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Les diagrammes suivants illustrent la mdthode. 1 2 3 1 2 3 4 5 6 MICROCOPY RESOLUTION TEST CHART (ANSI and ISO TEST CHART No. 2) 1.0 I.I 1.25 1^ 2B 1.^ Ili^ 2.5 z 2.2 b, 2.0 1.8 1.4 i.6 A APPLIED IIVHGE inc ■^5 5 East Main Stre-t Chester, New York M609 LISA IC; 482 - 0300 - Phune ',716) 288 ~ 5989 - Fax C^-tf(rAC Toivfito^ &^Otfawa Raihvny stf^HiT ) /? ^ « ,...H y / Toronto & Ottawa Railway. The object in contemplation of the Company is the construction of a Railway between the cities of Toronto and Ottawa, by as direct a route as practicable. Whether as regards the local or provincial relations of sucli proposed road, it must be looked upon as of much importance— serv- ing as it will a large section of country to which railway communica. tion is of essential importance, and providing additional means of transportation to tide water of the various productions of the Province. Meeting at its western terminus the centre provincial trade und commerce, and connecting easterly with the road now bein;; pushed forward towards early completion by the Provincial Govi-rnment of Quebec, it will form a material element in facilitating the transporta- tion easterly to tide water of the various productions of the Province whether gathered from the locality proposed to be traversed by it, or drawn from various parts of the Province by the numerous roads converging at Toronto— such increased facilities, involving as well a reduction of freightage as expedition and certainty of transit, upon which the movement of produce so largely depends. The contemplated road would form the final and completing link of a trunk line of railway communication from the Great West to tide water at Montreal, composed of the proposed road, the Great Western Railway and connections in the west, and the Quebec Government Road in the East. There would be opened up to settlement and cultivation a very There would be afforded H.'m , ~n-He.,e.dr.::ne~^^^^^ same section of country who e . .7"'''' °^ ""'"^--^^ wealth in the ^^ereh. new and i^:; ~ ^^^ ^^ -.ni.d, -"i^ ^e largely fostered, to the t ' T '''' " ^'^^'^'^-' ' .enerai advantage of the Province. The local inaportance and necessity of the nr • . . «« to make it de. rvin.^ of . ■, ^^^P^-ojected road are such ly or westerly afforded to tl,e section „, """"'"""oafon easter- i» to be found upon the „„ er """"""'^ ''""^^'^ '" >>« »-™-« »oon of „„e day only „ re " ""' """''' ''™'" °" "^^ »"- >V an P..actieaf p:rt:,rr 'T""'- f '"^ '"''" "- ~M.eaudeo.enience.t:e■r:l:^:-:r::t •■ « ']• y * •■ • just as convenieut to the centres of trade if, having direct coioniuiiicu- tion, it were removed four or five hundred miles from thi- centres. Goderich and Owen Sound are by the e(|uivalent of four or live hundred miles more convenient to Toronto than points on the proposed road fifty or seventy miles only from the city. As to tho.sc portions of the said section not served by railway from the south, the inconvenience of situation is, of course, of a more n)arked character. These circumstances indicate not merely the importance of the enterprise, from a local point of view— as tending to the removal of the large annual transportation tax, and to foster and bring into operation productive facilities that have hitherto of necessity hiiii dormant— but as well the impetus that would necessarily be afforded to the development and progress of the Province at large, and partic- ularly its capital, by bringing within easy accessibility a very considerable and highly productive section of country. For a distance of seventy or eighty miles, namely between the Counties of Lanark and Peterborough, with portions of these Coun- ties, the proposed road would partake eminently of the character of a Colonization Road— traversing a sparsely settled locality, from which Municipal aid will of necessity be limited. Here there is much unoccupied land of the Crown, whose early occupancy would be encouraged, and not inconveniently situated to the north are the free grant lands of the Crown. r The financial expectations of the Com panj are as follows Ml rUNICIPAL AID VOTED. I'eterborou^'h Town Peterborough County Sl50,000 l^^inark Group '••• ^50,000 90,000 MUNICIPAL AID EXPECTED loronto Ottawa #250,000 North Hastings..".