos. 2 and 3, across the 11th, 10th, and 
 9f a Concessions of Madoc, entering Lot No. 1 in the 8th Con- 
 cession, and following tliia Lot to the Village of Madoc, in Lot 
 No. 1 in the 6th Concession. But little difficulty is encoun- 
 tered in this portion of our line, as wo cross into two or three 
 low ridges, one of gravel and the remainder of marble, the 
 ground being generally level und under cultivation. 
 
 A possible improvement may be made in that portion of 
 the line through the western part of the Township of Kaladar, 
 where, instead of passing through the gap before described, 
 we continue south in the " great trough," and south of the 
 lino described, into the Tov/nship of Ilungerford, striking our 
 northern route again in Lot No. 1 in the 8th Concession of 
 Elzevir. This southern route will avoid the heavy cuttings in 
 passing through the gap us well as the diflSculty in connection 
 with the Lake on Lot 1 in the 10th Concession of Elzevi.. 
 It will be necessary to examine both routes before deciding 
 which is preferable. 
 
 In reference to the character of the country through the 
 Townships of Olden. Kennebec, Kaladar, Elzevir, and Madoc, 
 
p 
 
 lii 
 
 Hi 
 
 10 
 
 I cannot better describe it than by giving Mr. Williams' own 
 description. He says : " I round tiie country throughout of a 
 rough and broken character, traversed by chains of roclty 
 ridges, which, at first sight, might be supposed to present in- 
 superable obstacles; but it will be found, on examination, that 
 the nature of the country affords peculiar facilities for the 
 construction of a railway running in the direction of the one 
 proposed, and that, notwithstanding its mountainous character, 
 level Burl'aces can be obtained for greater distances than can 
 generall}' bn obtained over tracts that do not present anything 
 like so rugged an aspect. The hills and rocky ridges are 
 tolerably regular in their mode of occurrence and distribution, 
 and run in chains parallel to each other, with a straight and 
 uniform bearing often tbi" many miles. Betv/een these parallel 
 ranges of rocky hills are valleys and ravines often of consider 
 able width, and running with the same regularity, the bottoms 
 of which have remarkably level and flat surfaces, often con 
 taining swamps and beaver meadows, but the ground being 
 very seldom boggy or of such a nature as to present much 
 difficulty in obtaining a firm and solid road-bed. 
 
 " Fortunately for the present enterprise, the bearing of 
 these ravines or valleys nearly corre3pond with the direction 
 in which it is desired to run the road, ho that no necessity 
 arises for the almost impossible task of cutting through any of 
 these ridges. 
 
 " Those valleys may often be followed for miles without a 
 break, or scarcely perceptible elevation, and even when not 
 running in the exact course desired, any one of them may be 
 tbllowed without very great deviation from the right course, 
 until some opportunity occurs, in the shape of a gap in the 
 rocky barriers, to cross to some other valley more nearly in 
 the roqui "ed course, and thus by connecting one of these level 
 stretches vith another, great distances may be traversed with 
 but little matting and easy grades." 
 
 Several extensive ballast pits, easily available, are found on 
 the portion of our line between Bridgewater and Madoc — one 
 immediately west of Bridgewater, through which our line 
 runs, one in Lot No. 1 in the 6th Concession, and another in 
 
11 
 
 Lot No. 2 in the 10th Concession of Madoc. The material is 
 of excellent quality, and will be of great advantage at this 
 central point oi the route. Our line between the Villages of 
 Bridgewater and Madoc follows the line formerly surveyed 
 for the proposed Kingston and Madoc Railway. 
 
 From Madoc westwaid we areoblig-M to bear to the south, 
 keeping on the north side of the valley of the Moira, and 
 south of the high range of hills in the south-west portion of 
 Madv)c, and pass through the northern portion of the Town- 
 ships of Huntingdon and Eawdon. Bearing northerly again, 
 we enter the Township of Marmora in the 7th Concession, and 
 cross the Crow Hiver in the northern part of Lot No. 4 in the 
 4th Concession. Possibly this crossing may be improved, but 
 it is not very iormidable. At the time of examination the 
 water was so over the bottom that the stream was very im- 
 perfectly defined, but does not exceed 150 feet in width. 
 
