IMAGE EVALUATION TEST TARGET (MT-3) 1.0 i 1^ I.I 1.25 1^ I4S IM 111125 13.2 lit IE 120 1.8 iA 11.6 7 <^ /. '>^ O % / /A Photographic Corporation 23 WEST MAIN STREET WEBSTER, NY, I4S00 (716) 87^-4503 CIHM/ICMH Microfiche Series. CIHM/ICMH Collection de microfiches. Canadian tr itute for Historical IVIicroreproductions / Institut Canadian de microreproductions historiques Technical and Bibliographic Notas/Notas tachniquas at bibliog^'aphiquas The Institute has attempted to obtain the best original copy available for filming. Features of this copy which may be bibliographically unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. r-yf Coloured covers/ I'^l Couverture da couleur □ Covers damaged/ Couverture endommagie □ Covers restored and/or laminated/ Couverture restaur^ et/ou pelSiculAe □ Cover title missing/ Le titre de couverture manque I — I Coloured maps/ Cartes giographiques en coulaur □ Coloured ink (i.e. other than blue or black)/ Encre de couleur (i.e. autre que blaue ou noire) D D n n D Coloured plates and/or illustrations/ Planches at/ou illustrations en couleur Bound with other material/ Relii avac d'autres documants Tight binding may causa shadows or distoitfon along interior margin/ La re liure serrie paut causer de I'ombre ou de la distorsion le long de la marge intiriaure Blank leaves added during restoration may apiear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajouties lors d'une restauration apparaissent dans la texta. mais, lorsque cela itait possible, cas pages n'ont pas 6ti filmies. Additional comments:/ Commentaires suppldmantaires.- L'lnstitut a microfilmi^ la meilleur exemplaire qu'il lui a dti possible de se procurer. Las details de cet exemplaire qui sont peut-etre uniques du point de vue bibliographique, q^i peuvent modifier une image reproduite, ou qui peuvent exiger una modification dans la mithoda normale de filmage sont indiquis ci-dessous. tc □ Coloured pages/ Pages de couleur r~~l Pages damaged/ D Pages endommagias Pages restored and/or laminated/ Pages restauries et/ou pelliculdes r~p^PagB9 discoloured, stained or foxed/ Lkll Pages ddcolories, tacheties ou piqu^es I I Pages detached/ Pages ditach^es 0I Showthrough/ Transparence □ Quality of print varies/ Qualiti indgala de I'impression nn Includes supplementary material/ T P o fi G b tl s a fl s n Comprend du matiriel supplementaira Only edition available/ Seule Edition disponible Pages wholly or partially obscured by errata slips, tissues, etc.. have been refilmed to ensure the best pobsible image/ Lee pages totalement ou partieilement obscurcies par un feuillet d'errata, une pelure, etc., ont M fiimies A nouveau de fa^on d obtanir la meilleure image possible. T s T y d e b ri n n This item is filmed at the reduction ratio checked below/ Ce document est filmd au taux de rMuction indiquA ci-dessous. 10X 14X 18X 22X 26X 30X y 'iSX 00 V 1*5 V Th« copy flim«d hers has bean reproducsd thanks to tha ganarosity of: Archives of Ontario Toronto Tha imagas appaaring hara ara tha bast quality possibia considaring tha condition and lag biiity of tha original copy and in Itaaping with tha filming contract spacifications- Original copiaa in printad papar covars ara filmad baginning with tha front covar and anding on tha last paga with a printad or illuatratad impraa- sion, or tha back covar whan appropriata. All othar original copiaa ara filmad baginning on tha first paga with a printad or iilustrstad impras- aion. and anding on tha laat paga with a printad or illuatratad impraaaion. Tha laat racordad frama on aach microfichci shall contain tha symbol —^(moaning "CON- TINUED"), or tha symbol Timaaning 'ENO"> whichavar appliaa. l\Mapa, platas. charts, ate. may ba filmad at diffarant raduction ratioa. Thoaa too larga to ba antiraly includad in ona axposura ara filmad baginning in tha uppar laft hand comar. laft to right and top to bonom. as many framaa aa raquirad. Tha following diagrama illustrata tha mathod: 1 2 3 L'examplaira filmi fut raproduit grica k la g^nirositi da: Archives of Ontario Toronto Laa imagas suivantas ont 6tA raproduites avec la plus grand soin, compta tanu da la condition at da la nattati da I'axempiaira filmA, at an conformity avcc las conditions du contrat da filmaga. Laa axampiairaa originaux dont la couvartura an papiar sat imprimte sont film^s an commanpant par la pramiar plat at an tarminant soit par la darniira paga qui comporta una amprainta d'imprassion ou d'illustratiok^, soit par fa sacond plat, salon la caa. Tous