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 '^*^WcTr- '-^^-' 
 
 BI»" 
 
 
 ^ PRELIMINARY REPORT 
 
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 VAlilOUS ROUTES FOR CONNECTING 
 
 I %m^1hM ami lljelautu a! |}ift(rir. 
 
 (prince EDWARD DISTRICT,) 
 
 WITH TH.K 
 
 J GRAND FRUNK RAILWAY OF CANADA. 
 
 BY 
 
 CHARLES LEGGE ES^UfRE, 
 
 i) 
 
 CIVIL KNurNH'ja. 
 
 Montreal, Ociofep.", 1S7'^. 
 
 ] 
 
 
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 I 
 
 PRINTED m JOHN LOVELL, ST. NICHOLAS STREET. 
 
 1872. 
 
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PRELIMINARY REPORT 
 
 ov 
 
 VARIOUS ROUTES FOR COimECTING 
 
 ;<tttg |}«nt and llie fmn of |}i#in 
 
 (prince EDWARD DISTRICT.) 
 
 ■WITT THB 
 
 GRAND TRUNK RAILWAY OF CANADA. 
 
 BT 
 
 CHARLES LEGGE, ESQUIRE, 
 
 CIVIL EWOINKER. 
 
 Montreal, October, 1872. 
 
 i 
 
 PRINTED BY JOHN LOVELL, ST. NICHOLAS STREET. 
 
 1872. 
 
 \ 
 
I 
 
PMHq 
 
 PRELIMINARY REPORT. 
 
 Montreal, 6th September, 1872. 
 Sir,— In the month of July last, I was honored with your 
 instructions to proceed tv Prince Edward District, and make 
 some preliminary explorations of the country to determine 
 the most favorable route for a railway, from a suitable point 
 on the Grand Trunk line, to the town of Picton, and theftce 
 to a connection with the navigation of Lake Ontario, at the 
 txtremity of Long Point. 
 
 This section of Ontario, now seeking rail connection with 
 the main commercial artery of the Dominion, forms an 
 extensive peninsula, extending into Lake Ontario, bein-r 
 bounded on the north by the Bay of Quinte, and on the south 
 by the lake. At the point of junction with the main land, 
 or at the " Carrying Place," it possesses a width of about one 
 and a half miles. Fi-om this narrow neck it rapidly widens 
 and extends into the lake, a distance of forty-one miles 
 possessing in some places an extreme width of twenty-eight 
 miles. Many deep and spacious bays from the Lake and Bay 
 of Quints penetrate into the county, and at moderate expense 
 may be converted into good harbors for the vessels navi- 
 gating those waters. 
 
 The total area of land held, as given by the Ctnsus Returns 
 amounts, to 227,941 acres, or about 356 square miles, and con- 
 tains a population, accoixling to the same authority, of 20 336 
 souls. 
 
 Taking the town of Picton as a central point in the Dis- 
 trict, both geogi-aphically as well as for trade and commerce, 
 a distance of nearly twenty milef^, in an air line exists 
 
 / 
 
I 
 
 
 between it and the nearest point on the Grand Trunk 
 Kailway, over a route by land and water ; while, if entirely 
 land carriage were sought, the distance in an air lino, via the 
 Carrying Place, to the nearest point of connection, would 
 exceed thirty railef. 
 
 Prince Edward County is one of the oldest settled sections 
 of the Province of Ontario, and possesses a rich and fertile 
 aoil, long celebrated for its great wheat producing qualities. 
 The assessed value of property amounts to $7,000,000, with 
 no municipal debt as a ccanterpoise. 
 
 Being almost surrounded with water, possessing nearly an 
 insular character, the traffic to and from this district has 
 been principally by water transport, in the season of naviga- 
 tion, and by ordinary conveyance during the remainder of 
 the year, either over the ice of the BayofQuinte to the main 
 land, or by the round about way of the Carrying Place, for 
 the six T^-eeks, or two months, autumn and spring, when the 
 ice is unlit for use. 
 
