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EtjMsley, and Ms associatfs, Committee to procure iSiir- * t?e^s and Estrrnalfts of the proposed liaU Road from Toronto to Lake Iluro^, GENTLEMEN: I have the honor respecttully to pre- sent the following as the results of the reconnoisances and preliminary Surveys for the proposed Rail Road from Toronto City to Lake Huron, together with the Maps, Profiles, and estimated costs. The line of survey commences at a point in the City of Toronto near the River Don, nbout half a mile from the Harbour, to allow an oppori unity to diverge from that point, to the most advantageous ground for lerminatint^ the road, — another Hue was run from the West sido of the Cky, passing near the Garrison, these lines intersected about five miles from the Harbour, and were connected in the City by a line through Front Street along the Shore of the Harbour, The City can be approached by either lifie as shall be determined upon by the facility of procuring lands for a Depot. Either of the lin<*s that sliall be adopted before a final location can be iiluch irii^jroved. From the intersection of the two lines, the mahi line continues through the Town of York to the Town of Etobicoke, on to the Humber '^iver, crossing Black Creek and several small ravines — the Black Creek Valley is contemplated to be crossed by a viaduct of 600 feet in length, and 30 feet in height. The Humber River will be crossed by a viaduct of three spans of 160 fi^et each, and 30 feet abqve the water, and the flats on the West side of the River for a distance of 300 feet by a system of timber frani« ■;»r.N, >?#■ f^^ n i -.-N.:' / ^ ing. From ihe Humber River, the line passes throu;;h the Gore of Toronto, a portion of the town of Vaugh- an to the commenceinent of tiie Oak Eidges ia the Town of Albion. The line through the Oak Ridges pesees the summit (attaining an elevation of 705 feet above Lake Ontario) whicii divides the waters flowing South into Lake Ontario from those flowing North into Lake Hu- ron. In passing ihrough the Oak Ridges there r/ill be some spurs of hills to be excavated, and the streams cros distance of 13 hundred feet. The line on the West side of the River passes through the towns of Essa and Sunnidale, and termi- nates at the town laid out by government in the penin' stria between Nottawassaga river and the lake, there is nothing of importance in this line until reaching the said ridge before spoken of, H miles from the Lake, at this point will be required an excavation ave- raging 35 feet in depth for a distance of 900 feet through light dry sand. From the summit in the town of Albion to Lake Huron the line passes thr'ngh an entirely nev/ country, and in some parts almost unex- plored, and consequently these experimental lines are not considered to be over the most favourable ground, but in some cases the reverse, as much of the line may be materially improved, on a final location, par- ticularly in point of grade, the lateness of the season when the Surve5's were completed compelled us to abiindon the field when our Surveys and examinations had given us proper data to improve the line upon. The most material points that offer improvements upon are the lines passing from Toronto City to Iheir intersection in the Town of York, these should B 2 ' fxgs hare been carried more south t/esterly. Since im. provenient mny also be. made after crossing the Hun* her River and through the Oak Ridges by increasinip the radius of eurvati]re».and the points of crossing the streams. Over the Portage Hill, iho line should be carried more to the west along the face of the Hill t^ gain the level of the swamp at an nasier rate of incli- nation and I*ess excavation, the line in the Town of Sunnidale should have been carried more easterly te avoid the summit of land near tho.c3nU:& of the Town . The following statement of the linear arrange- ments of the road shews the length of the several straight lines and curves with the length of Radii oC the curves. * Table of the linear arrangements of the East line from Toronto to Lake Huron, TOWN OF YORK. 9 Miles, 1820 feet of strnight lines. 1 Mile, 1720>feet of curves with Radii of 4000 feet^ and over. 3100 feet of curves with Radii from 2000- to 4000 feet. 4920 foet of curves with Radii under 2000 feet. TOWN OF ETOBICOKE. JcMiles, 4260 feet of straight lines. 