las autras exampiairsa originaux sont fiim^s an commanpant par la pramiAra paga qui comporta una amprainta d'imprassion ou d'illustration at en tarminant par la darniira paga qui comporta una talla amprainta. Un daa symbolaa sur'vants apparaftra sur la damiira imaga da chaqua microficha, salon la caa: la symbola -«- signifia "A SUIVRE '. la symbola V signifia "FIN". Laa cartaa. planchas. tableaux, ate, pauvant itra fiimte it daa taux da rMuction diffironts. Loraqua la document eat trop grand pour itre raproduit en un saul cliche, il oat filmA A partir da I'angia supiriaur gaucha. da gauche ^ droita. at da haut an baa. en prenant le nombre d'Imagas ni ssaira. Laa dicgrammas suivants illuatrant la m^thoda. 1 2 3 4 5 6 r Mliillf 'itil ^Tiiln m r?fc*f !\ ■.i*.i ■ .-«•»' - .%,» J >.. A «■'

John Lynch, Reeve of Chingnncousy. Hon. J. H. Cameron, Toronto. A. M. Clark, Esq., " Geor&b Duggan, Jr. Esq. " John Fiskin, Esq., " Wm. Gooderham, Esq. " G. J. Grange, Esq., Gnelph. William C. Gwynne, Esq-, Toronto. George Herrick, Esq. John Hutchison, Esq. Lewis Moffatt, Esq. E. F. Whittemore, Esq. Frederick Widder, Esq. « « Sectctats a^"" Cteasuret. Samuel Thompson, Esq. €|)lef ISnfltneeT. Walter Shanly, Esq. Solfcltot. John W. Gwynne, Esq., Q. C. Ban&eYS. The Bank ov Upper Canada, 7 -i REPORT. Engineer Department, T. and G. Railway, Toronto, 21st May, 1862. To John G. Bowes, Esq., President Toronto and Guelph Railway Company. Sib,— The preliminary Surveys to determine the most eligible route for the proposed connexion of Guelph with Toronto, by Railway, which were committed to my charge by two resolutions of the late Provisional Committee, dated respectively 24th January, and 17th March last; being now brought to a close, I have the honor to submit the foUowmg report upon the results of those surveys, and the conclusions they induce me to form as to the selection of the Ime, which I deem it for the best interests of the Company to recommend. The reports of progress submitted from time to time to the Provisional Committee, related entirely to one route ; that which I have designated below as the « Central" one, passing through North Toronto Township and Esquesing, by George, town and Acton. In order now to lay clearly before you the whole of the proceedings, I will, with your permission, review stepby step, all that has been done since the commencement of operations, toward* obtaining what I conceived to be of the highest importance to the success of your project, namely,-K> thorough a knowledge of the topography of the region of country lying between the terminations of the proposed road, t» f 6 o 1 1 .0 ro„(„ „, Ik, „,l„,,„„i, ,!„„ „ ,„„| „„^ ^„j combinine r.conomy ot construction n the Dro^nnt vuitu ,u probaMe „,„„„„, „f c„„„„„o., u'SL ^'iH^kC"" ' tho woi-k l>ii> ,lr,j . , ^."""""'c lor the iniinogcment of .0 the course If • ""^'? ""^ '''•■''"""' """■•"<^"ona as Je„ rr , •""■"""" "' '"•• I""-""'"'' ""■" 8r.I January, •ng, ami on J3iJ January loportoj lo llie Dounl ih.i .],. fnhln 1 r '^'tuatec, (being a continuation of the loftv attained. ''"""'""o Heights,") could most easily be -y aitogeti^r !::f;:Z:^t::^^^, - authorized to carry out my views. Doforo organizing an Engineering stuff, I deemed it advisable to devote some fur- ther time to exploring the opposing barrier referred to ; which object having engaged my personal attention until the niiddlo of February, I came to the conclusion, as stated in my reiwrt of 15th March, that within the widest lateral range which I felt at liberty to assume for th' location of your road, stretching from the Centre line of Trafalgar Township, on the South, to the Esquesing and Erin lino, on the North, there exist but two routes whereby the summit of the table land can be reached by Railway, within the bounds of any possible outlay that you might bu prepared or willing to incur. The Committee having declined to fix, for my guidance, any intermediate localities to which the road was to bu carried, I proceeded to select the best route, in an Engineering view, by taking measures to establish a just comparison between their topographical characteristics : and which could only be arrived at by careful and searching instrumental cxamina- tions ; because in bo ti the passes referred to, the features of the Mountain front, elsewhere uniform and unbroken, are there so shattered and distorted by a long series of GeologU ca! changes, as to baffle the most practised eye to discover, that in point of cost, either