 Continuing on Lot 4 we pass to the western boundary of 
 Marmora, entering Bolmont in the same lot in the 1st Con- 
 cession. 
 
 A line can be found through Belmont, either by continuing 
 in Lot No. 4, which presents no engineering difficulties, as the 
 country is comparatively level, or by turning to the north, 
 after rounding the point of Boyd's Hill west of Crow Eiver, 
 pass close to the present ore bed of the Marmora Iron Works, 
 in Lot No. 7, and continue on this lot to the western boundary 
 of the township I am at present in favor of the southern 
 route as being more direct. 
 
 Entering the Township of Asphodel in Lot No. 19, we 
 have a direct line to tbo Village of Norwood, in Lot No. 18, 
 between the 8th and 9th Concession, Crossing the Ouse at 
 this point, we pass through a gap in a gravel ridge lying on 
 the western bank of the stream, and running for several miles 
 to the north-east and south-west of our line. This gap affords 
 a favorable point for getting through the ridge, the only ob- 
 jection being an approach through the mill-pond, and over 
 which we are obliged to jiass to reach it. It is almost 400 feet 
 in width, and from 6 to 8 feet in depth, and will require an 
 
•if ' '■ 
 
 
 r ( 
 
 12 
 
 embankment with the necessaiy watei'way to overcome it. 
 From Norwood to Peterborough we have a very direct line, 
 keeping a little south of the town line between the Townships 
 of Dummer and Douro on the north, and Asphodel and Otona- 
 bee on the south. 
 
 In approaching Peterborough we have some difficult 
 country to contend with for about four or five miles to the east 
 of the town. My examination was confined to the northern 
 line, crossing at the toTn line. At best it will be an expensive 
 one, and is the first formidable bridge encountered on the 
 route. As near as I couid judge some 500 or 600 feet of 
 bridging will be necessary, and at a considerable elevation 
 above the bed of the stream. By running slightly north into 
 the Township of Smith, to follow the valley of Dixon's Creek, 
 we avoid passing through the most valuable portion of the 
 City property, ^and following the valley of the creek, pass 
 through the north-west corner of the Township of Monaghan, 
 ;ind through the 14th Concession of the Township of Cavan to 
 Mount Pleasant. 
 
 Continuing in the valley of the creek, we reach the head 
 waters in about Lot 5 in the 13th Concession. The ground at 
 this point becomes broken and irregular, but not difficult to 
 cross ; after which another depression or gully is struck, which 
 carries us to the western boundary of the Township of Cavan, 
 crossing the Port Hope and Lindsay Eailway a little south of 
 Lytle's Crossing, in Lot No. 24 in the 11th Concession of 
 Manvers, continuing in a westerly direction through the 
 centre of the 11th Concession, cross into the 12th Concession 
 just wes*; of the Village of Fleetwood, and continue in the 
 southern oortion of this concession as far as Lot No. 12. 
 
 A raOi'e rortherl}'^ line, crossing into the 12th Concession 
 immediately west of Lytle's Crossing, and joining the line 
 just described in Lot No. 18 in the 12th Concession, can be 
 had ; but it is not as direct, and slightly longer. 
 
 At Lot No. 12 in the 12th Concession, it is found neces- 
 sary to bear rapidly to the south to effect a crossing of the 
 very wide and deep valley of Pigeon Creek, taking the valley 
 
 <iilK«>«snMMi 
 
13 
 
 in a diagonal direcition, and crossing the creek in Lot No. 8 in 
 the 10th Concession. In rising the western bank we avail 
 ourselves of a gully formed by a western tributary, which 
 carries us in a south-westerly direction to the western boun- 
 dary of Manvers, and into Cartwright in the rear of Lot No. 
 24 in the 7th Concession, passing into the 6th Concession in 
 Lot No. 23. south of Montgomery's house, through a depres- 
 sion which extends across the ridge into the next valley, which 
 we cross at the most favorable point near Loucks' old mill. 
 
