.v*. 'VV*. '' "^' IMAGE EVALUATION TEST TARGET (MT-3) 1.0 I.I i^3 m 1112 1^ Ui M i.8 1-25 1.4 1.6 ■• 6" ► V] <^ /i /,. '/ M Photographic Sdences Corporation 23 WEST MAIN STREET WEBSTER, NY MS80 (716) 872-4503 CIHM/ICMH Microfiche Series. CIHM/ICIVIH Collection de rr^icrofiches. Canadian Institute for Historical IVIicroreproductions Institut Canadian de microreproductions historiques 1980 Technical and Bibliographic Notas/Notas tachniquas at bibliographiquas Tha Institute has attamptad to obtain tha bast original copy avaiiabia for filming. Faaturas of this copy which may ba bibliographicaliy unique, which may alter any of the images in the reproduction, or which may significantly change the usual method of filming, are checked below. Q El D D D D D D n Coloured covers/ Couverture de couieur I — I Covers damaged/ Couverture endommag^a Covers restored and/or laminated/ Couverture restaur^a et/ou peliiculAe Cover title missing/ Le titre de couverture manque I I Coloured maps/ Cartes gdographiques en couieur Coloured ink (i.e. other than blue or black)/ Encre de couieur (i.e. autre que bleue ou noire) Coloured plates and/or Illustrations/ Planches et/ou illustrations en couieur Bound wiiU other material/ Reli6 avec d'autres documents Tight binding may cause shadows or distortion along interior margin/ La reliure serrde peut cau^^r de I'ombre ou de la distortion le long de la marge intirieure Blank leaves added during restoration may appear within the text. Whenever possible, these have been omitted from filming/ II se peut que certaines pages blanches ajout6es lors d'une restauration apparaissent dans le texte, mais, lorsque cela 6tait possible, ces pages n'ont pas 6t6 filmdes. Additional comments:/ Commentaires supplimentaires; L'Instltut a microfilm^ la meilleur exemplaira qu'il lul a 4t4 possible de se procurer. Les details de cet exempleire qui sont peut-Atre uniques du point de vue bibllographiqua. qui peuvent modifier une image reproduite, ou qui peuvent exiger une modification dans la m6thode normale de filmage sont indiquAs ci-dessous. I I Coloured peges/ D Pages de couieur Pages damaged/ Pages endommag6as Peges restored and/or laminated/ Pages restaurias et/ou pellicul6es Pages discoloured, stained or foxed/ Pages dicolories, tachaties ou piqudas Pages detached/ Pages d6tach6es I I Showthrough/ Transparence n Quality of print varies/ Qualitd indgale de I'impression I I Includes supplementary material/ Comprend du matdriai suppl6mentaira Only edition available/ Seule Edition disponible Pages wholly or partially obscured by errata slips, tissues, etc., have been refilmed to ensure the best possible image/ Les pages totalement ou partiellement obscurcies par un feuillet d'errata, une pelure, etc., ont 6X6 film^es d nouveau de fapon A obtenir la meilleure image possible. Th to Th pc of fill Or be thi sic oti fir sic or Th sh Til wl Ml dif en be rig re( m( □ This item is filmed at the reduction ratio checked below/ Ce document est film6 au taux de reduction indiquA ci-dessous. 10X 14X 18X 22X 26X 30X ^ 12X 16X 20X 24X 28X 32X The copy filmed here has been reproduced thanks to the generosity of: Library of the Public Archives of Canada L'exempiaire film* fut reproduit grflce A la gAnirosltA de: La bibliothAque des Archives publiques du Canada The images appearing here are the best quality possible considering the condition and legibility of the original copy and in keeping with the filming contract specifications. Las images suivantes ont 6t6 reproduites avec le plus grand soin, compte tenu de la condition et de la nettet6 de l'exempiaire film6, et en conformity avec ies conditions du contrat de fiimage. Original copies in printed paper covers are filmed beginning with the front cover and ending on the last page with a printed or illustrated impres- sion, or the back cover when appropriate. All other original copies are filmed beginning on the first page with a printed or Illustrated impres- sion, and ending on the last page with a printed or illustrated impression. Les exemplalres originaux dont la couverture en papier est ImprimAe sont flimte en commen^ant par le premier plat et en terminant soit par la dernSire page qui comporte une empreinte d'impression ou d'illustration, soit par le second plat, salon la cas. Tous ies autres exemplalres originaux sont fiimts en commenpant par la premiere page qui comporte une empreinte d'impression ou d'illustration et en terminant par la dernlAre page qui comporte une telle empreinte. The last recorded frame on each microfiche shall contain the symbol ^»> (meaning "CON- TINUED "), or the symbol y (meaning "END"), whichever applies. Un des symboies suivants apparattra sur la dernlAre image de cheque microfiche, selon le cas: le symbols —^ signifie "A SUiVRE ", le symbols V signifie "FIN ". Maps, plates, charts, etc., may be filmed at different reduction ratios. Those too large to be entirely included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, as many frames as required. The following diagrams illustrate the method: Les cartes, planches, tableaux, etc., peuvent dtre fiimis A des taux de reduction diffirents. Lorsque le document est trop grand pour Atre reproduit en un seul clichA. il est fllm6 A partir de i'angie supArleur gauche, de gauche d droits, et de haut en bas, en prenant le nombre d'images ndcessaire. Les diagrammes suivants iilustrent la methods. 1 2 3 32X 1 2 3 4 5 6 ''4^ * v'ii; ^^Jf^^/ »v.t I .< i ^m iVi i i i m f) M < .» - ii H i i « 11 1! I r i it i iiw ii mi- . i ii i .a.j4i^» SiORT LINE MILW. '^ .-^^- ^^" ^^ ^? \^^^ Mn. Light's Reports upon the Survey of the Northern OR Quebec Route for the Shortest and Most Advan- tageous Railway Line from Montreal to Halifax AND St. John, N. K, REojArwENDiiva A COMBINATION LINE (CoiYibiviwg the Qiiehcc and Etcheniin Valley with ths Lake Alcga/ific voufes) , ■•. ' fo^' t fit" same. • Printed by order of tiik BoAiiD of Tisade and Citizens' Committee of Qttebec. QUEBEC. • 1885. i"tH i 'ij| Ni.i i imiil U KU i l l fiUr i T* ii.l MWH ii iWi i ' lO ' i H 'I >i m >l> WHWlw>f i rl |i l. i |i »i . i H [i . > i'j>mw.lW >W H i riT-7t» i H iliWIWliWfl|»| mm Tl it exj Line as sh| ginee tain I| at the. t»t;,v4" f..,ifi ■'.'ks 1: ■i PEEFAOE TO BEVISED SUPPLEMENTARY lEPOBT. The Board of Trade and Citizens' Committee of Quebec have thought it expedient to pablish the accompanying official report on the Short Line Railway, with the view of meeting the altered tapeot of the case* as shewn forth in the recent report and maps of the Govemm«Qt En- gineer of Dominion Railways, where he advocates the adopticm of cer- tain lines which, 1 did not xinderstand, to be even wider centi(fnalion, at the date of my firrt report, — (26th. March.) The lines first surveyed by Messrs. Vernon Smith and Ambro*ie Duffy, passed North of Moosehead Lake. The line now advocated passes through the said Lake to Matta- wamkeag, and in order to meet this altered view of the matter, a re- vised (or supplementary report) was submitted (10th May) in place of the first, — bnt it has not appeared, having, it is presumed, arrived too late, — henoe the necessity of publishing it in this form. It will be apparent that material differences exist in the tables of distances, as given by the Government Chief Eilgineer, and those given by myself; Mr. Schreiber's being invariably the 'shorter when the Southern lines are considered. Mr. Schreiber commences his distances at Montreal, and passes directly East over the St. Lawrence, — while my calculations are taken round by Lachine, where the Canadian Pacific Railway Company actually mean to pass the St. Lawrenoe by a Bridge, and to which point they have nearly completed a double' track railway from Mile- End. From Quebec Q-ate Barracks Station west to Lachine is 11 miles — which distance, must be retraced East to get opposite Montreal, aad will thus add some twenty (20) miles to all Mr, Schreiber's Southern route figures. The Government Chief Engineer has ignored the " Combination Line" in the arrangement of his map ; this line will Shorten the Que- bec connections by 27 (twenty-seven) and 26 (twenty-five) miles, re- |Spectively, to St. John and Halifax; Vide pages 9 and 10, tables l4 and 17, of Mr. Schreiber's report, and appendix 6 of mine, as fbljows i.