route would have ,iny decided ad- vantage over the other ; though at the same time there might exist such differences between them, in the outward confor- mation of the ground, discoverable only by the spirit-level, as would largely affect the estimate of " Grading." I ac- cordingly organized two exploring parties, instructing one, commencing at Milton, in Trafalgar, to run through the val- ley of the Sixteen Mile Creek, until the summit of the heights was reached, and so on to Guelph : the other, commencing at George Town, in Esquesing, to follow the Valley of the West Credit River, and extend their explorations also to Guelph. Those two streams, or their valleys, presenting the only "breaks" in the face of the precipice, through which a 1} 8 direct rail communication between Toronto and Gaelph,'e«n in my judgment ever be effected. Operations had only just been commenced, when I Wtts instructed to the effect, that it was deemed inexpedient then to survey more than one route— and that the Nortirerly onfr, \ih Georgetown and the West Credit vaHey : I at ohce therefore altered my arrangements, by withdrawing the party from the Southern exploration, and sending it to the aid of that engaged in the J^orthern pass, where the very great and almost unpre- oedented ti^./^ ^,5 the snow, would in any case have demand, ed an augm ation of the force at first employed. The actual surveys were noi commenced until the 18th February. On the 15th March, I reported the existence of a practicable, but costly, route from Georgetown to Guelph, taking in Acton. The practicability of the ascent being thus established, I was empowered to produce the Surveys from Georgetown, Eastward, to such point on the Main Credit River as I might find best adapted for conveniently crossing the otream and valley, and thence to seek tiie most direct practicable route to Toronto. After a careful personal reconnoissance of the country from Georgetown to the Humber, I directed my assistant to guide the Surveys toSilverthorn's Mills, (Meadowvale,) in the Township of North Toronto ; at which place the banks of the Credit are less bold, and the facilities fof bridging better, than at any of the many points examined higher up the stream! From Silverthorne's, the line was continued in a direct course to Fisher's Mills, on the Humber, and thence to Toronto, entering the City near the Toll-gate on Queen Street, and terminating at the Queen's Wharf On the 29th March, I submitted the result of this " iritii line," showing that upon that course there exists a feasibW route, presenting no difficulties that need deter the citizen^ of Toronto, and other Shareholders, from prosecuting an enter- ^;Wi prize in which they had already embarked with so much spirit. The " trial" Surveys so far made, were sufficiently search- ing, supposing the route to which they referred to be uncon- ditionally adopted, to admit of the next important step being taken, namely,— the final » locating" of the road preparatory to its being declared open for competition to contractors. As is usual in all such cases, however, considerable diver- sity of opinion existed, out of doors, giving rise to much Newspaper discussion, as to whether the one line examined was certainly " the best one," or whether the interests of the Company would not be better consulted, by ascertaining from actual survey, the comparative merits of certain other mooted routes. Accordingly, on the 3rd April, I received a copy of a resol- ution, passed at the first session of the present Board of Di- rectors, instructing me to survey a line " from Georgetown through Brampton to Toronto," or " any other line" that I might " deem (/^.visable for the interests of the Company." The responsibility of deciding on tlie route thus in a great .leasure devolving upon me, I pursued the course usually taken by Engineers undrr similar circumstances, namely,— that of provi'ding myself w'^h facts wherewith to sustain whichever route it might become my duty to advocate. Such facts could only be gathered from instrumental ex- aminations, and I accordingly exercised the power vested in me, by carrying out what I had designed in the outset of operations : Surveying each route under discussiofr, namely,— the Southern one, through the still untried valley of the Sixteen; and, below the Mountain, two others, North of the central one already run : the one passing through Brampton, the other through Brampton and Weston ; being desirous, m arbi- trating between the rival locations, of placing them before you in their true merits and in all their bearings. Thii course was, I feel assured, the best for the interests 10 7 upon „ ™„,e:whorrr;„ti':t '■■'"'■ '"''"'• character, as in the cas„ before ,! T "" ""P""'"" surveying the country is 1 neyl f "°f f "'"°"SWy was also the course certain toT J'"''"'™'*'^' '""I 0"t. I, •ory to the Board, as "irh""?""