 Another valley is crossed a little east of the Village of 
 Williamsburgh or Cartwright. When paassing to the south 
 of the village, we bear in a vsouth-westerly direction through 
 the 4th, 3rd, 2nd, and Ist Concessions "of Cartwright, crossing 
 the summit between Lakes Scugog and Ontario on the boun- 
 dary between Cartwright and Darlington, near the line be- 
 tween Lots Nos. 3 and 4. 
 
 Our line from the Village of Williamsburgh to the sum- 
 mit follows the Valley of a small creek heading in Lot No. 6, 
 in the 2nd Concession, after which we are obliged to rise 
 rapidly to enable us to cross tho summit. Between the head 
 waters of the creek and our point of crossing the summit, the 
 ground is broken by a series of ridges and valleys ; these may 
 be made useful and may prove necessary in enabling us to 
 gain the necessary distance to rise the summit. 
 
 Our point of crossing was the most favorable one 1 could 
 find, and is considerably lower than the general crest of the 
 dividing ridge. 
 
 The country throughout the Townships of Cavan, Manvers 
 . and Cartwright, is broken and ditficult to a degree, and the 
 ^work at best necessarily heavy, and both time and skill will bo 
 'I requisite to determine the Line. As described, it is the most 
 § feasible one I think likely to be obtained. 
 { Another Line, further to the North from our crossing of 
 a the Port Hope and Lindsay Eailway, through Manvers and 
 ' Cartwright, might be found with easier gi-ades, but the distance 
 would be considerably increased, and would only be recom 
 "monded in case an instrumental survey of the Southern Line 
 _ should develope greater difficulties than I anticipate. 
 
"!!' 
 
 
 u 
 
 "i 
 
 i't 
 
 The elevation of our point of crossing the summit would 
 bo about the same as that crossed by the Whitby and Port 
 Perry Eond, which is five hundred and fifty feet above the 
 level of Lake Ontario. The Southern slope, or Ontario face of 
 the water-shed, ; onsists in a series of level [)lateaux or ter- 
 races, varying in width, and descending in steps of comparative 
 regularity, to the level of the Lake, while the crest of the divi- 
 ding ridge is of a very broken and uneven character. The for- 
 mation of the Southern face enables us to drop down Very 
 gradually from our extreme elevation on the ridge. 
 
 After crossing the dividing ridge we pass through the 
 North- West corner of the Township of Darlington, and enter 
 Whitby about the certre of the 9th Concession, passing through 
 the Villo.go :n Raglan into the 8th Concession, and a little 
 South of the Village of Ash burn continue in the same Conces- 
 sio!) to the Western boundary of Whitby ; entering Pickering 
 in the same Concession, we gradually bear South into the Val- 
 ley of the West branch of Duffin's Creek, crossing below the 
 forks in Lot 12 in the 7th Concession. The direction of the 
 Creek favoring us, we bear to the South across the 6th Conces- 
 sion, rifling the Western bank East of the Village of Brougham, 
 and turning to the West pass South of the Village in the 5th 
 Concession of Pickering. Prom this point, to the crossing of 
 the West branch of Duffin's Creek, at Whitevale or Major, in 
 Lot No. 32, in the 5th Concession, the land is of a slightly roll- 
 ing character, and no difficulties are met with. Crossing the 
 Creek a little North of the Saw Mill, at a fair point, for our 
 purpose, we pass over an even stretch of ground to the Western 
 boundary of Pickering. 
 
 Passing into the Southern portion of the Township of 
 Markham, we cross a small stream and gully in the 10th Con- 
 cession. Between this point and the crossing of the River 
 Rouge, ii the 8th Concession, the land is very level, and apart 
 from the unavoidable work incurred in crossing the hee.vy 
 gullies at the ditferent streams, the work will be light. 
 
