IMAGE EVALUATION TEST TARGET (MT-3) '/■ ^ 1 /. u. •^ s 1.0 I.I 11.25 M 12.5 1^ 1.4 1.6 n K 7^ J^ o 7 m ""^ '- >X^ CIHM/ICMH Microfiche Series. CIHIVI/ICIVIH Collection de microfiches. Canadian Institute for Historical Microreproductions Institut Canadian de microreproductions historiques 1980 Technical Notes / Notes techniques The Institute has attempted to obtain the best original copy available for filming. Physical features of this copy which may alter any of the images in the reproduction are checked below. D Coloured covers/ Couvertures de couleur L'Institut a microfilm^ le mellleur exeinplsire qu'll lul a M possible de se procurer. Certains d6fauts susceptibles de nuire d la quality de la reproduction sont notfo ci-dessous. 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The original copy was borrowed from, and filmed with, the kind consent of the following institution: Library of the Public Archives of Canada Maps or plates 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: L'exemplaire film6 fut reproduit grdce d la g6n6rosit6 de I'^tablissement prftteur suivant : La bibliothdque des Archives publiques du Canada Les cartes ou les planches trop grandes pour dtre reproduites en un seul clich6 sont fiim^es A partir de I'angle sup^rieure gauche, de gauche d droite et de haut en bas, en prenant le nombre d'images n6cessaire. Le diagramme suivant illustre la mdthode : 1 2 3 1 2 3 4 5 6 !)^^ i I . 1 U i / r '■ ,. RETURN To an Address of th? House oi< Co^t^r)^-s, d.itod 17th February, 1S75; For copy of tli'! li'port of L. (r. \\.-i\, V.K., 0:1 tho exploration made of thii roi:a>. of tln^ Ilarou uutl OUawa Railway from Ottawa City to Parry Sound, together with all Maps or Papers accompaiiyiii^ the same. By Command. E. W. SCOTT. Secretary of Slata DEPAllTME^rT OF Sechetart or Stats, Ottawa, 25t.Ii February, 1875. Ottawa, Febnuivy 25th, ii;r>. Slu, — I nm dircetod U) transmit to you tho at'compaiu'ing lotuiii, luiii;' tiio ro]>ort of L. <«. Holl, K-,ci., on the explunuion inadc by him of tho roe.to of tho Ifiiron .'tiul Oltawa KiiUvii}-, from Ottawa C:t y to Pariy Sound, u.^kcd for by au Addtey^ fiom the House of Coniaioa'ji, dated the 17th iii>t. , 1 have tl»e l>rinor to be, Sir, Yoar obcdiout servant, E. J. Lingcvin, Tlnq., F. liHAUV, Linder yc-rcaiy or State, i$ticrc(anj. Ottawa. • Ottawa, '.'IH Xovcmhor, 1874. Deau Sin. — TTavinjr roecived thronirh vmi. oh bt-hali' of ihc Govci'iiment of Canada, tho auiliority to make, lor the ini'orniation of tlie (iovernmeiU, an exploratoiy t-mvoy of a route for tlie projei'tod lliifon and Ottawa Kiiiway, and having iO(.oived youf ii\>tfnrti()ns to do tho li«'st I could, nml haviu;;; cnrnplorod iho survey as fidly as I boliovc iiei'essiiy, I now bei,' hvivo t< pien'sit to 3'ou iho f>llo\vin£f rcpor! . Acfoiilinif (o iny iindoi'.-iandinL,' of llie -.uii.cet. tlic railwa/ is de-.ii,nied to bo tlio sh')r(e-it iiiul nnsl diie;.'t t-onni-eiin^ link Irolwoeii the ^;eit hakes (Union, Michigan an I Sapcior) on the We.^t nnd t'.-o railway.-; now (.•xi>tin^' or in proj^rc «, wliich would connect il wiili ocenn wate:' on tlio Ivi-t. P.irry S luiid, on tho (ic .!-;;ian Bay, is settle 1 on as I'lo Wo tern fe/ininu-; and Cai'leion J'iaco, which is now connected b}- railway with Ottiiwa, and which will be connected with 3f')ntioal by raiiw.iyft now in pi'ofjre.ss. has been solocfcd as tho Kastcrn tc'iniiuis. Tiio snr\cy tiien was Le'j;iin at Carlclon Place .•ml ended on the sho;c of the (ieorgidn I'ay ^t Pany S jiind. The survey was niade alnio>t entirely on foot, .'is I de-iicd to .see thion;.';hout, .and as ucarlv u^ po.il il. I I'X.miiLi.' I tl,, cuiintj-y t'o!- a \v;il;li ni' ^cvcimI luilos. AltlMM:li I (U- ov|)')-i' I tiiMi'ni, iiiv ation'ioti was ratji-jr mmmo ;^'Voh Io ''io M'!i.".'!ii'.c '•! a Kuito on wind) I t'o:!i.i Iit! .-.ir.'c, v.i hoat a /laiU'.l in -! i ii'ik'1i!;iI mi. \ey. a imiI.v >■ ciutld l.'O I'lui-MtieiO'l at l!ir iiKi-t Mil) leralc fi > .t, With ih!^ olijiii". in vca*. '.!,i' ii^ij wliifli [ iiavi.' l;ai('i lias vcy ni;My • ii!n"Niiic<. \vi!;,;i | t'li.iy holiin c a ca ciiil .1 ^ innnenlal i-\\:\o\ w ',iKl, 111 a fu.at i'.\iL'!il. '[:\ away wiiii, and -o nKUoiially led Iki.-. I een ofie>, provnl to l,o truntwoi thy? but on thi.s tuvvey it met witli si'Vciid ])ctiy ae to lefcr you, for an ap])rf»ximate estimate of thia railway to work.^ witii witicb you a'e well ai'ijuainted, and Nvliicb you ai e aware I al.