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Les diagrammes suivents iliustrent le mAthode. 1 2 3 32X 1 2 3 4 5 6 f k I & 1 >i.-! 1,1* «*w ■ -. Af V Reports OF THl "^y the ^^^mm M0mmm^^ 1 875, ^iit* ( J--* ; 1 NORTH SHORE RAIL\^^AY. Review by the Chief Engineer OF AX EXTRACT FROM A REPORT MADE BV THE GOVERNMENT KXUI- NEER. rPON THE CHARACTER OF THE ROAD.I'NDER » DATE OF NOVEMBER 25, 1874. IV Office of thk Enoineer in Chief. Queher, Janvary 14//i, 1874. Mr. Secretary. 1 have this moment received from yon. a certified copy of a Resolution adopted by the Board of Directors at a meetins: held this mornins^, as follows : " Resolved, — That the extracts from Mr. Lighten report, placed before the Board, by the Hon. the Commissioner of Public Works, be referred to the Engineer in Chief of the Company, with request to make known to the Directors at their next meeting to-morrow, his opinion on tho value of the remarks contained in these extracts." I had previously been favored, informally, with a copy of this extract, together with an intimation from the Presi- dent, that I would probably be called upon by the Board, to express an opinion upon the subject ; and I had there- fore taken measures to obtain such reliable information as might be useful in forming such opinion, and placing it in proper form before the Board of Directors. 2 REVIEV; BY THE CHIEF ENGINEER Having had a somewhat extended experience in opera- ting Railways, during the winter months, in the United States, particularly through the heart of the Rocky Moun- taiiis, during the construction of the Union Pacific Rail- way ; and having located the line, arranged the grades, and prepared the specifications and plans for this Railway, with particular reference to avoiding difficulties from this source, so far as it could be done under the present contract, and with the available means of the Company, I thought it desirable, first, to ascertain from some reliable and practical source, whether my own theory upon this question, as based upon the experience above referred to, could be relied upon, as applying to this climate, and to the circumstances connected with this particular road. I therefore addressed a letter upon this subject, to Mr. A. L. Smith, of this City, whom I knew to be a very reliable man, as well as a practical Locomotive Engineer, who had had a large experience in meeting and overcoming snow difficulties upon the worst roads in North "Western New York; and I also knew him to be entirely familiar with the climate and snow-fall of the country traversed by this road, as well as with the characteristics of the road, so far as they could be affected by this question. I also request- ed Mr. Smith, to confer with the Locomotive Engineers running upon that portion of the Grrand Trunk Railway, between River du Loiip and Richmond, and to ascertain whether their experiences coincided with his own. The following are copies of my letter to Mr. Smith and his reply thereto : ^ OF THE OOVEUNMENT ENOINKER'S IST REPOUT. 3 CHIEF ENGINEER TO Mit. A. L. SMITH. Dear iim. Office of the Engineer in Chief, « Quebec, January 0, 1875. As you have had a large experience as Locomotive En- i^iiieer, in running' upon railroads that are obstructed hy snow, during the winter months; and as you are quite lamiliar with the country, climate and snow-fall between Queboc and Three Rivers, and also with the location o\ the line and arrangement of grades for this road between these points ; I would thank you to give me your views as to the practicability of keeping the road, when completed, open for business during the winter months. I will also thank you to state whether on a level plain, and through an open country, where the embankment is taken from the sides, you would consider it essential that t he top of the rail should be more than two feet above the natural surface of the ground, in order to avoid serious obstructions from snow. Please state generally the result of your experience, observation, and inquiry with reference to snow obstruc- tioiis ; as to when, and under what circumstances, they are most likely to occur, and the most effective plan for avoid- ing them. I would also like your views as to the best width of road- bed, at the base of the cross-tie, having reference to the items of drainage, obstructions from snow, and the safety of the passage of trains over the road. Also, with reference to comparative safety in case of acr cidents. , Yours truly, S. SEYMOUR, A. L. Smith, Esq., Chief Engineer. Quebec. REVIEW BY THE CHIEF ENGINEER MEMORANDUM FURNISHED Mk, SMITH. l»t. What height abovi* the mitural KUrlace ol' ground is it safe to put th • track, so that au cun^iuu will run throui^h with an ordinary '' pilot," and clear the track of «now. 2nd. What depth ofcuttin;u: (if Klled with snow) will an engine go through with an ordinary " snow plough'" without getting " stalled." 8rd. What direction do.'s the wind blow when it drifts the Know the worst ; and will " snow fences " prevent the snow from drifting on the track. Mr. a. L. smith To THE CHIEF ENGINEER. Quebei; Januarif 12//i, 1875. Ueneral Seymour, North Shore Rnilwaif Coni/iaut/. Sir, In answer to your favor of the 9th instant, requesting me to state ray views as to the practicability of keeping the North Shore Railway opjn for business during the winter months ; and in answer to your various queries, I beg to reply, that where the line of road runs through only small cuttingij, fences of from six to eight ieet in height generally serve as a sufficient protection to keep the track compara- tively clear of snow. Where the cuttings are of greater depth and inexix)Sjd situations, it will be necessary to erect fences from six to twelve feet high. In answer to your question as to " whether on a level plain and through an open country, where the embankment is taken from the sides, it would be essential that the top of the rail should be more than two f^et above the natural surface of the ground, in order to avoid serious obstructions from snow." OF THE GOVERNMENT ENUINEERS IriT REPORT. 