 The generally level character of tho country, together 
 with its good ordinary roads, has to a certain extent per- 
 mitted and enabled this state of things to continue for many 
 years, without the difficulty of transport being much appre- 
 ciated by the inhabitants. Of late, however, the great strides 
 taken by other sections of Canada in opening up the country 
 by railways, to furnish cheap and speedy transport for popula- 
 tion and products, has drawn the attention of the inhabitants 
 of Prince Edward County to their own requirements in this 
 direction, and incited a desire to occupy a like advantageous 
 position with their follow countrymen on the main land. 
 This desire, the natural result of intelligent reflection and 
 consequent appreciation of its great advantages, has ultimated 
 in the decision to construct a railway through the county, to 
 follow such route as will confer the greatest amount of 
 benefit on the largest number of people, and at tho same 
 time conduce to the profit of the Company incorporated for 
 Its construction. 
 
 In view of this result being arrived at, you desire an 
 
* 
 
 •:/■ 
 
 A 
 
 opinion as to the most desirable route for instrumental 
 examination, with such other information as to probable 
 cost, traffic, and revenue, which an ordinary exploration of 
 the country would enable me to furnish. 
 
 In complying with this request, I will first dwell generally 
 on the proposed location of the line, and afterwards devote 
 some consideration to the other topics indicated. 
 
 To make the explanations more clearly understood, a 
 large map of the county is submitted, with the several linos 
 and positions marked thereon. 
 
 An examination of this map will shew the extremity of 
 Long Point, Picton, the Carrying Place, with Trenton, 
 Smithfield and Brighton stations of the Grand Trunk Rail- 
 way, as principal objective points to be considered. 
 
 The first point to which the investigation will be directed, 
 is the consideration of the most facile place for connecting 
 with the Grand Trunk Railway, both in reference to cheap- 
 ness of coustruction, shortness of line, and future possible 
 extension from the junction, in a northerly direction, through 
 the counties of Northumberland, Peterborough, or Hastings, 
 into the interior of the country, opening up and developing 
 its rich mineral, agricultural, and forest industries, and at 
 the same time- attain a 'lunuoction w^ith the Canadian Pacific 
 Railway. 
 
 An examination of the country between the Carrying 
 Place and Trenton station of the Grand Trunk Railway, 
 via Trenton village, shews that a connection may be had in 
 that direction, but of a somewhat expensive character, 
 owing to the cost of right of way in passing through the 
 village, and some difficulties which would be encountered 
 between it and the station. This route would, however 
 have the advantage of connecting that important village and 
 its population of 2000 with your line. Being an extensive 
 emporium for the lumber and timber brought down the 
 River Trent, it would, no doubt, prove a good feeder to your 
 road for the American traffic via Long Point, during certain 
 months of the year, when the navigation is intv/rrupted. 
 
/ 
 
 6 
 
 In the event of this village offering n considerable bonn» 
 in aid of your enterprise, to compenhafe for increase i cost 
 of construction and right of way, it will bo a subject worthy 
 of your consideration to have the route surveyed and 
 estimated, when, if it is ascertained that the assistance so 
 granted will be an equivalent for extra expenditure, it will 
 no doubt be for the benefit of your project to adopt this 
 route. Fiom the Trenton station, the line can at an after 
 period be extendal northerly to the Marmora Iron Minos 
 and various other important inland localities, connecting 
 them with the Grand Trunk Rjiilway, as well as with water 
 transportation to the different Canadian and American ports, 
 
 A second exploration from the Carrying Place rovoiilo<l 
 good routes to points on the Grand Trunk Eailway, about 
 two miles west of the Trenton station, and to the Smithfield 
 station four miles from that place. The intervening country 
 is nearly level, with good soil, well cleared and cultivated. 
 A level and cheap line can also be had from the Candying 
 Place to Brighton station, about nine miles to the west of 
 Trenton, over a similar country to that previously described. 
 In view of the future northern extension of your road up 
 the valley of the Trent, it would appear most judicious to 
 select, consistently with economy of construction, the route 
 naarest the Trenton station, or that passing to the westward 
 of the Trenton Hills, and joining the Grand Trunk Eailway 
 within two miles of the station. i"Vom this junction the 
 road could strike directly north to the River Trent, or follow 
 the Grand Trunk Railway to that river, and afterwards 
 ascend its course, as engineering considerations may warrant. 
 