-o know, namely, t^ome sections on the Inlerculonial JJailway; andlpiopo^e to lake as standards of refei'cnce Sections 1, 8, 17, b*^ und It. On the iluron and Ottawa liiiilway there will be very tVw larue bridges, and none of the piotecticn work such as there is aloni; the M.eta]>edia liiver, on i-ection.s IT and 18 of the Intercolonial Jiailway. I have, tluMef'.Tc, in the following list, moditied tie e-timates of the sec- tions on the Inte)Col(Miial IJailwa}-, by deducting the masonry and supci^tiuctuie of the large bridges, the cost of eolVer dams and jiumping foundationn, the cost of level crossings, and the cost of protection works and special works. '^Vitb ilie exception of Contract Xo. 9, the prices i'or which were ample, I have on the other hand increased the amount remaining after tlu•^e deductions bj- fiom 20 to 'J5 per cent., partly because some of these sections weie consti acted at a low rate of waics for tho workmen and hor>es, and ollier.s had Bcarcely leinnnerative price.?, and partly because on the Huron and Ottawa Railway there may be Kome sections which nniy have uimsual cxpen.-e in imjioi'ting nuui and ]U(jvi:-ions. "Wfeie hu'gc bi idges or woiks of special dilliculty nniy be lefuiied on the route, a s])ccial estimate will be given in addition to the general one for clearing, grailing, culverts, and other such ordinary necessary work'. The modilied estimates which 1 have accordingly prepared aie as follows: — For Contract No. 1 8'J.IOO per mile. " 8 (!,25C " 17 17,500 " " 18 25,000 " " 1) 15,00(» " I do not pretend that tho line T have selected is 1I10 best lo bo obtaincc^ in tho country traversed, but I jiu! it forward a- one iind ouliledly to be obtained with tha characteristic-, a'ld at the cost wliic'i I >lial! d(> ail, and I fid!y believe that an instru- mental survey wdl tind many piints for deriiled imj).-!)vcm(Mit. The lino comnences by a juiction with the railw ly tVom Ottawa to Kcufiew, at a poi It west of the bridge eariying this railway over tho Msssis.sippi jiivei , and ita general bearing is almost duo wc.-t. It passe.- ihroiigh tho townships ui" iliimsay, m '» 10 ilVO of in at itd Lnniirlv, DivHng nti'l Lrivant, in the ('mitity '^C LTnarlc; C'liionln iina >fiIIor, in tho (.'ounty ol' FioiiUMiiic ; ,M:it;i\\;ilcl;;m. (ii'illiili. IahIoc'Ii ;iii.l Jia;;liiii, in llio County of JfcntU'U'; Callow, Moh'chlcIc, WicUI'iw. Mi('ui;«' and lU'ivrliol, in tlu? Coiuit/' of HaNtiiiii;- ; ISunloii. liai luiii, l\viv, ili'.\«'lo.ic and Sheiboi no, in tho (."otmty ot i'eto'- boi-ou;.(ii ; Iitdonl, in the CtricL Tho total i('!i;;lh moa.-.urod (jii tho iiiaj) n.'iiii 1 ail iho ^iiino.-^ilioa i.-j 22.') niilo*. T;io rii>t fivo niilc^ from Carlolon Plaoo arc on <,n'ound noarly Icvol in nil direc- tion-, Luit with a I'tuv low looiiy knol!> which can Lo oa-iiy avoided. Tlio rise on tho-o live miles i^j about lil'iy fi;ot. Oii tho next live miles thoro is nioro niiduhiuon, with M)ino\vhat lioavior \voi-l<, hut tlie Lnvaiesi, inr [ualily of surface is 80 fcot in about l\ niilo f.iim tlio l>od of the stream to ino top of a j'idi^o. Tho i'o..>t of coii;;triiclion up to sub-g: ado of the>o ten miles Would bo that of tho modified ralo lu.- coat mot No. I of liio Iiiton.'oloaial Iliilw,'"iy, that is, al^out 89,100 per milo. JJetwoen tho tenth and sixtounlli inilo-, tlu; ;rri)und i'l f )r the iijost part rough and rocky, the curve- would Le fio'iuonf. and the ca;-thwoiky heavy. There would n)t l.'O any tio.ivy brid^in;^. 1 ostimaie the c 8t oi' these x\k miles a; iiomotliin;^' muio than the modiliod ave tiifo lor Conlracf Xo. \H, hay S.'iO.OOO per mile. During tho day on winch I \v;>s on t' i.« section there wa-i a tliunder storm, and I believe my barometer did not ro;.'i .• hvitihls correctly, and I uivc this very Jiigh c-tim'Uo to cover contiiigcnciei^, ..ore is no ditliculiy on the hoelion. but tho <'Utf!n<^b will bo heavy, iictwoon tho sixteenth find thirtieth miles tho works will be cnmpanitivcly easy, tho valley of tho Ciyrk tho.e will not be either he;ivy or dilHciilt. At twonty-ono miles tlie line cro-sCM the river, ji.