0.mJft\>. •
I&
OF
CHARLES BAILLAIRGE ^
/v
»♦#
Engineer of the City of Quebec.
ON THE
10 MILE SEC'x'ON
OF THE
I
LAKE ST. JOHN RAILWAY
())
NORTH-WARD OF
'^.,'
ST. RAYMOND
QUEBEC:
PRINTED BY GEORGE VINCENT
' 224, St. John Street
1884
^;^m^ —^ ^^ W^) ^
y
e,ei=^o:rt
OF
CHARLES BAILLAIRGE
Engineer of the Cii// of Quebec.
ON THE
10 MILE SECTION
OF THE
LAKE ST, JOHN RAIlWAY
NORTH-WARD OF
ST. RAYMOND
QUEBEC
IMUNTEU BY GEORGE VINCENT
-7 - :7-^^ 224, St. John Street
Quebec, January Soth \HH4f
To Hi^ Worshi}) the Mayor, The Aldermen and Councillors
of the Co}'poratioH.
Gentlemen,
In compliance with your resolution of the 14th December
last, calling on me to report on that poi'tion of the Lake
St. John Railway which lies between the left bank of the
St. Ann river at St. Raymond and lake Simon, a distance of
some 10 miles; I visited the section of road under consideration
on the 24th Dec. last, in company with his Worship the Mayor,
Mr. Light, Govt. Engineer, Mr Cadman engineer in chief of the
road, Mr. Scott the company's secretary, Mr. Cressman the
contractor's active and efficient manager and a few other per-
sons interested in the undertaking and in the welfare of Quebec.
A slight fall of snow at the time of my inspection prevented
the then examination of some of the minor features of the
permanent way, such as the base of the rails, their mode of
junction, the fish plates etc, the sleepers w^hich of 6" x 6" in
size at the smaller end support, at two feet centres, the steel
rails of which the weight is 56 lbs. to the yard.
But I had occasion during two previous visits over this sec-
tion of road, at a time when nothing prevented a minute ins-
pection of the works, to satisfy myself that the quality of the
materials and workmanship leaves nothing to be desired.
The plan of the road, or its birds' eye view as it would be
seen if looked down upon from above, indicates the more or
less sinuous nature of its location as determined by the neces-
sity of following in such a mountainous section of country,
along the course of rivers, lakes and vallies with the view of
reducing to a mininum the elevations and inequalities of the
groundto be gone over.
Oil this plan are seen i.i blue, a eulor siin^j^a'stive tliereot", ri-
\ «'i*s, lakes and water courses ; in red, a full red line, that of
the fiery ste«'d ; in yellow or burrit sienna, alst) a sug«restive
eolor, the roads or lines of ordinary counnunication whieh in-
tersect the railroad at ei^dit ditierent points in this length of
suction and thereby subserve the purposes of local traffic :
also the several curves, ])ends or deviations in the r()a«l
whicli windin^^ now to the right, now in tlie opposite di-
I'ection, make good the junctions between these sinuosities an<l
the straiglit readies of the line of way.
These curves are entered on the plan and j)rofi](' as being
of \", 2'', '^ etc., whicli indicates the ratio of their res))ective
radii : that of 1° (one degree) or less being, easier, Hatter, less
curv^ed or accentuated than one of 2" or more. The length of
curve, its ratio to the whole circumference is put <lown in d«-
grees and minutes, written in a direction parallel to and near
the line of curvature, l)etween tlie radii, lines dotted in red on
plan and which at their apices or points of meeting at the
centres of the respective curves, enclose and sliow the figures
indicative as just stated of their greater or lesser curvature
necessitated by the nature of the obstacles to be got round
Other curves are, as forced on the engineer by the exi^jencies
of the route, made up of two, three or more parti. J eurxcs or
bends of varyinix radii.
The plan is on a scaly of 1000 ft. to the inch : more than
sufficiently ample to prevent any important detail h'oin escap-
ing attention.
