H385.T 
 
 REPORT 
 
 ON * 
 
 PROPOSED RAILWAY BRIDGE 
 
 OVER THE 
 
 Itl-VER, ST. Xjj&.V7"ie,"JEXN'CE, 
 
 COTEAU TO VALLEYFIELD ; 
 
 AND 
 
 RAIL CONNECTION OF THE OTTAWA VALLEY 
 
 WITH THE 
 
 NEW ENGLAND STATES. 
 
 BY • 
 
 CHARLES LEOGE, Ksq., 
 
 MoNlTREAL, January, 1873. 
 
 MONTREAL : 
 HERALD STEAM PRESS. 
 
 1873. 
 
.1. 
 
1 . ^/' . ;;!^^u*--T^>^>' ^ 
 
 REPORT 
 
 ON 
 
 PROPOSED RAILWAY BRIDGE 
 
 OVEn THE 
 
 COTEAU TO VALLEYFIELD; 
 
 AND 
 
 RAIL CONNECTION OF THE OTTAWA VALLEY 
 
 WITH Tiirc 
 
 NEW ENGLAND STATES. 
 
 BY 
 
 MoNTRKAL, January, 1873. 
 
 • ' • » .to , • • > ' • 
 
 • • • 
 
 . . • • 
 
 
 MONTREAL : 
 IIEHALD STKASr PRESS. 
 
 1873. 
 
• • 
 
 . a • 
 
 
 « • • • ^ ■ 
 
 • •«• • ••• 
 
 * ' • • • • 
 
 
 
Montreal, I8th January, 1873. 
 
 To the President and Directtyrs 
 
 COTEAU AND PROVINCE LINE 
 
 railway and bridge company: 
 
 Gentlemen, 
 
 In the early part of September last, I was 
 honoured by the receipt of your instructions to have 
 surveys made and plans prepared for a railway bridge 
 over the Uiver St. Lawrence, starting from some suit- 
 able point near Coteau Landing, on the north shore, 
 and thence to the south side of the river, taking advan- 
 tage, in so far as practicable, of the several islands 
 which intervene. 
 
 In submitting such plans as might result from 
 those surveys, you also required approximate estimates 
 of the cost of the proposed structure, accompanied by a 
 descriptive report, shewing its importance as a connect- 
 ing link of the line of railway now being constructed 
 from the City of Ottawa to Coteau Landing Station of 
 the Grand Tmnk Railway, with the proposed line 
 from Valleyfield on the south, or opposite side of the 
 St. Lawrence, to the most direct connection with the 
 American system of railways. Having now com- 
 pleted the preliminary work of the survey, I beg to 
 submit the results arrived at, as embodied in, — 
 
 1st. A general map of the country between Ottawa 
 City, Canada, and Burlington, in the State of Vermont, 
 
 p» i-\. r' f% C\ 
 
4 
 
 drawn on a scale of two miles to an inch, shewinc^ the 
 course of the proposed Hue of railway between those 
 two principal objective points. 
 
 2iid. A map, drawn to a scale of one thousand feet 
 to an inch, of the country between Valleyfiold, the 
 southern terminus of the bridge, and the most direct 
 point of connection with the 0;?densburiT and Vermont 
 Central Hailway, about two miles to the west of 
 Mooer's Junction. 
 
 3rd. A map, on a scale of two hundred feet to an 
 inch, of the proposed location of the bridi?e, starting 
 from a point one mile east of the village of Coteau, 
 and striking the south shore half a mile above the 
 upper entrance of the Beauharnois Canal. 
 
 4th. An elevation of the bridge, on a low level, 
 showing gcnenil features in relation to arranuvment of 
 spans, swing bridges, piers, gradients, &o. The small 
 scale on which it was necessary to ])repar»' this drawing 
 rendered it impossible to give more than a sk«»leton 
 outline of the superstructure. 
 
 5th. An elevation of a high lovel bridge, to permit 
 of vessels navioating the river passing underneath, and 
 obviating the use of swing bridges. 
 
 ()th. An estimate, in detail, of the cost of building 
 bridcres on the several plans proposed. 
 
 Prior to going more into the details of this 
 work, it may be well to refer brielly to its origin, and 
 also sflance at other proposals which have, from time to 
 time, been brought forward for bridging this great river 
 at other pohits, and in the instance of the Victoria 
 Bv'idge, carried into effect. 
 
 In the early part of the year 1871, a line of railway 
 
was projected from Ottawa City to Coteau Landiii«v 
 Station, on the (Iraiid Trunk Railway, and a charter 
 obtained for carryin;^ it into offect; the primary object, 
 next to o|)(3nin£r up the int(>rvt>ninu: country, being the 
 connection of the pohtical capital of the Dominion, 
 Ottawa City, with the commercial metropolis, Montreal, 
 by a more direct route than any in existence. 
 
 In reporting on the survey of this proposed route 
 and discussing its advantageous location for the trans- 
 port of sawed lumber from the great producing point, 
 Ottawa City, to the equally extensive distributing centre, 
 BurHngton, even if taken via Montreal, I pointed out the 
 great importance of a short cut by the construction of a 
 bridge from Coteau to Valleytield, and thence, by 
 an extension of the line to St. Johns, over a level coun- 
 try ; at th(^ latter place, uniting with several American 
 railways, and shortening the distance over the Montreal 
 route nearly twenty miles. 
 
 Keferring on that occasion at some length to this 
 new line of road, in connection with the proposed 
 bridge, and the great interests it would serve, I concluded 
 as follows : — 
 
 " In placing the subject in this light for your con- 
 " sideration, I bnt fulfil my duties as an engineer: per- 
 " sonally, and as a resident of Montreal, I have no de- 
 " sire to see this great stream of .ralfic diverted from 
 " the commercial metropolis and crossing into the 
 " neighbouring country at a point 38 miles to the west ; 
 " neither do I think the citizens of Montreal will per- 
 '* mit it, if a contribution from them in aid of the l?iver 
 " Rouge Junction will cause this traffic to flow into 
 " their city, where it would be so easily tapped.'' 
 
The River Rouge Junction referred to in the fore- 
 going extract, is a point on the Grand Trunk Riiilway, 
 about four miles «ast of Coteaa Station, or at the foot 
 of Coteau Rapids of the River trst. Lawrence, where no 
 V ' " je could be placed at an after period, and so divert 
 the trade from Montreal. 
 