- the L'round is more favorable on tl-o .south side than on liie north. Near tho pamo point a short bold rocky heiidland KtriKe- the river, but the lino jwisses to Iho south of till-, crossing' a vtivy low now ir.".k <•:' hcaillatid. In no ])lacc, except betweea seventeeiuh and »ig' eenth miles above mentioijed, doos the line of necessity ran clo-e aloiit^^ido the river. At 21\ mih's the line a;;ain crosses the Clyde, an 1 at an elevation ot' al^oul liO tee'. Ilir.; it crosses al o the line of the Kini^^ston and I'em- broke liaiiway, whiiJi is located elcse alonij the river, froir this ciossinj; tho line ascends to the thirtieth mile l>y a ^'i-ade of 50 feet per milo along good ground, slo| iiig gently transversely, except tor the la.st half riie, on ivhich it iias to cross a few nariov.' rocky t-purt* and gullies, f '.^-limato the cost of lliis peetion of fourteen tnilos at tie moiliiie i lafo of Comract Xo. it. namely, SI."). 000 per mile. In addition, I ostimaie the two bridges over tiio Clya:", and the one over the lungstoii and Pem- broke ILiilway, with t;r.->t-class ma>onry and iron tsuperstructui'e, at 802,200 or t-ay Si. 500 }»er mile for the fourteen miles;, making the total estimate for this Foetion Si:), 500 per mile. [Tho rise between tho eighteenth and twenty-seventh miles ia very gentle, as between th.ise jioints the river Clyde has only two low hhort n'nids, all the rest licing nearly still water. 1 I ellevo a great deal of gravel Jor I allast will Ic found on this section. J'lio liiinboriiig district begins on this section, at about the twenty-eighth mile, and . (Uiliiiiic- almost, without in'.eriuption all the way through to J'arry .Sound. Tiio lino between the thiitieth and thirty-lilth miles, and agtiin ijo'.weon tho thirty -seven; h ami forty- third miles, is vi^ry much like that of contract No. H, 1. C. It, th.eio being much ll.it ground on it, while that between the Ihiriy-tiftii :ind tliirty- Bovonth miles is more oi the general <'lia!'acler of contract No. IH, as there woiiM be some steep .-ide-hi!l woi-k ujioii it. At abou; thirty six and a half miles tiieie woild be a bi i(igo ofaliout til'iy feet in width :>i'ro-s one of the I'ranches of MiidhikeC e 'k, whidi i e.-tiiUiUe at $U,C>i)i^ i accordingly i .-tiinate tho average cost of thi.SBoetion of thirtoon milo-sat 810,onit /e- mile. You will notice on '.hi^i section that tho lino runs hetw«en tiiemjiia bo«ij '.M \<\ lako at thirty iour milee and an arm of tho lake. Th« ^ ridge or, -.vliic'li llio lin:? vuiih is low aivl of nonrly iinifoiin friirfiu-e. Tlio strait, con- necting tiio iuiii with tlio main liody of the iiikc, ih le^s tliaii lUd vaids wide iind lois thiin ten foot deep. Only jni nidinniy culvert would Le icquiKKl lioio, whieh could I/O c;isily liuilt on the diy huui and not in the htrait. The grades in all this tcction would he very ea-y, ]]o'v/c'M) tlu' loity-iliird and I'rtielli niilcM tlic line nni;) diiwi' a ^'mal! I'ivcr callwl Mack:e'.> C.eek, and ujt l!io .\fiulawa>ka. The;e uill he a gieat many t-l.oil level portions! on lli h Kocti;)ii, with some side-hill end headland. The character of the lino id that orC.'oncracl No. 1". But at the heginning of ihc ^ectlo loft bridge of 50 feet Hjuin over Mackies' ( reek, on a rook I'oundaiion. and wlt)-:ont any tiinu!c at 8-;0JLt each, the total average wdl amount to $.)J^0^) per inih . The section between tl.o stvjoty-lifih and eighty-fourth miles is expensive nnd ursati^factory, on account oi' tho cuives whii'h ai)i)ear to be tiecc-saiy. Tho lino at tho eightiotli milo cro.stfoa tho .Missis->ippi or li?averCrock, a branch of the York Kivor. which itself is a luanch of ihe .^[adnwa^ka. The Vork liivor is called in tho reports of the (ieoiogic'.nl .S.irvcy, the Siiawtishlcong — the river of inarshe'. Tito marshes extend up tho Mississippi I'.irthor th.anthe poi • which I have .selected for crohsii g, tiiey iue la many I'laccs very wide, and ]>: ularlv ho at the junctionn of tlo Shawashko'ig wit'i the -^[is•^is^ippi and th- >r;iu!>waska, l>ut at dio place whlcli I have ^^elected. which is the second place available, hard ground is got oti both sides of the I{i\cr Mis.-.issippi whcie thu banks are al.otU 2U(I !cot apart. j\s the hind lying between tho .Mi>sissip]ii mil the Sliaw;i>hkong ri-es (jii'ckly to a kind ot' plateau 150 or 200 lect higher than the rivers it is necessary aflans of fifty feet over the greater snd les« Papineau Cicekj. These last thice will not bo expensive as the iouniiations will bo good. 1 estimate tho average cost of the wliole section exclusive of the bridges, at tho rnodiiied average estiniarc for ciifract No. IS, S'-5,0(H) ]ier mile — and 1 lurther Chiinctio iiso Mississ-ijipi biid.;c at $l'),i»on. Shaw/isli'^org at Sir),(H)0, and ti,e two I'apiioau briiii;Oci at 321,000— muLing m all an jAC;ago foi- tho section of about 82y,0,'0 per n.i'o. I ai.i much inclined to favnv n rr-i'o foilowiiig tho jradnwaska riivoi'tip from tho fevcnty-third mde Jo tho Village of Conii ei nicie, about nine Piile> up, and tliere iuiiwag west ai'.cl sotithwe-t, and joiidng llie lire F have laid down roar the ninety- fifth m!'e. The cuttings would bo lathcr lighter on tiiis .