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President : J. H. PANGMAN, Esq., Mascouchb. Vice-President : CHARLES GUILLEMOT, Esq., St. Lin. Directors : HON. J. A. CHAPLEAU, M.P.P., Solicitor Ghneral, Quebkc. L. A. JETTfi, Esq., M.P., Montrbal. J. 0. VILLENSUVE, Esq., Mayor St. Jean Bte. Villaqk. J. B. DESLONGCHAMPS, Esq., St. Lin. P. S. MURPHY, Esq., Montreal. G. A. DROLET, Esq., Montreal. L. FAUTEUX, Esq., St. Jean Btk. Village. Jlanaging Director : P. S. MURPHY, Esq. Secretary- Treasurer : E. LEP. DE BELLEFEUILLE, Esq. Engineer-in-Chief : CHARLES LEGGE, Esq., C.B- KEPOKT. Montreal, 18th December, 1873. To E. Lbf. de Bellepeuille, Esq., Secretary, M. ^ L. C. Ry. Sir,— Having been honoured by the President and Direc- tors with the duty of exploring, surveying and reporting on the first section of your railway from St. Lin to Montreal,°and having performed the first two portions of the work, it 'now becomes my duty to place the results arrived at before the Board in the following report. Prior to going into the details of our recent investigations, it may be well to give a brief glance at the early history of the scheme, and the beneficial results anticipated to that im- portant section of the northern country to be traversed and opened up by the railway, as well ac to the city of Montreal, the grand terminal point aimed at on the south. Since the year 1869, when public attention was first strongly directed to the subject of colonization in connection with the Montreal and St. Jerome Railway, up the valley of the North River, the importance of additional lines of com- munication with the great Laurentian region has been con- stantly felt, and steadily growing in favour. A great front arterial line from Quebec to Deep River on the upper Ottawa, has been chartered, heavily subsidized both by government and municipalities, and a portion is now under construction. Branch lines from this main Trunk have been projected northward at Tb -e Rivers", Montreal, and Ottawa, up the St. Maurice, Noun and Gatineau Rivers, the val- leys of those streams forming avenues of access, as it were, 119-^9' into the Laurentian country. Intermediate between the North and St. Maurice rivers, wo find the Ouareau, L'As- somption, Maskinongd, Du Loup, and several other consider- able streams, but having their sources far to the north in the Laurentides. These mountains run nearly parallel with the St. Lawrence, between Montreal and Quebec, at distances of from thirty to forty miles from the river. The intervening space is comparatively level and of great fertility : while on the other hand the mountainous portion to the north, rich in timber and minerals, also possesses arable or grazing land to about one half its extent, of which latter portion about one half, comprised in the valleys, is admirably adapted for crops. In this vast Laurentian country north of the level plateau referred to, we find a few straggling settlers, interested either in the chase or in lumbering operations. The almost insu- perable difficulties hitherto existing of tri nsport to and from markets, has prevented any influx of settlers into a region far superior in many of its characteristics to countries like Swe- den, Norway, Switzerland, North of Scotland, and portions of Spain and Austria, where large, industrious, and hardy populations exist ; with cheap and efficient means of trans- portation provided, the Laurentian country, now looked upon as of no value, is destined to become one of the most impor- tant sections of our country. In addition to its gr^ it mineral wealth, it is to this region all the country on the south must look in future for its supply of wood and timber, being intend- ed, no doubt, by Providence as a nursery or reservoir for the production, preservation, and supply of fuel and lumber for all time, to the, in these respects, less favoured agricultural sections bordering the St. Lawrence. This fertile agricul- tural belt between the Laurentian country and the St. I^aw- rence and Ottawa rivers on the one side, and from Quebec city to Upper Pontiac in the other direction, now contains a population of about 483,000 souls, and will in a few years be traversed from end to end by the Grand Trunk Line of RaiF- Avay before referred tjo. In order to give lateral expansion on the north, and fruitful feeders to the road, the branch lines mentioned are a necessity. In the projection of these minor lines, two objects have to be kept in view — Firstly — In the preliminary stage of construction through the fertile belt, it is desirable to locate them in such a manner as will connect, to the greatest possible extent, the more important localities or centres of local trade, by the cheapest and most direct routes, with the main terminal points on the Trunk line : the projected branch roads heading, at the same time, for the