* ^00,000 1^'roP.tenac and Addingion ^^^'^^^ Lanark Village '^^''000 Carleton County......... 10,000 Group, east Peterborou-h /00,000 Peterborough to Toronto ^^'^^^ 200,000 GOVERNMENT AID ASKED FOR. ^^'^'^'^^^ From Toronto to east linait County of Peter borough .$3,000 per nuie..... «3i,ono ^ro. there to County of Lanark, 64 nni^'at*''''''' ?p7,000 per mile Through County Lanark '"'Vri'i 'I ^^'^^^ per mile ' '^^'^^^ 93,000 "- S85(J,000 Average Municipal Aid per mile -^2,1 76,000 Average Government Aid asked *^''^^^ Proceeds of Mortgage Bonds for *i*2 000 -V "^'^^^ Oh. us ror :gjj,U00 per mile at 80.... g^o'OO Total per mile — 1— The sU)ck of the Company now remaining valid at .96 OOo . not been taken into consideration in the abov! e u ' other hand the Engineers' estimate Zt^Xl'V"' promoting and preliminary expenses ' '^'^'"^' ^"^^ < 'I > * f vL 0,000 000 100 00 00 30 )0 10 i8 le -d: It is the intention of the Company during the winter and ensuing spring to cause bj-lnws to be subniittod for the expected Municipal aid, and from the very general favor with which the project is received by the interested Municipalities, there is little doubt but that such aid substantially to the amount above indicated will be voted in the earlier part of tlie present year. As to those portions of the proposed road extenaing easterly from Peterborough, a distance of thirty miles, and westerly from C.uleton Place to the Junction with the Kingston and Pembroke Road, being a distance of thirty-six miles, the Municipal Bonus Scheme is complete or nearly so — it being expected that a bonus for the City of Ottawa will be submitted during the present winter, of which a considerable portion will no doubt be allocated to the road between Carleton Place and the Kingston and Pembroke lioad. Each of these portions of road would penetrate sections of the country remote from existing railway communication, and for this reason largely undeveloped, though abounding in various sources of wealth, and would connect with existing systems of railway con- siderable sections of the Province. In the Engineering Reports upon the North Shore Railway, made by General Seymour, Engineer-in-Chief, and formerly State Engineer of New York, and the Consulting Engineer of the Union Pacific Railway, and also one of the earliest promoters of the Northern Railway of Canada, particular roferfince is made to the importance of a direct line of railway between Ottawa and Toronto, as a most important feeder and auxiliary to the line of the North Shore and the Northern Colonization Railways. The following extracts from these Reports will shew she appre- ciation then entertained of the importance of this direct line, by that able and experienced Civil Engineer : — Ottawa, Port Huron and Ph . ? "''" '^°^ '^'' Q^^^bec, Huron, and Chicago are nearly in the same air line." After Bpeak:ng of the important connections which will h. -.d at Toronto, with the Great Western and NortWn I^^^ and also at and west of Ottawa with the Canada Central JT proposed Canadian Pacific Railways the Ilennrt ' .'^'°*'"' '"^ '^'' xiuuways, tne lleport continues as follows : «s.er„ Lake,: but aL witit 1 P T'"A °"' T'' "'"' ""^ S'""' nulo, ,1,0 shor e,t „„,e ac 1 ,e A • T' ''^ "'""' '""'''''' oa. bo „„ ao„., ,Ha,, J- :::::: ;r :, i :r :Lr : *-» K.ver, at ,ho ™at praetioablo fK,i„t nJoZ^ililL '''°' ani„:u;::l::;'„r:;:«;7"'"f -f^--' ^'-^ » '-=0 channels which nature Z! ^ ! T '"■°"«'' ""^ "'■'"" "*«"«» or ... »"-c.i:r:rer„/z' :^,Lv::^;iL'^ r '^^ now to be found in Eurone ■ an^ .1. 7 ''^"^''^ ^""^ n.ost suceessful '"'"'"= "'" """'"""^ P™™ '« b^ 'he t™ffic'Srntr„'f t "l,''"™"™ '" •■' ""'"'»' -"»' f" ■•" 'bis W KMora, a„d their tributaries. The great ehain of l„kes • ■> from Superior to Ontario, flow through this valley to the ocean, and so, when capital and enterprise shall have prepared the way, will commerce take the same direction." Herewith are submitted copies of the Engineer's report and esti- mate of the cost, with other statistical information bearing upon the character of the country proposed to be traversed by the road. The correspondence herewith submitted will indicate the present views of Gen. Seymour with reference to the importance of an immediate and united eflfort being made by all interested parties for the purpose of securing the early construction of a direct line between the cities of Toronto and Ottawa. W. H. SCOTT, President. Toronto, January 17, 1877. 