Alluding now to the |-i"ofile plan wliich indicates a vertical
section of the road, as of the ixround it traverses : its side face
features, so to say, as if cut tlnough by a V(^rtical plane ; it
mav be well to remark for the information of such as are not
conversant with conventional modes of representation on pa])er,
and who might very naturally at first sight imagine that the
section or profile indicates the relative ratios of lengths oi*
distances and heights along the line of way. that such is by no
iiioans the case. On the contrary, tliis would be impracficable
as will presently be seen. The scale of profile is 400 ft. to the
inch in the direction of its length, its horizontal projection,
which for distances of 100 ft. between the station or location
pickets gives one quarter of an inch, a space sufficient for the
legible inscription of the successive and respective heights of
the surface of the soil above the level of the waters of the
St. Lawrence at Quebec, or so to say above sea level. These
ficfures in black written alonof the base or datum line of the
]n-ofile, correspond with the line of like color which is the
confijrunition of tlu* .siirfjic** us ohtaiiUMl with tlir IfVclliuM- ins-
trument l»y tin* t'n/j[inoi'r oi- survcvcn- in cliarv** of tliis prrli-
niiiiui y jMntion of tlir work.
Tilt* nt'xt oi' second si'iit's of vrrticallv inscrilted fii^mes is
tluit. ulso al>ove niean tide leVi'l jit (.^uelicc. of the h'Vels or
hei^^lits to he «^iven to the road l»e(h ''ase or formation h'vel,
wliieh is to receive the haliastin<;f, sh'epers and rails of tlie
permanent way. Tlie.se ti;j;nres in reij ink refer to and corres-
pond with the line of like coloi- in<Ueating the levels just
alluded to.
On the third series ahove the base or datum line of ])n)tile,
th vertical figures as set-n ai-e alternately hlue and red : the
indicative of tilling, emhankiiiir oi- elevating- the .soil where
vlu' natural surface is depres.sed or wanting in heiglit : thi-
hlue in the same way expressive of the n(*c*.\ssity of lowering,
excavating, cutting down the surface along the super elevated
portions thereof, to reduce them to foiination level,
I have just alluded to the imj)ossihility in practice of rencU--
ring subservient each to the other the vertical and horizontal
scahis of the profile or section, and to wit : if in the present
case the horizontal scale ecjualled the vertical, the sheet or
drawing v/ould reach to an extent of over loO ft. in length.
If, on the contrary, we would reduce the vertical to the ratio
of the other, a thickness of even 4 ft, of cutting or em-
bankment would l)e reduced to the hundreth part of an inch
and thereby rendered altogether inapprecial)le to the eye.
Much the les.'-- then would it be po.ssible under such an arran-
gement to scale otftliicknesses of only a footor an inch in extent.
Now the vertical scale of the present profile is one of »S0 feet
to an inch or some 18 times greater than the horizontal, and
this is why the heights or altitudes exai^-gerated to a like extent
fail to givean<l cannot tjive am' xact idea of tlie ratio of their
grades or inclinations to the horizon.
I may add to complete one's intelligence of the profile plan
in question and which I consider essential heve where we are
as yet but little familiar wdth this species of graphic represen-
tation of operations performed or to be performed on the
ground, dependant on our as yet slight acquaintance with
railroads, that the ratio of grades or inclinations to the hori-
zontal, their relative heiglits ar d distances are figured on the
profile as being of such and such a percentage. This is the
simplest manner of indicating them and of facilitating their
apprehension. Thus a grade of 1 per cent (1.0 P. C) indicates
one foot in a hundred, that is a rise of one ft in that distance
x)r 52.8 ft, per mile : 2.0 P. C. therefore indicates double the
;^ra<le or 105.6 ft. of rise or fall in u likf ilistance .uul so on
while 0. 1. F. C, 0. 2. P. C. .si«j:nifv respectively, .shiftiii;,^ the
decimal point one place towards the hft, nunihers ten times
less or only '^\ ft, 10^ ft. rise or fall to the mi'e respectively.
This (|uestion of grades is of the nujst essential natuic on a
road of any kind and a fortiori on a railroad where the
weiirht a?id resistance of a train is of necessity linuted to what
the locomotive can drag or haul on the steepest inchnation
throughout the line of way.
Fifty years ajro when rail-roads were in their infancy, when
l(jcomotive en<dnes weiixhed but 10 to 20 tons or less, it was
indispeiisahle that the railroads he made on nearly a dead
level throughout. Hence the enormous cost of european rail-
ways averajrino- as they did CoO.OOO sterling, or S2.')0,0()0 pei-
mile.
If with the engines of days gone by, an attempt had been
ma<le to master the steep inclines of (mr time, the wheels of the
locomotive would have simply rotated on their axles, thus
slipping or sliding on the rail without imparting any progres-
sive motion to the train of cars.