 With these remarks on the routes north of the Carrying 
 Place, we will now describe generally two lin3s of connection 
 of that locality with the town of Picton, gud thence to the 
 extremity of Long Point. 
 
 An examination of the accompanying map will shew the 
 routes referred to, No. 1 following as closely on an air line 
 via Melville, to Picton, as the character of the country will 
 permit; while No. 2 proceeds in a more circuitois direction, 
 
 ;>>■■ 
 
 ■i 
 
 ■ '■*■ 
 
 
 i\ 
 
Iff 
 
 touching tho villageti of ConHecon, Melville, Wellington, 
 Bloomfiold. and intersecting No. 1 at Picton. From this 
 latter place,, which from its size and importance as a central 
 point is common to both routes, the united line proceeds in 
 nearly a direct course to Cherry Valiey, Milford, and tho 
 head waters of Prince Edward or South Bay, afterwards 
 centrally along the Peninsula, until it reaches tho oxtremity 
 of Long Point, where deep water of lake navigation is 
 met. 
 
 A more minute description of the two lines may be desi- 
 rable, but it must be understood that, until instrumental 
 surveys are made, to determine the courses with precision, 
 the present is but an approximate location Taking in the 
 first instance Number 1, or the central line, which divides 
 Prince Edward Peninsula nearly centrally : leaving the 
 Carrying Place it strikes through to Melville, having 
 Roblin's Mills 2| miles to the east, and Con.secon about the 
 same distance to the west, thus equalizing the haulage of freight 
 to and i om these villages. From Melville the lino proceeds 
 to AUisonville village, and afterwards in nearly a direct 
 course along the leading line through the second concession 
 produced of llallowell, Gerow Gore, Gore E, and between tl j 
 2nd and 3rd concession (M.T.) to a point on the proposed 
 line to Long Point, about two miles west of Picton. The 
 distance from the Carrying Place to this junction will be 
 about 2L56 miles on the dr line, or 2L87 miles by the route 
 followed, measured in straigh' -"nes. 
 
 In the event of this central 'ine being entertained, there 
 no doubt will be a rivalry between the villages of Roblin's 
 Mills and Consecon, for a diversion of the road, in either 
 direction. The following measurements will give a compa- 
 rative view of the relative increase by each route : 
 
 Ist. Carrying Pi.ace to Picton, via Melville and 
 
 AUisonville as before 21.87 miles 
 
 2nd. Carrying Place to Picton via Roblin's Mills 
 
 and AUisonville 22.19 miles 
 
 3rd. Carrying Place to Picton, via Consecon, Mel- 
 ville and AUiBonville 22.50 mile* 
 

 8 
 
 From this'table of distances it will be seen that the route 
 via Eoblin's MillB is but 0.32 of a mile loi)ger than the cen- 
 tral line, while \hat by T onsecon is 0.63, or not quite three 
 fourths of a mile longer than the ct-ntral, a^id an "ncr^ase of 
 0.3 i of a mile over its rival via the Mills. With so minute 
 a difference,*^aiid assuming a similarity of cost per mile in 
 Construction, the selection of either cf those lines by your 
 Company, will, to a large extent, be govenied by the local 
 bonuses offered by the two villages, Eoblin's Mills route 
 giving the additional advantage of passing more centrally 
 through the county, while the ri\'al village is finely situated 
 at the head of the land-locked Weller's Bay, putting in from 
 Lake Ontario. 
 
 Whichever of these lines is eventually adopted, we will for 
 the present select the shorter or central line for comparison, 
 with that via Wellington and Bloomfield. 
 