3800 feet cf cKves with Radii of 400» feet and over. 1000 feet of curves with Radii under 200® > feet. TOWN OF VAUGHAN. 3 Miles. 1700 feet of straight lints. ly goreoft()Ko?;to/ 2 Miles, 4900 feet of i?tiai-!:t lines. TOWN OF \l.inON. 9 Miles 34G0 fcof of sti'i,:^!.? ;;nrF. 600 fcit of rmvch wiili rtadii of 40C0 feet and over. J Miles 1300 feet of ciirvrs witli lladii from 2000 to 400) feet. 1 Mile 1420 feet of curves with I? adii under 2000 feet. TOWN OF TFX'U^jSETII 7 Miles, 47G0 feet of ?.'raifrht linos. 4000 feet of curves with lladiiof 4000 feet rm] over. 2 Miles, 1320 feet of rinves nitli Pi^iidii from 2000 to 4000 feot. 3 Miles, 15G0 feet of curves with Radii under 2000 feet. TOWN OF ESSA, - 10 Miles, 2470 feet of Rtraiolit lines. 3250 feet .f cur c'i with Radii cf 4000 feet and uvc r. 1 Mile, 720 feet of curves Miiii Rndii from 2000 to 4C00 foot. 2400 foot of curves^ with Radii under 2000 feet; TOWN OF VESPRA. 8 Miles, 1080 feet of straight lines. 1 Mile, 1220 feet of cuives with Radii of 4000 feet and over. /^ v'i 1100 feet of curvos with Radii from tOOO tu 4U0Q fuct. TOWN OF FLOS. Miles, 1640 feet ofstkuight lines. t Miles, £240 feet of curves with Radii of 4000 feet and over. Table of tho Linear arrangements of the West Lino from Toronto to Lake Huron. TOWN OF YORK, 9 Mile?, 740 feet of straijiht lines; 1 Milo, 1720 feet of curves with radii of 4000 feet and ovcr» 1 Mile, 2120 ftet of curves with Radii from 2000 to 4000 foot. 4920 feet of curves, with radii under 2000 feet. TOWN OF ETOBICOKE « Miles, 4260 feet of straight lines. 3800 i'cet ofcurvefe over 4000 feet Radii. 1000 t'eet of curves frora 2000 to 4000 fb«t Radii. TOWN OF VAUGHAN. 3 Miles, 170C feet of straight lines. GORE OF TORONTO. 2 Miles, 4900 feet of straight hnes. TOWN OF ALBTON. : f~Miles,3460 f«et of straight lines. 600 feet cui vea over 4000 fe«t Radii. t » 4000 t t Milee, 1390 feet of curves froui 2000 to 4000 foet Radii. 1 Mile, 1420 feet of curves under 2000 feet Radii. TOWN OF TECUMSI TH. 7 Miles, 4780 feet of stroig it linef . 4000 feet of curves over 4000 feet Radii, t Miles, 320 leet of curves from 20U0 to 400v' foet Radii; 3 Miles, 1560 feet of curves under 2000 ft. radii. TOWjs^ of liSSA. 11 Miles, 4900 feet of straight lincF. 2000 feet of curves witli iladii over 4000 feet. TOWN OF SUNNIOALE.. 11 Miles, 4660 foet of straigl't ines. 2 Miles, 262 J feet of curves \v th Rad'i over 4000 • f^et. 2000 het of curves w.th Radii under 2000 • f^et. t Miles of strai,^hi. line not surveyed to nnito the V/e$t line with the E.ist at the mouth of Nottawafiagd River. RECAPITULATION, EAST LINE. eo Miles, 4990 feet of straight lines. 6 Miles, 3450 feet of curves with Radii of 4000 feet and over. 6 Miles, 2360 feet of curves with Radii from 2000 to 401U feet. 8 Milei, 0:740 feet of curves with radii under SOOO feet. tvs; RECAPITULATION WEST LINE. 61 Miles, SCOO feet of strnisflit lin^^s incliidiior 2 niilc? to join iJ;i?t line at the liay. 5 Miles, 5180 feet of (i.Vvcy with Radii of 4000 feet ns«d over. 5 Miles, 4830 feet of curves with Jladii from 2090 to 4GCQ f. et. 5 Miles, 4710 feet jC curves wiUi Radii under 2000 feet. You will perceive by reference to the table of Grades that tho greatest inclinations are 40 feet to the mile &. for short distances makinfj a total of 4 9-llths miles, tliesc as well as all of the others may be reduced by a more expensive system ofGradin.'r, which in my opinion would be injudicious, as the cost of grading througli a new country will be diFproporlionately greater than the increased cost of transportation over heavy grades. I TABLE OF grades-East LiNi. X 12 ■ 2 4 5 6 s 9 2 2 1 2 1 10 2 •n 1 12 1 13 1 14 1 \5 2 16 1 17 2 18 1 19 3 20 1 21 1 22 2 23 24 2 25 G 26 3 27 28 29 2 30 2 4000 2140 4520 4600 0720 3900 1240 4400 0620 5040 0220 3820 2120 072'0 0640 3 « P3 to 2 •* 40 17:83 • • • 10:60 9:48 7:60 30 1:79 32:49 19:20 26:91 16:41 25:^ 21:68 « > 1 CB Si SI'S 3 3820 33:07 3540 33:44 3220 3:22 4860 8:41 5020 31:78 0020 15 1640 34:32 2100 21:00 3140 31:60 2000 • •• 1160 12:04 45(10 • • • 4800 5:50 1840 0940 2:5o 2:75 1 Level. Ascending; Ascendingi Level* Afftending. Descending. Ascending. Ascending. Ascending. Ascending. Ascending. Ascending. Ascending. Ascending. Ajoending. Ascending. Ascending. Descending. Ascending. Asc<"nding. Doscending. Descending. Level. Descending. Level. Descending. Lfivel. Descending. Descending. Descending. o is m »» 5 3 ^ 3 *< " of 97:00 51:00 ••■ 12:D0 7:00 17:00 25:00 2:00 96:00 20:00 46:00 23:00 29:00 46:00 57:00 88:00 5:00 33:00 62:00 15:00 78:00 • •• 82:00 39:00 • • • 5:00 6:00 6:00 or 3 M s.tr* • Pr' 13 110 161 161 173' 166 183 208 280 306 326 372 395 424 470 527 615 610 643 705( 690 612 612 530 530 491 491 486 480 474^ K»«wtUflr (•««.