At the present day on the contrary, Ave build engines of tSO
tons, monsters even of 100 tons weight, the greater portioii of
which is (m the driving wheels and which through the friction
such a load produces, causes the wheel to bite the rail in a
way to ovxTcome all resistances.
The gTades on the section of road now reported a)*e not ex-
cessive; the (|uickest or steepest of tliem are but 2.2 per cent
(jr IIG^ feet to the mile, while on many roads in the United
States and elsewhere, these inclinations are greatly exceeded,
as I have had occasion to sliow in one of my former reports on
the two first sections of the road now under consideration.
These grades, it will be r;'ni rrked, are in the ascending
dn-ectiou of the road or from StKith to North, as would at any
rate be evident from a com})arison of th.e successive levels or
heights of the respective porti(jns of the road, which at
St. Eaymond are but 500 ft. above the level of the St. Lawrence,
while at lake Simon they attain an altitude of 685 ft : or of
185 ft. above the point of departure at the St. Ann river;
while in the opposite direction or returning North to South,
the acclivities do not exceed 1,5 per cent, or 191 feet to the
mile ; and it is in this direction or city- ward from the lake that
the heaviest traffic Avill always take place or for many years to
come, as of grain, wood, stone and other heavy produce
and material.
No doubt, th(;se grades could have l)een reduced, but on the
sole coiAilitioii of incroasini; the cost to an extent which
would have rendered the r(>ad an inipossihility with the
means at the disposal of the company and have deprived us
of it altojrether. Nevertheless and let us hope, in the near
future, when the recjuirements of the trnfhe shall render it
essential, tlu' road may l»e improved l»y lowcrinj^ it alon^ the
heights and elevating it along or across tlui hollows or valleys
as at St. Raymond where an additional ten feet of elevation
over tlie St. Ann river would reduce by ahout oOO ft. the
length of incline immediately to the North, thus lengtliening
or extending the level leach beyond the bridge in a way to
allow of a more prolonged, a better start, a greater accunnda-
tion of velocity wheiewith to overcome thc^ rather steep
grade of the incline in (juestion.
The same remark apj)lies now more, now less to othei* ac-
clivities, as to the North-wjml of River Rondeau where cer-
tain advantaiies would accrue by raisin<>; the level of the
hridge some 5 ft. or thereabouts.
Side by side with these minoi- defects let me evideiice the
fact that while many ev.oineers and surveyors had soujirht in
vain for a railway to lake St. Jolni, a practicable route through
the Laurcntians, M. Cadman, the engineer in chief of the
road, under the pushing guidance of Mr. Light, has succeeded
in making; out a way amon**' the mountains of which the sum-
mit level is from oOO to 1000 ft. less elevj'ted than heretofore
looked for from all the preceding reports (m the possibility of
a railroad between Quebec and Lake St. John.
I also note with satisfaction that the grades on this section
are easier, or of lesser inclination than those on the sections
previously reported, and tliat the locomotives used or to be
us(k1 on the road will be of a capacity to liaul at least 80 cars
over the steepest inclines.
On a par with this question of grades, as a retarding factor,
influencing the velocity of motion, is that, no less important,
of curves of small radius ; but here again ^ve find that Mr.
Light, Mr. Cadman have worked wonders with the restrained
means at their disposal,turning now West, now East according-
ly as the mountain spurs and peaks, so to say piled up in this
section of the country, the ravines and hollows forced the en-
gineers to turn an obstacle vvdiicli the pecuniary means at their
disposal did not allow" of their getting through by an excava-
tion out of all proportion or a no less expensive tunnel of like
extent.
NeverthelcoS I must note here as in the case of grades on this
same section that the curves are less numerous, and of easier
<rui-vatuiu or <^reater radius than on the first or southern sec-
tion of tlie road and Mr. Ridout in his report to the Federal
Ciovernujeut states tliat the grrades and curves on tlie road do
not exceed tlie limits allowai>le l)y Order in Council of the
l<Sth Au<,nist IScS.S.
But Air. Mayor and Gentlemen, I must not proceed further
without reassurint*- you : the country traversed is not all
mountains. On the contrary, there occurs on this secti(m of
the railroad a valley of great extent bearing a close res^em-
hlauce to that of St. Raymon<l henuned in as it is by moun-
tains on all sides : there are fertile lands, habitations of long
standing \v1r:\' 1;q)piness and abundance are to be found in
many a family, tine ( quarries of magnificent stone, a gneiss or
hornblendic tfranite bearinn; close affinity to the true rock of
the same name : real granite, and which I hope to see at an
early period introduced into Quebec and its envinms, vast fo-
rests which for years to come will supply us with fuel and
timber for constructive purposes.