8 PRELIMINARY REPORT OF THE HURON AND QUEBEC RAILWAY. W. H. Scott, Esq., President H. & Q. R. R. Sir, — I beg to submit the followinpi; preliminary report of the proposed Huron and Quebec Railway, with estimates of the probable cost and statistics of the resources of the section of the country through which the railway will pass : — The Huron and Quebec Railway is intended to connect the City of Toronto on the west with the City of Ottawa ou the east,, passing through the Town of Peterborough, situated nearly midway between these two cities. The Railway will touch Lake Ontario at Toronto, and pxtend from thence in a north-easterly direction to the Town of Peterborough, about 75 miles. After leaving Peterborough the line will continue in a direction a little north of east to tlie Township of Kaladar, in the County of Addington. and from thence to Carleton Plnce on the Canada Central, the direction will be a little more towards the north east. As it is proposed to utilize that part of the Canada Central lying between Carleton Place and Ottawa, so far as the question of construction is concerned the Huron and Quebec may be regarded as terminating at the former. The total distance from Toronto to Carleton Place by this line will be about 195 miles, and will run from 30 to 50 miles back from Lake Ontario, and v;ill pass through the following counties, viz : — York, Ontario, Victoria, Durham, Peterborough, Hastings, Adding- ton, Frontenac, Lanark, and Carleton. It will thus be seen that the road will pass through one of the richest sections of the country, and the interests of the Agriculturist, the Miner, and the Lumberman must be materially served by its con- struction The country from Toronto to the eastern extremity of the County of Peterborough is essentially agricultural, that from thence to Ottawa contains the richest minerals found in the Dominion, and the whole country in rear of the proposed railway is that from which the I 9 I greatest proportion of our forest productions is derived. The free grant and other new townships forming the rear of the Counties of Victori», Peterborough, and Hasti.p jnd on through to the Ottawa River will, on the completion of *L s railway, be placed in the same advan- tageous position as the old townships of the Counties of Northum- berland and Durham are now with reference to the Grand Trunk Railway. The proposed Railway will unite directly by rail the capital of the Dominion with that of the Province of Ontario, and will form the connecting link between the railway system centreing in Toronto on the west, and that terminating at Ottawa on the east ; and its duties will consist in a great measure in conveying the traffic from one of these systems to the other. Tn consequence of this it is expected that a large amount of rolling stock will not require to be provided in the first instance that otherwise would be necessary. Motive power will be the principal thing required under these circumstances The railways at present terminating iu Toronto, and from which this traffic may be derived, are the Great Western, the Credit Valley, the Toronto, Grey and Bruce, and the Northern ; those at the Ottawa end are the Northern Colonization, the Prescott & Ottawa, and the Canada Central. The road will also be intersected by several lateral railways running from north to south, and their traffic may be transferred at the point of crossing. It i" quite impossible to estimate the quantity of traffic that will be offered for transportation on the completion of this r.iilway. connecting as it will such large commercial centres as Ottawa and Toronto, the trade of which is already so much developed by the railways centering there. Besides which the local traffic must soon tax to its utmost any road traversing a country presenting