-outc, but there would bo of ne 'cs ily a very sleep grade loi* several miles of p;<4ia!.!y one in eigh'y up and d.iwn, I wa-i informed, and upon ieli;ib'e autlio;ity, 1 believe, that ti.e line by Com- bormere would be oi'cons.idorabio beno:it to tho lutnbering iutc;ejts---and that Coin- borinof'j is .a kin 1 of ceatro f,-o!n which !'.iinbo:'ing parties disperse. On this route the lioo woalj havo to cros.i tho lliiawaika twice u> avoid grojU marshoa at tho moi:th of tl'O Rhinvaslikonc;. Tlie-'O hi i.lf^os WduUI lio larjTo but not otherwise orpcnMiro. On llio >vli()lc 1 I'OM-ivIo;- (iioo wuiiKI In' \oy litild iliiioioiu'O cillior ii. cost, <)r length Lo'.xvcc'ii ill'.-' I utile Mill llio iMio I imvo l:iiil (li)Wii. , Jlolvvooii liio '.iJili .•iinl 1 1'Mli iiii!oilI">u' mo nivci'al jKirtinii^* of tlio lirin) of vory c:»t-y cdii ii iii'Uon — wi.ilo at lliu niiR'ty -ixlli niili' tlieio will lo iii'.aily;a iiii!t> of Jiillior cxpcn.^ivo work in tlio valk*y ofa lai^'o fcticatn. Tlioio i« no (litli(Mil,(y, Lut as tlio valley is naiiow .'MkI locky tlieio will lio I'.itiiOi' a low hliar|i (".iivo-!! or lioavy (.'uttini,'^ on I'ooky Hido hill-'. 'I'li'^ j^'rado nj* llio Valloy iiotvl not lio .-^toi'iioif tlian oa* in u liiimlicl. v\''OUt tho nincly-ninth Tiiilo tliero will lio oiiuiii;^ aliout ^l.irty li'ot Uecii throii;;li two narrow i i li,'0-», but tlio.^o riili;()-t aro |)"()bibly all, or jiuariy ail, griuol. JJo.woon lOl nnt alto;j:e!hor. 1 esLiinato the co-t ar iho ni.)di!iod rate for C>intraot No. 1, aliliounh I believe the co-t will be '-oi^ tido'ably le.is. as a ^'iOMt pioporiion of tho oetion will cost as Ii' tie as the average for Contract Xo. 8. Thoie will bo two brid^o^. each witii a span of sixty loot, and oa. ily con.stnii-ic 1, one on a rock foundation, and the other on a hard foundation, probably lock at a little deplli boiow tho b(«l of (ho .-.tveam. The bridges 1 (\.tiniato at Sin, 500 each, and tho average cost of the whole hcction will iu.cordinj^ly bo 810,500 per inilo. Between the r25!h and lialli miles tho work will bo vary much of tho ciia"»'otor of Contract Xo. 17. Tho ^^roiind is ioii:j;h. Imt not ditliru't, uloui,' the iioilh s!io;-e of tho lake a! 120 mi'.es, it i:. Ihon very oas;, up to 128 miles thriitiL;li aldo;' ihils and beaver meadows— -then t!io line takes nii'.c hill on a i^rade iloscendin;,^on(' in lO't to 182 miles, nl'iai- which it pa.'^sos over inoderaiely rouy coaiiti-y. i;o!!or;illy tl;i!. At 151 mile-' there will bo i rail. or heavy oiit'in'.!; ac-ois tho end ofa spur of land, and a lon^ cui've. Tlion for throe mi!o-» tho line i- in ;i vailoy and co:iios out on the sho;e of Tradini; I/iko, at the K)5;h mile. T'lcn thci-.' are I wo miles of e:i.-y work aioii:^ the shoie. of tiie h'.ke and two iniiesmoro of ratliiT lici\\y woi'k. The rci:i!d;iler up to the liJoili milealontj the Lake of Jiays is ci.'-y, aitbouuh at li'4 miles thciv will lo acutliin,' ac; )-is the nek ofa hcillaud that juts out boldly into (he i::ke. Theio will not be any iicavy brid:^inLi: on this section, ordinaiy culverts wi!l I i 'iilHcionl. 1 o.^tiInato tho avcra^;o en-t ut tho mfvijiio*! rato for Contract No. y, uamoly, 815,000 ^■mila. :s V ' Fr )m KiTi miIo< to IIS iTiilc-t nt tlio lower ond of tho Liko. of HnvH tlio work will bo oa^y. ll:cio will not bo any Miaip curvos rc^iiiicil to kcoji tiio imo on u hiirfiito ftluio^t lovol. FrMiii |(;S ini!o'< to 172 i;iil()^ llio I'lic will l)o rliii'dy in licnvor iiu>al'nv and tamaiiio ^w:lIIlIls. riom 17- iniio-i to ilio lowor cud i)!" Iiovino't LaUo. at 17'> milos, tlio lin.! will ii;is> ovoc roii^l'ci- roiintry, arid tiicc will lio .-.cmo IiiMvy wjrk lu'ur tho lal Lake, at llie tuot of the iaUe, aiid l lor abixU tlii'oo miles to tlio Vill.i;.'o ((f I'liit Sydney, on llio -Mii>liv0 worlc-^. I oaiinale t'le cmt ot'ilr.s section at raliicr inoic th.