 This latter line, leaving Picton at a sxiitable point for con- 
 necting with the navigation, runs in a westerly diiection, 
 south of the travelled-rojul to Bloomfield ; passing that village 
 also on the south, it strikes the head waters of West Lake; 
 passing onward, still in a westerly course, it reaches the 
 village of Wellington, a port on Lake Ontario. From this 
 place, running in a north-westerly direction it strikes the 
 village of Melville, at the Lead of Lake Conseco . Leaving 
 Melville the road skirts along the north shore of the Lake, 
 to CoKsecon village, before referred +o, and afterwards on a 
 generally direct route to the Carrying Place, 
 
 The following figure f will give the lengths of the two 
 routes from the point of junction on the Grand Trunk Rail- 
 way, two miles west of Trenton station, to the navigation at 
 the head of Picton Bay. 
 
 No. 1. Central line via Melville find Allisonville. 29.75 miles 
 No. 2. Line via Consecon, Melville, WeUiugton and 
 Bloomfield 31-'52 " 
 
 Shewing a difference in favour of the central line of 1.87 
 
 or nearly two railf s. 
 
 From Picton to the end of Long Point, following the route 
 
 f. 
 
 1 
 
 llmnittM 
 
9 
 
 the 
 
 this 
 
 5 the 
 
 via Cherry Valley andMilford, we Lave an additional length 
 of 19 miles, making a total distance from the G. T. E, to the 
 extremity of Long Point of 48.75 miles by the central, or 
 5C.62 miles by the coast line. 
 
 Such is a statement of distances, or lengths of the various 
 routes. 
 
 The country passed over from Long Point to Picton, is 
 generally of a level character, with a light sandy soil, and 
 nearly all under cultivation. In so far as could be discovered, 
 no rock work will be encountered on this division. From 
 Picton to the Carrying Place, following the coast line, the 
 country also continues very level, and the soil either loam or 
 clay. Many of the farms are under a high state of cultiva- 
 tior , and but few portions of Ontario will excel or even equal 
 this highly favored district. 
 
 On the central line we will probably find less curvature, 
 but heavier gradients, than on that by the coast. This 
 question of curvature and gradients can only be satisfac- 
 torily discussed after a thorough instrumental survey. It 
 frequently happens that of two rival routes, the one possess- 
 ing the easiest grades is actually shorter, when they are 
 oquated, than the other with steeper and longer grades, 
 which measures actunlly less on the ground between the 
 same two objective jiomtii. This being the case, it may 
 happen, and probably will, that the difference of 1.87 miles 
 in length of lines will be materially lessened, if not equal- 
 izoil when the gradients of each are equated, or in other 
 woids when they are reduced to an equivalent extent of 
 level grade, for a train to pass over in the same time and 
 with a like expenditure of power. 
 
 From the general similarity of the country, the earth 
 work and cost of construction per mile will be about the 
 same on both lines. 
 
 The following may be regarded as an approximate esti- 
 mate for one mile — 
 
 Earth work U),(KH) cubic yards a ;K) v^ents f 3,()00 
 
 Laud purchase, 8 acres a $5U 400 
 
10 
 
 Bridges and culverts, per mile 250 
 
 Farm crossings " 250 
 
 Road crossings " 200 
 
 Clearing, grubbing, &c., " 100 
 
 Fencing, 640 rods o $1.50 per rod 960 
 
 Permanent way and sidings, 8,500 
 
 $13,660 
 Add for superintendence and contingencies 1,340 
 
 Total cost per mile $15,000 
 
 If we now assume that the central line is selected, from 
 
 the G.T.E. to Picton, the following will be an exhibit of 
 
 cost. 
 
 Total distance 29.75 miles a $15,000 per mile $446,250 
 
 Stations 25,000 . 
 
 Rolling stock &c 130,000 
 
 Engine and repair shops 18,750 
 
 Say a total of $620,000 
 
 Or at the rate of $20,840 per mile, constructed and equiiv 
 ped. 
 
 At a corresponding expense per mile, the coast line will cost : 
 
 31.62 miles a $20,840— or $658,961 
 
 Or an excess of $;58,960. 
 