such wealth, population, and variety of material productions as that through which this railway will pass. To afford some conception of the traffic that may be derived from the different localities through which the railway will pass, I have appended a table taken from the last census, shewing the popu- .A. 10 lation and some of the natural productions of the several counties through which it will extend, and also a table shewing the same with regard to the townships and towns on the line of railway and imme- diately adjacent thereto. Your obedient servant, GEO. A. STEWART, Engineer H. & Q.R.R. December 30, 1876. ''' nties with a me- 11 ESTIMATE OF COST OF CONSTRUCTING HURON & QUEBEC RAILWAY. THE Total Length 195 Miles — Cost, $3,911,895. I.R. If COST OF ONE MILE. Quantities. 10 acres H " 2 " HOO rods 20,000 yards 500 yards 2,400 90 tons 20 feet 2,500 yards.. 20 yards DesignatioD. Right of Way Chopping and Clearing. Grubbing, Fencing Earth Excavation Rock Excavation Ties Iron (steel rails) Spikes Fishplates Bridging Ballast Culverts & Cattle Guards. Track Laying Station Buildings, &c Engineering, Stationery, &c Contingencies 5 per cent... Rolling Stock. Rate. «50 OOi 25 oo; 60 00, 1 00| 25 1 00 25 45 00 25 00 25 60 00 Total. Amount. $500 00 75 00 120 00 600 00 5000 00 500 00 600 00 4050 00 250 00 400 00 500 00 625 00 1200 00 300 00 1000 00 1100 00 841 00 2400 00 $20061 00 GEO. A. STEWART, Engineer H. & Q.R.R. 12 TABLE SHEWING THE POPULATION AND QUANTI- TIES OF GRAIN KAISED IN 1871, In the Counties through which the puoposei. Huron and Quebec Railway will pass. TAKEN FROM THE CENSUS OF 1871. County or Town. Toronto York Ontario Victoria Peterborough , Hastings Addington .... Frontenac Lanark Carleton Ottawa City... Population. I Wheat 1871. jRaised 1871 56,092 59,882 50,652 30,200 30,473 48,364 21,312 16,310 33,020 21,739 21,545 686,274 533,480 350,279 360,540 239,908 78,291 59,379 79,639 153,640 2,391,798 ,666,565 890,099 710,152 989,477 514,033 415,747 178,198 177.718 1^^^^^ - I 389,589 2,541,630 i 7,934,387 9 903 859 1,305 2,470 2,336 2,057 329 1,197 647 3 12,115 If « 1 « 13 ^TI- STATISTICS OF TOWNSHIPS ON THE LINE OF THE HURON AND QUEBEC RAILWAY. AND Townships and Towns! Populat'n I are les. 9 E)03 859 505 i70 J36 )57 J29 97 )47 3 15 ^ 1^ ir Toronto Vorkville York Scarboro Markham Whitchurch.. Pickering Uxbridge Reach Brock Oartwright... Man vers Mariposa Ops Emily Cavan Eunisuiore..., Monaghan .... Sewell Peterborough Otonabee Douro Asphodel Duinmer Seymour Belmont Rawden Marmora Huntingdon . Madoc Tudor, &c... Hungerford.. Elzevir, &c .. Sheffield Kaladar, &c. ■o ;- ijariiu *opulat'n Wheat Raised 1871. Other Grains 1871. Roots, 1871. 56,092 2,203 10,008 '63,728 282.067 304,402 4,615 44,513 246,821 289,417 8,152 106,009 400,562 274,062 5,014 74,027 270,865 333,675 7,375 91,548 363,288 932,140 4,762 72,.389 169,328 360.241 6,809 88,552 231,493 556,196 5,175 83,307 204,539 285,668 2,514 52,312 93,338 202,911 4,114 68,996 142,282 187,231 5,363 85,326 257,857 428,495 3,350 62,012 152,896 135,905 3,790 72,294 128,530 116,414 4,761 98,827 166,046 120,768 1,104 22,407 30,943 36,808 1,479 14,279 32,795 75,002 3,428 73,033 168,600 215,234 5,808 1,859 1,175 17,004 3,992 82,120 165,900 159,704 2,671 42,189 75,790 96,054 3,247 40,756 80,072 103,933 1,951 27,023 67,118 62,984 4,289 56,096 110,687 71,122 1,675 7,549 21,446 30,952 3,688 36,104 158,.591 62,399 1,699 7,308 3.3,162 32,.338 2,853 17,873 87,987 60,415 3,479 19,308 96,656 66,618 1,055 3,774 12,03'") 34,004 4,633 18,190 104,458 81,851 1,,393 1,918 14,868 18,000 2,615 13,738 62,820 43,049 749 1,079 7,351 11,774 316 510 n nnn 14 STATISTICS OF TOWNSHIPS ON THE LINE OF THE HURON & QUEBEC RAILWAY.-Continued. i Townships and Towns Kennebec Hinchinbrook Bedford Osa Olden Clarendon Paimerston.... Sherbrooke Bathurst Dalhousie, &c . Lanark Druramond .... Beckwith Ramsay Huntley Golborne March Nepean Ottawa Populat'n Totals 802 997 1,839 492 560 408 546 833 3,220 2,295 2,270 2,467 1,977 3,218 2,634 3,234 1,347 5,069 21,545 239,772 Wheat Raised 1871. 949 2,191 8,312 1,712 817 1,944 2,368 3,052 24,558 11,165 12.572 21,728 12,797 32,766 81,800 21,001 7,447 32,546 Other Grains 1871. 