-ui tho iividincJ lato for Contract Xo. I, and at a mean hctweoti tho rales tor C.'oiitracts Noj. 1 and J(, iiamoly, $12,000 jioi' niilo. Thci-c will bo ae.i-oss tho cast brand- of the Miiskoka river, at tho lower end ol the Lake of Bays, a uridine with three span*, each ot 100 feel. Tho bridge will be low, and on a ii;ood gravel foundation, ij'not, on ror.ic. I c.itiinato tho ooMl of this iTid-eat go^^.liOU. Anothe. bridge of the samo spans but of lower hci^^'lit and hiiilr. on rock without cotfcrdain^ or [jiiivpin;;;, will be bnilt across tho main Mu: kol'a Itiver, at the outlet of Mary Like — ami this [ e^iimute at 8l,'(>,U0U. A niiaMer briilgo at tho outlet of ,l)ovine':i l.hi.e, to le built (Mi rock, and another at the ontlot of another lal^e at U12 miles, 1 estimate lo^^'eiber at glO.TOO. I aecoidin;:ly C'liniule tho avora^'C cost of tho whole ^ectioll of twenty milea ut 61"), 700 per mile. Of lh*» next section of t\vent3- miles the f.rst five will have li;,'lit work as there in n ii,'ieat de;d of Hat liuid on them, but the ^ixth mile will have heavy culting-> — then follovt- J(.)ur miles of lightly rolling countiy, and ihieo niilei nioie partly in flat meadow land, and ]>artly on . ido liill in the valley of ji Mimll stifani. Tiio leniainiii^j .■■even mi'es will have easy \vork, as '. ,e lioe juos Um- the mo>t part through a lon^ iiat vtilley, partly ojien iiieudow, and ]/artly timlicicd, and then along the stiaight lowslure ( . a lake. Althiii;:',li the work 0!i the .sixth mile of thi.'* section is heavier than any on the same !engi:i of Cun'.iact Xo. 9, the W(U'ks on the remainder of the .-ectinn will Le .Miinewh.at !i; liter than llie aveiaue of that contiact, and 1 therefor© estimate the co^t ol ihi.s -eciioii at the niodiiiea r:,to )<>r Conti'.Mct No. 0, namely, 815.000 jier Jiiile. Jiiit at ll'O miles theio w'M iiO u hiy,b bridge, ier|niring a clear opening ol filly ieot. and a liei;;ht oi'about fifiv : et. This bridge will bo built on Kolid lock- without diliienl:^'. and 1 e-tiniate its co-t jit Sill!. 500. Anoil.er liidge, with the same clear o]..ening, I ul a much less beighl. will bo leijuiied at the \'ro.>>irg of the J{os,-cau IJiver at lU.'i miles. This bridge 1 estimate at S22,'_Ml0 ; and I necoivlingly estimate the average cost of all the work on the section r.iS17,S00 per mile. From 205 mile.s to tho terminus of the railway at Parry iSouiid, a distance of twenty miles, tlieie will be at dilVercnt places voiy oa.n' work for an aggregate length of eight miles or more, the work will be as easy as the lightest ]ioitions of Contract Ni>. I. Uut between the 207th and 210lli miles there will bo some rather heav\' uide hill wo; k on a g:ado dcscciuling oiio in 100. At'toiwards about the 2l7th mile, at what is callo I the Sei ponl lia])Rls, thee will le*. a iJeep cut'ing and high enibanknieiit, but both will be short — noi mo/c than o.i0 yards from the tioginning of the cutting to tho end of tho enibMnkmcnt. The citt:iiig will lio about l.'j.OOi) cubic yards of rock. Almo t immediately after thi.-, tho line run> i'ov less ih;in 150 yards along the face of very hteep rock, lying in latge ;.n.~es, ea-ily Ma.-ied. ^J'iiin is .sonielbing like the laige rock on the liiceofBic Mouniain, on Contiact No. '>, of the Intercolonial Jlailway; and tho roadway will bo made I y blasting abi'Ut thi. ly feet deep in this rocl<. On both siflcs of this lock for n total ien;;th olaboui o'iOynids. tl e line will be an ordinary fiilo hill, sloping trans, vci-ely about Ibi.r to niu-. There will bo verybltlo cur\aiuie wlieie this heavy work will bo, but tho grudo will be one in 100 for about one and a half mile.^. This heavy work and Bteep |;rado uro in fton^oqueiico of the Sorpont liapid in tho Seguin ^ver ■ ■■« i ■^ 7 whioh lioro fnll.-* nlwnt Hi\iy fcot. Tlipvc 'vlll bo soino r->cky ]• of llio 'So^'iiiii R.ve--, mil liomls ri>iin4 M .M.ll I.ii.e, :m.l iV<.>m lliis |..»:i)t i,* tliy to "in in -i- oi' I' i.i-\' SmiiI. iIu; ;;iT)anJ i- f'Mii^l,, and ilio lino \vi:| l.o ont')kc'l. Iiiit ilio wuk wll ii .1 lio vorv lio.ivv. I otti- nnu) ilii- ^(.•■liM•l. loiivi'-;' out tlio liiii!f,'o.. :it tho m •!; iol j-iUo ti),- (.' iiiviu't X>>. IS, irimoly. 825,(1 >i) ixr iniio. Tlio.o will Ijo a mti ill 1» i.l- .^ no ir llio -'D-i-h nx lo. which J O'liiivifo ill 91,') 111, n.i'i (Iiioo l''i,.>,)(} oai'h. Tho o^timalo ol'tho lutal ul' (ho hoolioii ul';- ■.. y inilos is ju!cunlii)--ly 3J(),iJO0 per inilo. Tho ostimato of tho wholo w m'Ic I thorcroro ..i u^) as follo\V3 :— M:1c3. Milcj. From to 10 10 miles at $ '.MOO 8 91,000 " JO •' i« a " :!o,ooo i8o,ooo ; W " so n ■' i;,,r)Oa 2t;j,ooo 80 " 43 13 " 10.000 1X0.000 " 43 " 50 7 " I'l.SOO 13ri.(.i00 " M « 75 25 " 0,500 2;{7,500 " M " 05 20 " 2lt,000 6HO.