 In view of locating the road from Ottawa, in this 
 to Montreal, safe position, that city was asked 'o con- 
 tribute the moderate sum of ,$(200,000 in aid of the 
 enterprise. Rival jealousies on the part of many of its 
 citizens, coupled with inertness on that of others, pre- 
 vented any grant being given, thereby relieving the 
 projectors of the road from responsibility in the matter, 
 and allowing the selection of the route which would 
 most conduce to their own interests, as well as those of 
 the country generally. 
 
 In thus having the project relieved from the 
 Montreal entanglement, and recognizing the great 
 importance of the " short cut," not only for the vast 
 traffic between the Ottawa valley and the New England 
 States, in lumb3r, coarse grains and other products, but 
 also for the inter-oceanic freight to flow^ over the line on 
 the construction of the Canadian Paciiic Railway, leading 
 gentlemen of the two countries resolved to build the 
 bridge, and extend the road from Valleyfield to a con- 
 nection with the American lines, and in this manner, 
 by the cheapest and most direct route for traflic to flow 
 over, foster and develope the industries of botli coun- 
 tries to the greatest possible extent. 
 
 • In accordanco with this resolution, an act was 
 obtained from the Dominion Parliament last session, for 
 incorporating a company to build tl/e road, also a 
 
charter lor the construction ol' thii bridge to unite the 
 two sections The provisions of the charter are ex- 
 tremely liberal, i^iviiii^ the rii»ht to the adoption oi' a 
 low level !>ridc:e, with swiii'jf sections over the navii^able 
 channels, a ri'jfht previously rel'used other companies, 
 on the ground oi" interference with the navisj^ation, 
 compellina: the high level principle to be used, at a 
 greatly increased cost, to enable vessels to pass under" 
 neath, as in the cjise of th«^ Victoria Bridj^e at Montreal. 
 
 With this brief sketch of the birth of the i)rqject, a 
 few lines will be devoted to a description of bridges 
 which, at different periods, have been designed for cross- 
 ing the St. Lawrence under nearly f<imilar circumstances. 
 This reference will also give the estimated costs of the 
 several works in comparison with the pre-<ent bridge, 
 the estimates for which are framed on the basis of the 
 now existing high prices of labour and material, in com- 
 parison with the cost of the same twenty years ago. 
 
 The first attempt to plan a railway Jbridge was 
 made, at the suggestion of the Hoiiorable John Young 
 of Montreal, by the late Mr. Morton, C.E., about the 
 year 1847, in the interest of the road now known as the 
 Grand Trunk Railway, crossing the River St Lawrence 
 a short distance above Montreal. The total length of the 
 bridge was 11,540 feet, or 2. 18 miles, to be built of timber, 
 on the Howe truss and arch plan, resting on stone piers 
 and abutments. I cannot discover the estimated cost, 
 but it was on the low level principle, w^ith a draw or 
 swing bridge for the navigation. A short time after, a 
 second engineer, Mr. Gay, of Philadelphia, was called 
 in to solve the problem. This gentleman selected two 
 suitable sites, higher up the river than the line 
 
8 
 
 decided on by Ah. Morton. Both of Mr. Gay's bridges 
 were of wooden superstructure, on the Burr com- 
 bined arch and truss plan, si)ans of 200 feet in length, 
 bottom chord 25 ieet abovf low water, and springing 
 of arches within 18 feet of same level, to guard against 
 high flood water. The total length of the longest was 
 14,960 feet, or 2.83 miles, at an estimated cost of 
 ,"^613,321, or about #41 p«M- running foot, including 
 superstructure, with masonry in piers and abutments. 
 
 The length of the second bridge w'as 12,.540 feet, 
 or 2.37 miles, at an estimated cost of ,)(525,693, or about 
 $^2 per running foot, in all. 
 
 These bridges were low level, with a draw over 
 the navigable channel of 60 feet, for descending vessels 
 to pass. 
 
 On application being made, in the year 1847, to 
 Parliament lor the right to erect one of these two 
 bridges, the project was i'avourably entertained in the 
 House of Assembly, through which a charter was 
 carried, but was subsequently arrested and thrown out in 
 the Legislative Council, or Senate, on the ground of 
 interference with the navigation of a river in the im- 
 provement of which some ,">'! 0,000,000 had previously 
 been expended. This action of a co-ordinate branch of 
 the Legislature, in refusing to sanction a low level 
 bridge, prevented at the time any further steps in that 
 direction. 
 
 In the year 1851, the project of a railway bridge 
 over the St. Lawrence was again revived by the Hon. 
 Mr. Young, but in consequence of the recent act of the 
 Legislature, the engineer, Mr. T. C. Keefer, was in- 
 structed to design a high level bridge, with a clear 
 
headway of one hundred feet over the channel, for 
 descending vessels. Two structures were designed 
 by that gentleman, on nearly the site selecl<'d by 
 Mr. Morton, one of wood and iron, on stone j^iers 
 and abutments, 10,000 teet, or 1.S9 miles in length, with 
 spans of "250 feet each, but channel surmounted by an 
 iron tube of 400 feet in length; estimated cost ,<;i ,600,000, 
 or ,>'ir»() per running foot. Superstructure of side spans 
 to be of wood, on Howe's truss and arch principle. The 
 second, for same site, was designed, with superstructure 
 entirely of iron, resting on stone ])iers and abutments, 
 length and spans the same as before ; estimated cost 
 ;;>'3,600,000, or at the rate of ^'360 per running foot. 
 Neither of those bridges was built. 
 
 During the year 1854 the first steps were taken in 
 the construction of the Victoria Bridge, on nearly the 
 site suggested by Mr. Keefer. This work is entirely of 
 stone and iron, giving a clear headway over the navi- 
 gable channel of (JO feet, for a span of 330 feet, with 
 twelve si)ans on eithi'r side, of 24- feet each. The 
 extreme length from shore to shore is 1>,184 feet, or 174 
 miles, and the cost ^'6,300,000, or about $6S6 per run- 
 ning foot. 
 