 Assuming that a government grant of $2,500 per 
 
 mile is obtained for the entire distance of 29,75 miles, 
 
 there will be from this source for the central line $ 74,375 
 
 From the municipality 87,500 
 
 Making a total amount of bonuses for central line $161,875 
 
 Total cost of line as before 620,000 
 
 Leaving amount to be raised by stock and bonds $158,125 
 
 Taking now the coast line ot 31.62 miles, and giving 
 
 it a government bonus of $3,500 per mile, there will be$ 79,050 
 
 From municipality 87,500 
 
 Making a total amount of bonuses for coast line $166,550 
 
 Total coat of line as before 658,961 
 
 Leaving balance to be raised by stock and bonds $192,411 
 
 l;i 
 
11 
 
 
 rom 
 t of 
 
 ost: 
 
 or an excess of $34,286, if the coast line be adopted. In other words, 
 local bonuses to tlie amount of this excess should be subscribed by the 
 various villages along the coast route, in addition to the general bonus 
 of $87,500 from the county, before the two lines would be placed on 
 the same monetary footing. 
 
 Closely allied with this financial view of the matter, and 
 one which will no doubt exercise some influence with the 
 company, is the relative amount of local traffic which each 
 line will obtain. 
 
 At first sight, it might be thought that the central line, 
 passing more directly through the county, would command 
 the greatest amount, by drawing the traffic from each side. 
 This no doubt would be coiTtot in most localities, but in the 
 present instance, the following reasons seem to militate 
 against this being the case. 
 
 The villages of Bloomfield, Wellington, Melville and Gon- 
 feecon, on the coast line, are business points, created by the 
 trade of the interior and suiTOunding country. From their 
 proximity to the lake navigation, they must continue to be 
 outlets as well as inlets of traffic to a considerable extent. 
 The rail, if touching those points, would no doubt divide 
 the business with the water navigation, in addition to 
 that it would draw from the interior. It might on the other 
 hand lose a portion from the extreme northern part of the 
 district, which would come more imriediately under the influ- 
 once of the Grand Trunk Railway, and in consequence flow 
 naturally in that direction. This movement would even to a 
 certain extent take place if the central line v/ere adopted, 
 especially from the northern portion of the township of So- 
 phiasburg. 
 
 The following table will give an approximate idea of the 
 number of people who would probably receive an equal 
 amount of benefit, if the coast line were adopted, with that 
 they would have if the central one were followed. 
 
 Hallowell — S'vy J of population, or 1777 
 
 Picton 2361 
 
 Hillier 2224 
 
 AmeliasbP'-g say i of population, or 1101 
 
12 
 
 
 ( . 
 
 Athol 1740 
 
 Marysburg 89154 
 
 Wellington 517 
 
 Total of 13,Go4 
 or considerably more than one-half the population of the entire county. 
 
 If the Bcheme be considered in relation to a through busi- 
 ness via Long Point and Oswego, to New York, of course the 
 central line will be preferable, assuming an equalit;y of 
 gradients. 
 
 With these two rival lines presenting advantages so nearly 
 equivalent, it is rather a difficult matter to decide in favor 
 of one or the other. This decision no doubt will be arrived 
 at by the Company, with greater facility, when the question 
 of local bonuses is decided, and a more thorough examination 
 of each route made. In the meantime for our present pur- 
 pose, it may be well to assume the amount required for the 
 Coast line, from the Grand Trunk Eailway to Picton, and 
 ascertain the probabilities of it being a pa^nng speculation : 
 afterwards considering the extension of the road from Picton 
 to Long Point. 
 
 As before shewn the entire cost of this line will be.... $658,961 
 From this deduct government and municipal b muses. 166,550 
 
 Leaving balance to be provided, of $492,411 
 
 This amount at 7 per cent will require annually for 
 
 interest $.34,469 
 
 Or say $35,000. 
 
 In well settled countries like Prince Edward district, it is 
 considered safe to assume that every inhabitant living within 
 a belt of fifteen miles on each side of the road will contribute 
 a yearly amount to the railway traffic of at least $7, made 
 up of charges on exports, imports, and travel. This rate, 
 assuming the population at 20,000 souls, would give a total 
 revenue of 1140,000 or allowing 60 per cent for traffic expen- 
 ses, a net balance of $56,000 por annum, or after paying the 
 interest on the bonds ($35,000), a surplus 6f $21,000 for re- 
 renewals and extensions. 
 