()00 " -'5 " 110 15 " i7,.'',ai) 2*;i:.5oo " ll^J " ]'^"> 15 " 10,500 157,500 " l-''> " 145 20 " 2(1.700 414,000 " 145 " l;i5 20 " 15.000 30:),000 " !''•» " l>-5 20 " 15.700 :j 11,000 " 1«'> " '-'>5 20 " 17,800 i;5;;,000 " -05 " 225 20 " :jo,ooo COO.OOO „ , 'I'^t'i' $l,'i:!4.100 Say for 22.) miiod at 813,000 per milo Sl.0.yj,000 I bolioyo that in nil these estimates I have niaJo veiy libe"al aliovvaiieos, and that an o.>tiin:Uo ba<0'l on qiLuilitios a.>cei-tainot of rho railway, I as-iimo a permanent way ^imil.■lr to tliat of iho Inlcrcolonial IJ.ailwav, with t-ieol rails wo c'linij HiKty pounds ])cr liTio;il yard, and dolivo;td at ('.•iiloton I'laoo lor .-ixty dollar.-^' ]'Or'"ton. I make an additional avorai^o allowance ofSlOO per milo tor t!ic carriago of rails and Jiisteniii^r.M (loni Cailolnn I'iaoe .•don:,Mho lino. 1 al.-o allow tivo por cent, of tho whole length of lailwiiy or sidings, and I allow a high p:ice, litty oonts ])or ciibie yai-d for ballast, lo in>uro it-< boirg a good qualiiy. a.-j 1 believe there is nothing more v.duab'e in a jiormMnoni w.'iy than the lo-t ot ballast. .My ctimalc lor ;ho po.manout way is, thercliirc. $0,500 per milo i'i>v 225 miles. The rolling stocdc, 1 assume twelve engines for trains, two for jobbing, and four for YG^iivxc] al>o fifleon pa.ssongor and baggage oars, 200 box f, eight ciis, and 100 plattorm cars, amounting in all, to 8-MOO | er mile. And for stations, I as>umo two terminal 8tat:.,i t 610,000 each, one way station at SI, 000 for each ten miles of railway, and ono workshop at 6100.000, amounting in all, to 8G25 por mile. Tho gross e>timato I accoidiiigly make as lollows : i'arthwciksand ma-oniy...' $18,000 per n ilc, J'e;maiio!it wav !.., o 'ifio « JiOilmg stock 2 100 " S:ation!> and woi k.^hop (;25 " Total $;jo725 Amounting to $3,800,025 li.r the 225 miles; but to this ^um has Btill to bo aided the cost ot burvcy.s and bUi)crinteadenco. -■iff Tho liipfhest level attained on tlio survny is at tlio 127tli mi'c. I cannot for rcn?o-H iili'oaily moniionoJ, ;^ivc i'.om my own (lii.-oi'vations llio iioiuiit of lliit ]M)iiit ovei licit oftliorci, l.iiit tiikint; a-; n;n'iii'iil(', tlio lovcl ^'ive:i iii tijc ;^t':)l lu'ica! ioi>ii'l8 of i]l('|ili!mt Liiko (Ciilt'l I':i|iiiK>;m l/»ki' i:i Iho i«;v).t>.) ;ii l.l.'L', I ljci:.>'.o tl.c e.ul of Uio liii: u'-t iioii.t.'t. liic l-7ili ni'lo is not iiikio tliaii 11)) tco' vo/ llio mh. Cai-lulon i'hut) i-i 4tO J'ooi ah.tvo tlio lovol of t!ic :>ca, so ilial iho .■^tl;nlrlil level i-> I'd) f'eot uLiovo that ofCarlolon I'lace. Witii rc,'j;anl to frrndo'^ up (o llic siiininit. level of the railway t would ilraw ytmi- a!!ontion to llio iaet, thattVoni the eii^litcenth to t'>e twciity-ei.i^h'h Tnilo, the thiitv-.MXili to the ictli. Ilie f')i'tv--eve;i!li totlie revcnfv-iifdi. tlie eiiclit v-ai-.-.t lo the U)l:-t, ami tlie ll.'Jth to liic l^Ttiu a total length of f:th, to tho I'orty-foiii'th to the Ibrty-.scvenLh, and tlie hcventy-seventh to iho elgluielh, in all ninoraile.J. Tho grades at the.-so places would fall lot more than ono in 100, if so much. Ther-3 is thus probably a height of about 450 foot to be addcil to the dilToronco of level between Carhon Phiec .and the .summit of the railway, making a to'al rise up to the summit, of 1,410 feet, and giving an average grade of 11 feet per mile. On the oilier Land, in de.-cending iVoni the Kununit to I'arry iSoiiikl, tltei'c will bo an ascending guide for about two miles at lo3 miie^ ; about ono mile it 15S mile- ; about four miles ascending ttlowl}- at dill'eront pinnts Leiweeti IG.Sand 180 mile- — ono mi of steep aseoat at I'.H) miles, and a slow avcent from I'.'S to 108 miles. I have not reliable instrumental ob-.crvatii)ns of Ihcsi; ri-cs, but 1 belii've th.-y donot amount to more than 4'*0 feet. As befoj-o stated, I estimate tise heighl of the summit level above tho sea at 1,400 leet. The height of the Geo;gian liay above ^ea level is 573 feet. Tlie ditleicncc of level between the summit of the ladway and I'arry Sound is thus 822 feet, and the above susn ot 400 feet for rising grailes between tho suumiit and Pairy Sound gives a total descent of 1,-22 foot betw.eii the.c jioinls, giving an average de-cent of 12 feet per mile. You will notice on the majj that fioni ti o i'.