6,268 21,062 20,013 3,164 4,760 2,519 4,906 5,118 53,829 27,164 25,599 47,336 46,488 66,913 102,032 84,365 37,581 159,504 Roots, 1871, 13,718 21,556 7,807 14,067 14,348 12,569 14,006 9,220 42,857 41,096 39,631 42,772 55,420 72,023 92,514 108,153 39,944 194,531 * I » 771,558 I 5,288,911 ! 6,769,042 v. ♦ I » 15 Peterborough, Jan. 8th, 1877. General S. Seymour, Consulting Engineer, &c., Quebec. Dear Sir, — In your earlier Reports upon the North Shore Rail- way, extending from Quebec to Montreal, I notice that you attach considerable importance to the completion of a direct line between the cities of Ottawa and Toronto. May I ask you, whether your subsequent experience and obser- vation, during a residence of several years in Canada, have in any degree changed your views upon this subject. And, also, as to what amount of Government and Municipal aid per mile, would, in your opinion, afford a sufficient basis to induce capitalists to invest a suffi- cient amount in the bonded securities of the Company, to ensure its early completion. I may state, for your information, that the distance from Toronto to a connection with the Canada Central Railway, at Carleton Place Junction, is about 195 miles ; and that from that point to Ottawa, over a branch line already built, is 28 miles ; making the total dis- tance from Toronto to Ottawa 223 miles. Also, that the estimated cost of the Railway is §20,000 per mile, including equipments. Yours, very truly, W. H. SCOTT, President Huron & Quebec Railway Co. Toronto, Jan. 15th, 1877. Dear Sir, — Yours of the 8th inst. was received just as I was leaving Quebec, on a visit to the Western part of New York State ; and as I am likely to be detained here for a day or two, on account of the stoppage, or irregularity of the trains, I will embrace the op- portunity of answering your letter before leaving. You ask me whether my views as to the importance of a direct line or naUwuy, uuiwcuu mc uitica ui xuiOuiu au\x vtwdrTi*, uwtt^ 16 undorgono any change .Inee the d.te of n.y ..riy Roport. upon the >orth Shore Railway, in which reference was made to the import- ance of this connection as a feeder to the North Shore Railway of which T was then the Consulting and Acting Chief Engineer. You also ask my opinion as to the amount of subsidy per mile that would be regarded as sufficient to ensure the completion of the Uoiid. at a total cost including equipments, of $20,000 per mile. Referring to the first portion of your letter, I beg to say in re- ply, that the Reports to which you allude, were written in 1872 and 1H7.^; Mnce which time my convJctions respecting the great import- ance ot a direct line of Railway between Ottawa and Toronto, have gained strength from year to year, as I have had time and opportu- nity to study and become more familiar with the great natural and industrial re-ources of Cana.la, and with the laws which mu.t inevi. tably govern, not only the interna] con;merce and traffic of the country but also the relations which must always exist between these and similar elements in tho Western and Eastern United States of America. The Reports referred to were written for the purpose of attract- ing the attention of the Provincial Government and people of Quebec as well as of foreign capitalists, to the great importance of the \orth' Shore Railway; but the .-.rguments used will apply with equal and perhaps greater force to the other portions of the great North Trunk Line which T then had in my mind, and of which the direct line, trom Ottawa to Toronto, forms a most important part. My effi)rts in that direction have proved so far successful, that after the Railway Company with which I was connected had found Itself unable to prosecute the work, by reason of the bad faith and mefficiency of its contractors, and the unrelenting opposition of the Cxrand Trunk RaMway Company, the Provincial Government was in- duced to assume the control and responsibility of completing, the entire railway from Quebec to Montreal and Ottawa; and the work ot construction is now so far advanced that it. completion within the next one or two years, may be regarded as a certainty. The knowledge of this important fact, together