^jL ^4%*^ >'v>,-. y;** ' ^A Mbntreml to St. lohii via Quebec and EaTtlaad (table 14^... 508 miles. if" ' " •' " " Cfaesuncbok (app. 6).. 481 " Saving by " Coriibin&tiou Line " 27 " Montreal to Halifax via Quebec and Hartland (table 17).... 785 miles. " " " Ohesuncook (app. 6)... 710 " &• i'-T- Saving by "Combination Line". 25 In all calculations of distances East of Passadumkeag and Matta- wamkeag, I have, of course, assumed that the existing lines of travel will be used for the present, as no survey had been made of the line, be- tween Mattawarak^eag and St. Andrew's ; while Mr. Schreiber has traced on his map a direct line across the eastern part of Maine, from Mattawamkeag to St. Andrew's, through a difficult country which has nut been surveyed, (see page 8 of his report) and has calculated three of his distances on this basis. This road may not be constructed for many a year, and should it ieven be built, my knowledge of the coimtry, acquired during (10) ten years sen'ice as Chief Engineer of the New Brunswick Government Railways, convinces me that the connection between it, and the Pro- vince of Nova Scotia will be through St. John, and over the existing lines of railway ; the details of the several lines are accurately shewn in my appendix 1 and 6 (attached,) and will be seen to be much longer than those dotted 'by Mr. Schreiber in his map. The country between Moosehead Lake and Mattawamkeag, — a distance of some 66 railes,-has also been very imperfectly surveyed, and the line which Mr. Schreiber says " takes the hrst place " passes over a supplementary summit 960 feet in height," between the Penobscot and Kennebec rivers, which cannot apparently, be avoided. (See Mr. Moses Burpee's report, page 40.) This summit destroys the usefulness of this part of the line as an Inter-provincial freight line railway, vir- tually lengthening it very materially, (see appendix 4 (four) of my supplementary report) and would have the inevitable ettect of turning such traffic as might have passed Portland, down south over the exist- ing " Bangor and Piscataquis " Railway, into contiguous American sea-ports. This detoiir via Passadumkeag would lengthen the distance te the Maritime Provinces some M miles. On page 6 of his report, Mr Schreiber says "the line' "to Halifax via Moosehead, Mattawamkeag, Jlervey, Fredericton and Shiisbury (line No, 6) takes the first place, being one mile shorter than ma north ofMoosehead Lake, Canterbury, Fredericton and Salisbury." The only line surveyed north of Moose- head Lake was that examined by Messrs. Vernon Smith and Ambrose Duffy, who fonnd excellent lines. (See Mr. Smith's report, ending page 52, and Mr. Duffy's, ending page 26. In my supplementary report it has been shewn tiiat the line from | Montreal to Halifax via Quebec and Chesuncook, is 10 miles shorte) than tbe line between the fiame fointt ftt^ m^i^pi- 4^4 (%|K>aapook. (8ee>ppexL^ 6, tables /^ and 6.) Jikikeimkimim Nii/«$ ib^Tterthail Mr. ScKreiber'g line ;' No. 6 *" (page 6 of kb repott.) When the data afford^ by the imperfect sarveys between ICoosehead and naUawaqi.'- keag aire discoanted, added to the further fhct that 118 miles on litie No. 6, are not surveyed at a//, the above will ha considered a cloao cal- culation on Mr. Schreibcr's part. On page 18 of Mr. Schreiber's report, all the northern lines via Quebec to pt. John and Halifax are set down as having grades of 85 feet to the mile, and carves of 10 ® (tep) degrees, making them vir- tually equal to 109 feet on the mile. (See appendix 4.) This, I am at a loss to understand ; true, there is one snort grade of 85 li^et to the mile between Hochologa and Mile-End, common to a// trains pass- ing from Montreal to Haliiax, also, three short curves of 10 ® degrees round Bedford Basin, some four miles from Halifax, equally common to all linas ; but these have no connection whatsoever with my pro- posed Gbesuncook Line. There are such grades and curves on the New l5runswick Rail- way between Hartland — (the objective point of last year's survev of the St. Charles line) — ^and Canterbury, but as I have before remarked the " Combination Line " woxikl strike Canterbury and not Hartland, and would therefore avoid the«e objectionable grades and curves, iii addition to saving 25 miles of distance. If I had found a dead level between Quebec and Hartland, tlie usefulness of my survey would still have laeen destroyed by beinij connected there, with a road having such grades and curves, but -I repeat that maximum grades of 35 to 40 feet per mile, and mmiuium curves of 4 ° degrees, can be obtained all the way from Quebec to Moneton on the " Combination Line," as stated in my supplementary report. Mr. Schreiber, in his report speaks of thirty (80) lines of railways; thus inferring an exhaustive examination of the subject^ — but, the facts show that only five (A) through lines have been, (but imperfectly) surveyed, viz : " No. 1."— From " St. Lambert to Mattawamkeag," by Messrs. R- Adams Davy, Moses Burpee, and Parker Spoftord. " No. 2." — From *' Megantic to Hervey " by Messrs. Vernon Smith, and Ambrose Duffy. "No. 3."~Froui "St. Charles to Hartland" by Messrs. A. L. Light, and Y. B. Fellows. "No. 4."— From ''St. Roch to Edmoiiston " by Mr. Crawford. " No. 5."— From " River du Loup to Edmonston " by the same. Mr. Wicksteed also made a careful barometrical examination from Chaudiere Junction to the Allaguash River, via tho Etolie*min valley which I shall have occasion to mention further on. On page 61 of his report, Mr. Schreiber institutes certain "queries" to which he iurnishes the replies and comments. T quote them here with my answers. ■ . ...»>.. , i i jfe ..^ . , i^M , %:ii 'm . "fM i Jii i w UR, SOHBBIBKB. Query No. 1. '• Mr. Light, in pages Nos. 2 and 8 of his report expresses a belief that the maximum grades between Quebec and Moncton, by way of Chesunoook and Hervey, would be 85 feet to the mile, and that the surveys of last season have estab- lished that the grades above men* tioned can be obtained between Chesuncook and Herrey." Mb. LiOHt. Answer No. 1. The following are my reasons for this belief : 1st. A careful barometrical ex- amination, which I made myself last Spring from Quebec as far as "Baker's Brook "—three-quarters of the distance to Chesuncook — when a most satisfactory line was found. On the remaining fourth part of the line, which I did not examine, Mr. Vernon Smith re- ports "that from Lake Chesun- cook towards Quebec there is a fine level open valley which might be utilized for a direct line to Quebec." 2nd. A subsequent careful ex- amination of the ground by Mr. Wicksteed, C. E., made last Au- tumn, having for result the corro- boration of my figures. . 3rd. The testing of the summit by spirit levels, further confirming the same. I will, in reply, quote the last clause of Mr. Vernon Smith's re- suncook and Hervey last season, port, page 32 :— " On the whole shews maximum grades of 53 feet the route proposed presents a very to the mile." favorable line for the construction of an economical first-class rail- way. On the profile shewn there is no grradient exceeding 1 per ,100, or 68 feet per mile, and no curve of over 4 degrees, or 1,438 feet radius. T^ith the exception of three places (each of less than € miles in length), there is no neces- sity for even this gradient. By slightly increasing the earth -workh I believe that on a re-survey the i objectionable points may be great- ly improved, and that the whole distance Yro0s Hervey to ChesunA cook may he covered with gradienls\ not exceeding 86 feet* par mile, aiid\ with no curve exceeding. 