 These streams, crossing as they do our Line, at nearly 
 right angles, there is no recourse but to cross them, and the 
 only thing is to secure the most favorable point for that purpose. 
 
 iL 
 
 iHp 
 
15 
 
 nit would 
 and Port 
 ibove the 
 io face of 
 X or ter- 
 nparativo 
 ' the divi- 
 The for- 
 own Very 
 
 •ough the 
 md enter 
 5 through 
 id a little 
 e Conces- 
 Pickering 
 ) the Val- 
 3elow the 
 on of the 
 :h Conces- 
 irougham, 
 n the 5th 
 •ossing of 
 Major, in 
 I'htly roll- 
 >ssing the 
 it, for our 
 ) Wesstern 
 
 rnship of 
 10th Con- 
 the River 
 and apart 
 he her.vy 
 
 t. 
 
 at nearly 
 , and the 
 b purpose. 
 
 The country between the strcamn is either of a very even, or 
 blightly rolling character, so that the work incurre'l in crossing 
 the gullies is compensated tor by long stretches of very favor- 
 able country. 
 
 Ai'ler crossing the Rouge between the Villages of Mark- 
 ham and Sparta, we pass to the South- West through the Town- 
 ship of Scarboro, and no gully or obstruction occurs until 
 crossing the East branch of the Don, in the Township of York. 
 By bearing more directly to the South on entering the Town- 
 ship of Scarboro, we can pass to the West of the East branch, 
 enter Toronto parallel with the Grand Trunk. This Line would 
 also run for some distance parallel and close to the Toronto and 
 Ni pissing Railway, and would slightly lengthen the line. 
 
 The difficulty of finding a proper entrance into Toronto, 
 when confined to a point already crowded with the different 
 tracks, can be easil}'' understood. The Esplanade, at present 
 occui)ied by the Grand Trunk and Nipissing Railways, unless 
 widened, will hardly admit of another line. 
 
 An entrance on Palace Street woul,d be most favorable for 
 our purpose. If the permission of the City could be obtained 
 there will be no trouble either in securing an eastern entrance, 
 or in connecting with the Western lines. 
 
 In the event of any trouble arising in securing this point 
 
 for our eastern entrance, an examination was made with a 
 
 vicM'^ to securing a terminus in the western part of the City, 
 
 which resulted in my abandoning the idea of coming in from 
 
 that quarter, as the valley of the Don and its branches in the 
 
 ';^ neighbourhood of Thornhill are to all intents and p"rposes 
 
 limpracticable. And the best route I could fand, wher^ iJl are 
 
 'difficult, was by crossing the Don north of St. James's Cemetery, 
 
 ^:and utilizing the gully passing in rear of Yorkville, follow it to 
 
 lits upper extremity, when, bearing to the south-west, pass 
 
 through the unoccupied lots in the rear of the western part of 
 
 |the City, and striking the small gully running south past Trin- 
 
 'ity College and Wallis's Brewery to the Lake, we obtain a 
 
 favorable junction with the Great Western and other lines. 
 
Pj 
 
 I 
 
 '- 1 
 
 ■ H 
 
 u 
 
 16 
 
 Tho crossing of the Don on the southern Lino would be u 
 very much easier matter than on the one just described i*un- 
 ning to the west of tho City, but the grades would be heavier, 
 as we would have the same summit to surmount as tho present 
 roads running east. 
 
 Should the western entrance at any time become neces- 
 sary, I think the route I have mentioned will be tho best for 
 the purpose. Our crossing of the Don will necessitate a 
 viaduct, as the valley is a very formidable one. 
 
 The general topography of the country passed over between 
 the Cities of Ottawa and Toronto has been generally described 
 in the foregoing Report, and will be found, lor the greater part 
 of the route to be of a rough and broken character, but from 
 the direction of our Lino corresponding with the trend of the 
 valleys, a very favorable route is secured through the greater 
 portion of the distance. 
 
 The first portion of our Line from Carleton Place to the 
 Western boundary of the County of Lanark, though rough and 
 broken in places, is generally favorable for our purpose, and a 
 couKiderable area under cultivation ; bat the portion traversed 
 is mostly bush land. 
 