with the no less luinortant fact fh-if tha o— f •* #«.i j. - ^ -.U..I .acr, mat uie eAtuusiuu u me line from Ottawa Westward, :: '• 17 ' ;: in the direction cf llie piojosed Cnnadiim Pnoific Kailwiiy, and a connection by branch lines wilh the Georgian Bay at French River, and with the American Pjgttm oi liailwj.js nt Sault Sto. Marie, ap- pear to be quite as far in Ihe luluie as they wcie when u>y reports were written— has impressed ujcn my mind the very great import- ance of the immediate construction of the direct line between Ottawa and Toronto : for the reason that this connection must of necessity, and for many years to come, be the key to all tie through business that will be dene over the Quebec, Montreal and Ottawa Railway. In view of these considerations alone, it appears to me that there can never be a more favorable time than the present for moving for- ward with your enterprise, with a view of securing its completion at the earliest possible day. And it also appears to me that the parties who are more directly interested in its early construction should not hesitate a moment in coming forward with all the means at their command in order to secure a result to important to all concerned. By the construction of this direct line, the Ontario Gooernmevt will secure, not only a direct railway connectitn between its own and the Dominion seat of Government, but it will also afford to that por- tion of its citizens who are living in the now comparatively secluded regions through which some portions of this line will pass, all the advantages that are enjoyed by the more favored portions of the com- munity whose lot has been cast either along the line of the Grand Trunk Railway, or along the borders of its navigable lakes and rivers. It will also secure the opening up, for settlement and improvement, of a very large extent of country, which is now comparatively un- utilized, although abounding in Lumber, Minerals, Agricultural and Manufacturing facilities, and many other latent sources of wealth. By the same means the CiVy of Toronto will secure the advan- tages resulting, not only from a direct railway connection with the national capital, but also the benefits resulting from a concentration at this focal point of all the traffic and travel that is destined to pasa over an additional and more favorable through route, from the great West to Ottawa, Montreal, Quebec, and the Atlantic sea-board. The Municipalities along the ^iwewHi not only place themselves m Is; 18 upoo aa o,«aiit, will. tL - fel , „ui,e„, who are located .lo„. the road .a the .co^.^.d value that its oo„,tr„ctioo will „,!,„ ,,1 bu t w 11 " "^ '°7" »'<=-- »f "» P-eat isolated p„,i.i„„' oat It w.ll also secure all the commercial advauta-esresultin.; Pm„. wh.eh at no d.staot day will pass through that city on thcirZ ! d,reet route to aud from the Atlautic Ports and the gre" wZ Tlie Ctly of Monttml will secure much u.oro than a repetition TAe ProvUu of Qaeh,..c will secure for the line of Railway which he .s now constructing, a large and proHtable traffic, which 'wH be quu .ure render remunerative an investment of many million dolLr», wh>o, otherwise may become unproductive. With »,. formidable an array of power/,,1 inUre^U and element, ./.««« „, favor of the early completion of your railway Til not seen, possible that a decided forward ,„„„L«, , 7e' pret ..me, can be attended with anything but compMe. Loe... ^ With reference to the amount of cash subsidies, or aubscriu t.ons, that should be secured in advance, in order to afford capita 1 an ...ducement to .nvest ia the bonded securities of the Co np ny I would remar, that the nearer you can approach to „ n,skl2'Z less w.l. be he ult mate cost of your road, and consequently h ml attractive wjII be the -investment. You inform me that the estimated co.st of the road and enuin- ».ents wdl not exceed SiiO.OOO per n.ile. Upon this basis I tbTt U won d be safe to proceed „^„. ,he assumption that if you can seen e .qu.1 10 cash, a P.rst Mortgage i, ,. ,f ,„, ,welv, „r thirteen thous^ . 19 and dollars per mile, may be readily ..uced at such rat .., would secure the balance ol the means required to lompletc and e