•« 10 TABLE OF GRADES- East Line ccn'aViierf. p o **; C 9* C 9 31 32 S3 34 S5 36 37 38 39 40 41 42 43 44 45 46 47 48 fo, 5\\ 52 ^ » a 1 1 3 1 1 1 1 1 2 2 1 1 45(/0 5C00 4500 4220 5000 1120 5100 4500 ObGO 5000 1620 4200 4000 5220 4000 1220 4220 402(> 3040 2040 2020 0359 CL ® P ca n M • a 15:25 8:45 4:68 2:22 14:78 23:92 8:28 22:29 10:12 10:56 8:4J 26:40 14:52 40:00 22:40 21:93 )3:90 10:00 • k • 8:93 16:80 29:04 o ri a is CD OJ o » oq"? Ascendinj[T. Descending. A?r.ending. Df'goending. Descending. Ascending. Ascending. Descending. Descending. Ascending. Descending. Ascending. DeFcending, Descending. Descending. Ascending. Descending. Ascending. Level. Descending. Ascending Descending. n> M M 2. 5. o a: s- a a - i-K cog o ^ S ^ OQ ta. CO 13:00 8:C0 4:00 4:00 14:00 29:00 8:00 19:00 32:00 10:00 1J:00 21:00 1 1 :0G 79:00 17:00 27:00 25:00 18:00 • •• 22:00 24:00 31:00 or a •< o » • w o 487 479 483 479 465 49> 502 483 451 461 450 471 460 381 364 391 366 384 384 362 386 355 Surface of Water in Lake Huron... 340 487 479 483 479 465 49 » 502 483 451 461 450 471 460 381 364 391 366 384 384 362 386 355 11 TABl OF grades-West Line. p c **• C ft a i Length of Graue in Miles &,Feet. ?. 3-" re rr S ^ -3 3 • u^ xq ra ►^ M .«> 5 f 5:00 ▲boTe Lake Ontario. J 4600 5:74 AscenJing. 18 2 4700 20:35 Asctnding. 18:00 36 3 1 2920 46:50 Ascending. 72;00 108 4 1 1820 36:44 Ascending. 49:00 167 5 03«i0 26:43 Ascending. 4:00 161 6 46(i0 .*. Level • • • 161 7 1 0720 10:60 A^scending. 12:00 173 8 3900 9:48 T)escendii!g. 7:00 166 9 2 1240 7:60 Ascending. 17:00 183 10 4400 3;'):00 Ascending. 25:00 203 IJ 1 0620 1:79 Ascending. 2:00 210 12 2 5040 32:49 Ascending. 96:00 308 13 1 0220 19:20 Ascending. 20:00 326 14 1 3820 26; 91 Asc':5nding. 46:00 372 15 1 2120 10:41 Asc( iKJing. 23:00 395 16 1 0720 25:52 Ascending. 29:00 424 17 2 0649 2i:6e Ascending. 46:00 470 18| 1 3820 33:07 Ascending. .57:00 527 IS 1 2 3540 3->:4i Anoeiiding. 88:00 615 2t ) 1 3220 3:22 iJeacj'iiding. 5:00 610 2) 3 4860 8:11 AF.cer.n:ng. 33:00 643 21 > I 5C20 31:78 As:;ending. 62:00 705 21 ] 1 C020 J5:0') Descending 15:«10 ()90 2' I 2 1640 34:32 Ascending. 78:00 012 2. 5 2100 •t • Level. « • 612 2( i 2 3M0 31:60 Descending. S2:0O 530 2 1 2000 *•« Level . «•• 530 28l 3 11 ()0 12:04 Descending. 39:00 491 29l 45(:0 ••• licvel. • • • 491 ^ Ol 4800 5:50 Descending. 5:00 486 12 TABLE Ot GRADES— We8T Line continued. o • o •*> n 1 • Length of GraUe in MUei & Feet • a. « £> -^"^ m e » !► tngS fe r s < r. ^ J- 3 3 «JOq \ scent or Dca- cent in grade in Feet an J parts. \ Above Lake | Ontario. ! 31 1 0440 2:50 !)<'scendmg. 3:00 483 32 1 3120 • •» Lev.fl. • •• 483 33 4100 8:96 Ascend n g. 7:00 490 34 5100 8:28 !)■ scending. 8:00 482 35 1 2620 • *• Level. • •• 4§2 36 1 5020 1:02 Ascending. 2:t0 484 37 1 3840 l:i7 Lescending. 2:00 482 38 2 IIIC ••• Level • •• 482 39 1 4120 10:67 Descending. 19:00 463 40 1 0920 »•> Level. ••• 463 41 2 4720 30:35 Desf-encSing. 88:00 •>7C 42 1 0620 5:36 Descending. 6:00 369 43 1 1720 3:10 Ascending. 4:00 373 44 4500 18:77 Ascending. 16:00 389 45 1 1320 4:71 Descending. 5:00 384 46 2 4940 23:8! Ascending. 70:00 454 47 3000 • •■ Level. • « • 454 48 4000 13:20 AscendinfT. 10:00 464 49 1 0720 20:21 Descending. 23:00 441 50 3000 15:84 Descendinjx. 9:00 432 51 1 4920 5:2^ Descending. 10:00 422 52 1 1620 26:01 Descending. 34:00 388 53 5000 9:51) Descending, 9:00 379 54 20( 5:r)5 Descending. 2:00 377 55 1 0720 24:70 Descending. 26:00 351 56 8000 8:80 Descending. -5:00 S'tf: Surface ( )f Water in Lake Huron. •«l«« ■•«<*! »¥t'M* i 13 t ^'' Tl-iC curvcB thronghout with t>« cxrept'on of those in the oak rid^eH, uiay liave ruin frian five to ten thousand tutit, soinoot* iho^e in ihe ridires will ne- cesscirily have railii as !ong as two thousand feet. The total distance from Toronto to ihr termina- lioa of the survey, nour the mont'i oflhe Fv tiawasaga River ia eiwlity-ono one fo'irlh 'mjIos. by the eist line. The west line, as survi-yed, let mi 'iife; at \.