 The country through the Townships of Oso, Olden, Kenne- 
 bec, Kalador, and Klzevir is comparatively unsettled, as only 
 a small proportion of the land is tit tor cultivation. Our Line 
 through these Townships is south of the granite formation, and 
 although isolated patches of it are found in the neighbourhood 
 the rock encountered is crystalline limestone. 
 
 From the Township of Madoc to Peterboro' a large portion 
 of the land is under cultivation, and the remainder contains 
 large portions of hard-wood. From Peterboro, through the 
 Township of '^SLvan, Manvers and Cartwright, the country, 
 although of a \ gry rough description, is under a good state of 
 cultivation, — and the land good, with about equal proportion 
 of hard- wood bush. 
 
 After crossing the summit, the land through the Townships 
 of Whitby, Pickering, Markham, Scarboro and York is of the 
 finest description, and under a very high state of cultivation, — 
 
 foi 
 th 
 
 ^■-.^^ 
 
 ■ M ' M> i m iw mv"W ! »J''. ' - 
 
17 
 
 'i 
 
 Q would be a 
 scribed run- 
 1 be heavier, 
 8 the present 
 
 come neces- 
 the best for 
 lecossitate a 
 
 >ver between 
 \y described 
 greater part 
 »r, but from 
 ;rend of the 
 the greater 
 
 Place to the 
 h rough and 
 •pose, and a 
 m traversed 
 
 ien, Kenne- 
 ed, as only 
 Our Line 
 nation, and 
 jhbourhood 
 
 rge portion 
 er contains 
 1 rough the 
 e country, 
 )d state of 
 proportion || 
 
 Townships 
 is of the 
 tivation, — 
 
 m 
 
 forming one of the most productive Agricultural Districts ot 
 the Province. 
 
 The entire distance from Ottawa to Toronto by the Line, 
 as examined, will not exceed 225 miles, and may possibly be 
 slightly reduced. Of this, from 100 to 120 miles will be through 
 bush land, — as oven through the cultivated portions, the 
 depressions and valleys followed an* heavily wooded, and from 
 which material for Ties, Fencing and Telegi-aph Poles can be 
 obtained in any quantities. 
 
 As to the probable Traffic to be derived from the different 
 Stations, I could not obtain very reliable information in passing 
 80 rapidly. Circulars, however, have been prepared, and sent 
 by Mr. Hubertus to the different points, for this purpose. It 
 is hardly necessary, however, to go into detail, as the char- 
 acter of the Country is such as to warrant no jnly a large 
 Local but a heavy Through-Traffic ; — even the most uninviting 
 portions of the Line have valuable Minerals and Quarries. 
 — unworked — from the difficulties and expense of Transporta- 
 tion, — and those in operation are only half developed from the 
 same cause. 
 
 From all the information I could attain, und from my 
 knowledge of the Country, I feel confident that a few years 
 will develop a Traffic on your Road that will tax your abilities 
 to meet, — and before many years, necessitate a Double Track. 
 
 If not premature in my suggestion, I would recommend 
 that with the small proportion of Bridging incurred on your 
 Line, that Iron Bridges be adopted. The first-cost would be 
 more than equalized by their durability. 
 
 I have great pleasure in stating that your entire Line is 
 one that can be easily built. Most of the material will be found 
 convenient to the point required, and facilities in the shape of 
 public Roads, running into, and close to the Work, at almost 
 any point on the Line, is a fact of consequence to Contractors, 
 in enabling them to get in Supplies, — and will also facilitate 
 the Survey. 
 
 In conclusion, I beg to tender my thanks to Mr. Hubertus, 
 who not only accompanied me the entire distance, but to whose 
 
w 
 
 18 
 
 energy and foresight in collecting such a large amount of 
 valuable data in connection with the proposed Route, I am 
 deeply indebted, — enabling me, by this means, to make an 
 exploration in a fevsr weeks, that, without the previous know- 
 ledge he had obtained, might have taken months, — and at a 
 season of the year when every day was of the greatest conse- 
 quence. 
 