points in the mountains where the rivers emerge, and whose valleys are eventually to be followed northward in the second or third stages of construction, for colonization purposes. These governing and correct principles for the future development of the North have apparently been (Jbserved by your Company. The North lliver Valley, with country to East and West being already occupied or covered by the " Montreal Northern Colonization Railway" charter, you select the Ouareau, a river running nearly parallel with the first, and about twenty-two miles to the East. This large stream having its principal source in the lake of the same name, some sixty miles north-east of Montreal, flows south, passing from the Laurentian mountains near Rawdon, falls into the L'Assomption lliver, six miles south of Industry, and afterwards flows into the St. Lawrence near the eastern end of Montreal Island. Taking Montreal and Rawdon as principal objective points, the first being the market sought, and the latter as the gateway into the Laurentian country vid the Ouareau pass, it now remains to determine the best and most economical means of connecting the two points. An independent line from Rawdon to Montreal, of some: I 6 thirty-eight miles in length, will require to cross the two large northern outlet branches of the Ottawa River, Mille Isles, and Prairie Rivers, at an expense which will place it beyond your present means to accomplish. Fortunately, how- ever, these rivers are to be crossed in two directions — firstly at or near Lachenaie by the North Shore road from Quebec, and secondly near Ste. Thdrese, by the Northern Colonization Road from Montreal to Ottawa. A junction of your line with either of these roads will enable you to pass the rivers by the bridges of either Company, and so over its line into the city, on such terms as may be mutually agreed on. This being the case we can, in the meantime at any rate, take leave of the idea of an entirely independent line, and confine ourselves to the consideration of the question, which of the two Ritilways it will be most in the interest of your Company to join, and the localities to be touched. We have liinted already that in the first instalment of the work it may not be financially in your power to carry the road to Rawdon. The commencement and progress of the line must be at some point easily accessible to Montreal, and move northward in the direction of Rawdon, and Lake Ouareau, as circumstances warrant. Rawdon up to the present has made no offer of assistance, we must therefore fix upon the most northern locality in line of the road which is prepared to contribute. This place is St. Lin, a flourishing incorporated village, situated on the L'Achigan River, in the county of L'Assomption, and contains a population of 1,000. It possesses considerable water power, manufactures a large quantity of deals and other lumber ; it is also the cen- tre of a considerable grain, hay, and produce trade, being surrounded by a large extent of fine agricultural country ; it possesses a new brewery capable of exporting 200,000 gal- lons of beer yearly, with increased capacity if the roaa is built ; there are at present in operation three brick yards, the two ^er, Mille II place it ely, how- a — firstly Quebec, Ionization S^our line ;he rivers line into )n. This ite, take (i confine h of the Company nt of the ;arry the IS of the real, and rd Lake ) to the refore fix which is aurishing 5r, in the )f 1,000. ctures a the cen- le, being intry ; it ,000 gal- roaa is k yards, each employing modern machinery, and capable of turning out three million bricks annually ; as the clay here is of the best quality, large quantities would bo exportod by rail. Quarries, undeveloped as yet, and only waiting for means of transportation, will give fine red, blue and white marbles, and also thick bods of chazy limestone for building purposes. To give some idea of the local importance of the place, it may be mentioned that there are fifteen first rate commer- cial houses doing a large business, besides many smaller ones, three shops for the manufacture of carriages, twelve forges for iron work, and a large tannery. Au^extensive market is now in course of erection for the benefit of the village and surrounding country. The iron mine recently purchased by Montreal capitalists is also in the vicinity of St. Lin. During the last year, thirty houses have been built in the village, many of them with brick and of an architectural character which would do credit to Montreal. Altogether the visitor to this village would be impressed with t>.e idea of its great vitality, but that the most important requirement for its com- mercial advancement will be a rail connection with Montreal, and would not be surprised to learn that its citizens in energeti- cally advocating the idea had supplemented this