 The ioreiroinix fiuures will be of interest, when we 
 come to the consideration of the cost of the proposed 
 bridge, to be constructed in about a similar depth of 
 w^ater, strength of current, nnd amount of excavation 
 through the tkbris on the bed of the river, to reach the 
 solid rock; but more favourably situated than the 
 bridges described in the neighbourhood of Montreal, at 
 which place the high water, during flood seasons, has 
 been at a level of twenty-live feet above its normal 
 
10 
 
 summer elevation, -whereas at Coteau Bridi^e the water 
 seldom fluctuates more than three feet during the 
 entire year. 
 
 With the Ibregoinj^ brief remarks on the early 
 history of the scheme, and several particulars of earlier 
 projects for bridging the St. Lawrence, to be again 
 alluded to at an after period in this report, for purposes 
 of comparison, 1 will now proceed to detail the several 
 results arrived at by the surveys recently made. 
 
 The point selected for crossing the St. Lawrence is 
 at the foot of Lake St. Francis, a sheet of vAater 21 miles 
 in length by 4 miles in width. The outlet of this lake is 
 blocked up with a number of islands, some of consider- 
 able extent. The contraction of the water-way by these 
 islands, and the approach to each other, of the main 
 shores, causes a strong ciu-rent Irom the very out- 
 let of the lake, which increases rapidly within the dis- 
 tance of a mile or so, and afterwards forms tlie series of 
 rapids knovsMi as tlie Coteau, Cedars, and Cascades, ex- 
 tending over a distance of about 14 miles, with a total 
 fall of 84 feet. At the foot of these rapids, the river 
 again widens out into Lake St. Louis, a sheet of water 
 13 miles in length and 6 miles wide. The navigation of 
 the river is carried around these rapids, on the south 
 shore by the Beauharnois Canal, through which all 
 vessels ascend the river. Vessels also take this canal on 
 their down trip, with the exception of passenger steam- 
 ers, which run the rapids through a channel close to the 
 north shore. 
 
 The adjacent banks of the river, as well as the inter- 
 vening islands, being but from five to ten feet above the 
 water level and the navigable channels in close proxim- 
 
11 
 
 ity to each shore, the project oi' a high level bridge, with 
 a clear headway of 60 I'eet, or corresponding with the 
 Victoria Bridge, would not be feasible, on account of 
 the vast extent of embankment which would be required 
 in the approaches to the ends of the bridge, for carrying 
 the rail to that high level. Similar embankments would 
 also be requin^d for the intervening islands. A sketch 
 of a bridge of this character, with trestle work ap- 
 proaches, has been prepared. Its great cost and in- 
 security render it worthy of but little consideration, and 
 it is only referred to for the purpose of demonstrating its 
 unfitness for the locality. 
 
 In the case of the Victoria Bridge, the main navi- 
 gable channel occurs in the centre of the river, or about 
 one mile from either shore. The banks being also of 
 consideral>le hcMght, the rail level is carried to 
 the centre channel on a rising grade of 1 foot in 130 
 feet from each bank of the river, and in this manner the 
 60 feet clear headway is easily obtained. As before 
 stated, in the case of our Coteau Bridge, the two chan- 
 nels occur within a few hundred feet of the respective 
 shores, and thus render a high level crossing impracti- 
 cable, except at a cost too great to be even contemplated. 
 
 Fortunately, however, both for the interests of 
 navigation and the Company, there exists no reasonable 
 objection to the construction of a low level bridge, with 
 swing sections of amply sufficient spans to permit the 
 passage of vessels. The northern channel passing down 
 the rapids is only used by a few lirst-class passenger 
 steamers, and by those only during the daytime. In 
 approaching from above, the steamers will be visible 
 Irom the bridg(» for at least hali" an hour before their 
 arrival, as well as the bridge from the steamers. There 
 
12 
 
 will consequently, be ample time for the swing portion, 
 with its two open spans of 80 feet each, to be in readi- 
 ness for the passage of the vessels. Additional security 
 wull also be given to the approaching steamers by 
 wing cribs placed al:)ove the openings, and splaying 
 from them in a funnel-like manner. 
 
 On the south side, the channel leading up the river 
 from the end of the canal, is comparatively narrow, being 
 an artificial one prepared by dredging. The water in this 
 large bay is without current, since the construclion of 
 the two Government dams connecting the main land 
 with Grand Island, and the latter with Clarke's Island. 
 All vessels, other than steamers, are towed by steam 
 power to and from the head of the Beauliarnois Canal, 
 and as the channel, at the site of the proposed bridge, is 
 confined to the narrow cut belbre mentioned, vessels will 
 have no greater difficulty in navigating it alter the con- 
 struction of the bridge than at ])resent. This swing is 
 also proposed to cover two openings of eighty feet each, 
 and as the canal locks and swing bridges now I'urnish 
 the gauge width of 46 feet for the largest class of 
 A^essels employed on the river, it will be seen that the 
 widths proposed lor the swing bridges will be ample. 
 Wing cribs will also be provided for this swing on 
 both sides, above and below. The only remaining 
 provision to be made for navigation is for raits of 
 timber, which are not under such complete control as 
 steamers. These rafts frequently have rough cabins, of 
 from six to eight feet in height, for the accommodation 
 of the men, and also boards of twelve feet in length 
 standing on end to act as sails . If the lower chords of the 
 bridge are placed fifteen feet above the surface of the 
 
13 
 
 water, there will be ample space for the passage ol' these 
 rafts through any of the llxed spans. 
 
 I am aware that great objections have always been 
 raised on the part ol' those interested in (he navigation 
 of rivers and canals, agairist having them bridged, on 
 the plea of interfering with, or injury to the same. 
 That this injury is mort' suppositious than real, has been 
 demonstrated in many instances, })oth in the United 
 k^tates and Canada. Cases have occurred within my 
 knowledge, where the most strenuous and costly oppo- 
 sition has been given to railway bridges of this charac- 
 ter, delaying their t.'onstruction, and injuring the com- 
 merce of the countiy lor years, which when eventually 
 carried out, have entirely falsified the predictions of 
 their opponents. AV'here navigation has existed prior 
 to the: construction of the bridge, it has always the 
 right of way, and with the large spans and speedy 
 method of opening them to the approaching vessel, 
 which modern skill has created, there is no d(^lay or 
 obstat-le to its sal'e i);iss;i2:e. 
 
 Having dwelt thus far on the navigation side of 
 the question, we will now proceed with a description 
 of the bri(lg(\ 
 
 An examination ol" the accompanying map, No 3, 
 will show three islands nearly in line with each other, 
 lying between the two shores to be connected, and 
 dividing the river into four channels. 
 