 Since commencing my Eeport, I received Orders to make 
 an examination of an independent Line, from Ottawa via Rich- 
 mond and Perth, connecting with the original Line at the most 
 favorable point West of latter place. I beg to append the 
 result of my Explorations of that Route. 
 
 In connection with the foregoing Keport, and in compli- 
 ance with Orders received for an Examination from Ottawa by 
 Richmond and Perth, Westward, I beg to submit the result of 
 my exploratory Survey of that portion of the proposed line: — 
 
 Prom a personal knowledge of the Country between Ottawa 
 and Perth, I knovv that no difficulty existed in finding a very 
 level route to that place. 
 
 The tirst point, therefore, was to establish at what place 
 West of Perth we could effect a junction with our Northern 
 Line, and in a direction to make as little additional distance as 
 possible. This I have succeeded in doing, and in finding a very 
 satisfactory and easy Route. 
 
 Starting our Line in the rear of the 2nd Concession of 
 Drummond, immediately North of the Town of Perth, and bear- 
 ing in a We«sterly direction across into Bathurst, a little South 
 of the Toll (rate, into the 2nd Concession, and into the 3rd 
 Concession between Lots 26 and 27; — after crossing this Con- 
 cession, diagonally, enter the 4th Concession, between Lots 17 
 and 18; and by following the Valley of Rudsdale Creek, run 
 in a very direct line, crossing the 4:th, 5th and a portion of the 
 6th Concesion; oi tering the Township of South Sherbrooke in 
 the same Concessioa, pass into the 7th Concession between Lots 
 Nos. 19 and 20, and skirting the South shore of McG-owan's 
 
 'ii' 
 j^j i 
 
19 
 
 )unt of 
 I am 
 
 lako an 
 3 know- 
 md at a 
 conso- 
 
 o make 
 la Rich- 
 ie most 
 nd the 
 
 compli- 
 awa by 
 •esult of 
 line: — 
 
 Ottawa 
 ; a veiy 
 
 it place 
 orthern 
 tance as 
 f a very 
 
 ision of 
 nd bear- 
 3 South 
 bhe 3rd 
 is Oon- 
 Lots 17 
 sk, run 
 n of the 
 ooke in 
 len Lots 
 'owan's 
 
 Lako, reach a swamp, extending without interruption to Lot 
 No. 12 — raising at this point a small hill and pasHing through 
 Clarke's Lot, cross the Fall River, West of the Village of 
 Maberloy, on the Lino between Lots Nos. 11 anc 12, near the 
 9th Concession. The lliver here is quite narrow, not exceeding 
 30 feet in width, with firm rocky bed and baidcs, and quite 
 shallow. After crossing Fall Eiver, we follow the Valley of 
 the outlet of Silver Lake, and skirting the Northern shore of 
 the Lake, pass into a Cedar Swamp at the Western l)()undary of 
 South Sherbrooko, which gives us easy access to our Northern 
 Line in the 11th Concession, which we join in the Eastern por- 
 tion of Oso; or, instead of joining at this point, continue along 
 the North shore of Silver Lake to its Western extremity, join 
 our Line on Lot No. 20, near the Line between the 2nd an<l 3rd 
 Concessions of Oso. 
 
 The character of the route above described is one most 
 favorable for location, involving but light work, and in those 
 places where the heaviest cuts occur in Lots 7 and 8, in the 6th 
 Concession of Bathurst, the material is sand and easily moved. 
 
 The approach to Full liiver, will necessitate a little work, 
 but nothing serious, and the grading round the North Shore of 
 Silver Lake will be light. 
 
 in addition to this route, I examined another, leaving 
 Perth, and passing in a North- Westerly direction, through 
 Harper's Corners, and crossing Bonnet's Lake at the Narrows, 
 wiiich would require about two spans of 150 feet each. No diffi- 
 culty exists in joining our original Line in Lots 9 or 10 of the 
 11th Concession. 
 
 The great objection to this Line, apart from the crossing 
 of Bonnet's Lake, would be the angle made at Perth, not only 
 lengthening the Line, but without any corresponding advan- 
 tage; the other is therefore recommended. 
 