^ ""' ^"'■^•■^'=- araongst " those wil,out"whh "J ™'^' ""' •='"""" Poimed individual intctts 1^^,' e "r ""'""''" """ '"^'"'- oovcted pri.e has to be adjud^ ZJZ to" '°' '^''"^ " many competitors. unuivjded to some one of co^t raTatreSnK""^ -■"•° ^ "="' » last four month, seemed toCf Proceedings of the "^fore you a sicker f^rh of' I^'r' "' '"' ""^ '"^ »">iol. for perspicuity I desfefate asfollf r:!!^^"'™"' -" Route. °' Meadowvalc and Georgetown" 4.h ■ The' "w "''"""'' ^'""P'^-Kouto. 41h, The "Weston and Brampton" Route .'™ of L i^st na;:,:itsS:r;:;.*7;r^ r '■ ber IS common to them all th-T River Hum- Etobicoke, . little l^^lSi^J^l^ir "-'l ''"• ' ^' the stream i* 750 feet wide and ih ' ' '^' "'^"^^ ^^ " Grade Line" of the ^V he Ttl^C^ 'T '^^°^ ''' any point within the Citv tLlT '^^ ^"^'^'> «^ *« oulties .0 stand in ^.^Z^ r^Z^r '^ "<«-'^ ^»- poilX '^iTiSifr:^ '■'"' "' «--- •" "■» close by and Sou ^ of hf Vm*7 if"'"'^, "'°^-*'' ------- ---™"C:s'.;;^i:;:: 11 in Trafalgar, at wliiclj point, where we are 412 feet above the Lake, cominenco the diiriculties of scaling the Heights. Leaving the Village of Milton close on the right, and passing a short'Ilistanco in rear of " Peru Mills," the line follows the general direction of the Valley, having to cross the Sixteen Mile Creek twice within a distance of one mile, and at a least elevation of 30 feet above its waters. On reaching the " Third Line" of Nassagaweya, we are clear of the valley and on comparatively even ground, but still ascending. In the first Concession of that Township, we reach the summh of the Table land, 920 feet above the Lake, being just 10 miles from the foot of the ascent at Milton, having in that distance risen 508 feet. The Township of Puslinch is entered on Lot 18, and on the front of ihe tentii Concession, an abrupt rocky ridge, at right angles to the line, has to be crossed, the width of which may be taken at 4000 feet, and its elevation above the Lake 1011 feet ; thence we have a direct route, nearly due West, totheGuelph boundary, enter that Township at the angle of the dividing line between Blocks C and G, and continuing on same course to the Town of Guelph, cross the Speed a little North of the Dundas Bridge, having altogether shunned the Eramosa Creek, which upon every other route surveyed, involves a crossing of no trifling magnitude. The Central route is straight from the Humber to the Es- quesing line, the Credit River being crossed, very favorably, at Silvevthorn's Mills, in the third Concession ot North To- ronto. From the Toronto and Esquesing line to Georgetown, the course is perfectly straight, crossing the West Credit Stream, in the tenth Concession of the last named Township, and leaving Nerval Village U mile to the North. At Georgetown, which stands 635 feet above the Lake, the ascent of the mountain on this route may be said to com- mence, as it does at Milton on the other. Leaving George- town, the line has u direction about S.70« W., passes Clendm. 12 an's Mills in the sixth anri r oession, ,„d «, „„ ,^Y^^^^ ^ «,,„". ^^Uon ,he fourth Con. <•-. above George,o™, W.^riU 'r"'"'"" '"^ '"^ "-•de; I'-o only of ,he linerl^' . '""' "■«» ^"rvey, follows ,he old course .raced bv V"'°"°o"° '' ™» "^ «*«" 'he olher, more norlherlv T '^ '"''• ^'•°"8'> '"d Well, • Jf-o^e .wo ro„.es clttg r~r "^ """ " •^'■"'^; Speed a. G„elph, close by A^C! ^T" P°"" °» ">= River va Rookwood, has in everv t t *' '«"'■ ""«. tha, other and would be .he one LLTd*^'"'™"'^^ "f ">» C-jedu" Route come ,o be IloctS ' '''°"" "" " ^ea. 'alley of , he "Sixteen." '"^ ""'^ ■*« 'h«>ugh the As those two routes N"o*-oooed .0 -o, both „f which have rSn '?.':";''"« °" "" »«•" the road only. '"^"""e to the JBaslem section of The characteristics of all ,h„ ■ne." lying below the Mouni'ar'r n""' "^•"'■''™ of the .. responding portion of I^ "p'"^ ^™'''" '0 thoa, point of directness thev are J . '^'"'™' ^'"e." In 'o the Kivercrossings.Tbo h"!''""'