3 degrees, I or 1,910 feet radius." "Mr. Vernon Smith's survey the only one made between Che wH^'- lith gradienis] The line between Qnebeo and Ghesnncook has not been snrveyi- ed. Query No. 2. Mr. Liffht states paj;^ 3 that this I line would have a marked effect on the trade with the Maritime Pro- vinces * * * as it would \ save about SOO miles to St. John ! and 150 to Halifax. " This saving it is presumed, is intended to be over the Interco- lonial Eailway route, but it is very approximate ; the results I -would be somewhat similar to other short lines to the South." -^K'JtiS^vj . -J'^T- ?«ery No. 3. " Mr. Light on page 8 gives the listance from Montreal to Halifax na Mattawamkeag at 769 miles. This sbould be 720 miles." Mb. Lioht. I always considered that a oar- yey of this line was mo4 import- ant, and strongly recommended to Mr. Schreiber that it should be made, by telegram dated 18th August, 1884 His reply was a peremptory refusal. Mr. "Wick- steed's barometrical examination was subsequently ordered, having the result already stated of corro- borating my figures, Amwer No. 2. " This saving of distances is of course, over the Intercolonial Rail- way route there being no other ex- isting line to compare with. The distances, I give are as correct as is possible, from the data on hand, and are therefore not " very approximate." ^ The lower altitude of the main summit on this line is alone equal to a saving of about 40 miles of dis- tance, — not to speak of a number of supplementary summits on the •• Megantic Line " with deep intervening depressions involving a vast amount of rise and tall which can be only properly equa- ted when a correct profile is sub- mitted. I have already (in the body of my report) made mention of the supplementary summit be- tween Moosefaead Lake and Mai- tawamkeag 950 feet in height, (See Mr. Moses Burpee's report page 40.) It is surely evident that N Buoh extraordinary summits over- come with grades of 74 feet to the mile, and curves of 8*^ degrees must render this line entirely un- fit for an inter-provincial freight line railway. Answer'No. 8. I estimate tbe^distance via La- chine — (for reasons already mett«- tioned) — while Mr. tSclireiber measures directly from Montreal ; this accou^ntstbr 20 (twenty) miles of the extra distance he names. T-'c TI .- u- Mb Sohbxibsr Query No. 4. " Mr. Light gives on page 6 the distance from Montreal to St. Jolin via Mattawjamkeag at 498 miles " This should bo 450 miles. Query No. b. "Mr. Light gives on page 7 the distance from Montreal to Hervey via Quebec as 248 miles." " This should be 406 miles." Mr. Light. 2ndly. East of Matta^'amkdag, I measure the distance over the existing lines of r&ilway, throach St. John to Halifax; while Mr Schri'iber estimates over 118 miles I of country which is unsurveyed. (See his report, page 8.) This fact accounts for the ftirther variance in our figures. I hart , taken my measurements over the! exi.sting lines of railway from al praclical conviction that thesamcf will be in use for many a year to come. The details of my distances! will be found in Appendix (J, ta-j bles 10 and 11, supple me ntar\f report, and are as correct as an in timate knowledge of thei countr}! and the use of accurate time table^l will permit. - , . Answer No. 4. My reply to "Query No. 3" als. covers this groiind, and repetitioi] would be Tinnecessary. Ansioer No. 6. What I did say was, " the di.^j tauce from Montreal to Hervey vii Quebec To Bmi.i) is 248 miles.) (See page .55, Engineer's report.) The omission of these twolittJt^ words to build makes all the difle . once in the statement. "I i^V. "He also giv^s the distance from Montreal to Mattawamkeag as 240 miles." " This should be 328 miles. Mr. Schreiber concludes by say- ing : " I have not looked into the mat- ter of distances, &c., beyond the 7th page, but I fear they may be no more accurate than those I have remarked upon." The " ina(!curacy" Mr. Schreibt professes to have discovered in m« figures, is owing to the fact tha the words "to build" have heii again been omitted, Mr. Light. This is a point which can 1 very, easily verified. VII Mb. Sohbbibeb. Mb. Lioht. " It is pretty evident that Mr. I have inven it, on the contrwy, ight has been pressed for time, very caieftd consideration, ad has not been able to give the latter of this report his personal ttentfon." To sum up : — On page 6 of his report Mr. Schreiber says, " It thus ipears that the line via Moosehead Lake and Mattawamkeag is the lortest both to St. Andrew's and St. John," viz :— (Lines Nos. "1" id "2.") The distance to St. Andrew's and St. John by the said lines is 401 ^iles — and 451 miles respectively — when the detour of 2^^ (twenty) tiles by Lachiue is added this distance becomes 421 miles and 471 miles. The distance by the " Combination Line " to the above plac^es is )3 miles, and 481 miles respectively ; — making, it is true, an increase 32 miles to St. Andrew's, and 10 miles to St. John by the " Combi- ition Line" — but, this extra mileage becomes as nothing when placed j^ainst the extraordinary Buminits, steep grades, and sharp curves, t)mmon to Lines " Nos. 1 and 2 " of Mr. Schreiber. • On page 6 Mr. Schreiber further says " line (No. (J) to Halifax via [oosehead Lake, Mattawauikeag, Hervey, Fredericton and Salisbary ^kes the first place." He states this line (on page 8) to be " 720 miles " in length — adding le d6tour at Lachine it becomes 740 miles; or 30 (thirty) miles longer lan the " Combination Line " — and has the same serious drawbacks [s lines " Nos. 1 and 2 ") in the shape of high summits, steep grades id sharp curves. These lines Nos. 1, 2 and G pass ov^er the same bjectionable ground west of Mattawamkeag, while owing to the low immits and easy gradients on the " Combination Line," double the [nnage could be hauled with the same x^ower, — rendering this the lost valuable route for the purposes of an inter-provincial freight Lilway. '0 TABULATED STATEMENT. CoMPABiNo Mr. Sgiirriber's best lines Nos. "1," "2" and "6" WITH THE " Combination Line." ine No. 1. — Montreal to 8t. Andrew's ' 401 miles, add for Lachine detour 20 " = 421 miles. Maximum grades 74 feet per mile, curves G " degrees. \ineNo.2. — Montreal to St. .lohn 451 miles. add for Lachine detour 20 " = 471 miles. Maximum grades 80 feet per mile, curves 8 ^ degrees. \ine No. 6. — Montreal to Halifax..: 720 miles. add for Lachine detour 20 " =40 miles. Maximum grades 74 feet per mile, curves 10 ® degrees. *i 4"'''- ■*' ■ I' " CoMBiiCATioN Line." Montreal to St. Andrew's via Quebec, Ohesnncook, and Canterbury 453 miles] Maximum grades 58 feet per mile, curves 4 ® degrees. Montreal to St. John via Quebec, Chesuucook, and Can- terbury : i 481 miles] Maximum grades 53 feet per mile, curves 5 ® degrees. Montreal to Halifax via Quebec, Chesuncook, and Can- terbury 710 miles] Maximum grades, Quebec to Moncton, 36 feet per mile, curves 4 <^| degrees. It Further, — Lines Nos. "1, 2 and 6," pass so near the Americail seaboard, that they will inevitably throw the bulk of the heavy freight tratlic into American Ports. This question of inter-provincial routes, is one of vital importance not only to the City and Province of Quebec, but to the Dominion i.