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 FOR PRIVATE CIRCULATION ONLY. 
 
 THE 
 
 PONTIAC PACIFIC JUNCTION RAILWAY 
 
 COMPANY. 
 
 SPECIFICATION. 
 
 ill 
 
 X&&^. 
 
■♦I 
 
 III Can,)' 1,1 du C.in.irtii 
 
 Canada 
 
FOR PRIVATE CIRCULATION ONLY. 
 
 ^ 
 
 CONTRACT 
 
 ANI» 
 
 SPECIFICATION 
 
 RILATINC; TO 
 
 POHTIAC PACIFIC JUNCTION RAILWAY. 
 
 PRINTED BY ORDER OF BOARD. 
 July, 1884. 
 
 i. 'i 
 
 MONTREAL : 
 PRINTED BY THE GAZETTE PRINTING COMPANY. 
 
 1884. 
 
GENERAL SPECIFICATION 
 
 POK THE 
 
 C0N8TUUCTI0N OF THE WOKK 
 
 I'ONTIAC PACIFIC JUNCTION RAILWAY. 
 
 > If • * 
 
 It comprises cleariiij^, dose cuttiiif^, fvrubbinjr, fencing-, 
 excavation, embankment, draining, ditching, foundation 
 works, bridge and culvert masonry, bridge superstructure, 
 cattle guards, road and farm crossings, permanent way 
 and ballasting, a line of telegraph, with wire, posts, 
 insiilators and necessary apparatus for telegraphing, and 
 all other works connected with the construction and com- 
 pletion of the line of the railway, together with la' " 
 purchase, station, freight and engine houses, wood sheurf 
 and water tanks. 
 
 Width of Land Required. 
 
 2. The width of land required to be taken for the rail- 
 way will be eighty feet, to furnish room for a double 
 track when required — at certain points an additional 
 quantity may be required to accommodate increased cut- 
 tings for embankments or for borrowing pits, or for gravel 
 pits. Extra quantities will also be required at the various 
 stations to furnish sites for the buildings, sheds, sidings 
 and fuel ground. The extra quantity so required, in 
 
eiihor or all of tho forogoini? casos, will be (lotorminod 
 and marked oliby the EnniiuHT. 
 
 CriEARIN<K 
 
 8. Whore the railway paKsoK through wooded sections, 
 the land must he cleared to the width of thirty-three I'eet, 
 on each side oi" the centre line, or to snch greater or lesser 
 width as the Engineer shall direct ; large trees existing 
 exterior to the space cleared, and which might endanger 
 the track by falling on it, will be cut down. 
 
 4. The clearing is to be doni; so that all the brush, logs, 
 and other loose materials within its limits will be burnt— 
 a sufficient quantity of fencing stutl', or suitable timber 
 lor ties, or other valuable wood may be reserved, cut into 
 suitable lengths, and piled in such places as may be 
 pointed out. The Contractors may also cut into cord wood 
 such timber as may be suitable for the purpose, and pile 
 the same in such places as may be directed by the 
 Engineer for safety from fire. 
 
 5. In no case shall any of the brush or logs be cast back 
 upon the adjacent timber land ; they must invariably be 
 made into piles near the centre of the space to be cleared, 
 and then entirely consumed ; all brush or trees accident- 
 ally or otherwise thrown into the adjacent woods must 
 be dragged out and burned. The land, when cleared, 
 must be left in a clean condition. The Contractors are to 
 remove all wood and stone fences from within the railway 
 limits at their own cost. 
 
 Close Cutting and G-rubbing. 
 
 6. Where embankments are to be formed, less than four 
 feet and more than two feet in height, all the standing 
 timber and stumps must be chopped close to the ground, 
 
•i 
 
 < • 
 
 6 
 
 withiu the limit h of tho cmbiuikmt'iit, iiiul burnt, hut 
 where the einbiiiikmont ox«'et'd.s lour I'l'el in height, chop- 
 piug SIS I'or ordinary clearing will be allowed. In wet, 
 swampy places, brushwood not U^ss than eighteen inches 
 in thickness must ])e properly laid as directed, to lorni 
 loundations lor the tnnbankments, and in specially soft 
 places the base of the embankment will be formed of 
 round ctidar or tamara<k, twenty-live feet long, and not 
 less than eight inches diameter at the smaller end, laid 
 close together, transversely with the line of the railway, 
 and these overlaid with brushwood, placed lengthwise of 
 the railway, having an avi'rage thickness of eighteen 
 inches and a uniform width of twenty feet. 
 
 7. Where exc^avations will not exceed three feet in depth, 
 or embankments two feet in height, all stumps must be 
 grubbed out, and, if possible, burned ; those that will not 
 burn must b(^ carried beyond the limits of the cuttings 
 and embankments, where directed, and then piled. The 
 space to be occupied by side ditches will also be grubbed. 
 Direitions will be given at the proper time a« to the extent 
 requin'd to be cleared, close cut and grub])ed. 
 
 Fencing. 
 