.""" ^ ^"^ «8»rf •"'e ridge, dividing the Etofce'T'^'r "■"'»"'>*». Credtt and which in both oaeslou ''""""" ""' "^ ""e « gradten, of 53 fee. in the mile fon i T""'' "' "> "fop. „ Ft^m the crossing of .he il n °' "'' ** ™««» Route. .0 Georgetowl ,0 ;,^^^7, C-*'. ^ «•» Central ;ould be „ei.her very hea^; „or '"„ """"^ "' ""^ "ork crossing of .he West Credit 1 '''P«"«ve, except at th„ ■iient 47 fee. per mile. ' '"^'°"'' '"«' 'he maximum gfj On the Southern Rontn .a «St-.sville, . suddeTde :tt,?''''''-'«-oross,d »». an abrupt .< step" b.„ J;' '" ' ^ ^^^-'..a'.d, f„r,he, y- "gain forcng g, ^ «,, ii.._.ii:L^^k'fi4&« . 13 ' fourth Con. 'hich place, "0, and 330 7 miles, ree surveys ne of them ind Wells ; Rockwood. the River f" line, that ige of the le "West ••ough the •ared with roceed to the other 'ection of Southern I" to those 3." In « regard yection- of the o adopt miles. Central B Work at the ^ gra. rossed irther to the expedient of a 63 feet gradient, for a distance of H mile, and even that would be obtained by reAurse being had to a cut- ting of 40 feet in depth, and an embankment of great length, varying in height from 30 to 46 feet. This plane added to that on the east sid.' of the Credit, gives 4 miles of 53 feet gradient, below the mountain, on the Milton route, against 2i miles on the Georgetown line ; a feature, which alone, even were the advantage in point of cost not ranged upon the same side, entitles the Eastern section of the Central route to an unqualified preference over its Southorn rival. But it is on the merits of the portions lying West from Milton and Georgetown, that the verdict will mainly hinge. On the Southern route, the general summit of the table land is 920 feet, on the Central 971 feet above Ontario. In the former case, the highest point is reached in a distance of 10 miles from, and an elevation of 508 feet above, Milton ; in the latter case, from Georgetown 7 miles, and above it 336 feet, those two places being assumed as the " foot of the mountain" on their respective routes. The above figures, comparing heights to be overcome with distances, show a balance in favor of the route through the West Credit valley, over that through the valley of the Six- teen Mile Creek ; in addition to which, the « rise" is more evenly distributed over the whole distance on the former, than on the latter Ime, where the profile presents a series of abrupt « steps," which would cause the cuttings, in seeking for simi- lar grades (53 feet per mile), to compare impracticably with those on the West Credit Route ; and with similar cuttings, we would have to put up with 4 miles of 70 feet gradient and a startling amount of rock excavation. In point of « allignement" the more Northerly is also the more desirable route ; there being from Georgetown to the summit but two gentle deflections called for, whereas the other demands three, of much lesser angle, in order to adapt itself to the sinuous windings of the valley. ■? Ihr f , f' 14 !™ over ,-,0 S„„,/„;""^'P''' "'^ ^pcio,,-,, „f •„„ „ , "-^ """.men,,, i, ^i,,;™ *<■ - «» ''ecido.,, »,, ^e„ j" '^°" ; --Of «!»u. 4000 fee.: :< ,= "'°-«--n -op, „„«, jfj;^^-' ^no surveys of b fJ «"« such pJ^'h ^f'^^^^^^aJe line show. ^" ^"''^espond. ™ etrrr ™ «™* "ofrot: ' "■" '■°™" '- -„« .be g; '' * ""'■■'' '"'fes of 53 fe« ' *"* "'"''' f" nearly 4 Lastly, As I ^'^ ^'«an on „: *' ^"•'"^. the below '.g e'r"V" "'"■-'"be.rJam," T-'^'^"'' "■«■ ■•"« over w ,7k' ""'' '" ""^"'■^ a safe T^ ^'"^ "» ^el- ^^-"^ ".e mot 4t .!"'""" ' --i^^XT ''™^'"'' ""to, must at fi . ^° apparently levelT . '^ "'»t- « '"^ ftc a:',f;: ;f « appear ,-„/„;; :f--Wp of Tor. 17 faction," and "•ejudices, and of the region ^t^. be carried efore confine le two ]iqes umber and ' ^'fedit, and ranging "S 'gether, q, 5d down ta ecJitRiver^ siveofihe, therefore^ ream, the ^ne; the 'ect, the, Ha feet It cross- ess than streanit, ving of Juntain I as 53 >roject< exist, Tor. ever, h th^., 8. of, continuous grade as of no very material consequence, but detached and isolated inclines of that nature must if possible be avoided even at an increase of cost. Fortunately such a possibility exists, by incurring a trifling increase of distance and no increase of outlay ; this is to be effected by adopting the Brampton Route, which in every Engineering point of view, save the chasm at the Main Cre- dit river, is as much superior to the Central route, as I have already shown the Central to be superior to the Soutliern. The portion of the above line lying between Toronto and the Humber, at Fisher's, and thence to Brampton, has still to undergo the ordeal of comparison with a line from Toronto to Brampton, via