\ general. Fuller examinations of the country should be made, in order 1 ■ arrive at a wise solution of the matter. The fact is that the country hii\ not been half mrveyed, — for instance : of lines '• Nos. 1 and 2," r< commend(>d by Mr. Schreiber as the shortest route both to St, Andrew and St. John ; — 58 miles are unsurveyed, while line "No. G " to Hali fax, — of which he speaks as ""^taking the first place," has also 113 mil* not surveyed; thus aggregating on these three lines alone, — 174 milt of unsurveyed country. Fuller examinations, would I am confideni result vastly in favor of the " Combination Line ; " that is, if Canadian! interests are to be specially considered. A. L. Light. REVISED SUPPLEMEKTARY REPORT )n the proposed " Short Line Railway " to connect Montreal with the Maritime Provinces, with special reference to a Combination Line. Ottawa, 10th May, 1886. JOLLINOWOOD SCHREIBER. Esq., Chief Engineer, Governraerit Railways, &c., &c., &c. SiR,-In my report oh Surveys, dated 23id of March, I directed atten- tion to a line designated " The Combination Line," to connect Mon- treal with the Maritime Provinces. 1 feel convinced that this line, if established, in connection with bridge over the St. Lawrence at Quebec, will satisfy, in a marked logree, the tralfic requirements of Montreal, Quebec, St. Andrews, St. lohn, St. Stephen, Fredericton, Halifax and the ports further East, jlacing all localities on a fair and equal footing. This Combination Line will run westerly from Canterbury, New hunswick, to Lake Chesuncook, in the State of MainL\ and from Lake )hesuncook, by the valleys of the Famine and Etchemiu Rivers, to )haudiero Junction, opposite Quebec, and from thence through the jridge, and North Shore Railway to Montreal^ At Canterbury and Harvey the Combination Line jwill connect rith the railway system of the Maritime Provinces (the New Bruns- kvick and S^ John and Maine Railways). ' Starting from Chaudiere Junction, the lino proceeding easterly all traverse the valleys of the Etchemin and Famine Rivers to the leight of land, n ir the village of St. Justin, in the Township of Lan- revin. The summit is 050 feet above the starting point at Chaudiere function ; 509 feet lower than the summit oji the line via the Riviere lu Sud, about 20 miles to the North. Froiu St. Justin the line will pontinue its course South-East, and nearly direct to the vinicity of the lead of Lake Chesuncook, where it will connect with the line survey- fed during the past season by Mr. Vernon Smith, C. E., between that (.lake and Canterbury above named. Th»^ country from Chaudiere Junction to Lake Chesuncook lies |n such a low valley or depression that it forms the natural direct route for a liAe of railway between the Province of Quebec and the Maritime Provinces, and presents an unexceptionable channel for the xxssage of freight to the seaboard. Mr. Vernon Smith reports equally favorably on the line between Lake Chesuncook and Canterbury. w ^'-^nrq^s ~- ' t: ■''^fr-j^'^f,^^ '"""^it n w ,•--" ^ ii i I 1?his line has An imttieh.se advantage in its lower summit aiK eaner gradients, oquirolent fully to a virtnai sa\'ing of 25 miles straight and level road (see Appendix No. 4). Grades of 85 to 40 feel to the mile, and possibly less, can certainly^ be obtained both wayj firom Quebec to Moncton without any great additional expenditure fo earth and rock excavations and mttsonry ; these items of cost beiiii alone affected by the reduction of grades. The grounds for this opinion are as follows : — The Etchemin summit, 950 feet above the Chaudi^re Junction, i overcome in about 60 miles, being an average ascent of only 19 fet per mile ; the ascent to the Etchemin and Famine Valleys, along whicll the line would pass, is generally regular, there being but three breaks viz., one small waterfall at St. Anselme, and another at St. Claire, eat i| about 8 feet in height, and a stretch of level, about one mile long, Standon, all of which can be easily overcome by 35 feet grades. East of the summit, on the descent to Lake Chesuncook, the priiJ cipal impediments are the three upper branches of the St. John Riv< rl which will be crossed within a distance of 20 miles. They lie abotif 100 feet below the summit level. The two which I have personal] I examined are m gentle depressions, with no formidable highlands iuf tervening. The distance from the summit to Lake Chesuncook, is about oH miles ; half of this distance, at the southern end, would be on tb i streams flowing into the Allequash and into Lake Chesuncook, ii serious difficulties will be met here. The surveys of last season, by Mr. Smith, have established thai the grades above mentioned, can be obtained irom Chesuncook ! Canterbury. > - The eastern extension of the Combination Line from CanterbuTj to Harvey, would give St. John a good connection : while anotL' | extension from Canterbury, along the right bank of the St. John would continue this system of easy gradients to Fredericton, at whir i place the River St. John must be bridged, and the line continued v< the head of Grand Lake, for the most part through a flat country, tl Salisbury, there intersecting the Intercolonial Railway. ISi^miles wes of Moncton. This line would have a marked effect on the trade with the Mai i time Provinces, and would go far to compensate for the increase i distance to these ports, as compared with the railways in operation ic Portland, Boston and New York. (See synopsis of distances frod Callender to St. John 1 Halifax via Chesuncook, Appendix 6.) 11 would save about 150 > iles of railway to Halifax and nearly doublJ that distauce to St. John, over the Intercolonial Railway. The proposed line should be thoroughly constructed with rail and bridges, sufficiently strong to caiTy the Consolidation Enginr (now so much in use in Pennsylvania) capable of hauling a gross Iom of 800 to 1,000 tons, over its grades, or nearly douhle that which cou! be hauled on the Intercolonial Railway with the same power, and li tie additional cost per train mile. > — - — - — — - — ' ' ' ■ .1 . I ■ ■ *ii ■ • In my fii«t supplementary report, dated 'i6th March, I •aid : "grades of 35 to 40 fi to the mile, uud possibiy Icis, can I think be obtained. " The subaoquent publication of M Vornon Smith'* ftnd Mr, Wioksteed* repoite hai rendered thi« u certainty, therefore I hi state it. ■ftt;^'/'''"^""^ mit 8 The railways from the" Province of Quebec to the Ports of Boston. |d Portland, although apparently shorter, have to ascend the higher ids of the Watershed, near the Boundary, and, have therefore i(;h higher summits and steeper gradients. The Ogdensburg and Portland Raihvray passes over a summit of White Mountains in New Hampshire, 1890 feet above the sea \e\, with maximum gi-ades of 116 feet to the mile, and minimum rves of 9 ° degrees (633 feet radius). This difference in summit heights alone, between the New ^mpshire (American) and the Etchemin (Canadian) lines, to say thing of the easier grades and curves of the latter, would equate in latter's favor eqiial to a virtual reduction of 34 miles in distance, jcarriage of heavy freight. (See Appendix No. 4). In carrying Western freight via Ottawa to Quebec, much of it II naturally pass over the North Shore Railway and by means of the jposed Bridge at Quebec to the several Ports of the Maritime Pro- ,ces ; consequently it woiild follow that some point west of Mon- xl, and not Montreal itself, should be the starting point from which |omparison of distances should be made. A clear saving of 30 miles distance to Hull, as compared with route following the C. P. Railway to Carleton Plar-e, and thence Ottawa, would be effected by taking Chalk River Station on the IP. Railway as the diverging point. Crossing the Ottawa and rying the line to Hull along the North shore of the river, via the ^itiac and Pacific .Junction Railway, of which 80 miles, or about ■third of its length are built, would so re'duce the length as will be |n from the following table of distances : — III to Ottawa 2 miles- iwa via C. P. Railway to Carleton Place and Chalk River Station ,; 126 " 128 " 11 to Chalk River Station via Pontiac and Pacific Junc- tion,... 