<\o town on the Peninsula, in case this hnn should l)e adopted, it should be continu.ul to or near t!ie hkui li of the Not- tawasaga. by crossin<.f liie same below he rapids, and immediately after passin/jj the said rid^'e and termi- nating at the site of the proposed town, as shewn on the maps. The objections to terniinatinjj the road at the town on the Peninsula, are the delnys necessarily occasioned by liaving to navigate the river four miles with contrary winds, and at tunes airainst a very strong current, and the want of r lom lo afu-ommodate so large a populntion as will centre at, what may safely be anticipated to be, the great city of tiic North. The first and most important object in the buc- ccssful operation of th s road w 11 he its toi'mination at a good and convernei;t harbour en Lcjke Huron. That \he Nottawasaga Rive^" offi is iheso facilities there is n^ doubt ; the river opt osite ihe proposed termination of die road for a disian<^c of frmi three to four miles, is fr(>m iive to s'x hu idrfd feet iu vvidlh, and ten or twelve feet inde|>th,(l e Bht at the mouth of the River is of moving sand, and the i^ast depth of water we found was seven feet, this Far can be re- moved at a reasonable expews;? by cionst ncting piers lo confine the discharge of the Rivf r and cany *t into deep wtar»io on t icrn in Jir shape of a sand bar with not a fool of water, wiieie tiie d ty previous tiiere had been a depth of ^evrn or eiglit feet, the next storm from the o|>posite dl/ecticn would probably re- move the obs; ructions. Since the improvements iher« hao been Icund no iiifllchli}' in ae'^uving a depth of water to the lijird botiorn, nnd in some cases to the solid rock 1 huvo made no estimate of the nece«sary improve n;ci;ts at he rncuih ti' the liver, supposing it to be exrlusi^'e.ly a Govt^rinKnt ivork and that they would make the necf'pn^nry improvements on a commen- surate scnle and on such *; plan as the importance of the location requirec?, fiiul The superior rkill of their proper ofuferw .should .^u^ccst as soon as the wants and mprovcmoiilj of the c juiuiy required them. Tha ai'vanla^e U be derived In the Road from the productions of io fertile a country as that.borde« Tin;» on. Like Gimcoe, w tli the facility of Navigation to collect it^ prcd.iCij to any or.e point made it a mat- ter of some inomen* to asr.< riaia ^vhether and where a connexion c luld he m»ie beuiieoD ihat Lake and the Rai! Road, nno tha objtrao'ion?', two points present tbeinselvts, thr.l may bo connected with great facility one Irom a piint in the j'own of Tecumselb by the valley of ti!e ^]o!!.!ic Uivcr, the othor by a line south of the Barric ?nO ^iifinidnle Road to the Town of Barrir, in Ken>};en:V;idt B^y, the first route will make aijoiii 18 r.-jlcs oi Dnnch Road and 45 miles of Mfii. Koff.d, ntaking a to>i>\ of .sixty-three miles toTo- "vouiu iZfty, iheBtcond rr uts u-ouid have a branch of ^»^beiit jO rules, and G2 mih s oi the main road, making . ' 4;.l5nil distance of about 7ii m^tes to Toronto. .T.h» 1 iousto imov- in the drive s, and [id bar I there 5 next bJy re- 3 iher« 3pth of to the 'eesary 3sing it it they mmen- ince of L/f their nts and Ld from -horde* igation a mat- k'hcrc a and the resent facility by the south Town ite will tiles of to To- inch of making 15 local advantages w?iich -^iih'-r route possosscs can only be known by a survey a hi esiimrao, hut either route is pracdcanle at a mu'Jc.'it'i ex|ytiiso and whi'm con* •tructed will add much to the brii,iness of the road. The general character oftlia country through which the iine passsus is favourable to iho construction of a good and chnap road« the uicst expensive points will be in crossing Black CieeU, the [iumber River and the everal branches of the Nottawassuga River, these obtruclions are less for the extent of country passed over, than the average of Rail Road routes, a large portion of the work wdl bo through a country dii!icult of access and attended with an increased ex- pense on that account, still the h^^aviest and most im- portant places en the line are at pointaacccssible by short communications now opened to parts of the countrj^ ' settled and fielding a surplus of produce. The cost of the road will materially depend upon the plan of superstructure and the mode of crossing the Gulfs and streamsj. The abundance of Timber of the best quahty throughout ihe whole line and contiguous thereto the scarcity and