Let us hope also that as elsewhere tliroughout CanaiUi,
mineral riches will not prove deficient.
The grades and curves of which I have spoken, are not of
that importance which they acquire between gTeat cities in
the old and new worlds. For many j-ears to come, the traffic,
essei ial though it be, or w411 become between Quel )ec and the
NortJi East will recjuire liut a limited number of trains per
da;^, The- e trains not followed in (juick succession by others,
as they ai'e at every moment of tlie day and night between
commercial centres, need not be of <>Teat velocity and under
a less rapid transit, the friction of the wheels upon the rails
will be diminished by so mueii : the <bxn<ver of derailinix at
curves reduced to a minimum and the weight of train capaV)le
of lieing moved l>y the heavy locomotives of the present day :
these increased weights or loads I say, under a less rapid rate
of transit will to a great extent compensate the advantage of
the (picker and less heavy trains of freight which the more
pressing and nuiltiple requirements of large centres of com-
merce render necessary.
Alluding now" to the less prominent features of the section
of road reported on, a glance at the map or plan and profile
w411 show the position, extent and construction, whether of
w^ood, stone, iron or other material, of the seyeral bridges and
culverts as called for by the contract and specifications, or as
<lue to the exigencies of the locality.
Apart from the St. Ann river w^here a magnificient iron
bridge of some 225 ft. span reflecting great credit of the Toron-
to, now theDniiiiiiion ltri<lgo Co.,.si)iin«4;.s from uuissivr piers or
almtmcnts of coursed cut y;raiiitc umsonrv laid in hydraulic
nioitar : the other hridges over tlie Rondeau, tlie Jacotetc are
of the most solid construction in pine tindjer of the l)est (quality
and heaviest «liniensions solidly hound and bolted in iron.
Let m ' note here again an improvement as compartMl witli
tlie p'"^*^"^ding sections of the road : the rails are () pounds hea-
vier to .lie lineal yard, the chairs more solid ai^l secure, the fish
l)lates which join lails or attach them to each other, stronger
than of yore, l)eing of angle iron instand of fiat, the bridges
ai'e better built and more resisting. ' .
The St. Ann Bridge was in my presence during the spring
of l'S88 subjected to the strain of a heavily loaded train of cars
stationed on and convering its entire length and producing
ii dej/ression or deflection at the centre of onh' five eighths
of an wich.
Mr. Light caused this structure to be made some :i() per cent
heavier and stronger than at first intended to allow of running
the heaviest trains over it with consolidation engines weighing
from 80 to 90 tons, and it is probable that had his advice been
followed of similarly increasing the strength of other bridges
of a like nature on the road betw^een Montreal and Quc^bec, we
would not ha\e that to <;leplore the accident wdiich occurred
on one of them in the vicinity of the first city a year or two
ago. For such structures we can now subserve our own re-
quirements and not as heretofore have to travel out of Canada
for the purpose.
The width or breadth of the road at formation level is 15 f^^.
while on other roads subsidized by the Govt, this width is but
12 and even 9 ft. The cuttings are from 18 to 24 ft. w^ide at
their base according to requirements and in general tlie rails
are elevated above the adjoining soil in a way to free them
from accumulations of snow.
The right of way is fenced in on each side with cedar ])osts
and l)arbed wire rails which while keeping the track clear of
animals will more eftectually, on a road running North and
South, guard against the accunuilations of snow w^hicn other
roads similarly situated and fenced in with wooden rails are
subjected to from our prevailing Easterly and Westerly winds.
The ordinary or country roads which cross the line of rail-
ww.^, are eveiywhere flanked with cattle guards ; every suc-
cessive farm along the liiu- has its double stile, its gate or pas-
.sage way, its bridging over the ditch on either side, the same
extended to an inclined plain of varjing length and height
on the mcund or dump, according as the height of embank-
ment renders necessary a constiuction of like nature oi* the
10
• lepth of cutting a correspondingly depressed roadway from
one side to the otlier of each liolding.
A line of telegraph is also to be found along the track and
heyond the section into that next following, thus completing
tlie requii'ements of the situation.