 In a case like the present, however, with the county in 
 
13 
 
 possession of facile water communication dnri ig at least 
 seven months of the year, and also from the proximity of a 
 portion of the district to the G.T.E. it would not be safe to take 
 so high an estimate for the traffic returns. It will be more 
 prudent to assume, say $4.50 per head, for annual revenue. 
 
 This rate will give a total income of $90,000 
 
 Deduct fcr working expenses 60 per cent 54,000 
 
 Leaving a net revenue of $36,00(t 
 
 To this should be added a government subsidy for car- 
 rying the mails, of say $100 per mile 3,162 
 
 Making the total net earnings 39,162 
 
 Or after meeting the interest on the bonds 35,000 
 
 A balance of profit amounting to $ 4,162 
 
 If we now assume that the cost of the coast line has been 
 reduced by local bonuses (of say ^34,286) to an equality with 
 the central line, the following will be an exhibit of the 
 company's financial position. 
 
 Total amount to be raised on bonds $458,125 
 
 Yearly sum of interest a 7 per cent 32,069 
 
 Net amount of annual traffic and postal revenue as 
 before .39,162 
 
 Or an excess of profit, after meeting all charges on 
 interest and traffic expenses of $7,093 
 
 These '.nvestigations serve to shew the solid basis which 
 exists for the investment of money in the bonds of the com- 
 pany, with local traffic alone consiaered, and without taking 
 into account a profit which will be derived from the through 
 business of the road, when extended to Long Point; and also, 
 the natural increase in traffic resulting from the construc- 
 tion of the road. It is a well understood axiom, that 
 improved facilities, notably railways, with cheap and speedy 
 transport, create traffic, and that traffic, when once brought 
 into being, creates additional tj'affic. 
 
 Having dwelt thus far on the first section of the line termi- 
 nating at Picton, as of the most immediate importance, we will 
 
14 
 
 now devote some space to the consideration of the second 
 oection, or extension to the extremity of Long Point. 
 
 An examination of the map of Canada will shew thia 
 point to be but 35 miles from the groat lumber omporium, 
 Oswego, on the south side of Lake Ontario. This American 
 city is connected by a network of railways with all parts of 
 the United States, and notably with the city of New York 
 by an almost air lino lately brought into operation, " The 
 New York and Oswego Midland Eailway." With your road 
 joining the Grand Trunk Railway, and extending to Long 
 Point, the most direct and quickest route of travel and trans- 
 port between New York and all points west and north of 
 Belleville, will be obtained ; or in other words, the uncertain 
 portion or lake navigation, will be reduced to a minimum, 
 and the certain, or rail distance correspondingly increased. 
 The enormous quantity of sawed lumber which now finds its 
 way from Trenton and neighborhood, to Oswego and Capo 
 Vincent, principally in sailing vessels, passes down the tor- 
 tuous Bay of Quinte, and across the lake, a total distance of 
 about one hundred miles, subject to all the delays arising 
 from baffling winds or calms, and crooked channels. By the 
 rail, this difficulty will be obviated, and the sailing vessel 
 take its cargo and departure in open water. The extremity 
 of this point can with little Expense be converted into a har- 
 bor of refuge, being protected in an outward direction, from 
 the storms of the lake by Drake and Gull Islands. The navi- 
 gation of the Bay of Quinte does not remain open more than 
 seven months of the year, while at the Long Point terminus 
 at least ten months may be counted on. 
 
 A deep water connection can also be had at Sloan's farm 
 lot No. 6, Prince Edward Bay, which would be almost land- 
 locked as against storms on the lake, and in which an entire 
 fleet might ride safely at anchor. 
 
 The attention of New York capitalists and railway men 
 will no doubt be directed to the air line connection which 
 your road and the New York and Oswego Railway will fur- 
 nish, from that city, to a point of junction north of Trenton, 
 
15 
 
 with the great Canadian Pacific road shortly to be built, and 
 
 the fine opportunity which will be presented for tapping its 
 
 trafl&c and conveying it over the shortest route to New York- 
 
 The length of line from Picton to Long Point, following 
 
 the route before indicated, may be placed at nineteen miles ; 
 
 assuming a like expenditure for work per mile as before, the 
 
 road bed and permanent way will cost. 
 