95 ** , Saving 33^miles. Freight from Montreal to Quebec via North Shore Railway, lid pass by St. Martin's Junction, as at present; but no railway lager would haul Western freight, destined for Quebec and tern ports, an additional 12J miles past St. Martin's Junction, into itreal and out agfun ; in all an unnecessary 65 miles haulage. Instead of hauling freight this extra distance, a loop line, 10 mUes |ength, by a level route, could be cheaply and'easily couslrueted for $100,000) between St. Therese and Terrebonne, which would •t a saving of 30 miles of distance ; this, added to the saving be- jen Chalk River and Hull, already mentioned, would give a clear ]ng of 68 miles. Should the alternative line, from Lachute to Quebec, bo adopted, Lachute made the distributing point, a further saving of about 17 J8 would be made, [making 80 mi fee in all] ';« = l! ■ **v; iH this saving of actual distance, added to a virtual saving 6f 3 IniliBB, by reduction of summit heights as already stated, would operat in &vor of Ganadlan, as compared with American Ports, by reducin;^ the distances to the former. For instance, the distance from Lachute to St. John, vid Quebec and Ohesuncook, is •. 486 mile- The distance from Lachute to Portland, via Mile End, La- chine, Portland and Ogdensburg (the shortest route) is.. 353 " Diflereuce in favor of Portland ,. 132 " Deduct equation of distance due to lower summit 34 " Virtual difference but 98" " If the " cut off" from Chalk River Junction to Hull, via the Po; tiac and Pacific Junction already named, be used, this distance will 1 reduced to 65 miles. The easier grades and curves on the Quebec line would material ' reduce this latter distance, in as much as the strongest freight engir will haul forty loaded cars over the Canadian line, whereas the saii: engine could only haiil 17 loaded cars over the* Portland and Ogdeii burg Railway, thus nullifying the shorter distance to Portland, . compared with that to St. John. This admitted — the Canadian Sea-ports c*" . Andrews an] L'Etang, some sixty miles West of St. John — '' om ice, and ca; able of being made good harbors — are actually uDout as near Montr<' as Portland. To instance one of the beneficial effects which a low system ^ gradients would have on the trade \Yith the Maritime Provinces : the coal and minerals of the latter could, by this Combinatioi Line, be carried for less than half a cent per ton per mile. The line would pass directly through the extensive coal fields the head of Grand Lake, New Brunswick, mentioned in the reports \ the Geological vSurvey, one soam alone of which is estimated to c( li tain one hundred millions of tons of coal, so near the surface thai i| may be quarried and n(it mined. This mineral, at present almost excluded from commerce in tli isolated district, could be carried as retarn J: eight, ensuring load' trains both ways.; and bituminous coal, reportfsd to be excellent I forging and other purposes, could be delivered at Quebec, Montn and Ottawa, for $3, $3.86 and $4.33 per ton. (See Appendix No. 5 I have prepared several tables of approximate distances from C; lender to Lake Cliesun'cook, — the common point of divergence of tij projected lines from Montreal to St. John and Halifax via Quebec ai| Lake Megantic. These tables are as nearly /lorrect as the present state of the svJ veys will admit, and shew that if each line runs into and out of Mol treal by the proposed modes of ingress and egress, there will b(T saving in distaiice from Montreal via Quebec of at least 10 miles ; tlJ saving, to be effected by the adoption of what has been here termtj the " Combination Line." 6 Another line has been advocated, which from the stand-point of juebec s interests, extends not the slightest advantage sought after, [at, is on the contrary diametrically inimical to such interests, all con-^ action with, it ^ from Quebec being perfectly impracticable. This line, termed the " International," has been traced via Sher- |rooke and Lake Megauiic, to be carried across the State of Alaine through [oosehead Lf^ke, and from thence to Mattawamkeag,. on the Maine fentral Railway. The disadvantages to Quebec of such a line may be briefly stated : 1st. No connection from the City of Quebec can be made with it, id if it could, the extra length would destroy its usefulness. 2nd, Instead of being a short line to the Maritime Provinces, it riU have the efl'ect of actually diverting Western trade from them, to le several United Stales harbours in the neighbourhood of Bangor, laine. 3rd. By it, the distance to Halifax and St. John, from Montreal, is icreased some 57 miles, and 10 miles, respectively, as comi^ared with listances via the " Combination Line " Mstance from Montreal to Halifax via Megantic, Matta- wamkeag and St. John 767 miles, "■ " via Quebec and Chesuncook 710 " Saving in favor of Quebec 67 " |istance from Montreal to St. John via Megantic and Mat- tawamkeag 491 *' " " I'm Quebec and Chesuncook 481 " Saving vifl Quebec -^^lO " Vide table 10 — Appendix 6. "^ Nor would this Mattawamkeag connection mai,erially benefit Ila- [fax, as it is but 89 miles shorter to Montreal than by the Intercolonial, ?hicli saving would be greatly nullified by the shar^) grades and iurves and high summits of the " Intei-national " line. Should the Internatioual connection be made via Crreenville, on le " Bangor and Piscataquis '' liailway, and that line utilized to Milo jnd Passadumkeag, as has been suggested, some 34 miles must be |rlded — making the increased distance to St. .Tohn and Halifax 91 miles 1(1 44 miles respectively — iiistead of 57 and 10. as before stated. [istancefrom Montreal to Halifax via Passadumkeag 801 miles. via Quebec 710 " "~91 " listance from Montreal to St. John via Passadumkeag.... 525 " ■urn Quebec 481 " ""4 4 » (See Appendix 6, table 11.) " m mm HP m i^'i 'The distances to build from Montreal to Harvey, the intersecting I point of the Maritime system via Quebec, andfVom Montreal via Mat-j tawamkeas: are nearly equal, as iollows, viz: Montreal to Harvey via Quebec 248 miles " to Mattawamkeag i>»a Megantic 240 *' Saving vza Metjantic 8 *' In conelusion, the proposed " Combination Line" for the projected | Short Line Eailway between Montreal and the ports of St. John and Halifax is based on true commercial principles. It passes over thi' lowest summits, and with far easier gradients and curvature than caii| be obtained by any other line crossing from the valley of the St. Law rence to the Atlantic seaboard, permitting of the hauling of forty load- ed cars, against twenty the other way ; in fact, a line which muM bring the freight of the West to the ports of the Maritime Province.'- 1 and the coal of those Provinces to Ontario and Quebec, thus ensurinj.] the prosecution of economical inter-iirovincial freight relations. The link between Lake Chesuncook and Lake Megantic, whih not making the line via Sherbrooke an interpro\aucial trunk linei would nevertheless give the Maritime Provinces direct communicatiohl with the Eastern Townships, and a new market for their coal, anci would create a short route to the City of New York, and the buildiuj/ of this link (Lake Chesuncook to Lake Megantic) in connection withb that which I propose from Lake Chesuncook to Quebec, would completr a system which would meet every requirement of both freight and passenger business, including that of the passenger business for Eu- rope, which I have no doubt will be got from the United States, vint the Passumpsic Railway and Sherbrooke — if Louisbourg becomes, & expected, a port of call for Ocean steamers. Comparison between projected Short-Line from Montreal to thci Ports of St. John and Halifax via Quebec and Lake Megantic. East of Canterbury the lines diverge to St. John and Fredericton West of Canterbury to Lake C'hcsuncook, the Trunk line will I > in common. West of Lake Chesuncook, the Quebec line passes by the valle^ of the Famine and Etcherain Rivers, to Chaudiere Junction ami Quebec, and via North Shore Railway to Montreal. The International l-dnk passes by Lake Megantic, Sherbrooke an <: Lachine to Montreal. Distances from Montreal to Lake Chesuncook (common point) — via Lake Megantic (vide Appendix 6, table 5) 288 mile via Quebec (vide Ai)pendix 6, table 6) 278 " via Lachute (common point for Western business) to Chesuncook by Megantic * 325 " Quebec 275 " Saving by Quebec 50 " Sherbrooke aiu t The distances £ast of Chesancook, between the latter place and 3t. John and Halifax, are not affected, therefore need not be considered lere, — they are given however in tables 7, 8, 9, 10, 11 and 12, in com- >ari6on with the Intercolonial (vide Appendix 6.) ?he mileage to be built West of Lake Ohesuncook to Montreal- mo Megantic is 215 miles. ««fl Quebc is Ill " fhe mileage to build East of Lake Chesuncook to Harvey (the intersecting point of the Maritime system) is the same by either line, viz. : 137 miles. The distance to build from Montreal to Harvey via Quebec and [om Montreal to Mattawamkeag via Megantic are nearly equal, as )llow8 : Montreal to Harvey via Quebec 248 miles. Montreal to Mattawamkeag via Megantic 240 " Saving by Megantic S '* taximum gradients via Megantic line (vide Chief Engineer's Railway Report, 1882) 74 feet. urn Quebec ... 