5 I consider that the elevation of two feet is perfectly safe, and that no greater height is necessary ; because in all my previous experiences, on both American and Canadian Kail- ways, I have never seen an engine or train stiilled when on a level plain or open (.'ountry, simply from the fact that the snow in such places only falls its natural depth ; and it is only in cuttings where the large and obstructive snow drifts accumulate. From the many consultations and conversa- tions that I have had with the practical men of the Grand Trunk and several other Railways, which run through a country precisely similar in climate and character, to the one between Que})ec and Three Rivers, I find that their opinions coincide with my own, namely, that the elevation I have already mentioned renders the running of trains and communication perfectly feasible, because the average snow fall in this country is hardly ever more than three feet. Any schemes for the elevation of the rail track abov« the ordinary snow level, would not only entail enormous ex- pense, but would be quite unnecessary, because any snow plough of the usual dimensions could, without difficulty, throw aside the accumulation of snow when not deeper than stated above. ) In answer to the first question, I am of the opinion, as mentioned in the first part of my letter, that a track construc- ted two feet above natural formation level would meet all the requirements of the case, and afford a clear and uninter- rupted passage for engines, provided with such winter pilots, similar to those in use on all North American Lines of Road, during the winter months. Question No. 2, — What depth of cutting (if filled with snow) will a Locomotive go through with a snow plough (ordinarily) without getting " stalled T In answering this I presume that ordinary snow-storms are intended ; and I believe that in cuttings of three or four hundred feet in length, the Locomotive could make its way through from h 6 IIKVIEW HY TllK CHIEF ENiUNEEK lour to fivo Ibet thick of drift, which height is very rarely exceeded. It sotnotimes ha])pen8 that the wind catches up . sand as well as snow ; and this, when mixed, forms a con- glomerate mass that can only bo removed by manual appliances, but this is unusual. Question No. 3. — What direction does the wind blow when it drifts the worst, and will snow fences prevent the snow from drifting on the tracks ? I consider that the wind by which snow drifts attain their greatest volume is the North-West wind, but theri^ are frequently severe storms from the North-East and East ; these winds that come from a Northern district naturally bring with them a good deal of snow. Fencing will, I believe, efficiently serve all purposes for the protection of the track, although it occasionally happens, when excessive and protracted snow storms take place, that the fencing gets filled up on both sides, and then the rails get blocked in spite of all preven- tative schemes. Two years ago, I went over nearly every inch of the ground between this City and Port-Neuf, and graded between stations 282 and oSO, and do not think it would be possible to improve the grades with a view of avoiding the drifting of snow. Between Pont Rouge and Port-Neuf there are a good many ^eavy cuttings and em- bankments which it would be impossible to avoid, so hilly is the country in this district, and in these places, special precautions will hcve to be taken in the winter season. Al- though I do not think that snow sheds, such as are in use in some of the mountainous districts, where the cuttings are of extraordinary height, are at all necessary, the diffi- culty being met with fences of an extra height. My ex- perience on Railways has been essentially and thoroughly practical, whether as regards the running of Locomotives, or the construction and maintenance of road, more espe- cially in locations where the snow question has always in- volved serious considerations ; and I must conclude this let- ter by expressing my firm conviction thai the line of Rail- OF THE UOVEUNMENT EN(HNEER's IST REPORT. 7 way you are constructiii!^ between this City and Three Rivers, can "be very easily and economically protected against all wnow drifts and other obstacles peculiar lo a Northern wintt'r ; and that this is in a great measure account- ed for, by the line of route and location of the road being so carefully chosen. With respect to your last question asking for my views regarding the proper width of the road-bed at the bas»» of the cross-ties, having n»ference to the item^ of drainage, obstruction from snow, and the safety of th passage of trains over the road ; also with referenc« to thu comparative safety in case of accidents. I am of opi? • ii that the bed of the roa(^ at the base of the cross-ties should not exceed 10 feet, Irom the fact that it gires quick drnriaqe and does h. ' . permit of soakage ; for a 4fi. 8^ inch gauge, the })ed should be made very full and round in the centre. In a climntc such as this, the last remark is peculiarly applicable, because the snow, when thrown from a ))ed such as mentioned, is inclined to settle away from the track. It has been my experience to Hnd such beds a success, especially in the Spring and Fall. If this bed is any more dangerous to run trains over than wide l)eds are, it is something that I am quite unaware of, and I give for a reason that upon wide beds the soakage is so much greater that the ties become loosened from their proper bearings, a fact which is dreaded by all engine drivers. Upon the narrow bed nothing of the kind ever occurs. I would, under all circumstances, prefer th«' 10 feet ])ed for safety, convenience and economy. I am. Sir, Yours faithfully, (Signed,) A. L. SMITH. Finding that the views of Mr. Smith coincided entirely with mv own ; and that these views w^ere conlirmed bv the 8 r::7IKW by the chief engineer experience of the Grand Trunk Railway Engineers, with whom he had consulted ; I next took measures to ascer- tain definitely the precise characteristics of that portion of this road, situated between the Cities of Quebec and Three Rivers, so far as they should be regarded as influencing this question. I therefore made a very careful analysis of the profiles of this portion of the line, and obtained the following results : 1. The total distance from Section No. 3, to Section No. 77 inclusive, is 392,300 feet, or 74,»g mih^s. 2. The distance upon which the top of the rail will be 2 feet and over, above the natural surface of the ground, is 291,480 feet, or 75 per cent ; being 55,-^ miles. 