s^. IMAGE EVALUATION TEST TAKGET (MT-3) r/ o {./ 1.0 I.I m itt m u 125 2.0 U '■2^ II '-^ Ii4 ^ 6" ^ Photographic Sciences Corporatton 23 WIST MAIN STREf T WnSTEX.N.Y. USM (716) S73-4S03 CIHM/ICMH Microfiche Series. CIHM/ICIVIH Collection de m Canadian Institute for Historical Microreproductions / Institut Canadian de mic:oreproductions historiques Tvchnical wid BlbUegrapMe NotM/NotM tachniqiiM •! MMIoflraphkiuM Tlw InstHuM hm attmnptad to obtain tho boat original co|iy avaHaMa for fHming. Faaturaa of this copy which may IM bibliosraphicalhf uniqua. which may altar any of tha imagas in tha raproduction. or which may significantly changa tha usual ma^od of filming, ara chackad balow. 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Maps, platas, charts, ate, may ba fllmad at diffarant raduction ratios. Thosa too larga to ba antiraly included in ona axposura ara filmad baginning in tha uppar laft hand corner, laft to right and top to bottom, as many framas as required. The following diagrams illustrate the method: Los cartas, planches, tableaux, etc., peuvent itre filmte A dee taux da rMuction diffArants. Lorsque le document est trop grand pour itre reproduit en un soul ciichA. ii est film* A partir da I'engle supArieur gauche, de gauche A droite, et de haut en bas, sn prenant la nombre d'images nAcessaire. Las diagrammas suivants illustrant la mAthode. ~f' t i • 4 5 6 (T^ GREAT H!i mtt| Mtstm gailtag 1 ;|J ^ i OF 'I ! lis! CANADA. EXTRACT FROM A REPORT, Made in 1855. Hon. W. H. Mebmtt. In accordance with your instructions I have ascertained the distance from Amherstburgh to Simcoe, and estimated the cost of that portion of the North Shore Railway which lies between these two places. As this constitutes the Western Division of the Niagara and Detroit Rivers Railway, as contemplated several years ago, and as you are already in possession of reports on the Eastern Division, made by myself and other engineers, I will only at present report on this part of the line, and, before enter- ing upon the details of the survey, will make some general obser- vations on the tract of country which would be benefited by a Railway on or near the line surveyed. You are already familiar with the position of tiie entire line from the Niagara River to the Detroit River, as originally con- templated by youi'self and other leading gentlemen in the province, a portion of which is now occupied by the Brantford Railway, viz., that between Fort Erie and Dunnville. Amherstburgh is the western terminus of the proposed line, and Gibralter, opposite that port, is the best terminus for the Michigan Southern line in connection with it. The width of the river between Amlierstburgh and Gibralter is about four miles, and the distance from Gibralter to Monroe is nineteen miles. The average depth of water, where a feriy boat would cross, is seven feet, and the greatest depth is ten feet, except the main channel, which is eighteen feet. A bridge could easily be built here, at a moderate expense. From Amherstburgh to a jioint distant about fifty-Hvc miles, the ! i-:' i :5 country is remarkable for tho extraordinary facilities which it presents for the construction of a railway. By reference to the map, it will bo seen that it embraces the peninsular lying between Lake St. Clare, the Detroit River, and Lake Erie. In this distance, there will, in no case, be more than ten feet excavation, which occurs only in one narrow ridge. With this exception, the maxi- mum cutting will not exceed five feet. It is seldom that a growth of timber of such size and of so valu- able varieties is found in any country. The white and red oak grow here in great abundance, and of uncommon size ; as also the black walnut, tulip tree, or white-wood, button-wood, white ash, chesnut, hickory, elm, and other varieties of timber. Thence, for a distance of twenty-five miles, the face of the country is slightly undulating. The agricultural character of the land is excellent ; yet, for want of proper channels of communication, it remains almost in a state of nature. A portion of the township of Orford, in particular, pre- sents some of the finest lands in Canada West; the timber is mostly beech, maple, oak, chesnut, and white-wood. The country, for the next twelve miles, is generally swampy, and intersected with numerous small ridges. Ninety-four miles from Amherstburgli, the dividing ridge between the waters emptying into the Thames, [and those running southerly to Lake Erie, is crossed with a grade, for about one and three quarter miles, of twenty-seven feet to the mile. From this last mentioned point to St. Thomas the face of the country is broken by creeks, running to the lake. St. Thomas is a flourishing town, forming a mart for the produce of the very fertile and highly cultivated country constituting the Talbot settlement. Near this place the contemplated line is inter- sected by that of the London and Port Stanley Road. Kettle Creek, which passes through St. Thomas, affords numerous mill sites, and there can be no doubt that wheat, flour, and other agricultural produce, would be transported in vast quantities over the road from this section of the country. The distance from St. Thomas to Simcoe is forty-five miles, and the summit between Lake St. Clair pnd the Niagara River is found about half way between these two places. To surmount this, a grade of thirty feet to the mile will be required for about a mile on each side, which is the heaviest grade on the line. Between St. Thomas and Simcoe three streams are crossed, the Catfish, Otter, and Big Creeks. The average width of the valleys is about one thousand feet By a line run more to the northward, passing near Otterville, the Catfish would bo crossed at a point where the banks are low, and its waters might be passed through a six feet culvert The Otter would present banks of not more than twenty feet in height, and might be crossed with a common trestle bridge. Big Creek would offer still less difficulties, the banks being very low and the