 Commencino- on the north side, we find channel 
 No. 1 between the main shore and (liroux Island, 
 possessiu"' a width of 840 feel, with an exlri'Uie depth 
 of water of "5 feet, or averaging 14|- feet, with a velocity 
 of current of 7} miles an hotir. This is the steamboat 
 
14 
 
 chamiol, and will be crossed by a bridge containing 
 ibur ordinary spans of 150 feet each, and a central 
 swing of 160 feet, containing two openings < f 80 feet 
 each. Oiroux Island has a width of 900 feet in length 
 of line, and will be crossed by an embankment of an 
 average height of 7 feet. Channel No. 2, between 
 Giroux and Round Islands, has a width of 2,080 feet, 
 extreme depth of water 23 feet, or 14 feet 4 inches aver- 
 age, with a current of 5f miles per honr. The bridge 
 over this section will have thirteen fixed spans of 150 feet 
 each. Round Island, next in order, has a length of 
 1,300 feet, with average embankment about 9 feet in 
 height. Channel No. 3, between Round and Clarke's 
 Islands, has a width of 950 feet, extreme depth of 
 22 feet, averaging 12 feet 7 inches, with 6 J miles 
 current. This channel will have a bridge of six fixed 
 spans of 150 feet each. Clarke's Island possesses a 
 length in line of 4,100 feet, and average height of em- 
 bankment of 7 feet. 
 
 Channel No. 4, leading to head of Beauharnois 
 Canal, comes last, with an extreme width of 1,425 feet, 
 greatest depth 18 feet, or average of 11 ieet 8 inches, 
 with no current. It is spanned by seven openings of 
 150 feet each, and a swing of IGO feet, with two open- 
 ings of 80 feet each. 
 
 The total distance from north to south main shores 
 is 11,595 feet, or 2.19 miles, made up of water way to 
 the extent of 5,295 feet, or about 1 mile, and inter- 
 vening islands of 0,300 feet, or 1.19 miles in length. 
 The average depth of water will be 13J feet, and total 
 length of bridge superstructure 5,295 feet. The general 
 
16 
 
 velocity of current in three channels is about 6.58 miles 
 per hour. 
 
 To the depth of water, an extra allowance of live 
 feet has been made to cover excavation of foundations 
 for the piers to reach the solid rock, throucrh the debris 
 existing in the forta of boulders, clay and gravel which 
 have accumulated thereon. 
 
 By referring to the map, a second line v;ill be seen, 
 which leaving the one described on Clarke's Island, pass- 
 ing over the intervening channel, of 840 feet in width, 
 to Grand Island, following the latter to the lower dam 
 at'Valleylield,and crossing the stream below the mills, by 
 a bridge 330 feet in length, reaches the main land ; 
 afterwards passing the head race with a forty-feet 
 bridge, and the Beauliarnois Canal with a swing bridge 
 of 160 feet; in all, making a total bridging of 1,370 feet, 
 or but 55 feet less than channel No. 4 on hue No. 1. 
 
 This second route lengthens the entire line 1.17 miles, 
 with an iucrei.se of 96 degrees of curvature, and must 
 therefore be abandoned. 
 
 Coming back to line No. 1, and referring to the 
 detailed estimate, it will l)e seen that if the piers jue 
 carried down to the rock Ibundation by means of cotler- 
 damminu', the total cost of the brid^ze will amount to 
 ,Si ,000,000, or at the rate of ^'ISS per running foot of 
 superstructure, or ,$'86 per foot, I'roni shore lo sliore. 
 
 If wood cribs filled with stones are sunk to the 
 level of low water, and masonry piers placed thereon, 
 resting on piles driven through the ci-ih, the co.st will 
 be reduced to ^'8r)0,000, iH[\vA to .f'lOO per foot of 
 superstructure, or ;^'73 p -r mnning loot from shore to 
 shore. 
 
 In a work of this magnitude and importance, it 
 would not be desirable to run any risk with the found- 
 ations by the use of cribs, esp(M'ially in the channels 
 with strong currents ; in the .south channel, where the 
 water is still, this method might be employed with 
 
16 
 
 safety, but for our present purpose we will assume the 
 •'stirnato for the rock foundation, of ^1,000,000, and 
 base the calculations accordingly ■ 
 
 More mature consideration may lead to an increase 
 in th»- leni^th of spans, and in this manner diminish the 
 <|uantity ol" masonry, but oven so, the saving in cost 
 will not amount to any very material sum, while, on 
 the other hand, the expense of keeping the superstruc- 
 ture in j>'ood condition will bi» augmented. fSpans of 
 ]')() IWi. in length have been assumed provisionally, as 
 olleriug advantai^es in maintenance which those of 
 greater **xtent do not atiord. Tlie style of wooden 
 superstructure proi)osed is simple, cheap and eihcient, 
 and, properly protected against atmosplKMic iniluences, 
 will last for many years. There are, however, several 
 varieties of truss of excellent (rharacter in extensive use 
 to selr'ct from. 
 
 The following table will show at a glance, the 
 relative cost pLM" running fool of the various In-idges 
 over the St. Jjavvrenee, whi<'h have been referred to, 
 with number :ind extent of si)an,-, iscc..: — 
 
 Engiix-er, 
 
 Mr. (iiiy 
 
 Mr. Kepfor 
 
 Stephenson & Toss 
 
 C. Lrgge. 
 
 Montreal 
 
 Victoria 
 [ Uridg«, 
 
 Cotenn . 
 
 
 14,960 
 12,640 
 10,000 
 
 10,000 
 
 9,184 
 
 5,2 9r> 
 
 or 
 
 1 1,595 
 
 'A 
 
 60 
 
 66 
 i22 
 
 22 
 1 
 
 24 
 1 
 
 31) 
 fixed 
 
 2 
 
 Bwill).' 
 
 o 
 
 ■2 - 
 
 2m 
 
 200 
 
 250 • 
 40.1 I 
 
 250 
 400 
 
 242 
 
 330 ' 
 
 150 
 Hnd 
 ICO 
 
 fc"S 
 
 £.00 
 
 (J 
 
 .$41 
 $42 
 .$160 
 
 $360 
 
 $680 
 
 O 
 
 3 
 
 o 
 H 
 
 .$(!13,321 
 
 $r.25.G93 
 
 $1,600,0(10 
 
 $,"?.000,000 
 
 $6,300,000 
 
 or ; $i,ooo,ron 
 
 $85,1,000 
 
 lleniarkn. 
 