 8. The fencing may be o'' either of the following kinds 
 
 1st, that known as post and board fence, and 2nd, rail 
 
 feuce'with pickets and sills and 3rd, barbed wire— each 
 to be built as hereinafter described. The Engineer shall 
 decide the kind of fence to be used in the various locali- 
 ties, but for the most part the wire fence will be used. 
 
 9. 1st, Post and Board Fence— This fence to consist of 
 cedar posts not less than five inches in their least dimen- 
 sions and eight feet six inches long, planted three feet six 
 inches in the ground and well packed and rammed ; the 
 
6 
 
 posts to be placed at intervals oi' from six to eight feet 
 apart. 
 
 10. The boards to be of iiuh pine (second quality), hem- 
 lock or btisswood, of the resjieclive widths of twelve, ten, 
 eight and six inches ; each board to embrace two panels, 
 and only two joints to occur on any post. The boards to 
 be secured to the posts ])y three-inch cut nails, six to each, 
 and over the joints of the l)oards a ribbon of one-inch pine, 
 etc., three inches wide, is to be properly nailed by four 
 four-inch cut nails, the ribbon to extend to the top of the 
 l)ost, and this fence to consist of four boards spaced as 
 directed. The top of the posts to be cut off uniformly. 
 
 11. In rocky ground where the posts cannot be let in 
 sufficiently deep, posts hve feet six inches long to be used, 
 and tenoned into sills four feet long, twelve inches wide 
 and six inches thick, the tenons to be wedged on the under 
 side of the sill, upon which will be properly fixed a spur 
 or strut, the strut to be not less ^hau three imhes thick. 
 The boards will be used as before mentioned, as also the 
 nails. The post sills and struts must be of cedar. 
 
 12. 2nd Class— This will consist of two posts to each 
 panel, and a cap and sill which must in all cases be made 
 of cedar. The six rails properly spaced with sawn square 
 cedar blocks between each, securely fitted so as to raise 
 the fence to the height required, the rails in all cases to 
 be straight and sound ; these may be made of suitable 
 black ash, tamarack or (;edar timbers, thirteen feet long 
 and not less than four inches thick, or of a sectional area 
 of twelve inches, sills to be four feet long, ten inches wide 
 and six inches thick, and bored to receive posts with a 
 three-inch augur. The caps to be two feet four inches 
 long, eight inches wide and five inches thick, bored in 
 same manner as sills. The posts or pickets to be of the 
 
 I 'I 
 
^. -, 
 
 nece8Hiiiy height rt'quirod lor oach tovvtiKhip, and to be 
 not U;h8 than tbuv inchos in their hniKt (limensions, or oi' a 
 8.'<!tional area of tburt(H>n inches, the endH to he neatly 
 prepared and fitted truly to the mortices in the caps and 
 sills. The posts to he placed ten inches ai)art in the dear 
 at the bottom, and eight inches in the clear at the top. 
 
 12 {A) Fencing may, at the option of said Contractor, be 
 made of barl)ed wire with live strands on posts, live inches 
 in diameter at small end, the latter to be three feet in 
 tfround and sixteen and one-halt fetst apart, with a board 
 between the posts one inch by six inches, in lieu of one 
 strand of wire. 
 
 13. In all cases, th»! fencing must be built in strict 
 accordance v/ith the requirements of the by-laws of the 
 respective townships and parishes in which the same are 
 hxed, and must be kept uniform as to height and appear- 
 ance, all stones, roots and other obstructions to be removed, 
 and th«! ground properly levelled, to receive the sills. All 
 timber must be sound and suitable in all resptn^ts ; al] 
 holes and depressions under the lower wire that would 
 adi^iit small animals must be stopped up with earth, 
 stones or blocks of wood. 
 
 GrATES. 
 
 14. The farm gates wil be light and strong and of an 
 approved design, similar to those on the Canadian Pacilie 
 Railway ; they will be finished complete, with proper fas- 
 tenings. Wherever bars are required for owners as 
 directed by the engineer, strong and durable posts shall 
 be set, and the rails of the fence shall be morticed firmly 
 into them ; good substantial bars shall be made to enter 
 mortices in the same posts. At all public crossings the 
 fence shall be carried at right angles with the railway to 
 the respective ends of each cattle guard. 
 
8 
 
 15. The Contractors will be required to take immediate 
 ■stops to construct the fence along the line, or at such 
 places as the Engineer shall direct, and shall complete the 
 whole with as little delay as possible. 
 
 Cattle Guards. 
 
 16. Cattle guards of wood, according to plans to be 
 approved by the Company's Engineer, shall be placed at 
 all the level crossings. 
 
 Occupation Crossings. 
 
 17. Where side ditches occur at farm or occupation 
 crossings, m the line of the gateways or bars, suitable 
 bridge's will be placed over the ditches, on either side of 
 the track. These bridges may be made with a flooring of 
 three-inch plank, supported on cross-stringers of timber 
 and spiked or pinned thereto; or flatted timber may be 
 nsed 111 place of the planks, and properly secured to the 
 stringers, as the Engineer may direct. 
 