40 " immit above sea level via Portland and Ogensburg R'y.. 1890 " via Megantic, height unknown to me, said to be,. 2000 " via Quebec and Etchemin River. 1200 " [aulago power. — Forty loaded cars can be hauled via Qixebec. •- Twenty " '* Lake Megantic. jost of completing projected line between Montreal and Chesuncook, (see Appendix 7.) rm Lake Megantic, including Lachine Bridge #10,240,000 via Quebec, including Quebec Bridge 8,470,00(J Saving via Quebec | 1,770,000 >st of completing projected line between Montreal and Mattawam- keag, (see Appendix 8.) via Lake Megantic, including Bridge $11,200,000 via Quebec (including Bridge) to Harvey via Chesun- cook 10,500,000 Saving via Quebec _| 700,000 The line from Quebec to Chesancook would pass through the ^est lumber lands of Maine, the lumber would be shipped from icboc, and the freight be worth millions of dollars to Canada. This [on would be lost, by lines passing through the more Southern part Ithe State. (See Mr. Edward Jack's letter, one of the most intelli- jnt lumber explorers of New Brunswick, (Appendix 3.) The line K Quebec and Chesuncook will make Northern Maine tributary to Vnada. ^:^if' R?rT'* 'm ■l^vil The Southoin line via Megantic and Passadumkea^ passes through a sterile part of Maine and is intersected by several United States Kail- ways, which- will inevitably cause the trade of Canada, to flow to United States seaports. The line via Quebec and Chesuncook traverses about 77 miles less of American twritory than the Southern line via Megantic and Matta- wamkeag, and 114 miles less than that via Passadumkeag. (Vide Appen- dix 6, table 12.) There are two lines now to Sherbrooke from Montreal, — one by the Q-rand Trunk, the other via St. John's, Famham, Waterloo and Magog. Why build a third line, when tha counties South-east ol Quebec are destitute of railways '? The bridge at Quebec does away with the necessity of the Lachin* Bridge. The bridge at Lachine does not .save the building of the bridg«' at Quebec, which must be constructed eventually to connect the Pacific with the Intercolonial, and thereby complete our national railway. The Lachine Bridge is incomplete until anew line, some 120 1 miles long, is built to Smith's Falls or Garleton Place, which line is ar. essential part of a contemplated through route {via Lachine Bridge) to Portland, thus duplicating the line between Ottawa and Montreal, j while an extension to Quebec is unprovided. What does Canada want with a second line to Portland, while her I own seaports are not connected by the shortest commercial line witli I Montreal ? The freight which is taken accross the St. Lawrence above Moii treal will naturally flow to New York, Boston and Portland, while, it directed via the North Shore Railway through Quebec, it must fine! its way to the Canadian Maritime Ports. I remain, Sir, Your obedient Servant, (Signed), A. L. LIGHT, | j,;^, Au,eri<.a„ j^gg^ (, j.. Chief Engineer Government Eailways, Province of Quebec. 5 lit 77 miles less itjc and Matta- . (VideAppen- of the Lachin* land, while her ercial line witli | fice above Mon tland, while, it it must finti .E., Great Britaii American Asbo. C. K ur «> .S.S O J3 o , c3 o i"» ta ,2 " 5:* © «> o o 00 oo ■* •* 1-t © fr-O o ■4 i3> ■<-< »0 t-1 1-^ 3:s5 :s 3 3 o (^ o M I— I w ft * ^ij "^^ ^jJ eg J eg 04 rA O ^ 5 13 60 s s 4> O fl <0 - - f-l >> S ^i ■ « c * t- ' a . -- -^ * H .-l^ "^ -^ 00 »>^ « 2 S & a a. a ' ■d ^;9 3^ 4) 4) ?P-^ 5hS S 8 S I I ■? 3 s -a. ;a a o ;:5-S S^'.S IS .,.9 •M >-,-■„''.*•" -' '.V ,-!,<■ V'^v.vli^^ 1(F These tables of distances have been prepared with great care :— | let. From a personal examination of some 600 miles of the lines durin:,' the past season. 2nd. From time-tables where existing lines are nse the three Provinces ; having being Chief Engineer of Govornmeii:| Railways for a long period in the Provinces of Nova Scotia, Ne\'. Brunswick and Quebec, and are therefore as nearly correct us can b- made without final location surveys. The height of the summit, above sea level, on the Internationii Railway via Lake Megantic is unknown to me. It is of paramouii ; importance that it should be examined before a decision is arrived ai j It has been variously reported, by competent fjngineers, at 2,400 ainl 2,000 feet respeetively above sea level. This difference in altitude i-i equivalent to au additional rail of level line for every 20 fieet of exti height, thus virtually lengthening the International line, if the low- r| height is taken 40 additional miles for purjjoses of heavy traffic. (S' Appendix 4.) . , i;r n Advantages to result from projected quebeo railway bridge. Imperial and National. To connect and complete the Canadian Transcontinental Railway. " the railway system of Canada on both sides of the St. Ijawronce, and at the most eastern point where it is possible to span the river. The only effective mode of making this connection to ensure safety and regularity. A connection for the Intercolonial at Quebec with the North Shore Railway, establishing idea of the grandeur of the structure. There would, and could, be nothing to compare with it on tl'' continent, for there is only one river St. Lawrence. As to reducing the Masonry in Piers and Approaches it won; be a pity for the sake of any small economy to take away from tli design anything that, wanting, would in the least detract from tUj majesty of its appearance. Yours very truly, ♦ Hi i I (Signed.) W. SHANLY. A. L. Light, Esq., C. E. N.B. — If the coal mines are developed as anticipated the cars wij run full both wayy. (Signed,) A. L. L. 18 APPENDIX 3. 3opy] Ottawa, 11th March, 1886. •with it ou tti gi^ — Jn reply to your enquiries as to the timber ou the St. John liver, I beg to say, that more than three qv\arters of the timbor jmaining on the St. John and its tributaries is on its upper waters, imely on that portion of the St. John which is above the Grand ills, including, of course, the branches of that river which lie in the rovince of Quebec and in the State of Maine. Much of this Ik not )\v available on aticount of the cost of portaging as well as the ngth of piver driving required to bring it to the sea board and other tcndant dilHcultiep, which the construction of a railroad would re- love. Such a road would be the means of bringing to the St, Law- nce for shipiuent to Oreat Britain vast quantities of spruce deals d other lumber. There is also a great dt.'al of cedar in this country, e tralfic in cedar shingles and sleepers is becoming a very impor- it industry ; both ofcthese are now being carried from Edmunstou rail to Bangor and Boston. The proposed railroad will be the means of employing thousands the habitants residing on the shores of the St. Ijawrence, while the mber camps in Quebec and Maine will consume the