 19 miles a $15,00() per mile $285,000 
 
 Station buildings, and extra cars 15,000 
 
 Making a total of $300,000 
 
 The rolling stock of the first division will also . oly on 
 this extension, and but little extra expense need be u. urred 
 for some years to come, in this respect. 
 
 It is presumed the government and municipal bonuses would 
 also apply on the mileage of this section, in which caf^e there 
 will be a deduction of $95,000, leaving a balance to be pro- 
 vided of 8205,000, and requiring an annual amount of $14,- 
 350 to meet interest on the bonds. 
 
 To provide tliis sum, we hftve the postal subsidy from 
 
 government on 19 miles $1,900 
 
 On a through route like this, it is not too much to assume 
 that fur the 250 working davs of the ten months, there 
 will at least 100 passengers pvr diem, pass over the road, 
 coming and going, which wvidd bring a net revenue for 
 
 the 19 miles of $5,000 
 
 The through freight revenue on grain, lumber, minerals, 
 etc., will probably bear a proportion to passenger traffic 
 of 3to 1, or say $15,000 
 
 Making a total of $21,9lX) 
 
 or in round numbers $22,(X>0, giving a surplus of over 
 $7,600, per annum, after meeting interest on bonds ; a bal- 
 ance which could be appropriated to meeting the annual 
 expenditure on the cost of harbor construction. 
 If we now take the whole line in one view, the entire co'it 
 will, including a moderate quantity of rolling stock, 
 
 amount to $959,000 
 
 Fro a this deduct government and municipal bonuses,. 261,550 
 
m\ 
 
 11 
 
 16 
 
 Leavinf'' amount to be raised on bonds $697,450 
 
 At the usual rate of seven per cent there will be required 
 
 to meet interest $48,821 
 
 Applying the American rule, that each head of the popula- 
 tion contributes $7, directly or indirectly ,to the traffic, per an- 
 num, and allowing 60 per cent for charges, there will be a net 
 
 revenue from this source of $ 56,000 
 
 Postal subsidy for 50.62 miles a flOO per mile 5,620 
 
 Making a total of $ 61,620 
 
 and leaving a balance of profit, after meeting all charges 
 of about $12,800 yearly. 
 In this estimate no account has been taken of through 
 traffic with the United States. 
 
 Taking in the next instance, a more modified view of 
 the rate per head of che population, and placing it as before 
 at $4.50 for each person, the following will be an approxi- 
 mate estimate of the revenue. 
 
 Amount of interest to be provided, as before $ 48,821 
 
 Net revenue to be derived from 20,000 people at $4.50 
 per head, and allowing 60 per cent for traffic ex- 
 penses $36,000 
 
 Postal subsidy as before 5,620 41,620 
 
 Leaving a deficit of $ 7,201 
 
 or say $7,000 per annum, to be provided for by the returns 
 from through traffic with the United States. 
 
 That this traffic will amount to considerably more than the 
 above balance, and that the estimate of $4.50 per head is 
 under-estimated, I have no doubt. With the railway in oper- 
 ation, giving ready access to all parts of this beautiful coun- 
 ty, it will become a favouinte resort for summer tourists in 
 search of health, or pleasure — of the first, from the delight- 
 ful climate, and refreshing lake breezes which sweep over its 
 sm'faee — of the second, from the picturesque scenery unfold- 
 ed by its deeply indented coasts, land-locked bays, and lakes, 
 affording such admirable facilities for boating, fishing and 
 other amusements. 
 
 An estimate, to be framed with precision, will require a 
 thorough instrumental survey of the various competing lines* 
 and additional time for acquiring a more extended acquaint- 
 
17 
 
 anco -with the resources of the county, and of the luml)er 
 export trade of the Trent valley, than was given in the hurried 
 visit recently paid this very interesting portion of Canada. 
 
 I have, however, given you the results of the cursory 
 investigations then made, in as concise and simple a manner 
 as possible, keepin<5 safely within reasonable limits in evmy 
 respect. 
 