Weston. The distance from this City to Brampton by the former route is 20^ miles, and by Weston 21 j% miles, showing, in point of length, a difference in favour of the Humber Line of 1^ miles. But the most prominent feature on which to institute a com- parison between these routes, is the crossing of the River Humber, the water of which at Fisher's is 105 feet below the grade of the road, and the Valley 750 feet wide ; at Weston, the water 55 feet below grade, and width of valley 900 feet. In other words, the crossing of the Humber can be effected for less outlay at Weston than at Fisher's, by from £8000 to jeicooo. As respects the other features of No. 4 route, the ground from Brampton to Weston is very favorable ; from Weston to the City I have had no survey made, having, through the kindness of the Engineer of the Northern Railroad, been furnished with the notes of a trial line run by them, and which shows a highly favourable Section, demanding no grades of greater elevation than 40 feet in the mile. I refer you to the attached Estimate tables (vide Schedules A and B) for the cost of this compared with the other routes examined, and from which you w 5e, that it is not only least in cost per mile, but that the total cost of this, the longest of B ' liave endoavourerl ,„ i -"•1 lines .alM„;„ 7 :;!"■■; -'»'- m,.„-,, „f „„ ^f"" you, and carefully ^H r'n °' ''^^'^ "-^ P-iWe »". -anno, p„„„„„„„ „,i,;r """"'" "o poin,,, „f „„„ . ">» Sreales. fac,-,,-,;,, forco, ! m, ' """' ""■™'' 'l"'l offers «"- Tha. onei, R„„.e ""r?":" -""""' '» ">o prof •:rtr~-*,t:„t:s:/::r:--,an: "I'loi uu vuntdges But there i«s nnn»K ;en^ f'"U Section r fevourable terms- • ^'''"''''^" '"^"^V he obtaineT °^ A« regards the Estimates- The amounts of e\p veyed, have been ca'refur","' *"•; ''" "'" ■*^^™1 lines snr «"owed in e„,eu,„,i„„ ,h^ ~""""' """ -''■ " "« g n" •i he results of til '^^^iJon. ^ "CXI cJicapest, " Nn q ?> / • ^^o. 4, ' jg ^- 3' (Via the number he next lowest "'' '•>■'« of the y ns possible of' compn ri. ^^ thnt oQhrs • ^'if' prefer. 1,''' VVoston, 'i'^ctionable ' of nil the f^".ifth, and "i vantages t'lat may -en these e obtain, "lost ex- pound in "J vvhiist 'ction of "'1 more f]Ucstion n which 9s sur- irgia" tirnate ?»ven itted. >" is nber <( 10 and Brampton,) bv £350 per mile, the cost of the former being estimated at i:(>35(), of tl.e latter at £0700 por nale. Appendix D sliows tho number, muirniludo, and cost, of the several streams and valleys to bo crosse.l, and to which will be due upwards of on.^ third th(^ whole cost of n;raduation. The amount of rock excavation may l)e considerably re. duced, provided that at the lofty rock ridge near Clenrlinan's Mills in the Fifth Concession of Esqucsinrr, a Tunnel can be substituted for a thorough cut, hut of this I am doubtful untd closer examinations have been instituted ; the rock is so much displaced" and shattered, as, I fear, to render it too unsound to admit of a Tunnel boiu- safely rcsort.d to ; I have conse- quently based my estimate of this part of the work on the supposition of having to adopt the most costly expedient. At some of the least considerable of the crossings, a saving of some thousands of pounds may probably be ellbcted, by recourse being had to " Trestlc-work" structures, of 1 i.nber instead of the imperishable but more costly cond)mations of earth and stone ; but in this case too, 1 have assumed the high- est estimate, and calculated for permanent structures at al the crossings: because whatever reductions might be eftected in the ways suggested, they P.ightl^gain be swallowed up by unforeseen casualities, from which few great public works are wholly exempt, and against which no human foresight can entirely provide. The sum assumed to cover " Lands and Damages," has been put down from no ascertained data, as I have as yet had no reliable means of learning how far the " liberality of the farmers along tho line of road is to be counted upon ; but if I have nnder.estimate.l this item in the cost of your undertak- ing, it arises from my having orcr-estimated the patriotism of the population with whom the Land Commissioner has to deal. The Characteristics of the Road, in its completed iorm, will upon the whole, be favorable. In point of directness, it will, practically, differ very little 20 ." length, ,he ::We r^'Sh ^ ^ l^' ' '" "'^ ■""'' feee radius, ,vhils. .he r«d^ r;.^''" ""^r """'" "''••'»»» »»= .o .wo „i,es in ,;„X °' ""' '•™"""''" -'" ""-y from 63 fee. elevZ p/r !