3. The distance upon which the top of the rail will be 3 feet and over, above the natural surface of lie ground, is 180,050 feet, or 46 per cent, being 34 j'^ miles. 4. The distance upon which the top of the rail will be 4 feet and over, above the natural surface of the ground, i^- 93,130 feet, or 24 per cent, being 17 ,% miles. 6. The distance upon which the top of the rail will be be- tween 2 feet above, and two feet below the natural surface of the ground, is 79,890 feet, or 20 per cent, being 15 ,'„ miles. 6 The distance upon which the top of the rail will bo from 2 to 5 feet below the original surface, is 13,950 feet, or 3! per cent, being 2/»5*j5 miles. 7. The distance upon which the top of the rail will be more than 5 feet below the original surface, is 7,000 feet, or .018 per cent, beinar equal to IJ miles. Having obtained the foregoing data, both as to whul constitutes snow obstructions ; and as to the probable ex- posure of this road to these obstructions, I feel prepared in some degree, to comply with the instructions contained in the Resolution of the Board, although I can 1)ut feel that the time allowed is far too limited for me even to attemj)! to do the subject justice. OF THE GOVERNMENT ENOINLER's IST REPORT. 9 In looking carefully over the extract from Mr. Light'M report, I am very happy to find that he giveN a substantial approval to the location of the line, the inclination of the grades, the plans of the structures, and the character of the work already done ; tho latter, however, with two excep- tions, viz : " the earth-works constituting the road-bed are insufficient" and the gradients " are laid too low." Inasmuch as Mr. Light did not see a mile, or even a rod of earth-work that had been completed, cither according to the specifications, or the instructions of the Engineer, I do not consider it worth while at the present time, to enter upon a defenc*' of their sufficiency, further than to state ^•enerally, that when fully completed according to contract, they will be found quite up to their requirements as exem- plified by the best railway experiences in Canada and the United t^tates. I also desire, to state further that, when fullv completed according to the specifications, the excavations and embankments will be of the same width, at formation level, as are required by the specifications for the Montreal Northern Colonization llailway ; and that the top of the road-bed, when ballasted, will be wider at the base of the cross-tie than upon that road ; and wider in proportion to the gauge than upon either the Grand Trunk or Interco- lonial Railway. He speaks of the widths, as measured at intervals be- tween the Race-Course, and half the bec and Three Rivers, which is elevated 2 feet and over above the surface, can be operated success- fully without any protection against, or serious detentions from snow. 2nd. That at least 15 additional miles of the distance may be operated in the same manner, if the shallow cuts of 2 feet and less in depth, are protected in the usual manner by snow fences, as provided for in the contract. 3rd. That Sj miles of the remaining- distance, where the cuts are between 2 and 6 feet in depth, may occasionally require extra power to force the train through ; and, 4th. That upon the remaining 1 J miles, where the cuts are over 5 feet in depth, it may be necessary, in extreme cases, to resort to shovelling. Entertaining as I do, a firm conviction of the truth of the above conclusions, it is unnecessary for me to extend the discussion further, in order to make known to the Di- rectors my opinion on the value of the remarks contained in these extracts from Mr. Light's report, as required by the Resolution. I am clearly of the opinion that it is the true policy of thj Railway Company, as well as of all other parties inter- ested, to complete the road in the best possible manner in accordance with the terms of the present contract ; and then, if circumstances should require it hereafter, any changes may be made by the use of gravel trains, either in the width of excavations and embankments ; or in the ele- vation of the track, with much greater facility and economy than it would be possible to do at the present time, when the Company has not even the means at command to secure I 12 REVIEW BY THE CHIEF ENOINEER the right, of way for the entiro length of the road-hod that it is proposed to construct. When this time arrives, if it ever shall, the Company will undoubtedly find itself in a much better condition to incur this expense, than it is now prepared to carry out the recommendation of the Government Engineer, by rai- sing the grade bodily from one to three feet, between Que- bec and Three Rivers. The contract and speei ligations, as well as the profiles of the line, have been before the Board, embracing four and six Government Directors (some of whom are members of the present Uovernment,) during the past three years ; and during that time they have undergone the most searching examination and criticism at the hands of some of the most distinguished Engineers in this country and in Europe, all of which was made known to the Crovernment when the •' Railway Aid Act" of the last Session was passed ; and also, when the original contract was transferred to, and a sup- plemental contract entered into witli the present Con- tractor. This supplemental contract was also prepared by a leading member of tht' (.roveriunent, who was at the time, and had been since 1871, a member of the Board of Directors; and it was represented by him as embracing all of the items, conditions and safeguards, amounting in cost to several hundred thousand dollars, that the pecuniary condition of the Railway Company had rendered it neces- sary to omit from the original contract. And yet it strangely appears, that not until the present moment, when the whole success of the undertaking seems to dei)end upon the aid which the G-overnm'^nt has pro- mised to the Company, it has been discovered that the entire system of earth-works is defective. OF THE OOVERNMENT ENGINEERS IST REPORT. 