 18. At such places, where embankments or cuttings of 
 the roadway occur, the approaches to the same from the 
 occupation bridges will be graded in accordance with the 
 directions of the Engineer, so as to permit of an easy 
 crossing of the railway being obtained. 
 
 Public Road Crossings. 
 
 19. At public road crossings, the approaches to the rail- 
 way will be graded either in embankments or cuttings, to 
 comply with the municipal requirements ; suitable cul- 
 verts ibr drainage, either across the railway or the public 
 roads, will be constructed in such manner as the Engineer 
 may direct ; " Eailw.ay Crossing " sign-boards will also be 
 erected at the intersection of the railway with each public 
 
 
I 
 
 i 
 
 
 road, in the same manner as on the Canadian Pacifii; 
 Railway. 
 
 20. At certain places where the line of the railway will 
 be carried over the ordinary road by a bridge, or, on the 
 other hand, the ordinary road may be carried over tiu^ 
 railway by a bridge, ample space being left for the passage 
 of locomotives or ordinary vehicles in either case. 
 
 Grading, &c. 
 
 21. In woodland the grading will not be commc^nced 
 until the clearing, close cutting and grubbing required be 
 completed, to the satisfaction of the Engineer; and the 
 Contractors will bt^ held responsible for all damage to the 
 crops. 
 
 22. The width of the embankment at sub-grade or 
 formation level is intended to be fifteen feet ; the width 
 of cuttings, as a general thing, will not he less than 
 twenty feet, but they may vary according to the section 
 of the country and other circumstances, as the Engineer 
 may direct ; at stations and turn-outs the grading will 
 be executed for a double track, of say thirty feet in width 
 the entire length of the sidings required, and also for any 
 additional siding accommodation in connection with 
 freight or wood sheds as may be indicated by the Engineer. 
 The slopes of earthwork will be made; one and a half 
 horizontal to one perpendicular. 
 
 22 (A). The width of cuttings, where the depth is 
 six feet and under, shall be such as shall allow a ditch 
 four feet deep and six feet in width at the bottom to be 
 made on each side of the road-bed, and no material taken 
 from cuttings to be left on side of excavation. 
 
10 
 
 23. In rock cuttings, should such occur, the slopes as a 
 rule ont horizontal to four perpendicular. 
 
 24. In cuttings or embankments of sand slopes to be 
 two feet horizontal to one perpendicular. 
 
 25. In cuttings partly earth and partly rock, a berm of 
 three feet shall be left on the surfacie of the rock. The 
 widths, slopes, and other dimensions above defined may 
 be varied by the Engineer at any time to suit circum- 
 stances. 
 
 26. The material to be placed in the embankments must 
 be approved by the Engineer, and in places where the 
 natural surfat^e of the ground upon which the embank- 
 ment is to rest is covered with vegetable matter, which 
 cannot be burned off" in clearing, and which would, in 
 the opinion of the Engineer, impair the work, the same 
 must be removed to his entire satisfaction. 
 
 27. All sloping ground covered with pasture shall be 
 deeply ploughed over the base of th(^ embankments, before 
 the latter are commenced. 
 
 28. All side hill ground to be covered by embankments 
 shall first be thoroughly underdrained, as the Engineer 
 may see expedient, and all cutting after being formed, and 
 all slopes likely to be affected by wet, must be similarly 
 underdrained, longitudinally or transversely, or both, as 
 circumstances may seem to him to require. These drains 
 will be constructed in a similar way to that which ordi- 
 nary land drains are sometimes made ; a trench will first 
 be dug to a depth of four feet on an average ; and barely 
 wide enough for a man to stand In the bottom of this 
 trench three or four cedar or spruce poles, from two to 
 three inches diameter: will first be laid by hand, and 
 
 1 
 
 ^ ■• \ 
 
 s 
 
11 
 
 breaking joints ; over the poles will then he placed two 
 I'eet of <'oarse gravel Or broken stones, not larger than 
 ordinary road metal, over which will be placed a coating 
 ol' brush, and then the trench will be filled up to the 
 surface of the ground with such material convenient to 
 the place as the Engin<Mn- may aj^prove of, The Contrac- 
 tors must find all the material required in these drains, 
 do all the work described, and remove the surplus earth. 
 These drains must always be made with a sufficient 
 longitudinal fall for the easy flow of the water, and there- 
 fore may in level cuttings be deeper at one end than at 
 the other ; but the average depth in all cases may be con- 
 sidered four feet. 
 
 4 
 
 -' T * 
 
 <i 
 
 29. On the completion of the cuttings and the uuder- 
 drains provided for in the last clause, ditches for the 
 removal of surface water shall be formed along each side 
 at the bottom of the slopes, according to the directions to 
 be given— catch-water ditches shall also be formed some 
 distance back from the top of slopes to exclude from the 
 excavation any water flowing from the adjoining lands ; 
 the Contractor shall also construct all other drains and 
 ditches which the Engineer may deem necessary for the 
 perfect drainage of the railway and works, 
 
 30. All open ditches in cuttings and elsewhere, and all 
 excavations required for turning, making, or changing 
 water courses, other than the underdrains above mentioned 
 the formation of public roads, grading depot grounds 
 branches or turnouts, and foundation pits for masonry 
 must be excavated as may be from time to time directed, 
 and the materials deposited as ordered by the Engineer. 
 