farmers hay d oats, as well as give employment to their sons and horses during e winter. I do not hesitate to say that the construction of this road through se timber lands will be a great public boon to the French farmers ,d woodsmen residing on the South side of the St. Lawrence in the inity of and below the city of Quebec. There is here a great de- ud iormore employment, where a portion of the country is of poor ality for farming. It woiild certainly also be the means of bringing Itions of dollars worth of lumbar to the banks of the St. Lawrence shipment. As to the quantity of timber in this country I can make no esti- te. I know that it is very large and to get data on which to base estimate would demand the expenditure of time and money. Should this railroad be laken to the Southward of the head of St. John, most of the benefits accruing from its constru(^tion down ? Daagwaam and crossing the Alleguash will disappear, and the efits instead of being oenferred upon the French laboring popula- n of Quebec, will be conferred on the people of the State of Maine. Yours respectfully. (Signed,) L. Light, Esq., C. E. , EDWARD JACK", Crow^n Land Surveyor. — M.j^-j^mjj»i»P^wi =rr-i-mnrT 14 APPENDIX No. 4. EFFECTS OF HIOH SUMMITS, GEADES AND CURVES. •I vi In deciding which of the lines is the most eligible for practic;'!! busiiess purposes, the comparison of the heights of thoir respective summits, is a matter of paramount importance. It may be remarkei that in the case of heavy freight trains (running at their most econv mical speed of 12 miles an hour) it is held as a maxim, that rn thci consumption of fuel, an additional 20 feet of elevation passed over, i- equivaleut to an additional mile of straight and level line. The summit by the Etchemin is 509 feet Ipwer than that by th Riviere-du Sud, the saving of fuel in the carriage of freight by tliJ former line, rather than by the latter, due to the difference of altitud I alone, would be sufficient to carry the whole freight traffic over ii miles of level track. REMARKS ON CURVES. The question oi curvature is also one of the highest importance Accordin'^ to L. H. Vose, Professor of Civil Engineering in liowdoiij College, and other eminent scientific and practical authorities, thf resistance due to curvature, to freight trains upon a 10 ° curve, is equt: to a grade of 24 feet per mile, or 2.4 feet for each degree of curvatvft-' A 10 ® curve, combined with a 63ft. grade per mile, therefore is a great an obstacle to heavy freight traffic, as a 77 feet per mile grade o;] a straight line. 16 APPENDIX No. 5. OEOLOGICAL SURVEY OF CANADA., 1878-1879. 20 II. " Assuming the average thickness of the surface seam around the [head ot Grrand Lake at 20 inches, and allowing the available yield [of coal for a soam one foot thick to be 1,000 tons per acre, (Richard iBrown, F.G-.S., estimates that each acre of coal, one foot in thick- luess (in Cape Breton) contains 1.500 tons, taking the specific gravity [at 1,250, we have, from the coal basin of Newcastle and Coal Creek, md Salmon River, which may be stated to contain about 100 square liles, a total available yield of coal, due allowance being made for jvvaste, of over 100,000,000 tons for this limited area alone— it may jfairly be presumed that with economical management ;inda proper system of working, a large portion of this enormous quantity might icproiitablv extracted." Ottawa, March 10th, 1885. Sir, — I have been at the Coal Mines at Newcastle, Grand Lake, examined the same, they are worked in a very primitive manner, coal being hauled in carts a distancti of from 3 to 5 miles, to the hmd Lake. So far as I could ascertain, about 6,000 tons are raised per year, [s is used for house and blacksmith purposes ; it carries, in some in- [nces, a good deal of sulphur and leaves considerable ash, it is an ^client cokeing coal, and so-ii'v as lean learn, is one of the very kt coals in use for heavy forgings. The beds are close to the surface, in some instances being on it, ?n but 12 feet below. The coal is deli\'ered from the beds on the surface for $ [ per ton, [haps rather under that sum. (Signed,) EDWARD JACK, Crown Land Surveyor for New Bnmswick. !L. LioHT, C. E., Chief Engineer Government Railway, Province of Quebec. Cost of delivering bituminous coal from the mines near G rand re at Quebec, Montreal and Ottawa at J cent per ton per mile for riage and $1.50 per ton for raining and loading ou cars would be Ibllows : — AT QUEBEC. Ink Lake to Quebec, 300 miles transportation @ J c. p. mile.. .$1.60 )ing and loading ou cars 1.60 ' Cost of delivery....". |3.00 s .'Jy -- •!" ■'W ^^WT jsm^ .» 16 t AT MONTREAL. Grand Lake to Quebec, 300 miles. Quebec to Montreal, 173 " Transportation 473 miles @, J c. per mile $2 Milling and loading on cars < I.J Cost of delivery AT OTTAWA. Grand Lake to Quebec, 300 miles. Quebec to St. Martin's Junction, 100 " St. Martin's Junction to Ottawa, 107 " .m. Transportation 567 miles @ J c. per mile. Mining and loading on cars Cost of delivery ....$4 I ! 17 APPENDIX No. 6. IfiTANCES FROM CATJJINDKII TO CHESUNCOOK BY 4 DIFFERENT ROUTES. 1 — Traversing the Canadian Pacific via Carleton Place and Ottawa to Montreal ; thence back to Mile End and Lachine to Cliesnn- cook. Total distance 033 miles as per details : — Callender to Montreal , 345 miles Montreal back to Lachine 11 "" Lachine to Sherbrooke 104 " Sherbrookc to Lake Megantic 69 " Lake Megantic to Chesuncook 104 " Total distance 633 m'iles 2. — From Callendar via Carleton Place and Ottawa to Montreal, then back to'^t. Martin's Junction to Chaiidiere Junction and by Etchemin Valley to Lake Chesuncook- Total distance 623 miles. Callender to Montreal ■ 34.5 miles. Montreal back to St. Martin's Junction 12 " St. Martin's Junction to Chandieve Junction... 161 " Chaudiere Junction to Chesuncook 105 " Total distance 62o miles. 3. — Callender to Lake Chesuncook via Chalk River Station and Pontiac and I'acific Junction liailway to Hull and Montreal ; then hack by St. Martin's and Chaudiere Junction, and by the Etchemin Valley Combination Line to Chesuncook. Total distance 587 miles, as per details : — Callender to Chalk Ri\x'r Station 9fl miles. Chalk River Station to Hull by Pon.'& Pac. June. R y.. 92 " Hull to Montreal by Canadian Pacific Railway 118 " Montreal back to St. Martin's Junction I'l " St. Martin's Junction to Chaudiere Junction '. 161 " Chaudiere Junction to Chesuncook 106 " Total distance 587 miles. |4.~ny North of the Ottawa :— Callender to Lake Chesuncook, via Chalk River Station and Pontiac and Pacific Junction Railway to Hull, thouco by St. Therosc and North Shore liailway, and Quebec bridge to Chaudiere Junction, and Etchemin Valley to Chesun- cook :— Total distance 556 miles. Callender to Clialk River, by Canadian Pacific R'y.. 99 " Chalk River to Hull, by Pon. and Pac. R'y 92 "- Hull to St. Therese, by Can. Pac. R'y ." 99 " St. Therese to Chaudiere Junction, via N. S. R'y... 161 " Chaudi6re Junction to Chesuncook 105 " Total distance : 556 m^ I'll"" , . '■'>("— "f!";ww,WMi" 18 No, 6. — Distance from Montreal to Chesuncook, via Lachine and Lake Megantic : — Total distance.,.. 288 mileg. Montreal to Lachine 11 ** Lachine to Sherbrooke ." 104 •* Sherbrooke to Lake Megantic 69 " Lake Megantic to Chesuncook 104 " Total distance 2m " No. 6, — Distance from Montreal to Chesuncook, via St. Martin's Junc- tion and Quebec : — Total distance 278 miles. Montreal to St. Martin's Junction '. 12 " St. Martin's J.unction to Chaudiere Junction 161 " Chaudiere Junction to Chesuncook 105 *' Total distance 2^ « No. 7. — Distance from Montreal to Halifax, by Grand Trunk to Levis . and Levis to Halifax, by Intercolonial Railway : — Toial distance 856 miles. Montreal to Levis 172 " Levis to Halifax 684 " Total distance .' 