13 It would therefore certainly appear, both in justice and equity, that not only th«' Board of Directors, but the Go- vernment, are precluded from going back, either upon the contract, the Contractor, or the Engineer, beyond the date of the "Railway Aid Act," and the date of the Supplemental (Contract, in any criticisms that may be made either in the profiles, or dimensions of " Earth-works " as thev are spe- cified and provided for in the contract ; and iiiasmuch as the Government Engineer reports distinctly that these works are ''substantial and permanent," and "in accordance with the profiles," it is difficult to see why the Govern- ment should hesitate in carrying out its agreement with the Company. I regard it as exceedingly unioriunatf, to say the least, that the Government Engineer did not give the Chief Engineer of the road an opportunity of making any ex- planations to him whatever, before he entered into a wholesale condemnation of this portion of the work. And I shall be very much surprised, if the extravagant state- ments contained in hirs report, shall }>e the means of crip- pling either the Company or the Contractor, in carrying forward the work to completion, by inducing the Govern- ment to with-hold any portion of the aid which it has promised to the enterprise ; and upon which the Contractor has relied in good faith to meet his taigagements. Trusting that I may be permitted to supplement this hastily prepared document hereafter, should circumstances seem to require it, I have the honor to remain, Mr. Secretary, Your obed't Serv't, S. SEYMOUR, Chief Engineer. A. H. Verret, Esq., Secretary of the North Shore Railway Company, Quebec. OK A Mr. Ih the 2i (rove: whicl whicli to in i 25, U to sub Att sented the Hi Provii the G, before Grover] the ph upon 1 uiake, uary 1- NORTH SHORE RAILWAY. Review by the Ouief Engineer, OF A KEI'OKT MADE HY THE (iOVERNMEXT EXUIXEEH IPUX THE (HA- KACTEH OF THE HOAl). IXDER DATE OFJAXl'AHY 12. 1H7J. Office of the Engineer in Chief, Quebec, Jannaffi 26, 1875. Mr. President, I have the honor to acknowledg-e Ihe receipt, on Saturday, the 28rd instant, of a copy of a further Report made by the (lovernment Engineer, upon the character of this Road, in which is mentioned several objections to the manner in which it is being* constructed, in addition to those referred to in the Extract from his original Report, dated November 25, 1874, to which, by order of the Board, I bed the honor to submit a reply on the 14th instant. At the time of preparing the al)ove reply, it was repre- sented to the Board of Directors, and to myself personally, by the Honorable the Commissioner of Public Works for the Province of Quebec, that the extract from the Report of the Government lilngineer therein referred to, and then before the Board, contained all the objections made by the Government Engineer to the character of the work, and to the plans of mechanical structures upon this Road ; and upon that representation I was directed by the Board to make, and did make, the revi»»w of this extract, dated Jan- uary 14th, 1875. 2 REVIEW BY THE CHIEF ENGINEER Upon an examination oi" the extract, I also found that it contained the following statement : " The question whether the earth-works are substantial and permanent in character in all respects, can be answered in the affirmative with two exceptions, viz : the earth-works constituting- the Road-bed are insufficient, although in accordance with the pro- files." — and : " The inclination of the gradients is generally all that can be desired, but they are laid loo low." Inasmuch as this statement of the Government Engineer fully confirmed the statement made to myself, and to the Board of Directors by the Honorable Commissioner of Public "Works, I proceeded at once, and in good faith, to make such remarks upon the objections raised by the Go- vernment Engineer, and contained in that extract, as the facts in the case clearly seemed to justify. But it subsequently appears, that by some extraordinary oversight, the Government Engineer neglected to mention, in his first report, several far more serious objections, both to the character of the work, and to the plans which had been adopted, than any which had occurred to him during the preparation of that report ; which from its date, No- vember 2oth, 1874, was written immediately after his per- sonal inspection of the work ; and while every detail thereof must have been fresh in his memory. Therefore, on the 12ih January, 1875, more than six weeks after the date of his first report, he submitted to the Honorable Commissioner of Public Works, another report, which contains five additional " reasons for considering the North Shore Railway not first classy It is quite noticeable, that this last report of the Government Engineer, is dated two days previously to the respective dates upon which the Honorable Commissioner of Public Works made the statement to the Board and myself, above referred to ; and also, to the date of my review OF THE (VUVERNMENT ENOINEERS liND REPt)RT ol' tho extract Irom his first report, and its presentation to the Board of Director-s. It will be noticed also, that in this la.st report of the Government Engineor, he states that it was written in con- sequence of a request contained in a letter received by him on the 12th January, from the Hon Commissioner of Public Works. By soni' unaccountable delay, this .second report of th«' Grovernment Engineer, did not reach the office of the ]lail- way Company until the 22nd inst. ; and it was not placed in my hands for examination, until the evening of the fol- lowing day, Saturday. Leaving the Hon. Commissioner of Public Works, and his Engineer, to reconcile this most extraordinary con- fusion in dates ; and waiving for the present, all per- sonal considerations, I will proceed, as brielly as possible, to review^ in the order named by the Government Engineer, his, " reasons for considerinn- the North Shore Kailwav nol first class" as stated in his last report. '• First. — As most important, the Road-bed between Que- bec and Three Rivers is laid entirely too low and narrow, to be contuiuously and economically worked in this climate." Replij. — The fallacy of this o]>jection, which is merely a repetition from his first report, is fully shown in my former reply ; and therefore will not be noticed further here except to remark in passing, that the fact of his stating . that it is the most important objection, is of itsell^ sufficient evidence to my own mind, that he is not entirely familiar with the subject upon w^hich he is writing. It is a self-evident proposition, that the Road-bed can be increased, both in width and height, if