consequently ;he increased ex- pence of gootf s'tjne within a i>^asonal)le distance, and the want of road tojranspori them Irorn the quarries in the Towns of Albion and Mono and near Lake Hu- ron, under these circumstances I WvUld recommend the adoption ot Timber viad'icts m place ofston j cnlrcrtsof a large class, these may be replaced with timber until , such time as it becomes loo cosriy iO be nsed with eco nomy for that purpose wh^^n you wiil hav4»t,!)e facility of the road lo tronsport ilio niat'erials for moro permanent works, the smnll culverts where Ifrick can be made or procured, may have brick arches and stone wing wallg. Stone enough may be had tor that purpose by splittings the f^ranite boulders scattered tbrou^'h the country.. mSiiim, 10 Tho p^ins'A. 11. D. Ni. 1. 0. No. 2, D. K'\ 5 tro propose! an 'uS^^rtnteu for cu. verta. Tae plains: A. and U. r>»r viadiu'.'^ ovei tlu; ^iill;^ arul nirrow va!- lies, il:o »>!an!* for lie viaduct, ovor tho iiunti- ber River, tho plans K rppreseni the superstructure of some of tho bast roidi in the S'ato of New York, and where tirnber i^ raUier scurco it is considered th« cheapest and best timber road that can bo built. The plan F. is for a T. rail of 80 tons to tho mile, on- a timber foundation, the scarcity of Stone must pre- vent their being used for a foundation, and as tho %vholo of tlie /6. nrlation timbers would be covered by the earth, tlii^ may bo considered as a permanent road, the present high price of Ion makes this road too ex- pensivp for general adoption, but if Iron should bo re* duced to (he pric3 that it was in 1833 I should rci" commend this rad for your road. The plan G. is calculated for a cheap road to be made from tho timber cut from the line of the road way, and bedded into the graded surface of the road^ the sills to be of trees of a moderate size, flattening them on two sides and connecting them to;-ethor by ties eight feet apart, let in flush with the top surfucc and wedged against a dove tad »hr)ii)(U-r. on the tops of the sill will be spiked a wooden r«il of thr'^e by three inches to re- ceive the rail piste to Kve'xgh uvniiy two tons per mile, on top of tho sill timber under «he rail timber may Do cut a ^rrc.vt to be filled with salt in a measure to resist the rapid' decay of \ha timber iu this most exposed situ- ation. A Road constructed after thia manner having the sills well bedded ar.J sptiled*ii>to ilie grading of the road wou'd mako a tfood tennmrary road ; but the expoped situation of tie sill timbers to decay and (he difficulty of replpcipg I'oem is a seiioup rl jcciion to its adoption and I would only recommend it in situations where imher is plenty and Saw Millci scarce and difficult oi ccess. I ,4 to be road road« |g them |s eight edged lill will to re- mile, ay be resist situ- \Z the ie road [poFcd iilty loption /here lult oi 17 The parts of the superstructure of Roads, tou-r- structed alter the plan E ihat are subject to decay first are the rails, and next the ties, either of these are re^ placed with the greatest facility, without derangiiig- the foundation, (sill timbers) wliiih is of the utmost iropoitance in keeping' ihic^ roiid^ etrpin and true, and preventing the wear and breaking of the engines and cars by a continuous surging and straining occasioned by the uneven surface of the Koad. The plans for a depot at Nottawassaga were made with a view tu keep the freighting cars >«ith their in- cidental incumbranceB distinct from the passengers, and yet in such a position as to connect the whole in as compact and convenient a form as possible. The termination of the road at the Nottawassaga will re- quire the ground now lying waste for buildingpurposes^ with that view J have laid out a Town Plot at the terminations of th« line on the East side of the River see Plan ♦«J'^- the principal depot at Toronto was not estimated in detail, the several proposed termina- tion of the line offer different arrangements for the depot, and no satisfactory plan could be made until the groundn are selected, and their size and location determined upon, the amountaliowed loir this purpose io the estimates is considered sufficrent. The follow- ing estimate for grading, is for a width to allow the laying of a second track being 24 wide in enibank'- Rients, with side slopes of one and a half to one, and 36 feet' wide on the bottom with