 31. The embankments must be made to such sufficient 
 heighth and width as will allow for the subsidence of the 
 same, and both cuttings and embankments shall be left at 
 
12 
 
 the completion of the contract at such heights, levels and 
 forms as directed by the P]ngiueer. 
 
 32. The whole of the grading shall be carefully formed 
 to the levels given, and the roadway in cutting shall 
 invariably be rounded and left from six to oight inches 
 lower at the sides than on the centre line. In rock cuttings 
 it will be sufficient to form a water channel about two feet 
 wide and eight inches deep along each side. All materials 
 found in excavations, whether in road bed cuttings, 
 ditches, water channels, road crossings, borrowing pits 
 or elsewhere, must be deposited in such places as the 
 Engineer may direct. In cases where the road-bed excava- 
 tions are insufficient to form the embankments, the defi- 
 ciency shall be supplied by widening the cutting, or from 
 side ditches along the railway or from borrowing pits, but 
 no material shall be supplied without his concurrence, 
 and not until the cuttings are completed, without his 
 express directions. 
 
 33. All borrowing pits shall, if required by the Engin- 
 eer, be dressed to a good shape and properly drained. 
 Where material to make embankments is taken from side 
 ditches, a berm of at least three feet on each side, from the 
 bottom of slope of embankment, shall remain untouched. 
 
 34. The side ditches shall be excavated with the declivi- 
 ties for carrying off the M^ater, and with sides properly 
 sloped, of not less than a foot and a half horizontal to one 
 foot vertical of the depth. All stumps, roots and stones 
 which would obstruct the free flow of the water must be 
 removed therefrom. 
 
 35. Ditches leading from the various culverts will be 
 excavated to the side ditches, to admit the water to freely 
 pass from one side of the railway to the other. 
 
 
i 
 
 
 Hl 
 
 18 
 
 3(1 Whore the excavation in a cuttinrr exceeds what may 
 be required to make the embankments of the specified 
 width, the Engineer may direct that the embankments be 
 increased in width with the surplus material ; when this 
 is done to his satisfaction, the remainder, if any, may be 
 wasted; but in every case where either borrowing or 
 wasting is resort -d to. the material must be taken and 
 deposited as he may regulate and direct. 
 
 3Y. Where the material in cuttings is of gravel fitted for 
 ballasting, the Engineer may direct such portion of the 
 side slopes to remain unfinished, as he may think proper, 
 to reserve it for ballasting the road when the permanent 
 track is laid. In such cases the material required for 
 making the adjacent embankment may be taken from the 
 side ditches or borrowing pits. When such occurs, how- 
 ever, the road-bed for the track will be graded for its 
 reception in the usual manner. 
 
 38. In cases where pitching or rip-rapping will be 
 required for the protection of embankments contiguous to 
 streams, all stones suitable for this work found in excava- 
 tions may be removed and deposited in some convenient 
 place, until required ; and all good building stone which 
 may be found in rock excavations may, with the approval 
 of the Engineer, be used in masonry. 
 
 39. Rip-rap work, whenever required and ordered for the 
 protection of slopes of embankments, must be well and 
 carefully performed, in such manner and of such thickness 
 as may be directed, 
 
 40. Roads constructed to and from any point on the line 
 of railway, for the convenience of the Contractors, for the 
 conveyance of material or otherwise, must be at their own 
 risk, cost and charges. 
 
14 
 
 41. Whenever the line is intersected by private or pub- 
 hc roads, the Contractors must keep open, at their own 
 «30st, convenient passing places, and they shall be held 
 responsible for keeping all crossings during the progress 
 ol the work in such condition as will enable the public to 
 use them with perfect safety, and such as will give rise to 
 no just ground of complaint. Contractors will be held 
 liable for any damages resulting from negligence on their 
 part or that of their men. 
 
 42. Where slips occur in cuttings, after they are pro- 
 per y formed, the material must be immediately removed 
 by the Contractors, the slopes reformed, and such precau- 
 tion adopted as the Engineer may deem necessary, the 
 whole work being done at the expense of the Contractors. 
 
 43. In forming embankments great care must be taken 
 to place against the backs of all walls, exposed to the action 
 ol the frost three feet in thickness, or any greater thi<.k- 
 ness that the Engineer may direct, of rip-rap backin- 
 consisting of small stones blinded with spalls or coars^e' 
 gravel to prevent the retention of moisture and the action 
 of frost thereon-and in forming embankments between 
 wing walls against abutments of bridges, viaducts or 
 culverts, and over arches, the earth must be carefully 
 packed or punned in thin layers, and a proper quantity of 
 material must be carefully placed equally against each 
 side of, and over all bridges, culverts or other work, before 
 the embankment approaches it, and in forming embank- 
 ments, the greatest care must be observed, and everv pre- 
 caution must be taken, to load the masonry of structures 
 evenly. 
 