 Having found a satisfactory Line to the West, my next 
 examination commenced, at Perth, and runs Eastward to the 
 City of Ottawa. 
 
 Starting from the same point North of the Town of Perth, 
 we bear in an Easterly direction, passing into the 3rd Conces- 
 
30 
 
 sion of Drumraond in Lot 7, and passing through the remainder 
 of the Township in that Concession, cross the liead waters of 
 Mud Creek through un almost level swamp of cedar, ash and 
 taraarac, and leave the Township of Drummond in the rear of 
 the 3rd Concession. Enteiing Beckwith at a corresponding 
 point in the same Concession, we cross the line of the Brock- 
 ville and Ottawa Kailway, a little North of the Franktown Sta- 
 tion, and passing North of the Village, enter the 4th Concession 
 near the Line between Lots 11 and 12. Continuing in this 
 Concession, pass North of the Village of Prospect, leaving the 
 Township of Beckwith near the centre of the 4th Concession, 
 and entering the County of Carleton, and Township of Goul- 
 bourn in the front of the 4th Concession Line. By a reference 
 to the Map, the Line above described will be found an almost 
 perfectly straight line between the Village of Richmond and 
 the Town of Perth, a distance of nearly 30 miles. 
 
 As to the character of the Line, it is as nearly level as it 
 is possible ibr a route to be. The streams crossed are compar- 
 atively insignificant, and a more favorable country for a Line of 
 Eailway it would be difficult to find. 
 
 In point of damages, although a large portion of the 
 country traversed is under a high state of cultivation, the 
 natural depressions followed are generally wooded, and the land 
 can be easily obtained ; and in many portions, even where well 
 cultivated, I have been assured many free grants will be given. 
 
 From Eichmond to Ottawa, no engineering difficulties 
 exist — the only trouble encountered is the entrance to the City 
 of Ottawa. To decide the best point for this purpose a more 
 thorough examination will be required, and I would state that 
 by making a common point at Lot No. 32, in the 1st Concession 
 of Nepean there will be no trouble in connecting with the Line 
 Westward. The Line as traced by me, crosses the Line between 
 tht Ottawa and Eideau Fronts, in Lot No. 27, and following 
 the Valley of a small Creek comes out on the Line of the Canada 
 Central, about a mile West of the City. 
 
 Li case an independent Line is determined upon, none 
 more ihvorable can be found than the one described. The dif- 
 ference in distance to the common point of junction in the 
 
81 
 
 Township of 0*^o, some fiO miles, is one mile in favor of the 
 Northern route, but the easy nature of the Country on the 
 Southern Route would raoro than compensate for its increa«iod 
 length. 
 
 1 believe this embraces all that is necessary for the present 
 purpose of this Report. It has already oxcoedofi what I at tirst 
 intended. My description of the Line of route has been more 
 minute than is usual in Reports of 1'\0 kind, but will bo I'ound, 
 when used in connection with the (Jounty Maps, to be very 
 useful, and to include nearly all the instruction necessary to 
 the Engineer in charge of your surveys, and if circulated along 
 the Line of Route will be read by persons well ac(iuaintei with 
 the country, and the fact of the description agreeing with their 
 own knowledge A the most practicable route, will give the 
 Line a character, and confidence will bo felt in the project. 
 
 To accompany this Report a Map on a Scale of S miles to 
 the inch, — with our Lino and connections shown, — has been 
 prepared by Copp, Clark & Co., of Toronto. 
 
 In addition to this, since returning to Ottawa, I have had 
 a Map, on a larger Scale, prepared by Mr. Frank Baker, C.E., 
 shewing accurately the position of our Line. 
 
 The County Maps, used in the Examination, are .herewith 
 .returned. The Lines examined will be found laid down on 
 them and will be of great use to your Engineer. 
 
 I have honor to be, Gentlemen, 
 
 Your obd't Servant, 
 
 GEORGB A. ICEEFER, 
 
 Civil Engineer.