ditches 6 feet wide, theimportantte of the route it is believed will unques- tionably reqiiire the second track to4^elaid as soon as possible after the road shall have been opened, and the advantages of the route known by experience te the commercial and emigrating community. The via- ducts with the eiiception of that over the Humber River, and that over Nottawassaga in the Town of Sunnidale, are estimated for a single track being »>l>rii >H li 18 of a perishable imt lire, and not liable to settle ; the ad- ditional width tor (he Pecond track < nn be attached to these if wanted before that of the first trnck com- m.'nce.) decaying, the whole can ihun bo made of the requisite wiath. The Bridges over the Tlumbcr and Noltawassag* areconti mplated to be peniMnent for that purpose, to fiecure the framing it is p^*)po^ completely case them from iho wtaii'er they are proposed to be built wide enough (or two trucks. The East and West routes from the City tro «8timated separately, as it Iso he lines from the diverg- ing point in the town of Tecumseth the proposed line crossing from the West to tbi' East side of the Nottawassaga n. tr L'lke Huron, was not examined with insttuuient : but brin^ abxig the river, and in full vieiv, we liAd a good o|)p jrtiinity to julge of its level by compfuing it with the b>vel of the lliver, and the estimate i$i considered an)p)>^ to continue the liat tatbe terminaiion as repn senied on the maps. Estimates of the Easterly Line iurveyed for the proposed ioronto and Lake Huron Rail lioad. TWELVS MILES IN THE TOWN OV YJUK. Grubbing & clean- ing £ 450 Fencing 9 miles at 4s per rod 1,152 t89:59a cubic yards of excavatron at "d. per yard 6,52945 11 £. I. I P. \ fK .l,.. 19 l';; f1 P. 199:143 do. do. of embankment at 6d. 4978 11 6 600 lineal feel of via- duct overBI »clv CriM'k at 133. per f»'»t 450 13 small bick cul- ' verts, at i*2j per culvert 2^50 0' VUREIi: ANDTIi:iEE F )U:irH MILKS IN THE TOWN OK bifOBICOKE. Grubbing & clear- 160 C 1. 12820 ing 1,741 4 2.G44 4 a- 69:048 yards of ex- cavHtion at Gd. per yard 79:321 yards of em- bankment at 8d. per yard 500 lineal feet of vi- , ad net over the. Hamber River as per pi 111 at. £Q 3,000 Two :m ill brick cul- verts at £iO each 40 THRCE AND ON'BTHniO MIL&8 IK THE TOWN OF VAIJGUAM. Grubbing & clear- / ing 3o0 35:600 yards of ex- cavation at 7d. per yard 1,153 31:010 embankment at 6d. per yard 776 S , small brid«.'eM an per plan D No. 1 , at £4 Is. 3d. per ¥ridg« • 5 8 4 5 C t C 7575 . ZU9\ 16 It \} •! «0 '!i h S50 942 16 XO TUBRF. MILGI IN TORONTO OORG. Grubbing 6l clear- ing 32:3^6 cubic yards of excavation at 7d. per yard, 30:000 cubic yards of etivbankmenc at Cd per yard, 760 2 bridges 12 feet span, as per plan D. No. 1, at £4 Is. 3d. 8 2 6 THIRTEEN AND ONE HALF MIL£8 IN THE TOWN OF ALBION. Grubbing iV. clear. ing 600 271:162 yards of excavation at 7d. per yard 7,908 ]2 271:900 yards of embankratint, at 6d. 6,799 13 2 56 feet b; dgei over the Hiimber as per plan B at £29 3s. 3d. 12 12 foet do. as per plan J> Nc. 1, at £4 Is 3d. 48 15 • 36 feet do. ad per plaa B ^«o. 3, at £19 fn 6d. 115 19 70VRTI£KN AND ONF, FIFTH HILfiS I N THE TOW N OF T £C VMSSTH. 87 99 Grubbing & clear- ing |ii 116:630cubicy'dt. 700 £. fl. 1050 19 15590 8 9 4 22'5 19 6 6 47 f»i excavation at 106:441(1'). do f^n- huiikinrnl al 7d. 3,473 h> SCO feet hTidjo over branch of Notta- wassaga. 15s. per fool l bridge 36 A: et long per plan D No. 3 at JCiO Gs. (Jd. per bridgo 4 do. 24 feet long per plai D No. 2, at £11 15s. per do. 7 do. 12 feet long per plan DNo. I, at £4 Is. 3a. 28 C 9 IfWELVK AND THREE FOUHTll MILES IX THE TOWN OP B3SA. Grubbing &. clear- ing 600 183:585 yardri of ex- ca,vation, at 8d. peryanl C,liJ) 10 S77:528 yards of embankment, at Cd. pnr yard 9,250 18 1,200 feet ol biidafc over 30 feel hi^h as per plrrn A. at £1 {XT foot. 1,200 300 fft't hiidjrinj^ over 20 fcff liiirh at 153. per foot 1 Brid(> feet aa per plan 1). 13 Bridges 2 5 fct as psr pla{i D No. 2 8 2 as. 23 15? 3 8345 ri- ^ \ 15 17577 It 22 1 i 1 ICINE AND ONE yf>r J.'t r MILKS IN THE TOWN Oi' v> jiiA. Grubbin;< & cUar ing 166:805 y'ds. of ex- cavation at 8d. 4(0 per yard 5,560 3 4 4 3 600 116 13 125:739 y'ds of em- bankment at 9d. 4,715 B bridges 100 feet long over 20 feet high, at 15s. per foot 4 do. 36 feet long per plan B at £29 3s. 3d. per bridge 18, do. 12 feet Kong . per plan DNo. 1, at £4 Is. 3d. 73 2 6 RIGHT AND ONE PIPTll MILES IN THE TOWN OF FLOS. Grubbi.'