 44. In the event of the earth excavation being proceeded 
 with m winter, no snow or ice must be placed in embank- 
 ments, or allowed to be carried up in them, and all frozen 
 
 .. 
 
 
via 
 
 15 
 
 earth must be excluded from the heart of the embank- 
 ments. 
 
 45. The Contractors shall, at their own cost, ])efore the 
 work is finally accepted, finish up cuttings and embank- 
 ments, dress and drain borrov.'iug pits when required 
 dress slopes to the required angles, repair all damages by 
 frost or other causes, and complete everything connected 
 with the grading of the road bed, bridging, &c., in a 
 creditable and workmanlike manner, in accordance with 
 the directions, and to the satisfaction of the Engineer. 
 
 P'OUNDATIONS. 
 
 46. Foundation pits must be sunk to such depths as the 
 Engineer may deem proper for the safety and permanency 
 of the structure to be erected ; they will in all cases be 
 sunk to such depths as will prevent the masonry being 
 acted on by the frost. The material therefrom will be 
 deposited in embankment, unless the Engineer direct 
 otherwise : whenever timber or other artificial founda- 
 tions may be found expedient, the pits will be made of 
 sufficient dimensions to admit them without difficulty 
 Where rock foundations exist, for the abutments and piers 
 of bridges, and beam culverts, the rocky bed will be pro- 
 perly excavated and levelled off for the reception of the 
 masonry, as the Engineer may direct. 
 
 41. No masonry shall be commenced in any foundation 
 pits, before they have been inspected and approved by the 
 Engineer, and they must be kept free from water, by suit- 
 able cofferdams during the progress of the work, until the 
 masonry is brought above the level of the surface. 
 
 48. Foundation timbers, when required, wall be of such 
 dimensions, and of such kinds as the Engineer may direct. 
 
16 
 
 The limber employed will ho tamarm k, hemloek, hla.k 
 spruce or pine, and j>lanks from thn.e (o six inches, or 
 timber flattened on two sides only, and rangin- from six 
 iiK^hes to twelve inches thi.k. The faces of the flattened 
 imber will at least measure as much as its thickness, and 
 the bark will be removed from the sides not flattened. 
 
 40. All spikes, bolts, straps, or other iron work found 
 necessary to be used in timber foundations, or in the 
 wooden superstructure of beam culverts or short span 
 bndps, must be of the best quality of iron usually 
 employed lor similar purposes. 
 
 r,0. Whenever the Engineer may direct piling to be 
 done, the timber shall be in every respect sound, and of 
 such description as he may approve ; where he thinks it 
 necessary, trial piles shall first be driven. 
 
 5L The piles shall be carefully and truly pointed, shod 
 and hooped with iron as may be directed, they shall be 
 driven to any depth the Engineer may deem expedient 
 andthew^eightoftheram, as well as the fall, shall be 
 such as he may consider necessary. The greatest care 
 must be taken to drive the piles plumb, or battered in 
 such positions and distances apart as he may direct A 
 pile that may be damaged or too short, or out of line when 
 driven, shall be taken up and replaced by another ; the 
 heads of piles must not be injured in driving. 
 
 52. Whenever concrete is employed, it will be composed 
 ol lortland cement, clean sharp sand, and good gravel of 
 approved q uality and proportion. The proportion of sand 
 and cement will be the same as in mortar, and in making 
 the concrete a sufficient quantity will be used with the 
 gravel to fill up every interstice, and render the mass when 
 set, perfectly solid and compact. 
 
 >f< 
 

 17 
 
 }*^ I 
 
 Masdnry. 
 
 53. All the masonry must be of a substantial aud per- 
 manent character, made of durable and suitabl*! materials, 
 and in every resjx'ct equal to th<^ best description of 
 masonry in railway works. 
 
 54. The masonry shall not be started at any point befort! 
 the foundation has keen properly prepared ; nor until it 
 has been examint^d and approved by the Engine(!r, nor 
 until th(^ Contractor has provided a suihcieut quantity of 
 proper materials and plant to enable the work to bt; pro- 
 ceeded with regularly and systematically. 
 
 55. Hydraulic lime mortar will be used, unless other- 
 wise directed, in building all masonry, when Portland 
 cement is not required. The hydraulic lime or cement 
 must be fresh ground, of the best brand, and it must be 
 delivered on thii ground and kept till used in good order. 
 Before being used, satisliictory proof must be afforded to 
 the Engineer of its hydraulic properties, as no inferior 
 cement will be allowed. 
 