 Stone & Wood. 
 
 i> II 
 
 Ston*i Iron and 
 Wood. 
 
 Iron and Stone. 
 Iron and Stone . 
 
 To Rock-Wood 
 and Stone. 
 
 Wood & Ntone 
 oa i ribs. 
 
17 
 
 The estimate given by Mr. (lay is much below the 
 value of the work even at the time it was made. For 
 instance, in putting- in th(.^ loundations of the piers he 
 proposed dredging the accumulated mass of boulders, 
 clay, gravel, and quicksand, a depth of from live to 
 Um f«'«'t, to lh«' rocky b»'d of the river, and afterwards 
 sinking tlu^ ma-sonry on timber platforms, without the 
 aid of cort'erdams, for $'200 a pier. 
 
 The personal experience of the writer, as to the cost 
 of removing the debrii, at the Victoria Bridge, even after 
 being laid dry by cort'erdams, enables him lo pronounce 
 on the absurdity of Mr. Gay'.s estimate — at the present 
 time, the price of labour and material is at least one 
 hundr«<d per cent, in excess of the prices at the tim« 
 Mr. Gay presented his report. 
 
 llavuig determined the probable cost of the bridge, 
 it now remains to ascertain the total estimate for the road 
 in connection with it, between the city of Ottawa and 
 pohit of junction with the American railways on the 
 south side of the St. Lawrence ; the probable extent of 
 traffic over the line, and a comparison with other routes 
 for the through business of the Ottawa Valley and New 
 England States. 
 
 The ascertained length of line from Ottawa 
 
 City to the north end of the bridge is 80 miles 
 
 From south end of bridge to point of junction 
 with Ogdensburg railway, one mile 
 
 east of Centre ville Station 32.J miles 
 
 Total of. 112^miles 
 
18 
 
 to be constructed indopcndoutly oi' the bridge. 
 The cost of buildiui* this distance is estimated 
 
 at ^25,000 per mile, or a total of p,800,000 
 
 To this add estimated cost of Bridge 1,000,000 
 
 and we have a total of. ^3,800,000 
 
 as the probable expense of connecting Ottawa City with 
 the New P]ngland system of railways l)y an unbroken 
 rail. 
 
 This amount, at the rate of seven per cent, will 
 require a sum of ;$266,000 per annum to meet the 
 intere^st. 
 
 To ascertain if this revenue can be raised from the 
 traffic, we will first take the local business which will 
 be accommodated by the road. 
 
 From Ottawa CUty to Coteau, the railway will 
 pass throui^h a section of country at present having no 
 other outlet, or means of reaching market, and will ac- 
 commodate the following proportion of the pojmlation of 
 the counties traversed. 
 
 TOTAL POPULATIuN. 
 
 Soulanges ^ 10,808 5,404 
 
 Vaiulreuil ^ 11,003 3.667. 
 
 Glengany ^ 20,524 10,262 
 
 Prescott j 17,647 5,882 
 
 Stormont ;^ 11,873 3,957 
 
 Russell i 18,344 9,172 
 
 Ottawa City j 21,545 7,182 
 
 Upper Ottawa: — 
 
 Carleton A 21,739 7,246 
 
 Renfrew ^ 27,974 9,325 
 
19 
 
 South Side of River in Cauudtt ; — 
 
 Beauharnois ^ 14,757 7,378 
 
 Chateaufruay H 16,166 10,777 
 
 Huntingdon i 16,304 8,1,32 
 
 Total local population within immediate range of 
 
 road 88,404 
 
 Or say 88,. 500 souls who will contribute to its traffic. 
 
 In well st'ttlod portions of the United States or 
 Canada, it is considered a safe rule to assume that every in- 
 habitant within u belt of 12 or 1.5 miles on each side of a 
 railway, will contributi; annually, directly or indirectly, the 
 sum of seven dollars to its revenue. Under this supposition, 
 the receipts to be derived from the above number of 88,500, 
 will amount to .51619,500. 
 
 An examination of the map will show this route to be the 
 most direct which can be had between Ottawa City and 
 Montreal in one direction, and between Ottawa City, Bos- 
 ton, New York and many other American cities and towns 
 to the south. Considering the numerous eastern and western 
 connections, we may safely assume that the proportion of 
 through to local passengers, of say one-third, will be ob- 
 tained; or that during the year, about 29,500 passengers of 
 this class will pass over the road at an average rate of ^$(2.00 
 per head, or ^59,000 in the aggregate. 
 
 This will be also an important postal antl express line 
 During the winter, it will be tlie most direct from 
 Ottawa City to Portland, via the Og«lensburg and Portland 
 Railway, and will therefore be the route for the transport of 
 Canadian and Foreign mails. A very reasonable estimate of 
 the receipts to be derived by the Company for this service, 
 
20 
 
 and through ixpros?, will ht* $\00 ppr mile onch, or say 
 ;JI23,000 per arnum. 
 
 It is, however, to the «;reat Canadian staple, Hawed 
 lumber, produced at the City of Ottawa and adjacent coun- 
 try, that we nmst look for the principal itejn of through 
 freight to the United States. 
 
 Ottawa City is at the outlet of the vast lumber pro- 
 ducing district surrounding the Upper Ottawa Kiver, the 
 Mattawan and other tributaries. 
 
 Of late, this lumber trade has changed its character to 
 a large extent, much less square timber being taken out for 
 the European markets, but vastly larger quantities of sawed 
 lumber for those of the United States, which trade is rapidly 
 increasing in volume with each succeeding year. 
 
 From reliable statistics, it is ascertained that the lumber 
 annually cut at Ottawa City and the neighbouring town of 
 Hull, exceeds the enormous quantity of 240,000,000 feet 
 Of this, it is stated that at least 190,000,000 leet arc sent to 
 the United States market; heretofore principally by water, 
 via Montreal, Sorel and Chambly Canal, to Burlington, 
 Whitehall and Albany, as principal distributing marts for 
 the inland cities and towns of that country. Latterly, a poi - 
 tion of this transport has been performed by the St. Lawrence 
 and Ottawa Railway, transhipping, or rather ferrying its 
 loaded cars at Prescott to the Ogdensburg Northern Road, 
 and by this route reaching Burlington and other New 
 England cities. 
 