^5;U mile to th# 1 15th, the IDOlh to tlie 168tli, the ISHth to the lOJth, and the lObdi to the 225th, a total length of lifty-seven milen, the line runs by laigo lakes and streams. In this eonnection 1 would refer you lo what I have state I in regard to tho lino between the 120th uiid the 130th miles, to show that it is higlily piobablo a hnver summit for the railway can bo readily found, by which tho total rioO and fall would bo reducetl by between liliy !ii\d eighiy feet. On the next half of the lino the lakes are very numorou-!, and they afTord iio^t excellent opjiortuniiy loi- concentrating a great amount of local tralli.; on co:taii\ iiointM of the j'ailway, nofalily at Kenno-os Lake, Ivatiwcimbijawanngog or Hollow . ake, Lake of llajs, Maiy Lake and Skeleton Lake. 1 am informed that a tmall stciimimat will 1 e j^ul for trade on the Lake of Ijays during thccoming summer Piid that a similar cue will ply through I'enin>ula Lake, Fairy Lake, Lake Yei uon, and Mary Lake. Jjy means of thc.-o lakes and otlicrs which I have not mentioned tho railway would be oi' almost immediate aceoiumo ialion to a very wide district. The sites for using water power through tho country tiavcrscd l>y the lino are very lumerous, and the pow^ •■: to be obtained is almost unlimited, the lake-; atloidin^ means ibr making i-torage rc.-ervoirs of immense capaciiy, and at very lit lo co-t and injury to surrounding lands. Tiio sh »"cs of th.> lako-", tliough in mi>y ca-o< com- naiatively low, goiierally rise quickly irom the water, .-o that a dam ol a few feet in lieight acro.■^s the outlet of u lake would in mo.3t casca tlood but a small area of groumi. Tho Hurfucc of the country travor.'sed is generally much broken, except on tho first ten miles tho uubrokern tlat laal of any cr)a.ddor ib'o widdi s very little. T.ie.-e arg numoroup beaver meadowrf on the lino and el.-ewhcro in the neighborhood, but they ai'e generally narrow. But it Hoomed to m". that almost universally, oven in the most broken country, though the sidos of tiio hiilH might bo steop and rock frequent on the Hurfttco, there aro largo patches of Hattinh ground eas^- of tillige. The soil throughout is generally good, and much of it is most excellent, at least bo the settlers have told me of their farms. Only one of all those with ^vhom I have convorsod has Hpoken ill of his farm, and ho Inid certainly very good reason, for it is very rocky, but he could easily havo bettered hi^< condition. 1 have mot nome settlers fVom the cities of Glasgow and Edinburgh, one liimily from the City of London, England, one from Liverpool, some from Oxfui-dHhiro, and several fi-om the Lake Ontaiio front, and all have spoken well of thoir iai-iut.', and are well pleased with their lot. One man near Skeleton Lake, on a farm with a great deal of rock on it, told mo that ho had come from Lake Ontario, and much preferred his present farm to his former one, stating that iiis crops at LaUe Ontario had boon frequently injured by early frost, while in his now farm, during hi;i three or iour years occupation, the early frosts had aot troubled him. The timber is of mixed kinds, yellow birch (scarcely any whito birch), maple, beech, and white pine, are found almost throughout; iron wood, bass wood, elm and balsam, fi-equently spruce, tamarac and cedar arc found in the 8wam])i. There is very little red pine along the I'outo except in tlie district between the 82nd B,.ul 94th miles, and even there not exclusively. At a lake called lied Pine Lako, there are very few if any rod pine trees, at least on the side traversed by the line, so that taking the timber as an index to the character of the country, it may bo concluded that the soil throughout this route is generally good. There ia a great deal of very good pine through the country, but there is also very much witli slight blemishes rendering it unprofitable to transport the logs » long distance, whicTi would give excellent lumber in narrow boards, lathwood, shingles, &e. I am informed by men engaged in lumbering, and I believe that a railway constructed through this district would be the means of saving all this imperfect timber, and turning it to a proii.table account, for both lumbermen and the country at large, for in case of the railway being made, all this timber would bo sawn on the ground, and then the good parts only transported to market. There are many yites for mills lor this pui-posc, and the lakes afford good facilities for gathering and storing the logs. This imperfect timber is cut down, as it often is before the imperfections are discovered, is left to rot and feed fires in