^jT & clear- ing * 300 123:819 cubiv yards of excavation at 8d. per yard ^J.93 19 4 67:6 10 cubic yMs. of embaukvnent It 8d. per yard 2,253 J3 4 t bridges 3?, fe^^t long at£l9 Os. 6d. as per pYan D No 3 38 13 bi?idge 24> feet loiigjjlX 15s. Od asj per plan D ' N/i. 2 9 bridges 12 feet lo4g £4 Is. 3d. a 11465 11 15 ss per plan D No. 1 36 1 1 V BEClPITUXiATION OP TIIK r.ASi LINE. 12 miles in the Townof York£12,820 7 6 Simiks in the TovvnofEtobi- coke 7,575 4 8 5J miles in the Town of Vau- ghan 2,118 1.5 1 3 miles in Toronto Gore J, 950 19 4 13J miles in the Town of Albion 15,560 8 J 41-5 miles in the TownofTecum- selh 8,545 7 7 12| miles in the TownofEssa 17,577 6 11 5| miles in the Town of Vespra- 1 1 ,405 3 I 8 1-5 miien in the Town of Flos 6,834 1111 Depot at Nottawasyga, buildings fixtures, &c •• Do. at Toronto, including l.ni'd ingf, fixtuies, land, 6ic Nino Water anDCNE FOrP.TH MILES IN TIIK TOWN OP ETOIJKOKK. Grading die. i.s prr detailed es- timate of each line Tint RE .\ND 0:,E TIIinDKILESlN THE TOWN OP VAUtillAN. Grad ng &c. as per delailed es. timate of P'ast line THREE MILES IN Till: CQRli OP TORONTO. Grading &c. as per cstirriate of East line •••*..,.,, TEIKTENN AND ONIJ IIALI' 3NIII.F3 IN THE TOWN OF ALIiION. Grading &c. as per detailed esti- mate of ti.e East Line FOURTEEN MILES IN TIIE TOWN Oy TECU3rsr.TII, Grubbing and clear- in;?, COO 56:402 yds of exca- vation at 8cl per yard. i,e4G 14 C £ S. D. ]0,92G 7,67^ 2,113 18 4 8 10 10 1,960 19 I 4 I !5,.5GG 8 •MMa 36 k 210:213 ** em- lankmcnt 8ti 7,007 « 400 feet o{ bridge over brnnc'i uf Notta« ao "rl'K'h wi!l .>o on ilio jiropoa- ed rt iile, r;>;co;t;u;i tl,;i!: ',i'- tr;;!]].-. on it will bo suflicif-iit. to s?fMire a iohsopiIjIm j^roiit ' cons£!*uct:'.)i!, ;i!5«.t covci- all expences for rep;jrs ; lliis r;nc(' sA.is.aclnrily nsc.jr'.aiiiOi,i, the project loines its du ibtf;)! character ; it then becomes rational and pronii; 'islo becor.c as certainly pro(ilable to its projectors aavv to the /« • li'e\t, and dai'y in- creasirif^ in force and velocity. Tiie cenntry border-.. in'Tonanii beyond Lakes Haron and Micliigan whica shall be thourrh w:diin the iiuneuiate rarigo of the Kaii Moad, is famed for the fertility of its soil, and ac- cordinT to esJiiiiation, cou'd support a p'^pulation of from t^venty to tiiirty millions of soul^ ; the otdy con- venit.Mit route at present to this region both for the > u ot'th* i Cou . hough' sound =h the eat : — • roject, will bo capital oences J? a, the ecome« rolilahle inity as bly be. •iito and vidence til at the Id con- ,nt day ere this its su- f trans- oposcd !. In to open ria and iato'.! by an In d po- i'y in- boider :. hie a In w oi an d ac- ini, on 01 ly con- tor th« thousands of emigrants from the Eastern States »nd thtjse from TJuropc tliat ore flocknig to it, h by the Hudson and lOiio Canal, Lake Erio, Ilivcr Detroit, Laice St Clare, "S^c. and the enormous revenue of the Canal, il'e cnvded wharves of Utiftalo, the num- ber and cajacitv of tlje Steam Boats and other ship- ping on Lake P>it , nil prove the va? t ainoaiit of traffic belwten the Western Sfatoa and Territories on tbe on the one side, and the Eastern Sttitet', Canada and Europe on tin oilier. Now it cannot sur'^.ly I)e doubt- ed tliat the Tf rorlo and Ilnron Rail Road. »vhich, as we ahall pre^en'ly j,hov\, would be greatly superior in' point of expediii«»ii,che:*pnesR and i*afety to the exist- ing route would en^a<»e a large share of business. We shoidd deem it useless to dwell upon this point, did not the rcasontbleness ofthe undent kiiijf entirely depend iip(U\ it, aid henco the probubility ot its be- ing executed with alvantage to the capitalist and to the country." Tile ])r(>jectrecPVc3 farther support fromthe fact that two rival ones hav< been set o»i fool, their projec- tion demonstrates ihe^xiftence of a very jjcneral convicti n» that a Rai;w>y between Huron and Onta- rio would be profitable, ajd that it would prove no vi- •ionary Eci^eme. Kef^irdin^ the Toro^o and Lake ITnron Rail- way, merely as a menns jf transit belwren these Lakes, we Lliall now pioced to point out some of its astoni-hing advantnges ovr the rcute by Huiralo.' To rea«:h Green Uvy from Ljie Ontaro by BaiHilo, it is Rccessury to encour ter tbe boisterous navi- gation of Lake Erie, the rapidssf the River Detroit, the ciooUed chmnel and shallow vv'ttcrj; of Lake St. Cl.iro a»i«l tbe River of the same^nnro, and traverse Lake H'K(in, ih.us passinjr over a ip{»ai;co of not less than Lie') m;les. Aj^ndn the savy a of time would be imme;i!