 The relative distances from Ottawa City to Burlington 
 by these and other proposed routes, and also by the contem- 
 plated line via Coteau Bridge, are as follows : — 
 
Ist. Distanco by water during' w-'Ubon t»f naviga- 
 tion, via Channbly Canal 3H> miles 
 
 2nd. " by rail, »*ta Prescott & Ot;(lensburg...23() " 
 3rd. " " '• Coteau, Graml Trunk and 
 
 Vietoria Bridge 216 " 
 
 4th. " " " proposed Montreal and 
 
 Northern Colonization 
 
 Railway 217^ " 
 
 5th. " " " Coteau Bridge and Val- 
 
 leyfield 169^ " 
 
 From the above table, it will be w^en that your route, 
 via the Coteau Bridg**, in 46^ miles shorter than by the only 
 other practicable and unbroken rail route, ennbracing a por- 
 tion of'yourroud and the Grand Trunk Railway, and 60^ miles 
 less than the Presoott rival line, which latter is also burdened 
 by the expense and delay of the ferry to Ogdensburg. Taking 
 next the water route, open for but six months of the year, 
 we find a distance of l.^O^ miles in favour of your road. 
 
 Running side by side for the same distance and under 
 the like conditions of loading and unloading, railway trans- 
 port cannot compete with that by water, for a bulky ar- 
 ticle like lumber. In the present instance however, the dis- 
 tances and condlllons are so dissimilar, that the rail leads 
 the way both in time and cost, which will be demonstrated. 
 As before stated, Burlington has hitherto been the distribut- 
 ing point for the New England States, while Albany and 
 Troy have performed like functions fur the State of New 
 York, and those to the south. 
 
 At Burlington, the lumber passes from the barges into 
 the yard of the "middle-man," or person who sells it on com- 
 mission, and in due time, is sent by rail to its ultimate des- 
 tination. In passing through this stage of its history, the 
 
22 
 
 lumber is subjected to a charge of from 20 to 25 cents per 
 1,000 feet tor transhipping; or, with the commission on sales, 
 to about $2 per 1,000 feet in all. 
 
 This practice of distributing or selling through a middle 
 man at Burlington, Albany, &c., dates from the early history 
 of the trade, and has no doubt been continued, in conse- 
 quence of the water transportation terminating at those 
 points. With a much shorter rail route, and consequently 
 cheaper and more speedy transport inaugurated, it does not 
 follow that the system of middle men should be continued, 
 or at least not nearly to the same extent : Ottawa and other 
 lumber producing points, to the north and west of that city, 
 in connecti n with your road, should assume the position 
 of distributing as well as of producing points. In other 
 words, those places should ship direct to every city, town, 
 and village in the United States, where rail connection can 
 be had and Ottawa lumber is required. 
 
 The difference of $2, or the charge of the middle man, 
 would then pass into the pockets of the producer, or perhaps 
 be divided about equally between him and the consumer, — a 
 result certainly more satisfactory to these parties, than the 
 present arrangement. 
 
 To illustrate this more fully, the following comparison 
 is made, shewing the cost of transport over the present 
 competing routes, by water, via Chambly Canal, and rail, 
 via Prescott and Coteau. For this purpose we will ast^ume 
 the city of Boston to be the point reached in each case, 
 and that the lumber pass through without the intervention 
 of the Burlington middle-man, and is sold on commission at 
 Boston : — 
 
1st, Cost of transport by water via 
 
 Chambly Canal to Burlington ^3.00 per 1,000 feet 
 
 Transhipping from barges to cars at 
 
 Burlington 0.20 " " 
 
 Transport by rail from Burlington to 
 
 Boston 4.35 " 
 
 Total cost for distance of 544 miles $7.55 " " " 
 
 2nd. Cost of transport by rail via 
 Prescott and Burlington, including 
 transhipping of cars at Ogdensburg, 
 for a distance of 464 miles $7.31 " 
 
 3rd. Cost of transport by rail via Coteau 
 and Valleyfleld route, Burlington to 
 Boston, 4031 miles ^6.31 " " " 
 
 Shewing a saving by your route, via Coteau and 
 Valleyfleld, of $1.24 per 1,000 feet, over the water route; 
 $1.00 per 1,000 feet over the competing one via Prescott; 
 and nearly as much over the other two routes via Montreal, 
 should they ever come into opposition; 
 
 The same relative differences will obtain, if any inland 
 city or town be taken with Burlington as a water termina- 
 tion. The saving in time from Ottawa to Burlmgton will 
 be at the least two-tliirds in favour of the rail, ami tvpen the 
 year round; while, by water, for six montlis the navigation 
 is closed, and the lumber not shipped at tlie close of the 
 season, has to remain on the piling ground, losing the in- 
 terest on its money valne. If we now nssunie that 
 190,000,000 of feet are transported by your road, the 
 saving to the trade over the water route will be 190,000,000 
 feet at $ 1 .24 per 1 ,000 feet, equal to $235,600 ; or $ 1 90,000 
 per annum, in using your road rather than that cia Pres- 
 
24 
 
 cott: — a margin of diflference sufficiently great to give your 
 line the monopoly of the trade, to the utmost extent of its 
 carrying ability. 
 
 If a new system of purchase be introduced, with Ottawa 
 as the soiling and distributing point, and orders sent direct 
 from tlie localities requiring lumber, the following will be 
 the profit to the producer over the old system, or the cost of 
 transhipment and commission :it Burlington: — 190,000,000 
 feet, at $2 per 1,000, equal to ;>'380,OOO per annum, being 
 an amount sufficiently great to entirely build and equip 
 your road and bridge in ten years. It is probable, however, 
 that this new system may not come into operation in its full 
 extent for a time, and that we may only look for a partial 
 realization of it for some years to come. Still if it reached 
 about halfway, or a saving to the trade of say ^200,000 per 
 annum, it will be stopping a huge leak in the cost of the 
 traffic, and adding largely to the wealth of our country in 
 this single item of transport alone. It has been shown that 
 a great saving will be effected in the carrying of lumber by 
 this route over all others, and that it must, therefore, com- 
 mand a great percentage of the entire traffic. 
 