stream insignificant Having thus given some account of the different portions of the country traversed by the line, I will now make a few general remarks on the whole line of country crossetl by the proposed road. In the first place, there is a large extent of uncultivated land, abounding in resources, and awaiting development Secondly, there is a cultivated tract, second to none in Canada, settled by men whose energies have accomplished much in overcoming the dis- advantages under which they still, to some extent, labor. Numerous flourishing towns and villages are so situated as to receive great benefit from this line. Steam mills are being every- where erected, and the streams above named abound in water- privileges. In short, it is impossible to pass over this section of the province without being impressed with feelings of admiration at the extent of its resources, and of regret at tlieir not being duly developed. Having now presented you with the foregoing brief statement of facts, setting forth not only the feasibility but importance of the proposed railway, I beg, in conclusion, to subjoin the following table of grades: — Ti. B}.E OF GRADES. Level Nearly level, Icbs than 5 feet per mile Under 10 feet From 10 feet to 15 feet per mile )i 15 „ Zf* „ „ I) 20 „ 25 „ „ )i 25 „ 30 „ „ .•. From Detroit Kiver to Simcoe Miles. Chains. 35 60 22 40 40 10 26 70 12 00 9 20 7 50 154 00 Since writing the Report on the Western Division of the Great South Western Railway, from which the foregoing Extract is taken, I have, in compliance with instructions received from the promoters • 5-' ! !i; of the onteqmso, made a more careful examination of the country through which it will pass, and have marked out the position of the line. In making the preliminary survey on which the Report referred to was made, the line crossed part of the St. Clair Flatts, and several Marshes, which are avoided by the line now surveyed. The dividing ridge, mentioned in the Report referred to, is crossed by the present line nearly at right angles, where the ridge is narrow, and much lower than at the point where the first line crossed, and the grade is reduced to 15 feet per mile. The object in adopting the South line is to avoid a higher table of land which the North line passes over, the elevation of which is about 100 feet higher than the level country, nearer the lake, over which the South line passes. It will be seen by the map that the line is very direct — that there is but one slight curve in the entire distance from St. Thomas to Amherstburgh, 1 10 miles. The distance from the point of junction to Amherstburgh will be the same as to Windsor, say 15 miles. BuflEalo at the foot of Lake Erie, and Amherstburgh at the head of the Lake, where the Detroit River empties into the same, are on the direct route from New York and Boston to Chicago and the Great West, and when proper facilities for crossing the Niagara and Detroit Rivers at these points are made, and a communication formed with the Michigan Southern at Gibralter, the Michigan Central at Detroit, and the several lines terminating at Buffalo and the Suspension Bridge, the Great South Western will be the main line between the Niagara and Detroit Rivers, and will consti- tute a very important link in the Great Through Route between the Atlantic and Pacific Oceans. The Citizens of Buffalo, and Stockholders in the lines of Railway leading from the Sea Board to that City, are deeply interested in having a fixed commvmication with Canada, by means of a bridge, and steps will be taken immediately to form a Company to construct it ; but as the navigation of the Niagara River is open at all seasons of the year, it can be crossed with perfect ease and facility by means of a suitable ferry boat, until the bridge is made. As the average depth of water in the Detroit River, at Amherst- burgh, is only 7 feet, and the greatest depth 10 feet, except in the main channel, wliirli is IH fwt, a bridge can oiwily Ik* l»uilt, i-xccpt over the main channoi, which can l)c crussoil hy nicniiA of a Hoating bridge, such ua that now used by the Ogdensburgh Railway at Rouses Point, or by a ferry lx>at, similar to the crossing note made by the Great Western at Windsor. The privilege the charter gives of running both to Windsor and Amherstburgh, or any intennediate |)oint on the Detroit River, is exceedingly valuable to the Comi>any, as it affords an op^jortunity to select crossings where the best connections can be made with the lines now in ojK'ration, and prospective through Michigan. To furnish statistics or estimate the probable amount of traffic that will be done on this line is wholly unnecessary. The fact that it will be the shortest line, with the easiest grades that can be made between the Niagara and Detroit Rivers, and better adapted for high rates of sjieed than any other line — that it will form the shortest link in the Through Route from Buffalo to Chicago, in connection with the Michigan Central at Detroit, or the Michigan Southern at Gibralter, either through Adrian ot Toledo — that its cost of construction will be about one half the cost of the Great Western, and that it can be worked for little more than half the expense, are sufficient evidence that it will be one of the best paying Iir3s in America. In a word, this grand scheme, which has been projected for many years, and defeated by the grossest misi'epresentations, affi)rds the best opportunity now before the public for a safe and profitable investment of capital. As a Report on the Eastern Division, and an estimate of the cost of the whole line, by Mr. Ilodge, C. E., will accompany this, it is unnecessary for me to enter into details, or say any more on the suljject here. Respectfully, your obedient Servant, WILLIAM WALLACE, C.E. ! [Si/yj/fMr \ ^■....- \Sr/yj/:f/AT ;{■ L r — A M , Lv,^ ^4 — -^-gg/y..^ '"'^ CEN '"^nnf 7 l»//«/i SHEWING THE POSITION OF THE mikl SOyTia WgSTIRiq AND ITS CONNEaiON WnH OTHER LINES. {.i/narrl' 'ipruiiffi«M \0^' Ol^ ,i sof^y^ .){.!