 57. Both cement and hydraulic lime must be thoroughly 
 incorporated with approved proportions of clean, large 
 grained, sharp sand. The general proportions may be one 
 part of lime to two parts of sand, but this may be varied 
 according to the quality of the lime or cement. Mortar 
 will only be made as required, and it must be prepared 
 and used under the immediate direction and to the satis- 
 faction of an inspector, by the Contractor's men, failing 
 which, the inspector may employ other men to prepare the 
 mortar, and any expense incurred thereby shall be borne 
 by the Contractor. Grout shall be formed by adding a 
 sufficient quantity of water to well tempered and well 
 proportioned mortar. 
 2 
 
18 
 
 squaie m h niixod m proportion of two of sa»d to oue 
 oi hydrauh,. Inno after being seven days in wl one 
 day being in air before being put in water. ' 
 
 mu!t b^of'T^Kr'^J" ''" masonry on the line of railway 
 wel a<^^; fl"f r'"" 1"'' ^'"•«''' -^'" P-Portioned and 
 
 59. The masonry will be classified as follows :-- 
 
 First class masonry.. ;„ , .-r. , 
 
 ,. ^ in cement (Portland) 
 
 Second class " "' hydraulic lime 
 
 »i hydraulic lime 
 
 dry 
 
 6] The courses of first class masonry will „ot be less 
 than twelve „>ches, and they will be a/ranged in prepar 
 ."g the plans to suit the nature of the quarries CWses 
 
 ."^Sb: r?;"" r'^r- ^-^ ""' 'wniest ci: 
 
 mvariably be placed towards the top of the work. 
 
 thal'sfx'ter ""''l '.1'"''^ '" every course not farther 
 tnan six feet apart ; they will have a length in line of 
 
 7nu\ :Vr '^^" ^-nty-four inches, and thev must 
 
 mi back at least two and a half times their height^uSess 
 
 where the wall will not allow this proportion in whth 
 
 case they will pas- thrmio-T^ r. . -p f, P""^"^"' ^^ which 
 
 y will pas. tnrough Jrom front to back. Stretchers 
 
 ^ •'• ^ 
 
 •I 
 
r 
 
 • § 
 
 ■I 
 
 19 
 
 will have a minimum longth in lino of wall of thirty 
 inches, and their br.nvdth of bod will at loasi 1),« one and a 
 hall' times their height. The vertical Joints in ea.h courso 
 must be arrang(»d so as to overlap those in the course 
 below ten inches at least. 
 
 63. The quoins of abutments, piers, ike, shall be of the 
 best and largest stone, and have chisel dralts properly 
 tooled on the upright arris from, two to six inches wide, 
 according to the size and character of the structure. 
 
 64. Coping-stones, string-courses and cut-waters shall 
 be neatly dressed, in accordance with the plans and direc- 
 tions, to be furnished during the progress of the work. 
 
 65. The bed-stones for receiving the superstructure 
 shall be of the best description of sound stone, free from 
 drys or flaws of any kind; they must not be less than 
 twelve in<;hos in depth for the small bridges, and eight 
 feet superficial area on the bed. The larger bridges will 
 require bed-stones of proportionately greater weight ; 
 these stones shall be solidly and carefully placed in posi- 
 tion, so that the bridge will sit carefully on the middle of 
 the stones. 
 
 66. The backing will consist of flat bedded stone, well 
 shaped, having an area of bed equal to four superficial 
 feet or more. Except in high piers or abutments, two 
 thicknesses of backing stone, but not more, will be 
 allowed in each course, and their joints must not exceed 
 that of the face work. In special (?ases, where deemed 
 necessary by the Engineer to ensure stability, the backing 
 shall be in one thickness ; the beds must, if necessary, be 
 scabbled off*, so as to give a solid bearing. No pinnino- 
 will be allowed. Between the backing and fa(;e stones 
 there must be a good square joint not exceeding one inch 
 in width, and the face-stoues will be scabbled off" to allow 
 
20 
 
 this b» walls over threo fod in ihi< k]u>Rs, hfaderN will 
 h«' built* 'fi r-ont iind hack walls altf -y^xUAy, and ffr.'at 
 <'aw must he, iak»"n in the arrangoniont ol th«' joints, so as 
 to g'ive perfoct bond. 
 
 f;7. Evory stone must b.^ set in a full l)<>d of mortnr. and 
 bt>at(>n solid; the v.'rtical joints must bo flushed up sf.lid, 
 and every .ourse must be perfe< tly level and thoroughly 
 ground. 
 
 fi7 (C.) First class masonry laid in Portland cement 
 will only be required on the bridye over the Ottawa 
 River at Lapasse, or near that point 
 
 68. Second class mnsonr// shall be built of good, sound, 
 large, flat bedded stones, laid in horizontal beds. It may 
 Ke known as random work, or broken » nursed rubble. 
 The stones employed in this class of masonry will gener- 
 ally be not less in area of bed than three superficial feet, 
 nor less in thickness than eight inches, and they must be 
 hammer-dressed, so as to give good beds with half inch 
 joints. In small structures, and in cases where stones of 
 good size and thickness cannot be had, they may, if in 
 other respects suitable, be admitted as thin as five inches. 
 All stones il jM be laid on their natural beds. 
 