advocacy by a grant of $25,000 in aid of the scheme, and were also busily employed in getting additional assistance from intervening municipalities. I have given these brief details with reference to the vil- lage, the birth place of your railway, with the view of shew- ing its leading position in this northern country, and that con- sequently it becomes a governing point in the present exami- nation, and eventually in tlio future progress of your road. In the early history of the enterprise, when I was consulted prior to applying for a charter, it was pointed out to the Presi- dent that if a junction of the line were effected with either of the main lines at various points, the following distances would I 'r 8 represent approximately the lengths of line to build from St. Lin, and running distances to Montreal. iBt. St. Lin to Junction with North Shore Line if crossing iit Repentigny 17 mjjeg ) and running distance to Montreal ...........30 nailes j 2nd. St. Liu to Junction with North Shore Line if crossing at lixchenaie 14 miles ] and running distance to Montreal ..........27 m.les ) 3rd. St. Lin to Terrebonne, thence to Porteoua Crossing 24 miles ) and running distance to Mile End 35^ miles j 4th. St. Lin toSte. Theriise to build 14.30 miles ) and running distance to Mile End about ..32.09 miles ) 6th. St. Lin to Porteous Crossing to build 16 miles ) and running distance to Mile End about 30 miles j 6th. St. Lin to St. Jerome to build 1?,20 miles ) and running distance to Mile End 42.37 miles j Of the above lines, for the purposes of a rough comparison, Nos. 1 and 3 may be at once ruled out on account of e.xtra length of line to be built. Financially viewed, Line No. 2, had a chance of getting Government and Municipal aid $49,000 Line No. 4 100,375 Line No. 5 103,000 Line No. 6 73^000 The financial aspect of the question will, I am afraid, rule out No. 2, unless, as it terminates at Hochelaga, that munici- pality should come forward to its assistance with a liberal grant, and so keep the advantages of the great local trade it will create. Failing to do this, and Mile End assisting the line coming in over the Montreal Northern Colonization Rail- way, the latter place will secure the piize. For the present, as Hochelaga has made no movement. Line No. 2 must be eliminated. There will remain, consequently, but lines Nos. 4, 5, and 6, or the three coming in over the Montreal North- ern Colonization Railway to examine more minutely. In October last, when I received your instructions to make instrumental surveys, the above three lines alone occupied my attention as apparently presenting the most favourable financial foundations. 9 Thus the St. Jerome Route, (o. 6, liad the prospect of getting Municipal ftn5,000 Ste. Anne 25.0s or 637 rection a ig to the Boundary eet north nearly a Ired feet is direct about a I curving ae to St. irter of a ivarda be orthward w a very N'o grade oama to The entire measured distance on the located line la 13-17 miles, or O-ll of a mile longer than an air line between the extreme points, owing to the bend made in going north to Ste. Sophie and Now Glasgow. The total estimated cost, allowing 125,000 for station buildings and contingencies, will amount to 1191,753, or at the rate of 1 14,527 per mile. The following tables will give the characteristics of the line in reference to curvature and gradients. Curvature. Length of straight line. Miles. 11.70 Lengtli of line with r curve. Miles. 1.28 Length of line with 9' curve. Miles. 0.19 Total degrees of curvature. Degrees. 159 Grades. Length of level line. to 20 feet per mile. 20 to .30 feet per mile. 52.80 feet per mile. Miles. 3.54 Miles. 8.13 Miles. 0.64 Miles. 1.12 The entire distance from St. Lin to Montreal, at Hochelaga, by this route will be 44.87 miles, or to ^lile End, which will probably be the terminus of the road, 42.37 miles. In the foregoing estimates no allowance has been made for rolling stock, it being assumed the line would be rented or worked by the Montreal Northern Colonization Railway, and that the same train service would pass over the road, which is claimed to be the cheapest mode of working the 12 i t ■j ' : f i I :j i traffic, on a short line, like the one in question, thereby doing away with special management and rolling stock. Taking the total estinated cost at $191,753 And deducting Municipal and Government grants as before dtated of |73,100 Leaves a balance to be provided by issue of bonds of..$ 118,653 Or say in round numbers $120,000 This sum at 7 per cent, will require an annual outlay of 18400, or at the rate of 1637 per mile. To get some idea of the value of the traffic which may re: ^»onably be expected to pass over this route, we will, for purp .s<>s of comparison, take the actual traffic flowing over other lines now operating in Canada. The following table will give a con