The ballasting is as yet incomplete at certain points. This
l»allasting of the road-bed above formation level generally con-
sists of a foot or two of coarse sand or crravel unmixed with
material of an earthy nature. Its eliect is to raise the sleepers
and rails by so nuich with the triple view of bringing them to
a true level, of disenj^ai^inf; them from snow, and of allowing
Of?© ' ~
the percolation of surface water which would otherwise per-
sist in a retentive soil and cause the sleepers to rot the sooner,
Tlie ballasting cannot be throughly performed at a single ope-
latioD, nor until due time has been allowed the newly made
(milmnkment to settlo and consolidate under the combined in-
fluences of the successive seasons of a year :r two, as well un-
der the compressive effects of heavyly laden trains. The same
thing may have baen observed along the line of railway bet-
ween this and Montreal an<l in general the final adjustment of
the track to its permanent and intended level can only be ar-
rived at after two and often tbree or more successive opera-
tions sprea<ling o\'ei- an interval of many months.
On a new road tliere are also unavoidable wrio-ifles and de-
iects of eccentricity which are rectified at the same time as is
the levelling of the rails in the manner often noticed, by rai-
sing the rails with their sleepers, shifting the whole in sec-
tions to the right or left and thereafter forcing in the ballas-
ting to the complete filling of all voids and interstices.
These defects of levelling Sz eccentricity on the present sec-
tion can not be rectified until after another season's consolida-
tion of the road l)ed under the influences above described, and
in the same manner the few points at which the rails cross
valleys and ravines on trestle-work, solid and trustworthy
though it be, will during the ensueing season be filled in with
imperishable materials and the road bed thus made continuous
throughtout the Avhole extent of the ten mile section.
MM. Light and Ridout have already, each of them on part '
of his respective Government, submitted their reports declar-
ing themselves satisfied with the road and that the stipulated
conditions have been fulfilled. The Corporation of Quebec
cannot be more exigent.
Let us congratulate each other Gentlemen, that this rail-
road from Quebec to Lake St. John, which has been for so
many years a myth, as was also the North Shore Railroad
^ 11
during a period of some 20 j^ears, is now \v a good wa}- of
becoming a reality under the active liand of H. J, Beemer
Esq., who has signed the contract to complete it within three
years. Mr. Beemer has the reputation of pushing his work,
<loing it well, and of even exceeding the requirements of his
contracts when he C(jnsiders it necessary to do so in the inter-
ests of the work.
Let us hope we shall now hear no more of this railroad as
of one not destined to -go beyond St. Raymond, which was so
persistently predicted for a member of years past. Every
thinn- now augurs of the contrary. Mr. Beemer under the
vigilant care of his engineer Mr. Hoare aided and abetted b}'
the counsel and experience (^f Mr. ( 'ressman, his manager and
purveyor and of the remainder of his staif', of Mr. Cadman
and othe "8, Mr. Scott, the secretary-engineer of the C'onipany,
and of Mr. Light the Government engineer, has put up at lake
Simon and Northward thereof on the line of location, a host
of buildings, a whole little village of them so to say, to house
his enq)loyes and laboring men, stables for some •SO or more
liorses, stores alreadv tilled with an assortment of tools of
every description^ forges and shops for the repair of tools and
manufacture of machines, a bakerv in due form and hard b^-
a store of various goods, where his men witliout the trouble,
delay and expense of a voyage to Quebec can find all that is
necessary to subserve their varied requirements, and even a
powder magazine has not been forgotten.
Two steam shovels are on the ground capable each of doing
the work of some 75 men, steam drills, and some one to two
hundred men were at the time of our visit actively engaged
in pushing forward on the ten ndle section Northward of that
which forms the subject matter of this report.
In pursuance of his contract Mr. Beemer has also on the
premises some 40 to 50 waggons and other vehicles, 50 plat-
form cars, 18 to 24 dumping cars, ploughs, and two locomoti-
ves. Then he has under his contract endowed the Company
with a new engine weighing 84,000 lbs. with cylinders of 17
by 24 inches, and its accompanying tender af an additional
weiofht of 50,000 lbs. for active service on the sections now
opened to the public.
It may be well also to state here that the couq^any's roll-
ing stock consists of 4 locomotives, 4 passenger cars, a bag-
gage and post-office car, a cattle van, a goods van, o close<l
cars, 55 platform cars, one steam plough of improved construc-
tion. T -^
: With regard to the proportional cost of this section as com-
ft
ptirt'd with those ivniaining to ho done, or of the whole road.