 69. Headers must be built in the wall from front 
 and back, alternately, at least one in every five feet in 
 line of wall, and frequently in the rise of wall. In the 
 smaller stru<;ture8 headers shall not be less than twenty- 
 four inches in length, and the minimum bed allowed for 
 stretchers shall twelve inches. In the larger struct- 
 ures all stones iv ' e heavier in proper proportion. 
 Every attention itiik,, ;.e ;..id to produce a perfect bond, 
 and to give the wkok a strong, .at, and workmanlike 
 finish. 
 
 > V 
 
;• ' 
 
 > t 
 
 21 
 
 10. Wiriff walls will jronorally be iumishcd vvi^h stops, 
 lormcd of sound diiriihl.' stone, and not loss than from ion 
 to twelve inches thick, and six feet siiperlirial area, 
 Other walls will he covered with coping of a similar 
 (hickncsN, !>,nd of seven feet or upwards superficial area. 
 The^e coverings will he neatly dressed, when requir.Hl. 
 iind as may ho directed. The wMills of the box culverts 
 will he furnished with stones the full thickness of the 
 wall, and the covers will he from ten to fifteen in< hes 
 thi.k, according to the span ; they must have a bearing 
 of at least twelve in.hes in each wall, and they must be 
 fitted sufficiently close together to prevent earth falling 
 through. 
 
 *71. In second class, masonry, except when dry work is 
 intended, will he laid in full mortar, all joints flushed 
 solid, and each course regularly and thoroughly grouted. 
 
 73. All masonry must be neatly and skilfully pointed, 
 but if done out of season, or if from any other cause it may 
 require re-pointing before the expiration of the contract, 
 the Contractors must make good and complete the same 
 at their own cost. Work left unfinished in the autumn 
 must be properly protected during the winter, at their 
 own risk and cost. 
 
 U. Dry masonry similar and equal in quality to that 
 built on the Canadian racifu; Railway, between Montreal 
 and Ottawa, shall be laid under embankments, twelve 
 feet in height and over, where the stream can be 
 passed, through a double box <ulvert of five feet by two 
 and a half feet each ; and at other points beam culverts 
 shall be built of .edar with pine stringers of suitable size. 
 The cedar crib work to be first class in every respect and 
 in accordance with detail plans to be approved by the 
 Company's Engineer. Earthenware or iron pipe culverts 
 
22 
 
 of api>roviHl jiliiii may bo used whcro approved by iho 
 Company's l*]ngi)i(>(>r. 
 
 MlSdKLLANKOUS WoliK. 
 
 tf). Attov I ho masonry of a strnciun* has boon com- 
 ploiod for a pt>nod of lour or livo W(>oks, iho formalion of 
 tho ombankmoni around it may l)o proooodod with. Th(^ 
 oarUi must bo <'arofully punnod in thin layers around tho 
 walls, and in this mannor tho liiliu^' must bo carried u; 
 simultaiioously on both sidos. Tho Contractors munt bo 
 oxtromoly caroful in forminn' the ombankmonts around 
 culvorts and bridjvos, as thoy will bo hold liablo for any 
 damages to tho structures that may arise. Tlio punning- 
 must bo carefully attended to, and tho whole filling- must 
 invariably be done in uniform lourses from tho bottom to 
 the top of the embankment, without loading one side of 
 the masonry more than the other. 
 
 lix The bottom of beam culvorts will bo paved with 
 stones set on edge to a moderately (>ven face, packed solid. 
 The paving to be from twelve to sixteen inches deep. 15ox 
 culverts to be made as per plan to be approved by Com- 
 pany's Engineer. 
 
 11. In places indicated by the Engineer, wooden beam 
 culverts may be used, of flatted cedar timber, according to 
 the plans to be approved. 
 
 Permanent Way. 
 
 IS. The gauge of the road will be four feet eight and 
 one-half inches. The rails shall bo of steel, and will weigh 
 at least fifty-six pounds to the yard, and be fish-plated and 
 secured to tics in the most approved and modern manner. 
 The steel rails shall be of the best quality of English or 
 
 1 
 
 " 
 
 / V \ 
 
41 I 
 
 28 
 
 Ainorican inauulacturc, and of tho Ibrm and pattern that 
 may bo dcfidcKl upon by tho Engineer. 
 
 7!>. Hteel railH shall weigh fifty-six i)ounds to tht^ yard, 
 and shall be inspecttKl by an inspector ai)proved l)y the 
 Company. 
 
 «0. Th(' tic^s may be of tamarack, oak, rock-tarn, or other 
 snital)l(^ sound wood — eight ftiet long, hewn or sawn on 
 two parallel sides, so as to give a width of six inches 
 face— with thickness of six inc-hes, and (iiitindy out of 
 winding. The ti(ss will be laid at right angles to the line 
 of railway, and will b(^ bedd(^d in the ballast Hush with 
 the linal grad(! of the road. They will be well rammed 
 down to a firm continuous bearing, and the tops dressed 
 off to a levtd and uniform surface to receive the rails. The 
 ties will be laid two feet apart from centre to centre, or 
 2,(540 per mile, or sixteen inches from bearing to bearing. 
 