^ ,r"7'"' r*-"" « ■"- «■»"», of --""'yone^:-:l:;l:,-;-'»or.he„.e 'urveyed lines* Hha, . h 7 r°™P"''^ ™ ^'"='' ""'he •re .to given! ' '"''°' ""^ '^"8"'' °f 'h" several line, pneraliy, .here's n^^'dtr^^^rofl:^""'"'"' ™ "'"^•"• i-parahle fro. ,he seU ' LTfVar'^' '^. "' then, as regards the Railway. Firsj Western Terminus. The Line the adoption of which I h«v. above, cros..e, ,^o River Sn.Ij ^ recommended Guelph close by AIlenrMilfs%:T 'T-'"' "^^^^ ^^ entered, the sooner the Term L, ^\^" ^^'"g once fairly direction in which Je cross Tep" ''"'^^ *^^ better .--the "market square, an open oom! ' '""^^ "^ '''' '^- »^ purposes of a Zl T^'.'i:;^ ^'T'' '^^ "^ y station , the same hne produced, would car, y u, rt™„^ .h. Town on favofbl, i'^^lf^f^ , „,er i« foun,. ,.™ira.,l. .o extend 'I"; ^ ^^ X- °f -""■ \ "-fT ,Tr Wo 1 luf of ul road ; ^""'f .trr a > -.^i* faoili.., for .d,„.ing U nrovule^" T n[p Next to be considered is, m wliai way Ltarrie'^ ::., so as .0 accommodate .he grea.es. n.mber of the communi.y and .he grea.es. vane.y of .rade. The cily of Toron.o s.ands unrivalled amongs. our mland jrf:rtHeftneharbourapa<.rdedby..s.a^^^^^^^^^^ ^cessiikal^^ll seasons- h.s -ned .he_^ ^^J. ^_^^ „1 region ,mmedia.ely »""™"'' "" ' ^i,^ ,he immense .way .0 .he wes. and ™; '■J-';^' J^^^ce, by .he traffic .0 be al.rac.ed to .. from wm™ .^ .aiiwaysnowpr^c^d^^^^^^^^^^^^ tr^t'STn vil; T conceive that. now. in the o«.«,. of 28 your railvray schemes, it is of the very highest'importance to the interests of the city and its connexions, that the first step m constructing a railroad terminus should be designed merely as a part of ^future Marine Depot of vast extent, taking in I should say, the whole navigable front of the City. With the details of a plan for such a Depot, I am of course, not yet prepared ; they n.ust be the result of long and careful consideration ; but I will here give a general sketch of the design I propose ; which will be rendered more intelligible by referring to the outline plan herewith laid before you, and which in its general effect, when completed, would not differ very mu^h from the talked of" Esplanade." The line, as I have already stated, reaches the city limits on Queen Street, (at the Toll Gate) .-thence it is produced till It strikes the Luke a little west of the " Old Garrison " v/hence it curves so as to cross the Queen's Wharf close in shore, at which point the track should be about 5 feet above the water (the level I propose for the terminus.) From the point of reaching the Lake, there are to be two or more parallel tracks, the inner one, that next the shore, to be appropriated to Passenger.trains only, and to be continued down to whatever point may hereafter be selected as most suit- Strict ""''""Ser Station, probably the foot of Yonge On the other track, or tracks. Freight-trains come in, and from them curved « Sidings" can branch off to each Wharf that may from time to time be constructed. with regard to the portion still unoccupied,) instead of being formed into one continuous quay, should be occupied by pro jec ting " P.ers, ' or '< Jetties," of about 250 feet front and depth with <' Slips" between them wide enough to admit, side by side two vessels of the largest class, that each may lie broadside to a wharf. ^ In this way, the greatest possible extent of water frontage S3 ,n„ the oily, and the whole of it placed in direct can be secured to the cuy, » eonnexion with the Railways ^^^_ The cars arriving ^y ^^'^ 'ZelZ L^^« "^ *= warder or shipper w,.h '"'^ ";"/„„•,, ,he train passes the „,u.i;clual » ■;" „^ ,own can by degrees above suggested, ^^^^'^^^ ^,,.,, unsurpassed any- be converted h^o a Vast Kalway 1 ^^^^^^ ^^ ^^ ,d where in extent and convenience t p .^^j.^.^^^j :uttoo,wit,,ontata,l ,npme ; the eatUer qu „, therein con- Lmand such -'«"-», fX ^n 'vhieh ti,e cost of your --— -^:::::;r:str,,ction.si™. w^r:err:r«;.,ofadouh..a^-t 1,1 #1 would not much exceed the average of other portions of the work. Further extension to accommodato existing places of busi- ness, could be effected at comparatively small outlay, the bur- den of which would probably be borne, at least in part, by those for whose accommodation it would be undertaken. I think it advisable that the Engine Houses, Car Depot, Machine Shops, &;c., should be situated just without the lim- its of the city, and from these, Freight Trains would take their final departure. A small " Service Engine" is despatched from the Engine yard to run along the water front, collect