-.o. Hours would suffice^or what it now takes as maiiv days U accomphsh evk^ by i\u^ aid of Steam Borits ; but in the transport o\ merchandize,. tb« difference would be still greater. - ^' ^ff. i •0 v.* At present a sail Tessel from Oswego coniumev •n an average from eighteen to twenty four days to ronch n point on the Upper Likes as far in advance as Grrcn Bay. At this dilaiory rale is the bulk of merchandize and agricultural produce transported betwern those Lakes. With the contemplated Rail Boad however in operation, and the substitution of Steam Boats foi sailing vessels on Lake Ontario and Lake IJuron. the same point would be reached in 52 hours', including- an all owanca of time forthe Iran- ■hipaent of goods. That the Toronto and Lake Huron Rail Road would attract from y<^ur neighbors a large ^hare of carrying trade, at present almost entirely monopolized by the Hudson and Erie Canal cannJt be doubted, not only in consequ* nee of the serioJS inconvenien- ces experienced on ihe pre.-ent routu at Buffalo Har- bour — for instance the narrowness ff the Lake com- bmed with the heavy current nea; the mouth of thi» Hrirbour, constantly »etiing down the Niagara River frequently causes a detention of from one to three weeks to sailing vessels waitin* (>r a fair wind. Tho navigation also of Lake Erie i' frequently from four to five weeks later in being opeied than on the othft« Lakes, so thnt merchants at C^cago on the West and South shores ofLake Michig9i, Saginaw Bay, Green Bay, or in the P^orth We^ern States or Territories could receive their goods 'f/ the projected Rail Road sixer seven weeks eariierthan at present, which cir- cumstarice would certainl induce th.enj to give a pre* ferencc to the new ro'tc. The advantage of thii road rnny be still f:»rtl>'' seen by regarding the vast effo t of it, taken in -onnexion with other improve- menti u >w in proi^ri^s, would have in changing the diieciioM of the infconrse between several of th» grealCiSi c mraerci* cities en the continent and the Ncnh Western S^'es and Territories. From Nevr York for ir.sTaiice<> Creen Bay, to any point on Lake Huron or M;cljiAi'> the route and the time occupied in traversing it^'^uid be as follows :-— tl from N«w York to Albany feouri bj Stfltm Boat. l$0 »ilaf It «• Albanj to 0«weg« Tia Uliea loura bj Rail Road. 170 '' It •• Cswego to Toronto boun by Steam Boat. 160 ** M •* Toronto to Nottawasiaga boura Rail Road. 80 *< 6 ** Nottawassaga to Green Baj bouri bj Steam Boat 400 " 91 pre* tbii vast 960 77 Tbe Rail Road between Boston and Albany wilt bring the former into the same route as New York, and should tbe Rail Road between Lake Champlain and Ogdensburg be constructed, it wilt be another feeder to the Toronto and Huron rail way. It is almost un- necessary to remark, that when the improvements of the St. Lawrence are completed, the trade to and from the route wilt be stilt more drawn in our direction, 4Uid in that of the rail way in question. We have hitherto been regarding the proposed Toronto and Lake Huron rail way in the sole light of an expeditious mode of communication between Lakes Huron and Ontario, and an a conveniemce which the inhabitants on their borders, and emigrants from a dis. tance would very gladly avail themselves of But although, in this view alone, the project could not only be justified, hut holds out a most ptufitable invest- ment to capitalists, yet it is not the only one in which it ought to bo examined, or in wh of the roa4, )t would ba of incalculable benefit. -.-^i- w St Upon the whole whether we Tiew the likelihood of thit^ undertaking, when completed, intercepting a Urge f ortion of the transit trade between the Westera and Eastern portions of tliis continent, or of its creat* ing busriness for itself, in the fertile district, which ^s now making rapid strides in population and wealth, where it will be located, — the prospect is cheering, the conviction strengthening, that ir any rail roa» BVER FAID TUS STOCKHOLDERS THIS IN MY OPINIOFT WILL. R. HIGHAM, Civil ExreniBAE Q^ce of th^ Toronto and Lake Huron Rail Rbad Com- pany, Uiita, Fitbrnar^ Ut, HIT. o4 at. th. A» [OIT