the bush, and 60 a double loss ensues. For sleepers there is a good deal of tamarac in various places, and there arc large qujintities of hemlock, particularly in the district of the Soguin River. As I have already seated, 1 did not confine my attention to one particular line. Accordingly, 1 examined the oountiy between the line laid down and the Mississippi road from the 25th mile to the ()5th, but this country was too rough. I also examine>3' navigation. A pquall came on which made the ttea too rough for tho tug, and prevenlod my going out (juiio w) I'ar nn the lighthouse; but 1 saw very dis- tinctly the rocks about il. Although llie wavch wci-e loo high for the tug boat, there was no bign of breakers near the channel except on the rocks which were visible, and on a nhoal wliere a chart which 1 held in my hand.-> hIiowm a buoy and seven feet of water It appealed tome that as far as the channel is concerned the chart is quite correct, except, p( rhaps in one ])articular. Thoca])tain of the tug, who is a pilot of many j'earsexporif nee in the Georgian Bay, and who I believe from my exporionco of him on that day is tho'oughly trustworthy, stated that he believes there is a sunken rock covered by about fifteen feet of Avater about tlivee-(|uar(ersof a mile south east of Ked rock adjoining the lightho\ise rock, and that he believes the marking of this rock, if it exists, is liie oid\' thing wanted to make th.' chart of tho channel perfect. Ho is not suj-e of the existence of this rock ; bat he suspects it on account of the colour of tho water, one day when he was piloting a vessel over the place. There ifl abundance of good anchorage in places close to tho channel besides thoso marked on tho chart, and at the north end of l*arry Island there is a wide bay, or rather a series of hays which give perfectly safe sheltered anchoiago for vessels that may, if the railway sliou 111 be constructed, be waiting for loading and discharging. It seems to me that about ?100 spc! t in renewing the few necessaiy buoys and beacons would make the channel as safe almost as it is possibb- for a channel to be. I do not know ■whether or not it is necessary to mention to you un idea which, I think from my having been spoken tn about it, prevaiN with some people. 1 have been told that Parry Sound Jlarboi- is most {.'XvoWani ichen one gets into it ; but that the channel to it is so narrow that one could at ])laccs jump a»-boi-e from the steamers passing through it. A7helber this idea is witlely jirevalent or not, I do not know; but lest it should be, I think it well to take notice of it. The narro'v channel which is thus spoken of i.s called the " Danbuno C'hannel," it being the one which the Danbuno etoamer takes on her trips between ("ollingwood and Parry Sound, but it is not at all tlw channel tb.ai by which vest;els from Lake Huron would enter Parry Sound. The Danbuno Channel goes down r^outh, close by the west end of Parry Island, whereas the main channel out to Lake Huron goes out almost directly west. In conclusion permit me to say tliat I have given an unbiased report — although I would de;irc lo advocate tht; con>truction of the railway, because I believe it would confer on tin; country at large a great benefit, by opening up a wide district of good land ur sotllcnient; by givi;'g an impetus to the growth of various industries in tho country, bv nieatis of tbe water power of tho many ■^tieums and lakes on its route; by giving facililies foi' gieat ci ononiy in lumbering, and by giving, by its shortness and consequent clu'apne^h of land transit, greater encoui-agoment to the trade of the west lo pass tbrouglt the country. Mr. II. J. Hubc. lus, who ])rojected this railway, took part in tho expedition, and a lively interest in tiie survey, gathering what information he could over a wide district, as to the character and caiiabilities of the country passed through. Throughout the siirvc}' I was met in a very friendly ►spirit by all persons on the several routes c>;amiiied, anil they gave me all the assistance and ir.ibrmation which they could give, sovoral voluntarily accompanying me to show me through lauds with which they are acquainted Sandpoud I-'lk.mino, Ksq, 1 have the honor to be, Dear Sir, Chief Flngin-'d, Yours very sinceroly, Canadian Pacilic Railway. (Signed), LlON 6. BibLf J A / 1. 1 uui I uamrnmmwmmK'f^^v^^^ mmmmmmmmmn 4i 8 i o o 1 « o 8 ^"S "^ ^|.r| ^5o fi» o d 00 W H a Cn O i (X o o CO I a J*- Cd 00