 81. When required by the Engineer, the rails shall be 
 bent to correspond with the curve of the road, and all rails 
 for tangent lines, before being laid permanently, shall be 
 straightened and take out of wind ; side tracks aie to be 
 laid at the termini and way-stations. These tra(;ks will be 
 of such length as shall be directed by the Engineer, and 
 will not exceed in the aggregate length live per cent, of 
 the main line, to be furnished with the necessary frogs, 
 points and crossings, switches, signal levers, wire rope, 
 &c., in a similar manner to those used on the Canadian 
 Pacific Railway. The track to be laid under the guid- 
 ance of the Engineer or of persons appointed by him, and 
 in strict accordance with the plans and instructions 
 emanating from him. All condemned materials shall be 
 removed from the track to such distance as shall be 
 directed by the Engineer, in order to prevent their being 
 used in the work. No rails will be allowed to be laid in 
 
24 
 
 the permanent track that have been used by the Con- 
 tractor during construction, if injured in any respect. 
 
 Ballastinq. 
 
 82. The material to be used for raising the road-bed to 
 the final or full grade, or " ballastiug the road," shall 
 consist of coarse sand or free gravel, to be approved by 
 the Engineer before being used upon the road. 
 
 84. In lifting the rail to the full grade care must be 
 observed to make it conform to the levels given by the 
 Engineer, and to preserve perfect alignment. In curves 
 the outer rails will be elevated as directed and the ballast 
 sloped and dressed off in a neat manner. The quantity 
 of ballast to equal 2,000 cubic yards per mile. 
 
 85. The base of rail will be at least one foot above 
 formation level and the top of the ballast ten feet in 
 width, with side slopes of one foot horizontal to one foot 
 perpendicular. 
 
 Stations, &c. 
 
 80. Stations shall be built at about every seven miles, 
 and each shall in all respects be equal to that at St. 
 Martins on the heretofore Quebec, Montreal, Ottawa and 
 Occidental Railway, but now owned by the Canadian 
 Pacific Railway, and the total length of the sidings to be 
 about four miles in length. 
 
 8*7. The station at Pembroke must be equal in size to 
 that at Thurso as regards the passenger part, and the 
 freight portion shall be at least one hundred and twenty 
 feet (120) in length and thirty feet in width, and of the 
 general character of the one at Thurso aforesaid. The 
 station ground at Pembroke shall extend as far West as 
 
 f 
 
•H 
 
 25 
 
 the present station ground of the Canadian Pacific Rail- 
 way Company, and shall have as great an area ; and the 
 road at Pembroke must be located on the bay there, 
 where it will be convenient for shipping timber, suffi- 
 cient ground to be furnished by the contractor for this 
 purpose. 
 
 88. As only portion of said line has been located, it is 
 understood that the Contractor shall locate the remainder 
 of said line of railway, but no grade will be allowed or 
 accepted over one foot in every hundred feet, nor will 
 any curve having a greater radius than fourteen hundred 
 and thirty-three feet be allowed or accepted, and embank- 
 ments at sub-grade over fiat country to be generally two 
 feet over the surface of the ground, and the line between 
 the terminal points shall be as direct as possible. The 
 general arrangement of grades, shall be equal to those 
 shewn on the plans and profiles now laid down and now 
 produced and signed by the parties hereto to regulate 
 grades only, subject however to the Engineer's approval. 
 
 Bridge over the Ottawa. 
 
 89. The bridge over the Ottawa River shall have stone 
 piers and abutments with iron superstructure, the whole 
 bridge to be equal in quality to the Chuudiere bridge over 
 the Ottawa, the superstructure to be calculated for a live 
 load of three thousand pounds to the lineal foot and panel 
 load of five thousand pounds to the lineal foot, in addition 
 to the weight of the bridge. The draw span shall be made 
 of such width as may be required by the Dominion 
 Grovernment. 
 
 Telegraph. 
 
 90. A telegraph line, carrying a single wire, will be 
 built by the Contractors the entire length of the line. The 
 
26 
 
 poles will be of cedar, with distance apart and depth in 
 the ground similar in all respects to the Montreal Tele- 
 graph's line ; the wire, insulators and working apparatus 
 for each station will be complete in every respect for 
 
 working. 
 
 G-ENERAL Clauses. 
 
 91. All materials and plans intended to be used in the 
 construction of the work, in the foregoing spet'ification, 
 must be examined and approved by the Engineer of the 
 Company before being used. The whole work to be done 
 in a workmanlike manner, subject to the constant super- 
 vision, inspection and acceptance of the Engineer, or some 
 person appointed by him for that purpose. The Engineer 
 shall be the sole judge of the quality and quantity of the 
 work, and his decision and admeasurement of the same 
 shall be final and conclusive between the Railway Com- 
 pany and the Contractors. 
 
 The word Engineer in this specification, or in the con- 
 tract connected therewith shall, mean the Engineer ap- 
 pointed by the Company.