 I now come to the consideration of the municipal assis- 
 tance which you ex^ jct from the county, v-t,., a bulk sum of 
 $87,500, for the Picton branch. It is also" stated that this 
 amount will be supplemented by a grant from the govern- 
 ment of Ontario of $2,500 per mile, for the same extent of 
 line. 
 
 j^ H has been seen from the foregoing, this amount of aid 
 will barely place the enterprise on a bond basis. Two years 
 since, when the price of iron and labor was considerably 
 less than now, this amount of assistance would have been 
 sufficient to place it in a much stronger financial position 
 than at the present. It is not asserting too much to state, 
 that with the existing value of iron and labor, your rojid 
 will cost from $3,000 to $4,000 per mile more than it would 
 have done even two years ago. 
 
 Assuming that no assistance can bo obtained from the 
 county of Noj'thumberland, or local aid from the villages 
 the actual amount of your bonuses will be but $5,000 per 
 mile, when spread over the entire length of line from the 
 Grand Trunk Eailway to Picton, on a total cost of $20,840 
 per mile. 
 
 This amount when compared with the assistance obtained 
 by other roads, is extremely small. 
 
 Taking several railways for comparison, we find the 
 "Montreal and City of Ottawa Junction," now under con- 
 struction, has ^6,000 per mile of government and municipal 
 aid, on an estimated cost of $17,000 per mile or over 35 per 
 cent. 
 
 The " Montreal JSTorthern Colonization Eoad" has similar 
 aid, to the extent of $22,500 per mile, on an estimated cost of 
 $30,000 per mile, or 75 per cent. 
 
18 
 
 i 
 
 » t 
 
 '* The Montreal and Quebec North Shore," has a like assis- 
 tance. The "Kingston and Pembroke," " Brock vi He and 
 Ottawa;" "Canada Central," "Grand Trunk," and "Great 
 Western" railways, have also received from 30 to 50 per 
 cent of their cost, in assistance of this character. 
 
 Your road v/ill have scarcely 25 per cent. 
 
 It would have been more satisfactory, both to your Com- 
 pany, as well as the engineer, had this moderate rate of aid 
 been slightly inci'eased, or to an amount corresponding more 
 closely with the proportion other roads of a similar charac- 
 ter receive, say 33 per cent of the cost. The increase would 
 not have been felt by the ratepayers, and at the same time 
 the bonds would have been materially strengthened. 
 
 The construction of this entire road, will cause to be spent 
 in wages paid out, and in the county, at least $500,000. It 
 will thus be seen that the tax-payers will receive back the 
 amount of their bonus, $135,000, with the large sum of 
 $365,000, additional, and have also the railway to the good, 
 with all its great advantages and beneficial results. 
 
 To describe or enumerate these advantages, would be but 
 to relate the " oft told tale," from the time of Stephenson 
 down to the present, and which all parts of the civilized 
 world have realized to their immense profit and good. 
 
 The supposition that the wide-awake inhabitants of old 
 Prince Edward county, require information as to the benefits 
 this road will confer on them for all time, or the extent to 
 which their interests will be promoted, even by its con- 
 struction, would be derogatory to their character for 
 intelligence, or shrewdness, and need not therefore be at- 
 tempted. 
 
 The success of the project is now left in their hands, to bo 
 confirmed, it is confidently expected, by an almost unanimous 
 vote in favor of granting the moderate assistance of $2,500 
 per mile, in aid of, to them, this most important enterprise ; I 
 say almost unanimom, because like all other communities, you 
 no doubt have a few ancient fossils left, who cannot recognize 
 the fact that they live in the progressive nineteenth century ; 
 
 ten. 
 
19 
 
 preferring the dangcroup, slow, and expensive coaches of the 
 pubt, to the safe, expeditious, and cheap transport of the mod- 
 ern rail syfttem. 
 
 I have the honoiu* to bo, 
 
 Sir, 
 
 Your obedient servant, 
 
 CHARLES LEGGE, 
 
 Civil Engineer, 
 
 To 
 
 Charles Bockus, Esq., 
 Picton: 
 
 Ontario.