 To move the total quantity of 190,000,000 feet, will 
 require 19,000 cars, carrying 10,000 feet each, or four 
 trains made up of fifteen loaded cars, on an average, during 
 every working day of the year. 
 
 To be far within the realm of safety, we will assume 
 that but one-half of this quantity is carried by your road, 
 amounting, with way lumber, to say 1 10,000,000 feet, at 
 the rate of ;j;i.80 per 1,000 feet for a distance of 115 miles. 
 
 Abstracting the leading items mentioned, we have the 
 following results, arising from legitimate local traffic, and 
 without reference to through business which may be derived 
 
25 
 
 from otlier roads with which your lir«i will connect, and to 
 be presently njontioned. 
 
 Revenue fVoni general loeul truiiic ^619,500 
 
 Thro)igh passenger 59,000 
 
 Mails an< 1 expi » -ssiJes 23 ,000 
 
 Lumber transport, 1 10,000,000 tt.at .$1.80 per 1000 198,000 
 
 Total annual traffic i;899,5O0 
 
 Now, if the moderate allowance of 65 per cent, for 
 traffic expenses, wear and tear and renewals 
 be allowed, there will be on this account 584,675 
 
 Leaving a balance to meet interest on Stock and 
 
 Bonds of ^314,825 
 
 We have already ascertained that the total cost of the 
 railway and bridge will amoimt to ^3,800,000, and annual 
 interest on same to ^266,000. This latter sum deducted 
 from the balance of earnings, J^3 14,825, leaves a balance of 
 ^48,825 annually, after paying the intPrest on the entire cost 
 of the icork. 
 
 An item of freight, which will no doubt, give a very 
 large percentage of return traffic for the lumber cars, is coal. 
 
 The rapid depletion of our Canadian forests, and conse- 
 quent increasing scarcity and cost of fuel, is now being 
 severely felt, and the consumption of coal is yearly increas- 
 ing, not only on railways, steamers, and iron works, but also 
 for domestic purposes. 
 
 The Grand Trunk Railway and steamers on the St. 
 Lawrence now use it to a great extent, and will go on in- 
 creasing its consumption in proportion to the facilities for 
 obtaining an abundant and cheap supply. The extensive 
 iron mines of the Upper Ottawa and in the neighbourhood 
 
26 
 
 • 
 
 of Hull "will become good customers for Anthracite, Cars 
 carrying lumber south can bring coals back, supplying the 
 river steamers at Valleyfield, the Grand Trunk Railway at 
 Coteau, and demands to the east and west via that roiid, as 
 well as Ottawa City and country to the north. Taking all 
 these points of consumption into consideration, it is not too 
 much to assume that at least 100,000 tons of coal may be 
 carried annually, to a greater or leseer distance, over your 
 road, at a price of say, 80 cents per ton, yielding a gross 
 revenue of ;^80,000; or, after deducting 60 per cent for 
 traffic charges, &c., leaving a net profit of ^32,000, which, 
 added to tlie previous surplus of ,$48,825, will give a total 
 o^ $SO,S25 over and above interest requirements. 
 
 Anotlier source of considerable revenue, consists in the 
 traffic which this line will bring into operation, by the 
 transport of Hour, wheat, pork, &c., brought by vessels 
 from the Western States, down the lakes and River St. 
 Lawrence to the head of the Beauharnois Canal, and thence 
 over your road, for distribution in the New England 
 States. 
 
 For many years past, a large business of this character 
 has been done by vessels from above, transhipping their 
 freight at Ofidonsburii' and thence eastward over that 
 road. 
 
 Heavy freiglit of the description named, can be trans- 
 ported, pro rata, more (iheaply by water than by rail. 
 Taking the point of junction of your road, with theOgdens- 
 burg line, east of Centreville Station, we have a distance 
 by rail from Ogdonsburg of 10-1 miles, for freight to pass 
 over from that point. 
 
 From Valleyfield, at the South end of your bridge, to 
 Centreville, the distance is but 32f miles, or a saving in 
 
27 
 
 rail distance of li\ miles. From Ogdensbuvf:^ to Centre- 
 ville, heavy grades occur, which add to the cost of trans- 
 port; while via the St. Lawrence, from Ogdensburg to 
 Yalleyfield, the inclination of the river is favourable for the 
 descent of the tonnage, The large area of still deep water 
 formed by the government dams, at the head of the Beau- 
 harnois Canal, furnishes fine faciliiies for the interchange of 
 freight from vessels to cars, or vice versa. 
 
 With the foregoing very favourable exhibit of the finan- 
 cial and revenue prospects of the road, when local business 
 is alone taken into account, it would suffice under ordinary 
 circumstances to take leave of the subject J cannot, how- 
 ever on this occasion do so, without referring to several im- 
 portant feeders of through treiglit, which will exercise a very 
 marked influence on the prosperity of your road. 
 
 Coming into Ottawa City at present, or shortly to do 
 so, are sevcnil lines of railway, which will require your road 
 as the most direct and cheapest route to the eastern sea- 
 board and New England States. A brief reference will be 
 made to several of them : — 
 
 1st. Canada Central. — This road now extends from 
 Ottawa, north-westerly via Carleton Place to lieufrew, a 
 distance of seventy miles, and is to be opened during the 
 coming year to Pembroke, a total distance from Ottawa of 
 about 105 miles. This railway opens up a line agricultural 
 country, and also touches many important lumber districts^ 
 At present, during the sawing season, tour trains of sawed 
 lumber pass daily over a portion of this and the Brockville 
 and Ottawa roads to Brockville, where it is shipped east via 
 the St. Lawrence, or ferried over to the American railways 
 on the south bank. Your road will be by far the most 
 direct route to the Eastern States for the Canada Central 
 
28 
 
 through business, which in time, will be greatly increased; 
 it being the purpose of that Company to push on their 
 road to a connection with the Canadian Pacific Railway, 
 near Lake Nipissing, and westerly to Lake Huron, to tap 
 the traffic of the north-western States. 
 
 A second and more important feeder of your road will 
 be the Ontario and Quebec Uiilway, passing from Ottawa 
 City on nearly an air line to Toronto; and at this latter 
 ])lace uniting with the Great Western, and Canada Southern 
 Railways, leading to the Western States; also, with the 
 Northern and several other lines coming into Toronto. 
 Large municipal bonuses are now being subscribed along 
 the route of this Ottawa and Toronto road, in addition to 
 which the Local Government of Ontario has promised a 
 large subsidy, and under the able presidency of Sir 
 Hugh Allan, it will soon be in operation. The country 
 traversed possesses large agricultural, mineral and timber 
 wealth, and will contribute it freely as freight for your road. 
 