necessary, with perhaps greater facility and less expense, after the road shall 3 4 REVIEW BY THE CHIEF ENletod and inopenition, than it can now bi' (lono. While it is «'(iually seli'-evideiit. that not om oi' the remaining- live o])jections. can ever be rectitied alter the road is completed, I will also quote the ioUovving- extracts irom a letter which I had the honor to submit to the President of the Company upon this subject, dated June ,j, 1873, as show- ing the views which I then entertained, and still entertain, upon the su])ject ol' the u'idth of eartli-ivor/is : " The question as to the prop;'r width of earth-works upon a Railway, is one upon wOiich Engineers never have, and probably will never fully agree. All will admit, how- ever, that the chief recjuin'ments of a road-bod, whether it be upon an embankment, in an excavation, upon a struc- ture of masonry, or upon a bridge supLMstructure, are, that it atlbrds a safe and reliable foundation for the permanent way or track of the Railway, and an unobstructed i)assage for the trains. And, that in earth-works these conditions should be attained with a due regard to drainage and the stability of the sloi)eH. " My own experience and observation have satisfied me that a width of twelve feet at the i^rade line, upon embank- ments of moderate height, and composed of good material, is quite ample for the foundation required to support the ties, eight feet in length, which sustain all the weight of the engine and train as it passes ; and that any greater width is not only surplusage, but actually injurious to the proper drainage and stability of the track. And I know that many lirst-class roads, in the United States, have been, and are now being built upon this plai'. ; and that in some cases the width has been reduced to eleven feet. '• There was another impartant consideration, however, which had very great weight in my own mind, not only in the location of the line, and in the establishment of the OF THE fJOVERNMENT ENOINEER's 2ND REPORT. 5 irradieiits ; but also, in regulating the widths, at i'uimutiun lovel, of excavations and embankments, which was, the linbilUij of serious ohtlniction from snow. And in my opinion this should be a paramount consideration upon a Railway located in this portion of Canada, which must be operated from four to five months in each year, with ii larae body oJ' snow upon the ground. " Thero can be no doubt that the track and roadway can be cleared of this snow with much greater facility, upon a narrow, than it rould upon a wider rond-bed."' It may not be improper also to quote the opinion of the eminent ICngineering House in London, England, — "Sir Charles Fox & Sons," which is also referred to in the same letter, respecting the snow tliflirnllf/ : •' The location of the Main Liiu* api)ears to have been carefully studied, and the gradients are so arranged as to avoid cuttings as far as possble, a matter of the arreatest importance in Canada, to prevent heavy driftinu- of snow in the winter." " Sewnd. — The culverts or water-ways are built upon im- perfect plans," &c. Repl//. — I claim that the Government Engineer could not have examined the manner in which any one culvert or water-way has been constructed upon this road, with suf- licient care to enable him to form an intelligent opinion as to its strength or permanency. The following letter from Mr. Lindsay, Resident Engi- neer, will, I think, fullv bear me out in this statement : •' REVIEW IIY THE CHIEF ENOINEEU ENCilNEEUDErAUTMENToF THE NOKTH HIKHIE KAILWAY. (Quebec, Jitnttart/ 2-)///. 18"'). CrKNL. S. Seymour, Chief Enginrer. Dear Sir, As requested, I now giv(> details of the mannov in which the culverts constructed on the 1st Kosidcncy so I'ar hav»' been built. The foundation i)its wore dug Ihreo feet 1k'- low. bed of stream, undor the main body of culverts, and lour feet under the end walls ; then a Hanging course ol' large flat stones, from u foot to eighteen inches thick, well bedded, laid in the bottom. The walls then built on this ilagging course, the end walls being started a foot low«'r, sometimes at both ends, and sometimes only the lower end, a foot of good sound paving stones is put in between the walls and extend some distance beyond the ends of the culverts. The walls are built 2f. Gin. thick in all culverts not ex- ceeding 3f. vertical opening, when higher, they are propor- tionably increased in thickness The covering is of good sound stones, over-lapping the walls at least half their thickness. The coping has been put on only one or two as yet. The above relates to culverts built dry of which there are seven nearly completed, and one about one-third iinished. , Of culverts in cement there is but one built, all but cop- ing, a very substantial structure, a 7f. by 51t. box, walls 31". 6 inches thick on a solid stone foundation, this is laid throughout in cement, is in a deei) ravine on a skew. The streams where the above mentioned dry box culverts are built, are quite small and almost dry in summer, an apron wall can always be put down at the outlet of any ol" these structures, if found necessary to prevent scouring after the next spring freshet. OF THE <»OVERNMENT ENGINEEU'8 SNI) REPORT 7 I consider 3 feet to be (|uitc ample depth to put foundu- tions down for small culverts in this part of the country, whore the early snow falls, prevent the frost from ix'netrat- inu- to that depth. Herewith I send plans of each kind of culvert as desitrn- t'd similar to those on the Intercolonial Railway. Yours truly, (.Siii-ned,) JOHN LINDSAY, Reaid'l Efigimtr. I have con -Iructed innumerable works of this kind upon the same plans durin**- the last thirty years, in every variety of climate ; and I challenge any one to point out a sint»le structure that has ever failed in any particular. " Third. — The masonry in the Bridj?in«jr, although appa- rently jifood of its kind, is generally too small, the piers es- pecially. Those intended to carry a span of 160 feet, are hut 5 feet thick, or fifty per cent too thin to })ear the great vibration caused by the trains running at high A'elocities, over the large spans. The only pier as yet completed, vi/ , that on the west side of the .Tacques-Cartior River, designed for two spans, or 300 feet of superstructure, is but 4 feet inches thick at under side of coping. This pier is founded