the outward bound cars from each wharf, and bring them up to where the Freight Engine is in readiness to be attached to them ; the cars are there " marshalled," and the Train des- patched on its destination. There is still another question arises, in deciding on the plan and position of a terminus for the first requirements of the road. Below the Queen's Wharf, the harbour is ice-bound for, it is safe to say, four months of the year, during which time steam- ers are plying on the Lake without ; and probably, in the whoh course of the Winter, there is not a week in which the Queen's Wharf is inaccessible to them. To provide for the accommodation of Trade during that season, it is very essential that there should be a terminus on open water, so planned as to be a link in the formation of the general Depot already described. Such a terminus I would propose' to form, by constructing a dock in 11 feet water, with a front of from 1000 to 2000 feet in length, extending in equal portions above and below the Queen's Wharf; the water space between the dock and the shore to be formed into dry land by the material which must necessarily be excavated from the cut through which the Track is to be conducted to the water level. Before closing upon this subject, I would beg leave to re. 36 ^ in operation. ^ ^cc wi*. rather than Your ««est policy wtU l^'; ° ^ the first expenditure .nlipate. those -"-•. .f„ JXnds. Many Railroad „„ the city terminus "*m - - .„y,,^ .„„ „uch companies have onpp ed the.r r .emature expen- :.pill in stations, h".'d.ng^' ^„"; Z, „f u'nder 50 miles m T.;veno.asyethadtime.^--f— ^^^^^ «ol to show the P-»-iri: Utl th^ line of roadhut of ihe country on and '»«»'" ,„ , before you a report at some toure date, f f^/ ™,_ i ^/ust to be able to sho« :„ the final " >°-»»Xf rJLu'nties, that the project can. r^ °"S a -fe investment^ ^_^_^^^^^, Unorder -hat the «* "J^^ ^^ ,„„eys of the lands re- ;rdCrSf P-:--rto require the »m. rnrt^rir::^"-'-"*^"'^""" can be commenced. ^ ^_^_ Sir Very respectfully yours, W. SHANLY. 26 0) m c o o «a- o o I— ( CO Tj -«:** ■^ p-* c o OD 1^ 8 . r: c o CO o Vi ^ ■—1 CO c o n ci c t- CO O =4 cc ci 1— 1 03 H ^ PH r^ lO TO 00 c o Oi iTJ c^ CJ 1— 1 •onj^saodng ^ c Mi «5 00 t aSpug iS "^ c I— CC 05 -s 70 = c o O H •Sinqqnjf) c o o o o ;b fc. oc oc 1 00 QD ^ m C ) c o O •SUUBOIQ OJ c ) c > o o c3 C3 r/- "»• C ) o C %> •XauosBj\[ ) C ( 1- > o o 00 «0 Ci CO « IQ TO <> « c ) O o • -^ = > c > O o s • ^ >■ = \ c ) O o ^ o . c r \r. iC ^ o e^ ^ c 1 CM ( C» C < O 3 "^ ^ t I— 1 l-H .1 . c > C > o o • ^ = > c ) o o 13 c > c ) o o g W v* ■^'cc c ) o o e -s^ ) oc o ) t- o rv rN VN •X s" o « ) CM ( 'H c? ^ •S3|IJ\[ 3 arl=> p-l® -1 irH |ri III miouo'3; cc ) CD • w 1 • >> • >^ : 1 • ^ • -a : t> 1 1 • • O 1 1 1 1 ■ a> P4 o c Q. : £"s S 0) H g ^ 1 • ty^ ^^ J 1 C^ P3 CQ f~ t c^ ( « Tf Hi 28 O to 53 I • • ; : : : o © i 2; •pAaq ; : : : : : irt m o Oi : : : : 00 00 K M ■^ : : o »rt : in ^ J^ SpuaosHQ 1 1 : : lo t- : : : o o '^ : ti — D ; ; ; : Ti< ec-o • ^ ^ ^ : : ■ o o 5 "3 £ O o n 1 •-dooo « ■* •>* 00 CJ OJ h^ 29 -rrrr^^ ill ■ ■• • •. •• '.00 LCD. 30 1^ e I s o ^-^ 5s, O o » ■t>J to § Pi ;?^ < a! Q < 03 Amount. i pOoottTfC'CC'+t f^Cf'tO— o?^«cto CJ 1": -o s: c^ n CI ci 1' 00 ^ c X. CO — — >-■: Cf trt „ „ _ j^ _ ,-1 § CD c 'Sb 72 'i.ri •Jisjodng joqmtj feet. 175 125 175 225 175 •AJUOSUJ\[ ..•00C:~00000 r ifl — — 10 '?C! i.T CI p- -r c^ cj p; c< -^ •ju3nn[Ui3qia[.[ .,; — O C -i c :- c >, 3 0, s, — , = 0^ -' rr m — <" tl' m* cc" Tf cj -= -t — fO ^ — OJ W Tf CO 5 r-, Cl -1 fO CJ rH qidjp aiU3j)X3 CI -t OD 'fS CJ ^Tfco 2 -5 . 000000000 000000000 Tf (- 00 /J CO CD "1 -^ 1^ 000000000 000000000 l~ -' C! CI CJ CJ — CI f^ CI CI — CJ -. M !2; Stream or Valley. !51ackCrook [lumber Mimico — Ijtob'coke. . Credit Georgetown West Credit Eramosa.,.. Speed CO HUMBKR AND BRAMPTON ROUTE. | 4..* a 1 £ s. n. 9166 13 4 25483 6 8 15137 10 5366 13 4 31941 13 4 16200 5933 G 8 12716 13 4 5866 13 4 bb c :2 •ilri.i.tdnv^ joq.Mfj^ : J- CI : t- . • CI t- •Xjuosbj\[ ,/ -oooooooc .^ tOOOOOOCJO ^ : >c c cs ;;^ : CI — ^ c< CI ' cj •lua ui^juuqtua .,■ = = 0000000 4:000000000 ■'0' 0' ro r/5 CO ot'' 't 0' d" -^ ro -t" ^ - 'o -t CO ^, CI cj CI n 01 -H ijld jp oiuaiix'ji — CI CI „■ 1.-5 CO CI — ' « -* Tf CO C; r-l r-C 1^ . 000000000 0000-00000 -f 'O X' CO QO irt Tf CI CO — —1 000000000 oooooooco 1- CI C) 1(0 C< "O d .-H 1.0 CO CI CI — cj -< u -0 1 Stream or Valley. Peac'k Rav. IIui liber .... Mimico Etobicoke.. Credit Georgetown West Credit Eramosa — Speed :