Mr. (k(hnHii is of (»pinion, as witness tlie report of the Co.
trail initted to tlie ted. Govt, on the 4th May last (Xo.*U8l6)
that tlie 10 nn'Ue section of the road Nortli of St. Raymond is
a fair avera^j^e of the wliole line between St. Raymond an<l Lake
St. John, wjiich conveys the imprer.sion at the same time, that
the (j^rades and curves of the remainder of tlie line from Lake
Simon to the extremity of the road will in no way he inferior
tf) those already alluded to.
May we one and all Gentlemen, in iJSSii shake eacli other h}-
the hanrl on the borders of Lake St, John ; then with a new
stai't push farther and still farther North so that by the end
of another decade we may reach tlie shores of the <jfreat lake
Mistassini and thence bv the vallej" of the Rupert river, James
Bay, at the Southern extremity of Hudson's Bay, thus opening
up to our children a vaster Held of acti<m, a line of communi-
cation shorter, more direct between the fish teeming waters of
this vast internal sea of British North America, Canada, the
remainder of the continent, Europe and wdiere not ; thus also
emancipating ourselves at last and once for all from our fealty
to that prevailing and <lominant idea which has so long, so
persistantly held sway over and inthralled our minds and verry
actions in its narrowed though potent grasp : that, failing the
lumber trade, there remains nothing for us to devote our ener-
gies to in this section of the country.
Let us tliank the Federal Govt for Vvdiat it has already
done for the Lake St. John Railway ; but let us also
remind our rulers at Ottawa that if the Govt, has already ex-
pended so many millions in the West : to us the far, far West,
the future inheritance of the Province of Ontario : we also, of
the Province of Quebec have claims, recprirements which can
not well be overlooked : that among others of opening up to
us a roadway, not into tlie far but into the nearer East where
our children may without strayin<>" too widely from theii'
fathers' fire-sides, go seek a livelihood, if nothing more.
The Geographical Society of Quebec, under the presidency
of Lt, Col. Rhodes with alderman Chouinard for vice-presi-
<lent, Mr. F. D.'^ms of the provincial Treasury as active se-
cretary, abetted by MM. Fletcher, Ledroit and others, with a
council of live members of which the undersigned forms part,
has already tie voted itself to the conquest of that country of
fish, furs and minerals. The Colonel's soiree at the St. Louis
in presence of an audience composed of the elite of our Citi-
zens is proof of what I advance.
On this occasi(m several persons following in the wake of
the Col's elo(iut'nt speech, aii<l of Mr. Choiiinurd's lecture, atl-
(Iressed the assembly : amongst others, the Lord Bishop of Que-
bec, tlie Hble Mr. Lynch ministei- of crown Lands, the R. R.
MM. Haniel and Latlanniie, Mr. 0(»bell, Mr. Scott and others
followed by the Hble Mr. Langelier mayor of Quebec, who
reminded us of all the interest he manifests in this section
of country, as witness the explorations, which he caused to be
made by Mr. Dumais land surveyor as far as 100 miles North-
ward of Lake St. John while he was a member of the Govt., in
his ofticial capacity of minister of Crown Lands, and I am now
in a position to inform you Mr. Maycu-and gentlemen that the
efforts of the Society are about to be crowned with success,
and that as earl}' as the end of June next, MM. Eigne II and
Comeau surveyoi's and explorers in the company of a squad '
from the geological commission of Canada, will leave on a two
years expedition to survey the Mistassini tvid '^vplore the
country which on the one side divides it from James bay, on
the other from the shores of Lake St. John, the commission
having to that effect, out of the .^12,000 to be applied to the
geological study of Canada, voted 80,000 or one half of the
amount towards the proposed explorations, while the Federal
and Local Govts, are to subscribe S4,000 each towards cove-
ring the cost of the expedition.
Let VIS therefore continue a work so well inaugurated by oui-
<letermination to push forward at once to Lake St. John, that
we may thence penetrate farther into a country all of promise.
I conclude my report on the present section of the Quebec and
Lake St. Jonh Railway by recommending that the Corpora-
tion, as already done by the Fed, and Local Govts, do perform
the needful by the company in paying over to it. the desiied
instalment asre([uired by the conditions and supulations atta-
ched to the City's subsciption in favor of this road of which
we will in the near future appreciate all the utility and impor-
tance.
("HS. BAILLAIRGfi, M. A.
Civil k City Enijineer
• • F. R. S. C. etc., etc