on rock, which from its want of elasticity, like the stone sleepers on the old Railways, will augment the shattering effects of passing trains, that will surely wreck it sooner or later ; especially as there are no through stone (with the ex- ception of the coping), passing from side to side in the body of the work ; and the cementing matter used in its con- struction is very weak. The usual thickness of piers, in similar situations, on well constructed works, is not less than seven feet thick i " Reply. — I have taken the pains to copy this objection en- tire, for the purpose of noticing the inaccuracy of many of the statements which it contains ; as well as the fallacy of the conclusions at which it arrives. >, 8 REVIEW BY THE THIEF ENCJINEER it Mil im\ Is/. As to inaccHrncies. — The piors which arc *' intondod to carry 160 I'eet spans of bridge suporstriicturo." are not "])ut 5 feet thick."' I admit that they were oriffinally drawn to 5 feet upon the plans; but, contrary to my own judgment, I changed the plans at the Portneuf and St. Mau- rice Rivers, from 5 to 6 feet in thickness, some weeks prior to the date of the Government Engineer's last report, upon the representation of a member of the Government, that th<' Engineer had advised it ; and also, from an intimation from the Contractor, through his Engineer, that he preferred it. I would have been most happy to have informed the Go- vernment Engineer of the change, if he had given me iin opportunity of doing so. The length of bridge superstructure resting on the piei at the Jacques-Cartier River, is not " 800 feet," as implied by the Government Enghieer, unl<^ss he can demonstrate that a connecting pier between two spans, sustains the weight ofboth trusses throughout their entire length. The cementing matter is not " very weak " as stated by the Government Engimn^r. On the contrai'y, I know from fre- quent tests applied to it personally, during its construction, that it is exceedingly strong and adhesive. The following letters from the Resident and Assistant Enij-ineers, are also odenHl in evidence : Qtieber, Jimunri/ 2n(l, IHTo. Genl. S. Seymour, Chief Engineer. Dear Sir, In reply to your cammunication, requesting information relative to the Hydraulic Cement used in the structures up- on mv Tesidencv, I beg leave to sav, that the cements used are those known as " Gauvreau's C«'ment," and the " Islaml m^immmv-'-''- OF THE (}OVERNx\IKNT ENOIIfEER'« 2ND REPORT. ol Orleans Coraiiany's Cement." The Ibrmor was exten- sively nsed on tlie Intercolonial Railway on the first 100 miles, the latter was also used to some extent, and where- cver used, were subjected to severe tests. All cement used on the 1st Residency ol' the North Shore Railway was tested fref[uently by myself, my Assistants and Inspectors, and the conclusion come to, ^vas that it was perfectly re- liable at li sand to 1 cement, which proportions were con- sequently adopted, altho' much of it would have stood 2 sand to 1 cement. Its subsequent appearance shows i>ood adhesive quali- ties, as very little wash has taken place, and it has set per- fectly solid and strong. I enclose a certificate from Mr. Temple, Assistant Engi- iii>er on 2nd Sub-division, and will endeavor to procure others from the late Insp.'ctors of masonry, as soon as I can liud their addresse.s. Yours truly, , . (Signed,) JOHN LINDSAY. Resident Enfirineer. Quebec, '2nd January, 1875. John Lindsay, Esq,, Resident Engineer, N. S. Raihvaf/, Quebec. Dkar Sir, The cement mortar used in the Pier and abutment for the Jacques Cartier Bridge was from the Island of Orleans Company, and was mixed in the proportions of 1-^ sand to 1 cement. It was tested by yourself yt the commencement of opera- tions, and I had the specimen at my hoarding-house for some time. It sc^t perfectly hard. to REVIEW M' THE CHIEF ENGINEER The masonry set firm, and the joiutn of tho Pier look . solid with no appearance of wash. 1 remain, Yours truly, (Signed,) E. B. TEMPLE, Assistant Erii^incer. If the Government Engineer desires to contest this jioint farther, and in a practical way, I will agree to have th<^ pier taken down to any extent he chooses, if he will agree to pay the expense of rebuilding it, in case his statement is not confirmed. " The usual thickness of joiers in similar situations on well constructed Roads," /,s less than T feet, instead of " not less than 7 feet " as stated by the Government Engineer. There are several bridges now standing in perfect con- dition, upon the Erie Eailway, which I constructed more than twenty years ago, in much more exposed situations, and of much longer spans, than the Jacques Cartier bridge, where the piers are less than five feet thick under the coping. If the Government Engineer desires to contest this point, in a practical way, I will agree to send any reliable man that ho may name, to measure the thickness of the piers (in similar situations) under the bridges of as many of the first-class Railways in the United States as we may agree upon ; provided he will pay the expenses, in case his state- ment is not confirmed. 2nfi. As lo fallacies. — The Jacijues Cartier i^ier, of which the Government Engineer makes an example, is the thinnest one upon the road, and contains 10 3i superficial feet of bear- ing surface under the coping. According to the usual me- thods of computation, and ailowances for safety, it will sus- tain 5,692 tons of useful load. The greatest weight that can ever come upon it, including the weight of the bridge super- OK THE (JOVEUNMENT ENCJIiNEER's 2nI) REPORT. 