856 " Distance to St. John. New Brunt wick 760 " No. 8. — Montreal to Halifax, via Lachine, Megantic and Chesuncook : — Total distance 720 miles. Montreal to Lachine, vmCan. Pac. R'y. 11 " Lachine to Sherbrooke 104 " Sherbj-ooke to Megantic 6!) " , Megantic to Chesuncook 104 " / Chesuncook to Canterbury Ill " 399 miles. Canterbury to Moncton 184 " Moncton to Halifax 187 821 " Total distance 720 " Montreal to St. John : — Montreal lo Canterbury, as above .S99 •• * Canterbury to Harvey 26 *• Harvey to St. John 60 " Total distance 491 « 1 I liles. 19 No. 9. — Montreal to Halifax, via St. Martin's Junction, Quebec and Chesuncook : — Montreal to St. Martin's Junction 12 miles. ' St. Martin's Junction to Chesuncook 26G Chesuncook to Canterbury Ill Canterbury to Moncton 134 Moncton to Haliiax 187 •I Montreal to Halifax, total distance... 389 miles. 321 " 710 " Montreal to St. John : — Montreal to Canterbury, as above No 9 389 miles. CanterbiTry .o Harvey 2(5 Harvey to St. John ' 66 Total distance 481 (I No. 10. — Montreal to Haliiax via Lachine, Mattawamkeag and Vance- boro : — Montreal to Lachine. 11 miles Lachine to Sherbrooke. 104 " Sherbrooke to Moose River 93 " Moose River to Mattawamkeag.... 130 " Mattawamkeag to Vanceboro .56 " Vanceboro to St. John 91 " St John to Moncton 90 miles. Moncton to Halifax 186 " 491 miles 276 miles Total to Halifiix 769 miles To St John as above 491 " No. tl. — Montreal to Halifax, via Lachine, Lake Megantic, Greenville, Milo, Passadumkoag and Vanceboro' : — Montreal to Sherbrooke 115 miles. Sherbrooke to Moose River 93 " Moose River to Qreonville 61 Greenville to Milo 55 Milo to rassadumkeag- 27 Passadiimkcag to Vanceboro' 83 Vanceboro' to St. John 91 St. John to Moncton 90 Moncton to Halifax 186 m >( ,aH ^H 11 -',^1 Hi li tl 4 < 1 a r/5 1 s S ^ p 1 H s Cd H <«1 O o CW O 09 ^ H H fi o -^ M w r.^^ H ra (x) !^ QQ p O O" H H H • Ascending Westerly. 1 O o .90 1.00 O : : rH «5 -1*4 en : : CO tt> to c4 : '• o >c Tf! ! : rH o o 00 05 > • 9 • « • .^S : : : "ci -1^ : : cs ) . . . . ; ; ; ; .... OS d o o vti CO 0} t~ ; t • • a; u: • • • • ;g ; : : : on CO 10 CTj rH o o • 1~- • • • rt* • : un : : : CO ; : d : • 1 o : d o o CO Tf ■ CO • • • ^ I-?! ; : : : o ; : : ^2 d o o C^ CO r-t (M <'X^ : : : : -o ... d I 1 1 1 --. 00 CO d d b- . . . o ! : : rH lO • a l-~ 1- CO CO CO 00 •0 0U^!)3{(J .^ -w .4^ c c r-H (M CO -f i« ■ a ^ I S ffl a> M »-i © ^ as O -M >- c8 - 0) 5R »H ^ o ca R ^ ft -*-• >■ CD " S 3 ■3.2 -^ OJ rj ^ o «!-( r-t ^^ . ft s.^.a-^i^'i '.'VW ''•'.■"■.n'".ff;v»f»; 'TpT' 5F|'»|VW»;.|,™i,l»ii;>l^.imij«i. "Hi _, .,1 ll.^lll l.^)np!|«<<^l^ 32 Appendix No. ^.—Continued. ©KCOI^T LIITH R.A.Ill.-W-A.-3r. QUEBEC TO ALLAGUASH. - Statement shewing Approximate Alignments.— From to 65th mile. Tan- gents. « CURVES. From— To 2© 3« Rad. 1910' Miles. 40 50 6® Total Miles. Rad. 2865' Rad. 1432' Rad. 1146. Rad. 955' Miles. to 10 Miles. '9.23 6.82 6.83. 8.06 7.04 7.87 6.00 Miles. 0.77 0.51 0.65 Miles. Miles. Miles. Miles.' 10.00 10 to 20 1.61 1.36 1.60 1.34 1.00 0.38 1.06 0.68 0.20 0.34 0.83 10 00 20 to 30 10.00 SO to 40 10.00 40 to 60 0.25 1.13 0.54 10.00 " to 60 ■ 10.00 60 to 65 6 00 60.85 3.21 6.91 • 1.98 2.05 65.00 Note. — Total curvature — 22 i)er cent of.whole distance. , Of the remaining distance to the Allaguash 28 miles. The curvature will not exceed above average. 33 APPENDIX No. 6. Either of the lines crossing the Saint John River and its branches would open extensive sources of industry to the inhabitants of the valley of the Saint Lawrence, as they will give a ready means of access to the sea for manufactured wood of all kindx. The head waters of the Saint John and other rivers which take their rise on the range of hills lying South of the Saint Lawrence, pass not only through lands covered with a growth of hard wood, but also through or adjacent to large tracts of black spruce which cannot be successfully utilized at present owing to the distance which the logs have to be driven before reaching the sea, as well as to the time required for the same ; much of this timber being unable to reach the sea until the expiration of two years, and at a cost of men, driving, boomuig, etc,, of $2 per M.F.B.M. There is also a considerable quan- tity of pine left by the timber makers, as well as an enormous quantity of cedar, which railway communication will render available. Should either of these lines be built, mills will immediately be erected on the various streams which will be crossed, and the lumber when sawn will be delivered at much cheaper rates, as well as within less than half the time, at the seaboard on the St. Lawrence by rail, than it can now be done by rivers. Hay, oats, provisions and supplies as well as river drivers and laborers for the woods can aLo be carried at so much cheaper rate than at present from the St. Lawrence, as will reduce the cost of producing deals at least two dollars per M.F.B.M. >y^-i f^i^i:. I* A^ >*<1: 'J- '■t ■ M< ^? ' '-i •MMlMLoMl* \ MAP Compiled from EUGENE TACHE'S Map of the Provi nee of Quebec. SHEWING SEVERAL PROPOSED LINES FOR THE SHORT LINE RAILW. Between MOHTREAl and the Cities of ST. JOHN and HALIFAX, via QUEBEC and CHESUNCOOK and====--- * ^^~~-===\'ia MKGANTIC and MKTTAWAMK WITH SPECIAL REFERENCE TO A Combination Line. ice of Quebec. LWAY HALIFAX. rX A W A M K K AG, /ine. L. Ma IOUAn ■ o do L . *• L. Kem *■• Menjomanqoos '■• Pl»C*TO«|l '•OATOKaui s 70 95 80 \l »4 «7 00 78 «7 Tgti^ -_--/' "••"•"• _ WutPowt p^ . J:^^ 60 / 74 7» SO 94 105 137 84 U 67 Iftl 62 <-' y o 185 228 I5v i B. 180 155 124 J!<*- ■* if 80 180 SO fe. 176 »0 0_ 20 50 118 50 % <>^5r-^° A liooy 180 1 ^i^ • 160 102 f r/vti':..>?^'« o I- 143 S6 58 ?V. \. rv ' I . t»HW<' -(I OO**' ,0^' -■wiili^uL V, .*•* Q>*' .*»• •>i> \ BONAVENTll 8 >^ / '^ 4 TO " 17 ^""""^O.. 14 ^W^^ 4 48 "'■6/ r-V, I n 54 '"a/ •■•"• "Vy ?^!-X*t IQ no / 21 48 38 c/ 65 61 89 64 77 64 "i^ 86 BANK HAN ^.^ \> st: B|_ ,0 27 I-- MO/ 13 44 42 45 24 U^ ^ L E U R B >" / ^^'^^ UV \ A' K i**i k^' 88 fo BRAOEUte 40 2 BANK 4S >»<« V>Uj^ 19 20 22 ^ y y y ^ 16 .AVE- B<«oo\ --~>r "^ * U 131 X 80 25 26 19 20 81 SO 1 L POKTAOE to. .fl»V6' >»>> 8»«, NEWCA8] N 3Lo°L7o «^cr"«>^"** i«" * Chath OAKPV^84°Kk Fwlo CiAtmai I JCT. KH**"^ - ^^^' 20 20 17 8 8 19 j\l,1 . TfioHIEH K-^ 81 m , Bah***" CAHttVl- 14 R,CH1»UOTO HB , _ - *^ 22 g /"ALMXTWMirrtl.,. Vk 1» 25 ^ |g^ i^ilZ ^• M ©"""ouTT ^ ('"S» / -J' r HAitV ^^L^^^SBSC^HujArSSasS-fcZ^OKT .rfS Mawtoo I • \^ t^^m' .V ^ )*■• *"*>" I/if''" 'V? N ( l*ie n* « / ' li""i '■'-' V. ^ ^- iS.-^ KU^ .. .i.m .. will ,■ .>m»ii^a>^S:i;.1»>. '-^B. <^ -.'l^ -.>.•- ^^^^^_^ ^.I!S«I>g,ta«f>J »• *'">-l,^|i 8* Pakinham^ !• ''o. ^ Kah. O aeniky"" ' Mwirwipp, , '-' BumuHOT J Mamrjk •ewAT O Apoen Qoonitxi *»or Sc, I IT MiiilMIIHM T ' I vQ. >»ooi«vr ^ «^ ^WTie( »vf» ^:^ .< Waterloo S*^ ^. ' Oil :,,3MyjM ' KnowiIon AVIUC •7 (Warwick (matcv ( IMOND «Uri ^ .^ «„ \ ■X" \ ■ Maumc N LX / O Dunham 'Stahoume 'FReuoR^RO •t. WATSRVIltE y, . v*nrrt \t fAuTff RlOHRY "* Yy * y COATICOOK . HA' It I D Dixviujc HerifordqI tajQ TS /' .fl^ ai. I MowA» DC McrfAWnr I MlCHtl 0€ RriLECHAlfr ^^8t. CHLnit l\ "■^^L^o' MehedinC BcoTT'i ,n>^ '•■ %i/'^' / *^ V ^^ \ I ^ N f Jl.mooschead Canterbury ^vJjjjJS HilWEv FREDERIC^ JUNCT ,\ \ MATTAWAMKEA Passadumkeag ■\ ~1 i-ii. -Cta- ^xA^^ m /i^^'^s /8^uo. U '^> ^ 14 EVILl* ' wnw M 4^ 4 'V.v 11 Buctauche ^Canaan »«»< ox*' .»« 8 -r /' < >-^* .•^ .**^ '^-'.^ yy *»»• QiaaoN ■4 MiLLaaoROUOM HARVEY juNCT. HOYT '^APOHAQOli Norton ^^^ 1 GR"'P*T9if,Liir PENoaaoui Sua*Ex Vale *»'■ ^ ^ ^ 1 //2A, »> AMHER3- " ^ 6 ?..^.: x^. BlOOMFIEl-D McAOAM ' lUNdT Weisroi .«* ^^ ^G^^^CahibouPla"" OaaEKEAG ^-^ .■> 1.1 fi~ AMPTON y „ i 8I1IITHTOWN I {y '• \ \ R.TCBfOlll -Vjo/^uJlcEw^obK ^. r , Lv^ * «=^''" >^V/ / U« .ixT''* capCmionec^o ^-'^ lb ////*. / 1 N,QuAcq;^0 ^" 1 07 c D'OB 28 ,19 20_ ;i7 51 «.,., »A V' 13 /Wcxoc. V^% ^; :^^^jsjot*«bi-m™.« — 'O12 ?„„ ^'VJ Vv* n r»» "--rr^/ 'V'c^* --^ ^ LEPREAUX Pt \, vWfaTPIELl Fairville C«MPO «*'-'•'' '° LiMiiTY cove 0-. ow«» HO v^ .* O'.v* rANCOOKlO. 00