 This line in operation, connecting with yours at 
 Ottawa, and pasnng over the Portland and Ogdensburg 
 road, now under construction, the distance from the great 
 railway centre Toronto, to tide- water at Portland, 
 by tliis new route, in comparison with the existing one, via 
 the Grand Trunk Railway, will be as follows : — 
 
 Toronto to Portland via G.T.R 630 miles 
 
 " •• " Ottawa and Coteau line... 561 " 
 
 Difference in favour of Coteau line 69 " 
 
 A second comparison may be made as follows: — 
 
 Toronto to Portland via Ottawa and Montreal 648 miles 
 
 " Coteau 561 " 
 
 Difference in favour of Coteau line 87 " 
 
29^ 
 
 These large differences of 69 and 87 miles respectively 
 in favour of the Coteau route bet\ve(^n Toronto and its win- 
 ter seaport Portland, will command both passenger and 
 freight traffic over your link of the chain, 115 miles. 
 
 The same remarks and deductions will also apply to 
 the inter-oceanic traffic of the Canadian Pacific, when it 
 comes into operation. 
 
 The opposition which this Toronto and Ottawa road, 
 in connection with your line, will create with the Grand 
 Trunk Railway for through business to Portland, and vice 
 versa, will enable you to make the latter Company an offer 
 of the use of your bridge and line south of the St. Lawrence 
 on very favourable terms. 
 
 Thus, trains leaving Toronto via the Grand Trunk 
 Railway and proceeding to Coteau Station, could cross the 
 St. Lawrence by your bridge and line with that of the 
 Ogdensburg and Portland road to Portland, making a 
 total distance of 548 miles, thereby heading off the Toronto 
 and Ottawa route in rear by 13 miles; and a saving in dis- 
 tance over their own road via Montreal of 82 miles. 
 
 Your road and bridge will therefore have a good 
 chance of getting a large amount of the Grand Trunk 
 through business, when the iival line from Toronto to 
 Ottawa is built. 
 
 Taking in the next place Ottawa and Portland as ob- 
 jective points, the following will be the length of various 
 lines by which access may be had from one to the other. 
 1st. via Montreal Northern Colonization to Montreal, 
 
 thence to Portland, via G.T.R 4 If) miles 
 
 2nd. via Coteau, Montreal, and G.T.R .....413 
 
 3rd. •« Proi^cott, " " " 463 
 
 u 
 
 ( ( 
 
 4th. " Prescutt vt Ogdensburg 374 " 
 
 5th. Coteau Bridge w'a Ogdensburg & Portland... 330 " 
 
30 
 
 Here again your route leads the way in point of dis- 
 tance, in a very marked degree. 
 
 Finally, assuming the City of New York to be the sea- 
 port, or great commercial centre sought by Ottawa and the 
 surrounding country, either for passenger travel or freight 
 purposes, the comparison in point of distance by unbroken 
 rail will be strongly in favour of your road. At present, 
 the only and most direct route which can be followed with- 
 out change of cars is that via Prescott, Grand Trunk 
 Railway, Victoria Bridge, and so on to New York, over a 
 total distance of about 559 miles 
 
 The distance between Ottawa and Xew York via 
 
 your line and the Coteau Bridge will be 499 miles 
 
 Shewing a difference in favour of your route of 60 
 miles, or sufficiently great to command the traffic. 
 
 A point of immense importance in connection with 
 your railway, in addition to its shortness, will be the low 
 grades found on the entire length, — S^^'^o fi'0"i west to east, 
 or in the direction over which the heavy lumber traffic 
 will flow, the maximum grade does not exceed 30 feet to a 
 mile, while in the opposite direction, in line of the light 
 traffic, it will not exceed 40 feet. 
 
 This verv favourable condition of gradients is attribu- 
 table in part to the comparatively level country passed over ; 
 and also to the large extra expenditures for earthwork in 
 the construction of the first section of the line from 
 Ottawa to Coteau. The sharpest curve will not exceed 
 2865 feet radius ; in fact a very large percentage of the 
 entire 115 miles is both level and straight. 
 
 That this line and bridge when built, are destined to be 
 
3i 
 
 of the greatest value, not only to the vast Ottawa Valley, 
 as well as that of the St. Lawrence, but also play an im- 
 portant part in connection with the Canadian extension of 
 the Northern Pacific Railway, via the Sault St. Marie, and 
 Canadian Pacific Railway on the north of Lake Superior, 
 1 have not the slightest doubt. The geographical position 
 of the Coteau Bridge over the St. Lawrence places it on 
 the air line of these Northern inter-oceanic routes, which 
 are now so largely occupying the public mind, and are 
 destined soon to be accomplished facts. 
 
 The amount ot through traffic which the several west- 
 em lines will concentrate at Ottawa City, for transport east 
 and south, will be simply measured by the carrying capa- 
 city of the roads. As an outlet from Ottawa, your road 
 has been demonstrated to hold a pre-eminent position, while 
 equally favourable as a feeder for eastern business, and will 
 in consequence be taxed to the utmost in moving through 
 freight. It will probably not be assuming too much to state, 
 that from the very commencement of operations, your line 
 will transport an amount of through freight equal to the 
 local tonnage already described. With the usual annual 
 increase of ten per cent, in both species of traffic, a second 
 track will become a necessity for the business of those new 
 roads. 
 
 Under this conviction, I have arranged the road bed 
 of your line to accommodate a double track. 
 
 In the foregoing investigation, I have endeavoured to 
 show, even by taking a moderate view of the local business, 
 that the scheme will pay as an investment. How much 
 more will it be realized when the enoj-mous through traffic 
 
 '••• *.'.♦•*• • '..•- • •• 
 
 • •• 
 
 
IS 
 
 of tlie Toronto, Western and Pacific Railways are added to 
 the stream flowin;; through this channel? 
 
 1 have tlie honour to be, 
 
 Gentlemen, 
 
 Your obedient servant, 
 
 CFTARLES LEGGE, 
 • Civil Engineer. 
 
 1 1 • 
 
 ; • • 
 
 I « V 
 
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