11 stiLictuie, and asfiumiiij^' ilio IniJge to ]»i' loaded with locomotive engines throiij^hoat iis entire length, is 238 tons ; which kIiows that the pier is capable of sustaininff ii)ilh perfect safety, 9A times any weight that can ever come npon it. With reierence to the ''great vibration caused by trains running- at high velocities over these large spans,'' upon which the G-overnment Engineer seems to base his entire argument, I will remark, that trains are never allowed to run at " high velocities " over structures of this kind ; not however as a means of avoiding the great danger of which he speaks ; but as a means of safety from accidents, either to the train, or to the superstructure of the bridge while the train is passing. The Jacques Cartier Bridge is composed of two tnisses extending from massive abutments upon either bank, and resting in the center, or nearly so, upon the pier in ques- tion. I would therefore be pleased to see the questions lemonstrated, either pricticall// or scientifically, by the Go- \ ernment Engineer : 1st As to how much vibratory motion this pier will endure with safety ; and 2nd, as to how much it can ever be nj.ade to vibrate from its normal piK-sition, by the passage of trains over it at the '' highest \ clocities " that be vvoiild authorize, if he were operating tlio road. 1 maintain that masonry, if well constructed, of good materials, can never be affected injuriously, from this cause, under a wooden bridge superstructure. There is a liability, however, to a lateral strain upon the masonry which su]i- l>orts an iron superstructure, caused by the contraction and expansion of the metal ; which is effectually guarded against l)y placing rollers under the ends of the trusses. I would therefore suggest to the G-overnment Engineer, thnt his objection may be obviated, either in this manner, 4 JlJ 12 REVIEW BY THE CHIEF KNOINEER H i or perhaps by placing- a thick bed of India Rubber or Grutta Percha upon the present bearing- suri'ace of the masonry, at very much less expense to the Contractor, than by increasing' the thickness of the pier to seven feet. I maintain also, that thi'tt masonry is quite sure to be of much greater relative strength than tltich- masonry, for the reason that it can always be much more firmly bound together ; I also maintain, that it is the duty of the Engi- neer to keep his plans w^ithin th'» lowest limits of entire safety ; as well on account of economy in construction, as the permanency and stability of the work. The m!\sonry in question, although not composed en- tirely of -'through stone," is so thoroughly bound together by the inter-locking or over-lapping of the different courses, that I consider it to be quite equal, both in horizontal and vertical strength, to what it w^ould be if constructed oi' •through stone," The objection raised by the Grovernment Engineer to the rock foundation which underlies this pier, is so novel in its character ; and is sprung upon me so unexpectedly, at this late day, that I shall not even attempt to answer it. It would of course be superfluous for me to offer the Government Engineer any assistance in the scientific sohi- tion of the problems heretofore referred to, with reference to vibratory motion, and its effects either upon the par- ticular pier under consideration, or upon masonry of this kind generally : but I will venture to refer him to a case which aflbrds a very satisfactory practical solution of the problem. It will probably be admitted that the Railway Suspen- sion Bridge at Niagara Falls, affords as good an example of •'xtreme exposure to the influences of vibrator// motion, as any other that can be named. ■ 11/ .Mja*pj|tij,i OF THE GOVERNMENT ENGINEER'S 2nD REPORT. 13 This Bridge is composnd of a single span of 821 J feet iu length, measured from center to eenter of piers. There are two square stone piers at each end of the bridge, each one of W'liich supports one-fourth ot the entire superstructure, and also of any load, or tensile strain that can ever conn upon it. These piers are each founded upon solid rock ; and arc each 78^ feet high, above the l)ottoni of the liridge ; and they are each eifi^hlfeet sqnarf nl the top. This Bridge has been in constant use since 1858, or during- the past twenty years, and, so far as I am informed, it is now as perfect in all its parts, as it was when the lirst locomotive engine and train of cars passed over it. From the above data we are enabled to deduce the fol- lowing- mathematical expressions : 8 X 8 X 4- 250; therefore, if 256 feet of bearing- surface will successfully sustain the weight of the Niagara Railway Suspension Bridge of 821 1 feet span, and all the weight that comes upon it, toge- ther with the '• iiugmented shatlerinii: effect of pasting trains,' due to the fact of its being \\ Jiexihle suspension, instead of a riii;id truss hridij:e, how long will the Jacques-Cartier pier. withl03J feet of bearing- surface, and having 158f feet in length of water, required for the masonry in tlie bridges which are to span several of the large Rivers, which the line of Railway crosses, are peculiarly my own, and are much cheaper than the ordinary stereotyped plans in use for such purposes. But in order to render them per- fectly safe and permanent, the greatest care and attention must ])e exercised in carrying out every detail of the plan in the execution of the work. If the power to see that this is done, through the agency of Engineers and Inspec- 16 REVIEW BY THE CHIEF ENGINEER tors of my own selection, and in whom I havi> the most ' entire confidence, is taken fi , me, I hold that I cannot • justly be held responsible lor the success ol" the plan. The failure to drive one single pile to the required dejith, or to place one single bolt in the right position, might endanger the safety of the entire structure, which, although, it might stand until after the Railway Company had accepted the road from the Contractor, would ])e liable to be under- mined, and destroyed during th«' very next freshet that might occur." It is quite evident to my mind, however, that the Govern- ment Engineer, judging IVom his remark that " should the surrounding crib settle the pier would be destroyed," does not understand, either the theory of th«^ plan, or its practical adaptation. I take the liberty of quoting the tbl lowing extract from a Report recently made to the City Council of Quebec, by Mr. Charles Baillarge, City Engineer, as showing his opinion of these foundations : " Persons unacquainted with Bridge building on a mud bottom, may not have confidence in this system of founding piers of stone masonry on what they may consider such a perishable material as wood ; but it is well known that wood, which is altogether and at all times completely under v/ater, is imperishable, ^ogs having been recovered from under v;ater in Europe, w^hich were known to be more than 800 years old, in a perfect state of preservation. Again, as CO solidity and stability, I may say that hundreds of the most important and heaviest works in Europe and the Unit- ed States of America are founded, in some cases, on wooden piles, driven into the bed of Rivers, Estuaries, &c., &;., as is now being done at Batiscan and Ste. Amies." The following extract, from my letter to the President of June 5th, 1873, before referred to, wiU show the opinion of •' Sir Charles Fox and Sons" upon the same subject : 1 OF THE OOVERNMEXr ENGINEER'S 2ND REPORT. 17 " "Wo havo examined the details ol' tlie liiver Bridges, and havinjii- boon informed by (Jeneral Seymour, nsto the nature of the foundations, and the extent and power of the ice-drifts in the several Rivers, we are satisfied with the designs, and consider them well adapted to their purpose." I am not at all sensative upon the question of these foun- dations ; and if the I'oard shall conclude, upon a full in- vestigation of the subject, that any other plan, which shall come within the requirements of the generaf specifications attached to the contract, is preferable, I see no reason why such plan should not now be adopted for all the rivers, ex- cept the St. Anne's, where the work upon the present plan has advanced to such an extent that it could probably not be changed, without incurring a claim for damages, on the part of the contractor. " Fifth. — The superstructure of many of these bridges, especially from Quebec to Portneuf, is much longer than the water way of the streams require," &c. Also, " the same objection applies to trestle work, on which a portion of the railway is to be laid." Reply. — The spans of the bridges abov*' referred to except the Aux Pommes, Lachevrotiere and Charaplain, which are still under advisement, have been decided upon, after a careful study, and personal observation of the streams and their sources, during a period of four consecu- tive years. Whereas, the Grovernment Engineer has never to my knowledge, passed through the country but once ; suid then over a considerable portion of the distance, be- tween Quebec and Cap Rouge, in a driving snoir storm ; and on the following day, the remainder of the distance to Portneuf, when the ground was covered loith snoio. In some cases, it has been found necessary to bridge the slopes of the adjoining banks, as well as the streams, in order to obtain secure foundations ; but in no case would I 18 UKVIEW «Y THE (JMIEF KN(}1NEER \l\ Iv J If consider it sufo, to recliico tlu' clear opeiiinn- n'quirod for the passat^'o oi' the water. Ill cases oi" tliis liiud, 1 have always acted upon the two principles : 1st. That we have never yet experienced the highest floods ; and, 2nd. " That, when in doubt, the decision should always be upon the side of safety." The entire (question of Trestle work is still in abeyance. " SixfJi. — The cement and sand being used at Portneuf Bridge — were very indiiferent — the latter indeed, quite unfit for the work, as I pointed out to the resident Engineer." Reply. — The above objection being the last in the series, and also, as appears from his report, the only oiu' which the Government Engineer " pointed out to the Ke- sident Engim^er " who accompanied him over the line on his tour of inspection, I will only state in reply, that the Inspector of the work, Mr. A. Trepanier, whose especial duty it was to pay the closest attention to all important matters of this kind, and whose later ex- perience in such matters has been upon the Intercolo- nial Railway, shall, if within call, be invited at once to furnish a full and satisfactory reply to the objection raised by the Government Engineer. Having thus noticed and answered all of the objections made by the Government Engineer, I will conclude what I have now to say, with the following remarks : 1st. In considering this whole subject, so far as any deci- sion is to be influenced by the rough and unfinished condi- tion of the work, at the time of its inspection by the Go- vernment Engineer, it should be borne in mind, that the contract, being for a " lump sum," as it is called, the Con- tractor cannot consistently be required to perform any par- OK THB OOVEBNMENT BN»INEEB's 2ND KEPORT. 19 ticolar portion of his work, at any specified time ; provided the eiUire work i& completed in the manner and within the time specified in the contract; and, therefore, the Engineer can only endeavor to see, that when the urork is done, it is properly done. 2nd. If the requirements of the G-overnment, throngh their present Engineer, respecting the changes that mu$l be made in the present specifications, grades, earth-works, masonry, foandations, &c., including the location of the line vrithin and near the Oity of Quebec, which he has still more recently recommended, are insisted upon, I do not heaitate to say, that either the Railway Company, or the Con- tractor, or both, as may be decided hereafter, may as well provide immediately for, from a half million, to a million dollars, over and above what hatt been heretofore anticipa- ted, in order to meet these requirements. 3rd. Having now been connected with this Road during the past four years; and having, during that period, devoted my entire time, and the best energies of my body and mind : lat, In an effort to induce responsible parties to undertake its construction, upon such terms and conditions as the Company were prepared to offer : 2d. In an effort to place these parties, by the negotiation of their securities, in a condition to commence and carry on the work ; and, 3d. In an effort to have the work properly constructed when it was commenced, it may very well be imagined with what feelings I regard the present condition of things, as affecting the final success of the enterprise. 4fh. Having devoted a somewhat long and varied pn^Bodonal life, to the construction and management of some of the most difficult and important public works apmi the American Continent ; among which may be named the Brie, and the Union Pacific Railways; and having con- stracted upon the former, the Portage Bridge, of 234 feet 11 sH. <§' '%■ \ 20 REVIEW BY THE CHIEF ENGINEER OF THE (GOVERN- MENT engineer's 2nd REPORT. in height ; and upon the latter, the Dale Creek Bridge of 134 feet; all of which are now stiindinj? evidences either of my possessing, or not possessing- the amount of pro- fessional skill required to construct the North Shore Rail- way upon proper principles ; I think it should be regarded as quite improbable, that I would willingly consent to risk my professional reputation, which is my only d<;p